Metro Connecting Goddess Kali Temples Kolkata- Dakshineshwar Metro

The Blue Line Metro in City of Kolkata was extended to Dakshineshwar in Feb 2021, thus the oldest metro in city of Kolkata connected the two Maa Kali Temples i.e. from Kalighat to Dakshineshwar.

1. Metro connects
Goddess Kali Temples
(Kalighat to Dakshineswar)

2. ­
Dakshineswar Metro StationDakshineswar Kali Temple

3. ­
Kalighat is regarded as one of the 51 Shakti Peethas
of India, where the various parts of Satis body are
said to have fallen, in the course of Shivas Rudra
Tandava. Kalighat represents the site where the toes
of the right foot of Dakshayani or Sati fell. Kalighat
was a Ghat sacred to Maa Kali on the old course of
the Hooghly river in the city of Calcutta. The name
Calcutta now changed to Kolkata is said to have
been derived from the word Kalighat. The river over
a period of time has moved away from the temple.
The temple is now on the banks of a small canal
called Adi Ganga which connects to the Hoogly. The
Adi Ganga was the original course of the river
Hoogly (the Ganges). Hence the name Adi Ganges.
Dakshineswar Kali Temple is another
famous Hindu temple located at
Dakshineswar situated on the eastern
bank of the Hooghly River. The temple
was built in 1855 by Rani Rashmoni, a
philanthropist and a devotee of Kali.
The temple is also known for its
association with Lord Ramakrishna and
Maa Sarada Devi, mystics of 19th
Century Bengal. Lot of devotees
around the world visit this holy place
due to its spiritual importance.
Kalighat Metro Station Dakshineswar Metro Station
7 8
Shri Narendra Modi, Hon'ble Prime Minister of India being presented a memento at the
inauguration of Noapara-Dakshineswar Metro, a summit dedicated to Nation in West Bengal.

4. ­

5. 9 10
Baranagar
Metro Station

6. 1
1
1
2
-> Noapara-Dakshineswar length 4.1 Km
-> Cost Rs. 685 Crore (approx)
-> New Stations : Dakshineswar, Baranagar
-> Last encroachments removed on Feb 14, 2018
-> First trial run on Dec 23, 2020
-> C
CRS inspection on Feb 5-6, 2021
-> First service was flagged off by Hon'ble Prime
Minister on 22.02.2021
-> Kavi Subhas to Dakshineswar : 32 Km
-> Cost of travelling entire stretch : Rs. 25
-> Commuters of Howrah-Barddhaman main line
Eastern Railway to avail benefit of Metro
-> Pollution free and comfortable connectivity

7. Inspection by the then Member Engineering & Present Member
(Infrastructure) during construction stage.
13 14

8. ­
1
5
To create state-of-the-art Rail transport infrastructure to meet the
growing demand.
To emerge as the most efficient provider of Rail infrastructure, with a
sound financial base and global construction practices, for timely
completion of projects.
Mission
Vision
2015-16 2016-17
4541
5919
(` Crore)
2017-18
7557
2018-19
10060
2019-20 2020-21
14531
15400
Turnover
(approx.)
1
6
RVNL is completely dedicated to the infrastructure of Indian Railways
and successfully completed 102 nos. of such infrastructure project in
Indian Railways. Some of the highlights about the RVNL’s complete
dedication to the Indian Railways are as under: -
Success Story
Plan Heads
Completed
(KM)
No. of
Projects
455.55 4
2070.20 8Gauge Conversion (GC)
4264.11 44Doubling (DL)
6309.93 25Railway Electrification
Details of Projects completed by RVNL upto March' 2021
New Line (NL)
3033.11 -RE as part of DL/GC/NL
102GRAND TOTAL
Others
46.14 1
Metropolitan Transport
Project (MTP)
TOTAL
Cable Stayed Bridge (No.)
Workshop Projects (Nos.)
13145.93
10
1
82
9
CAGR of +36%
in project
delivery/
turnover over
last 6 years;

9. ­
15 16
Late Shri Hari Krishan Barjatya
GGM/Architecture
Though the times have been extremely
difficult in April 2021 during the second wave
of Covid-19, dedication towards your work
did not shake a bit. RVNL sincerely
appreciates and is obliged to your
unforgettable hardwork in building Railway
Infrastructure specially for Kolkata Metro
Projects.
#CovidWarriors, #RVNL_Committed_For_the_Nation, #Lost_KeyOfficials_in-April2021
#RIP_Our_Sincere_Officials, #RVNL_Salute_their_Services
The Times of India / May 15, 2021.

10. ­
April 5, 2018
Rail Vikas Nigam Limited (RVNL), a Miniratna (category 1) Central Public Sector Enterprise
(CPSE) under the Ministry of Railways, was incorporated in the year 2003 with the twin
objectives of implementation of projects relating to creation and augmentation of capacity of rail
infrastructure on a fast track basis and raising of extra-budgetary resources. The highlights of
the performance of the Company are as under: -
• During the year, 2020-21, despite severe disruptions to contrction industry due to COVID
pandemic, RVNL commissioned 2362 Km of project length compared to 1382 Km in 2019-20
implying an increase of 71%. Out of this, 61 Km of New Line, 601.37 Km of Doubling, 4.1 Km of
MTP plan Head, 1700 Km of Railway Electrification works and 3 Nos. of Workshop Projects in
the year 2020-21. RVNL commissioned 200 stations in 2020-21.
•
•
•
•
BOARD OF DIRECTORS
Shri Pradeep Gaur
Chairman & Managing Director
Shri Ajay Kumar
Director (Personnel)
Shri Vinay Singh
Director (Projects)
Shri Rajesh Prasad
Director (Operations)
1
9
Shri Sanjeeb Kumar
Director (Finance)
•RVNL executes about 30-35% of Indian Railways Infra Structures every year.
Since inception, RVNL has completed 455.55 km of New Line, 4264.11 Km of Doubling,
2070.20 Km of Gauge Conversion and 6309.93 Rkm of Railway Electrification i.e. a total of
13145.93 K m of project length as on 31st March 2021.
The turnover of the Company reached a figure of about Rs. 15400 crore approx. in
2020-21 as compared to Rs 14530.58 crore in 2019-20.
RVNL has been rated as “Excellent” by Department of Public Enterprises (DPE) for the 9th
consecutive financial year i.e. 2018-19. The 'Execellent grading is also expeted for the year
2019-20 and 2020-21 also as all targets set by DPE have also been achieved by the Company
for these financial years.
The Company has been ranked 1st amongst the Railway PSEs for the four times out of thelast six years.
20
SUNEET SHARMA
CHAIRMAN & CEO, RAILWAY BOARD
&
EX-OFFICIO PRINCIPAL SECRETARY
DRAFT

GOVERNMENT OF INDIA
MINISTRY OF RAILWAYS
MESSAGE
I am very happy to note that Rail Vikas Nigam Limited (RVNL) has
implemented a very prestigious Metro Project from Naopara to Dakshineswar and the
same has been dedicated to the nation by Hon’ble PM on 22.02.2021. With
commissioning of this project, the metro is now connected from Kalighat to
Dakshineswar (two pilgrimage spots of Goddess Kali). I appreciate the total concept,
planning, design and execution of this metro corridor in very challenging environment,
executed by RVNL.
I have been
told that there were various technical and administrative challenges
in extension of this metro corridor such as diversion of 1.9 kms of Belghoria expressway
for making space for metro corridor, removal of 500 numbers of encroachments which
took almost seven years, construction of Baranagar and Dakshineswar station adjacent

to the sub-urban stations existing over very week formation, crossing over Naihati Main
line, use of temporary level crossing where there were no access to the site, construction
of new expressway over a length of 300 m where the buildings were very close etc. I have
also been informed that 1.4 km Ballast less track over embankment has been constructed
as per the indigenous design of RDSO, following the concept of “Atma Nirbhar Bharat”.
I appreciate CMD/RVNL and his team for successful implementation of this
metro corridor which eventually connects iconic and famous Kali temples at Kalighat
and Dakshineswar. I also appreciate the publication of a Coffee Table Book-cum-
handbook titled “Metro connects Goddess Kali temples - Kalighat to Dakshineswar”
featuring various steps of implementation of the iconic structures and technical
challenges confronted in execution of this project.

(Suneet Sharma)
CHAIRMAN & CEO

11. 21 22
Completion Certificate
MESSAGE
MESSAGE

12. 2
3
2
4
Night view of Dakshineswar Station
Aerial view of Dakshineswar Station

13. 2
5
2
6
Metro connects
Kalighat to Dakshineswar
(two pilgrimage spots of Goddess Kali)
Dakshineswar Kali Temple is a famous Hindu temple located at Dakshineswar Situated on the eastern
bank of the Hooghly River. The temple was built in 1855 by Medor Rani Rashmoni, a philanthropist
and a devotee of Maa Kali. The temple is also known for its association with Ramakrishna and
Maa Sarada Devi. Lot of devotees around the world visit this holy place due to its spiritual importance.
Considering the importance of the temple, Railway Board has sanctioned the extension of existing North- South Metro corridor up to Dakshineswar in the Pink Book of 2010-11 and transferred the project to Rail Vikas Nigam Limited for execution. The proposed alignment passes between existing E. Railway CCR track and Belghoria Expressway and Crosses the BT road near Baranagar station.
Approx. 500 numbers of encroachments were existing over the alignment, shifting and rehabilitation
of above encroachments took almost seven long years. Full-fledged construction work on
encroachment free land was started in the year 2017 and has been successfully completed in the year
2020.
On it's way, 1.9 Km of Belghoria expressway was diverted to make room for the Metro alignment
which includes, dismantling
of existing Dunlop road bridge which was another very challenging task
and was successfully completed adopting innovative engineering solution using Diamond wire saw cutting, without affecting the normal traffic over B.T. Road.
Another big challenge was to divert the part of expressway coming very close to the existing residential
buildings by ensuring the safety of the buildings which was tackled by switching from
conventional road construction to viaduct construction for a length of 293 m for which night
block of 7 hrs on running Belghoria expressway for 14 days of was required for erection.
Moreover, construction of Dakshineswar and Baranagar station buildings was done just by the side of
existing Sealdah – New Delhi Rajdhani route by providing continuous piles ensuring safety of running
traffic was also very challenging task accomplished.
By overcoming all these hurdles, the corridor was made ready for opening to commercial running of
traffic in Dec. 2020. Two alluring stations, Baranagar and Dakshineswar have been constructed equipped with all state-of-the-art-amenities for the convenience of commuters.
Opening of this extended North south corridor up to Dakshineswar has
unfolded a very convenient
mode of transport for commuters coming from South and Central Kolkata to Dakshineswar Kali temple and Belurmath which attract thousands of devotees and tourists from all over the country as well as suburban commuters visiting Kolkata.
Visit of Chief Commissioner of Railway Safety (CCRS) on 5th Feb' 2021

14. 27 28
NOAPARA - DAKSHINESWAR
METRO ALIGNMENT
NOT TO SCALE

15. 29 30
Length of the section 4.139 km (centre to centre of stations)
Length of metro viaduct 2.697 Km
Length of Metro Embankment1.442 Km
Number of Stations 2 (Dakshineswar Station and Baranagar Station)
Ruling Gradient 1 in 26.74
Length of Track in Gradient2.781 Km UP & 2.787 Km DN
Length of Track in level1.358 Km UP & 1.352 Km DN
Number of Curves 16 Nos.
Maximum degree of Curvature3.92 degree
Total length track in curvature2.746 Km (Total of UP & DN Line)
TSS 2 Nos.
Traction Transformer 4 x 11 KV/585-585 V, 2.3 MVA, 12 Pulse
Traction Rectifiers 4 x 12 pulse 2.0 MW 750V DC
DC Switchgear 4600 A/4000 A HSCB
3rd Rail 750V DC 3rd Rail (High conductivity Steel 52 Kg/m )
ASS 2 x 500 KVA 11 KV/415 V Dry type transformer
Lifts
Dakshineswar – 4
Baranagar – 2
Escalators
Dakshineswar – 7Baranagar – 6
HT Panel 11 KV, 15 panel, 250 MVA, 16KA/Sec.
DC Panel 11 x 4600A/6000 A
LT Panel SIEPAN 8PU
DG SET 200 KVA
Lighting Protection 150 KA Current Peak, level – 2
Fire detection & AlarmIntelligent Fire Alarm System Io1000, 2 Loop
HVAC VRF type
Signaling Electronic Interlocking System with Dual VDU
Track detection device
MSDAC of Eldyne make (Baranagar – 17 Nos., Dakshineswar – 12 Nos.) .
AFTC of Siemens make(Baranagar – 19 Nos., Dakshineswar – 14 Nos.)
Point Machines
High Thrust Point Machine 220 mm stroke(Baranagar – 19 Nos., Dakshineswar – 14 Nos. )
Digital PA System Baranagar – 56 Nos. , Dakshineswar – 61 nos.
AFC & Passenger system 20 Nos. of Gate each stations
Sitting Arrangement
Dakshineswar Metro Station : 88 Nos.Baranagar Metro Station: 96 Nos.
Urinals Baranagar – 04 nos. & Dakshineswar – 04 Nos.
Latrines 07 nos. (Gents – 03, Ladies – 03, Handicapped- 01)
Fan Baranagar- 70 Nos., Dakshineswar – 65 Nos.
Clock Baranagar – 04 nos., Dakshineswar – 07 Nos.
Baranagar – 01 No., Dakshineswar – 01 No.
Time table Indication Board Dakshineswar Station – Welcome Board – 02 No., DLSF – 04 No. SLDF- 05 No, Motorman – 04 No.
Water Cooler
Baranagar Station - Welcome Board – 02 No., DLSF – 02 No. SLDF- 10 No, Motorman – 04 No.
Salient Features of Noapara-Dakshineswar Metro

16. Noapara to Dakshineswar Metro
31 32
Introduction: The first phase of Metro Railway in Kolkata was commissioned in 1984 between Esplanade &
Bhowanipur (now Netaji Bhavan) for 3.4 Km and the services in the full section from Dumdum to Tollygunge
for 16.45 Km was commissioned in 1994 having passenger interface with Eastern Railway at Dumdum and
Rabindra Sarobar Stations. The extension of Metro Railway from Tollygunge to Kavi Subhash (New Garia) of
8.695 Km was commissioned for passenger traffic in year 2010. On commissioning of the section, another
passenger interface with Sealdah - Sonarpur section of Eastern Railway was created at the terminal station
Kavi Subhash (New Garia).
The extension of Metro Railway from Dumdum to Baranagar of Km 4.481 was sanctioned in year 2009-10 as a material modification to the existing Dumdum – New Garia estimate vide Railway Board order no. 96/Proj./C/1 Pt dated 30.10.2009. Out of 4.481 Km sanctioned as a material modification the work from Dumdum to Noapara for a length of 2.091 Km has been completed and commissioned by Metro Railway in the year 2013 in the first phase. The work for the balance portion from Noapara (Ex) to Baranagar was transferred to RVNL vide Rly. Boards letter no D7/Proj/C/512 dated 15.03.2010. The work for the portion Baranagar to Dakshineswar was sanctioned as a part of Baranagar – Barrackpore was sanctioned as a part of Baranagar-Barrackpore & Dakshineswar project and was also transferred to RVNL vide Rly Board’s letter no. D7/Proj/C/512 dated 15.03.2010. Now the work for the entire stretch form Noapara-Baranagar-Dakshineswar has been completed and commissioned. The above section, another two passenger interface with Sealdah – Dakuni section of Eastern Railway will be created at the Baranagar and terminal station Dakshineswar.
With the extension of the above Metro services the passengers from the suburban area enter the Metro city of Kolkata with much lesser time. Similarly much desired extension of Metro services upto Dakshineswar station will open up a very convenient mode of transport to the Dakshineswar kali Temple and Belur Math which attracts thousands of devotees every day from city of Kolkata and other neighbouring towns of West Bengal as well as tourists from different parts of country.
Alignment: The alignment of the extension takes off from the Noapara station and crosses the Carshed
Boundary at Ch. -2.661km with LHS curve of radius 449m and passes Udaypur canal from Ch -2.801 to ch. -2.919. Further the alignment crosses the Noapara carshed line and Sealdah down main line at Ch -2.982 between OHE mast no 9/28Q & 9/32Q and moves along Sealdah - Dankuni CCR Line and runs in between CCR Line and Belghoria express way almost parallel upto Dakshineswar station. On the way the Metro alignment crosses Sealdah- Naihati UP suburban, DN suburban & UP mainline at Ch -3.294 between OHE mast no 9/27 & 9/29 and BT road at Ch -4.827. Baranagar Metro station is located at Ch -4.471 km with an passenger interface with suburban Baranagar station of E.Rly. From Noapara station ( Ch -2.091 km) to Ch - 2.591 km the above alignment was already constructed by Kolkata Metro in year 2011-13 during phase-I in connection with opening of Dumdum - Noapara section in the year 2013 . The New construction work stated from Chainage(-) 2.591 Km and continued upto terminal Dakshineswar station (Ch -6.230KM) . Out of total 4.139 km, 1.442 Km of track is on embankment and balance 2.697 Km is on either viaduct or on bridges constructed as Composite girders, PSC I girders and RCC Box. The alignment from Noapara ( Km -2.091) to Km -2.675 km is on the existing land of Metro Railway Kolkata. The new construction beyond -2.675 km upto Dakshineswar station has been made within E.Rly land by relocation of existing facility wherever required.
Formation: The proposed Metro alignment from Noapara to Dakshineswar Station has been constructed
partly over Embankment and partly over Viaduct. Out of total length of 4.139 Km of the proposed alignment, 1.442Km has been constructed over Embankment. The BLT track has been laid on RCC Raft as per RDSO approved drawing in this location. The locations where BLT has been laid over embankment are as follows:-
(a) Between Noapara Station to Baranagar Station.
(i) From Ch. -3346.358 m to Ch. -3927.401m - 581.043m. (ii) From Ch. -3942.401m to Ch. -4036.127m – 93.727m.
(b) Between Baranagar Station to Dakshineswar Station.
(i) From Ch. -4982.126m to Ch. -5329.747m - 347.621m. (ii) From Ch. -5359.747m to Ch. - 5448.005 m - 88.258 m. (iii) From Ch. - 5478.005m to Ch. - 5715.059m - 237.054m. (iv) From Ch. - 5745.059m to Ch. - 5838.999m - 93.940m
Gradient: The steepest gradient of the proposed section is 1 in 41 (compensated) between Ch. 4763 to Ch.
5030. The details of the gradient at different locations are given below:

17. 33 34
Curves: There are total 16 nos of curves on UP and DN lines. The sharpest curve is of 446.40 m radius. The
details of curve are given below:
(b) Between Baranagar Station to Dakshineswar Station.
(i) From Ch 4471.126m to Ch -4982.126m - 511 m.
(ii) From Ch -5329.747m to Ch- 5359.747m - 30.00 m.
(iii) From Ch -5448.005m to Ch -5478.005m - 30.00m.
(iv) From Ch -5715.059m to Ch -5745.059m - 30.00m
(v) From Ch -5838.999m to Ch -6230.00 m - 391.001m
Bridges: The types of bridge is mainly Viaduct. Viaduct The viaduct mainly consists of PSC I girders and RCC
deck slab resting over 1200mm dia. RCC bored piles, pile cap, RCC piers & pier cap except the following locations :-
(i) Viaduct in between Pier no P15-P16 (Crossing Sealdah- Naihati Dn main line and Metro carshed line),
P27-28 (Crossing Sealdah- Naihati up suburban , DN suburban and UP main line), P66A-P67 (RUB), P67-P68
(BT road crossing) , P68-69 (RUB at the approach of BT. Road) has been constructed with Composite Steel girder with RCC deck slab resting over 1200mm dia. RCC bored piles, pile cap, RCC piers & pier cap.
(ii) At Ch 3694m the barrel length of existing RCC Box of Span 11m ( RUB) has been extended by 18m
for accommodating the metro alignment. The spans of the PSC girders varies from 11m to 33m and that of
Composite steel girder from 28m to 44.303m. The viaduct extends over a length of 2.697 km. Both the Stations are in the viaduct stretch.
BLT over viaduct from Ch -2091.00 m Ch – 2591.00 m of the proposed alignment was constructed by Kolkata
Metro in year 2011-13 in the first phase in connection with opening of Dumdum- Noapara section in the year
2013. The existing track in this part consists of 60kg 90 UTS rails welded at site into CWR on ballastless track.
The fastenings are of RDSO approved MIA fittings laid on concrete plinth as per Metro Rly’s Drg no. MRC/W/
DMI-NOA/PW/01-2013 with RCC derailment guard wall.
BLT over viaduct beyond Ch – 2591.00 m upto Ch -6230.00 m has been newly laid in the year 2019 & 2020
with 60kg 90 UTS rails welded at site for conversion to CWR by mobile flush butt welding plant. The fastenings
are of RDSO approved double resilient base plate assembly system of make PANDROL laid on concrete plinth
designed by M/S Prime Rail Infra labs Pvt limited, Bangalore and Proof checked on behalf of the executing
agency by M/S TUV-SUD South Asia Pvt .Ltd, Bangalore and also proof checked by IIT/Gawahati on behalf of
RVNL. The design and laying of BLT has been done following Annexure C1 & C2 of the Procedure for safety
certification and Technical clearance of Metro system issued by RDSO in December 2015 (with upto date
A&C).
SN Degree of Curvature
and Radius
No. of
each
Length in
meter of curve
1 3.920˚/446.400m 1 311.648
2 2.000˚/875.000m 1 381.108
3 1.966˚/890.000m 1 297.200
4 1.750˚/1000.000m 1 162.507
5 1.168˚/1497.900m 1 50.730
6 1.167˚/1500.000m 1 55.834
7 1.163˚/1504.200m 1 56.026
8 0.635˚/2754.200m 1 54.186
Total 8 1369.239 m
1 3.884˚/450.600m 1 314.822
2 1.990˚/879.200m 1 383.043
3 1.957˚/894.200m 1 298.715
4 1.743˚/1004.200m1 163.352
5 1.167˚/1500.000m1 55.832
6 1.165˚/1502.100m1 50.901
7 1.163˚/1504.200m1 56.028
8 0.636˚/2750.000m1 54.096
Total 8 1376.789 m
SN Degree of Curvature
and Radius
No. of each
Length in
meter of curve
UP TRACK DN TRACK
Zone: This section falls in rail temperature Zone-III.
P.Way: The permanent way is divided into two parts i.e. BLT on viaduct and BLT raft on formation. Out of
total length of 4.139
km the length of BLT constructed over Embankment is 1.442Km. On balance 2.697 km
length BLT has been constructed over viaduct. Throughout the entire alignment the embankment portion is
sandwiched in between two Viaducts. The details of BLT laid over viaduct and Embankment are furnished
below.
(A) On viaduct –
(a) Between Noapara Station to Baranagar Station.
(i) From Ch -2091.00 m to Ch -3346.358m - 1255.358m.
(ii) From Ch -3927.401m to Ch -3942.401m – 15.00 m.
(iii) From Ch -4036.127m to Ch -4471.126m 434.999
(B) On Embankment-
(a) Between Noapara Station to Baranagar Station.
(i) From Ch -3346.358 m to Ch -3927.401m - 581.043m.
(ii) From Ch -3942.401m to Ch -4036.127m – 93.727m.
(b) Between Baranagar Station to Dakshineswar Station.
(i) From Ch-4982.126m to Ch 5329.747m - 347.621m.
(ii) From Ch5359.747m to Ch 5448.005 m - 88.258 m.
(iii) From Ch 5478.005m to Ch 5715.059m - 237.054m.
(iv) From Ch 5745.059m to Ch 5838.999m - 93.940m
The BLT over Embankment starts from Ch – 3346.358 m continues upto Ch - 5838.999m with six nos of viaduct of different length in between. BLT over embankment has mainly been laid in the year 2020 with 60kg
90 UTS rails welded at site for conversion to CWR by mobile flush butt welding plant. The BLT over embankment has been primarily designed based on BLT -IFS drawings issued by RDSO bearing nos- RDSO/T-8301, 8304, 8305, 8307, 8308 & RDSO/T-8299, EDO/T2263 with Indigenous fastenings system with
modification for provision of derailment Guard . Laying of BLT on embankment following RDSO above drawing was approved by RDSO vide their letter no-2011/Proj/9/2 Vol.II dated 03.7.2017.The provision of Derailment guard , transition slab between BLT over embankment and viaduct was designed by M/S Prime Rail Infra labs Pvt limited, Bangalore and Proof checked on behalf of the executing agency by M/S TUV-SUD South Asia Pvt .Ltd, Bangalore and also proof checked by IIT/Gawahati on behalf of RVNL.

18. 35 36
Station Yard: There are three stations in the proposed section including existing Noapara station. The new
two stations are Baranagar and Dakshineswar. All three stations are interlocked. Noapara station would be
junction after operation of Baranagar station and Dum Dum cantonment station. Similarly at Baranagar
Station provision for junction arrangement has been made considering the future taking off of Barrackpore
corridor from Baranagar Station. Dakshineswar station will be the Terminal station in proposed section.
Station Building: The existing Noapara and both the new stations on this section are elevated. The Platforms
are elevated whereas booking offices are existing at the ground floor of Noapara and Baranagar Station but in the Dakshineswar station the same has been provided in the Concourse level (first Floor).
Signaling and interlocking arrangement: Noapara , Baranagar and Dakshineswar are “Spl.” class stations equipped with Three aspect colour light signaling, Automatic block working on double line with MSDAC and AFTC and is interlocked to standard–II(R) interlocking by means of Electronic interlocking.
STATION ACCOMODATION
JOINT SAFETY CERTIFICATE
Dakshineswar Metro Station Model

19. 37 38
Completion Certificate

20. Sample of Bore Log
39 40
Piling
1200 mm dia Pile : 1158 nos
750 mm dia Pile : 706 nos
Grade of Concrete :- M35

21. Contiguous Piling
41 42
Dakshineswar Metro Station has been built
beside Dakshineswar suburban
station at a
distance of avg. 5.5M from running Rajdhani
route track, for which 165 nos of 1200mm
dia contiguous piles
were driven to protect
the Dakshineswar suburban platform
embankment which is at a height of 10.8 m from
ground level.
Cross section of Dakshineswar Station
After construction
Dakshineswar Station location Piles
Contiguous piles

22. Contiguous Piling
43 44
B
aranagar Metro Station is built beside
the running route of Rajdhani expressway
at a distance of avg. 5 m (track centre to
building face) for which 206 numbers of
contiguous piles of 750mm dia was driven to
provide the safety of the E
.Rly. track &
embankment. This building has also been built
over the Bagjhola Canal by driving 70
nos of
750
mm dia piles both sides of the canal to
protect the sides of canel & flow on it.
Cross section of
Baranagar Station
Sheet Piling Baranagar Station constructed over Bagjola Canal. One side
running CCR track another side Belghoria Expressway.
Piling work
Baranagar station drawing

23. Typical Cross section of Pier
and Grade of Concrete
45 46

24. 47 48
,5,&(1-2851$/2)
&,9,/(1*,1((5,1*
www.iricen.indianrailways.gov.in
VOLUME 6, No. 3

SEPTEMBER 2013
1. Introduction said purpose a casting yard near Dakshineswar has been
Construction of Metro corridor from Noapara to
developed and after casting and curing, the same is
Dakshineswar is being executed through a design and
transported through long trailers and by using road crane
built contract. The contract has been awarded based on
of 272T Capacity, erection is done over the piers. The I-
the various tender drawings and IIT/Delhi is the Proof
Girders of M50 grade are post-tensioned type and
Consultant for clearing the various drawings submitted by
prestressing is carried out in two stages i.e. first stage after
the Designer on behalf of the design and built contractor.
7 days of curing and second stage after 28 days of curing or
For the viaduct, PSC Girders of M50 grade are being used.
alternately when full cube strength is achieved. In
PSC girders are not new to the context of Railways. For the
exceptional cases second stage of prestressing is done
after casting of the deck slabs as per the designs submitted
by the designer and cleared by IIT/Delhi.
2.0 Sequence of execution :
For casting of the precast I-girders, following flow chart has
been considered:
• I-girder sof
fit bed preparation.
• Providing reinforcement as per drawing with proper
cover on bottom and sides.
• Laying & profiling of HDPE sheathing pipe and HT
strands with anchorage set fixing.
• Assembly of stressing end, dead end and side
shutters with proper supporting system.
By
Rajesh Prasad*
IRICEN JOURNAL OF CIVIL ENGINEERING
Precast PSC ‘I’ Girders – An experience and Overview in
Connection to Execution of Dakshineswar Metro
*Chief Project Manager(M)/R
VNL/Kolkata
Expressway Diversion for Construction of Viaduct
SYNOPSIS : The existing Metro from
Noapara is getting extended from Dumdum to Dakshineswar with
Baranagar as intermediate
junction station and Dakshineswar as terminal station. The total length of the elevated
corridor from Noapara is 4 Km out of which 2.2 Km is on the viaduct and 1.5 Km is on the Railway embankment. The
construction Metro requires diversion of 1.8 Km of National Highway (Expressway). For the purpose of construction
of viaduct pre-cast PSC girders are being used where the maximum length of PSC girder is 33 m. Presently road
crane having capacity 272 tonne is being used for erection of girders. In this paper efforts have been made to
elaborate and give emphasise on execution of precast PSC girders being used for construction of Metro viaduct.
are provided sufficiently to maintain cover as per
approved drawings..
• Rebar cage is assembled including dowels for cross
beam portion along with sheathing profile
arrangement.
3.3 Sheathing & guide cone fixing :
• HDPE sheathing ducts profile is done by fixing with
support bar and joining one sheathing pipe to another
sheathing pipe by push-fit couplers.
• Profiling (layout of HDPE ducts) is carried out
according to the co-ordinate (x,y) given in the
approved drawing.Casting of I-Girders with pump concrete
3.4 Steps on cable profiling :
•
•
Concreting of the I-girders after above steps are
completed.
HDPE duct is fixed as per the X, Y co-ordinate
available in the approved drawings.
• De-shuttering of the side shutters, after final setting of
the concrete and curing of the same by wrapping with
• Cone boxes are fixed at required locations. Fixing of
Hessian cloth and sprinkling of water on the surface of
guide cones (anchorage cones) to cone box shutter is
the I-girder.
done by using nut and bolt.
•
3.0 Work procedure :
The work procedure for the execution of the precast I-
girder as mentioned in 2.0 shall be elaborated as follows:
Cable support/ chairs are firmly tied to the girder
reinforcement and duct which is tied by binding wire,
so as to avoid displacement of cable during
concreting. Care is taken to make profile for the
HDPE pipes.3.1 I-girder soffit bed assembly :
I-girder soffit bed is prepared with concrete and • HDPE pipe is fixed over supports. At the ends of the
cables, HDPE duct is connected with the guide cone structural channel, plates etc.
3.2 Fabrication of reinforcement :
and the joint sealed with masking tape to avoid
ingress of slurry during the concreting.
•
•
Bar Bending Schedule (BBS) is prepared from
approved drawing.
• Cutting of reinforcement steel is done by bar shearing
machine. Bending of the bars is done in bending
machine. Laps, chairs and spacer bars are provided
HT strands are inserted into the sheathing ducts one
by one from any one end side of I-girder. After
completion of threading, it is ensured that sufficient
grip lengths are kept at the anchorage side for
stressing.
3.5 External side shutter assembly :
All shutter panels are connected with nut and bolt
arrangement, ensuring alignment by turn buckle and tie
rod tightening with wingnut.
3.6 Casting of I-girder :
• After reinforcement placing and shutter fixing and
alignment is complete, once again is checked if all
supporting system and cover block of rebar cage
placed properly.
• All necessary gaps are filled by putty, foam & masking
tape (whichever is applicable) to arrest slurry leakage
during fixing the shutter panels.
• Lifting hook arrangement is provided inside the girder
to be embeded in concrete.
Shuttering & Gantry Crane in Casting Yard
for proper positioning of the reinforcement. Cover blocks

25. 49 50
Form work, Gantry & Casting arrangement
• Placing of concrete is normally done by crane bucket
or through pumping. While inserting the vibrator, care
is taken that it does not damage the sheathing of
tendons. Concreting is started from bottom slab, and
then moved to web. On completion of web concreting
upto 900 mm, final pouring is done upto top of I-girder
shutter. Finishing of concrete is leveled rough
surface.
3.7 De-shuttering and curing :
•
First Stage Prestressing after 7 days of casting
After final setting of concrete, the de-shuttering of
stressing end shutter, dead end shutter and side
shutters is carried out. This is followed by curing by
sprinkling water with the help of Hessian cloth laid
over it.
• For each I-girder ‘ID’ is marked by suitable paint on
any one side of the I-girder so that during erection it
can be easily identified for type of length, inner or
outer girder.
3.8 Stressing of the Cables :
interval as per stressing format and final pressure is
applied as per approved design load. During
application of load codal provision is followed and
final guiding factor is considered on elongation length
of strand.
After applying required load, permanent
wedge is locked
with the strand inside the bearing
plate.
• Before commencement of stressing, grip lengths are
to be cleaned. Then permanent wedges are to be
fixed with strand to keep the bearing plate along with
the anchorages.
• 4000MG hydraulic jack with electrically operated
hydraulic pump is placed by inserted LRPC strand at
one end. Other end strands are locked by permanent
wedges.
•
Stacking of I Girders in Casting Yard
Jack is connected with pump by means of hydraulic
hosepipes and Pressure gauge is fitted with pump.
After giving electrical connection to pump, it is
operated with levers. Required pressure is applied for
all strands together and the elongation is measured at
stressing jack end by measuring ramp coming out at
jack end and noted down. Applied pressure is certain
• The tensioning
force applied to any tendon is
determined by direct reading of the pressure gauges
elongation with the calculated elongation. The
and necessary finishing to be done by (1:3) cement
sand mortar mixed with sika latex as non-shrink
compound.
calculated elongation is invariably adjusted with
• If required carborandum stone can be rubbed on
respect to the modulus of elasticity of steel for the
concrete surface to appear straight and leveled finish
particular lot as given by the manufacturer. The
but any rectification by means of repairing the
concrete is not permitted.
difference between calculated and observed
tension
and elongation during pre-stressing operations are
3.11 Finishing of girder surface :-
regulated as per specification.
First Stage and Second stage Stressing are done as
• To achieve the best possible finish, we use best
•
quality steel shutter, proper needle vibration, layer wise
per approved drawing detail.
concrete pouring and outside the shutter
, wooden maleting
• After completion of stressing, Excess grip length of
is done during casting to remove trapped air bubble.
strand is cut leaving 20mm projection beyond the
•
locked permanent wedge.
3.9 Grouting of the Tendons:
After de-shuttering, if there are visible for big air
bubble impression or honey comb type surface then
following finishing process only with the approval of
the Project Director under exceptional circumstances
can be done but cement wash is strictly not permitted.
i) Cleaning the surface by wire brush.
The extra length of strands, leaving 20mm projection
beyond the
wedge is cut. The cable ends are
sealed by 1:3
Cement Sand mortar. All sheathing ducts are washed
fully
and then grouted as follows.
ii) Applying cement sand mortar (1:3) with lime
• Grouting of the tendons are carried out as per
approved non-shrink grout mix.
powder and sika latex mixed water as non-shrink
material on the required concrete surface area.
•
iii) Water curing or locally curing compound of
approved brand to be applied.
iv) Carborandum stone is rubbed to get smooth
Once the concrete is set, we can start the grouting
operation. Grouting is done by using electrically
operated Grout pump. The grout pump is fitted with a
pressure gauge.
concrete surface.
• After Pump is connected electrically, required water is
poured on the top drum and cement is then added
Checklist for I-Girders is enclosed as Annexure-I. This is
with water. Then non-shrink compound is added with
strictly followed at site.
the mix. Once the grout mix is ready, it is pumped in to 4.0 Erection of I-girders :
the cables through the inlet vent fixed with anchorage
The scope of erection basically comprises of the
cone. Grout mix will travel inside the cable duct by
followings:
water displacement method and coming out from
other end outlet vent. After the original grout comes
• Installation bearing pads on pedestals
out from the other side of the cable, it is blocked by • Transporting of I-girder from casting yard to site.
attached valve and pumping is continued till the • Lifting of I-girder from trailer by crane
pressure increases to 5 kg/cm² and is maintained for
• Placing of I-girder by crane over pedestal bearing of
1minute. This operation is repeated for all cables.
Metro viaduct piers.
3.10Recess filling at both end :-
•
After completion of grouting operation, Recess filling
is to be done by putting necessary reinforcement,
plain supported ply-shutter.
• Top portion of 200mm is to be kept open from end face
shutter and required grade of concrete to be poured
manually.
• Once recess concrete pouring is complete then top
200 mm portion to be packed by less slump concrete.
• After setting of concrete, deshuttering is to be done
Cross Girder arrangement

26. 51 52
SN Description Type/ Brand Remarks
1 Trailer 100 feet As per requirement with supports. Fitness certificate, to ply on road,
is provided
2 Crawler/wheel crane 272 MT Manitowoc 2250 Load chart attached. Fitness certificate
is provided.
3 2 Nos. 50 m gantry crane As required in precast yard Already using in precast yard.
4 As required As per approved drawing Spreader/ lifting beam/
strong back
5 Shackles, wire rope slings As required
6 Survey instrument 1. Total station with accessories
2.Auto level
7Welding machine As required
8 As requiredAdhesive/ other equivalent
brand
9Elastomeric bearing and
As per approved drawing
seismic pad
5.1 Materials :
1 Adhesive/ other equivalent
brand As required
2 Elastomeric bearing and seismic pad As per approved drawing
6.0 Work methodology :
6.1 Fixing of elastomeric bearings and
seismic • For further details please refer to the IRICEN
arrester. publication and clause No. 2005.6
of MORTH
specification.
• After the curing is done for
pedestals, the elastomeric
bearings & unreinforced neoprene pad are fixed in 6.2 Transporting and shifting of I-girder from casting
position on the padestals and seismic
arrester as per yard to site :
the approved drawing.
Initially, the route from casting yard to site are assessed
• Position of the bearings shall be
accurately marked on prior to commence the transportation of I-girders from
pedestal and the area where bearings is seated stocking yard. Before shifting of I-girders from stacking
accurately leveled. yard, first required girder is
identified at the casting yard
Bearings are placed between true horizontal
surfaces
and 100 ft trailer is placed at the end of the platform of
•
and at true plan position of their control lines marked
stacking yard. By using of 2 Nos. of 50 MT gantries at
on receiving surfaces. Concrete surfaces are made
present yard identified girder is lifted and placed properly
on the 100 ft trailer. For doing safe operations, a team
free from local irregularities.
com
prising of competent gantry crane operator,
• Bearing are placed on pedestal after applying of
banksman, Safety Officer, Mechanical Engineer and
adhesive like other equivalent brand in between
Electrical Engineer etc are available all the time during
bearing & pedestal surfaces.
lifting, loading, transporting and other activities related to I-
• Bearings are placed in a recess as shown in the girders.
relevant drawings.
6.3 Transportation and reaching erection site :
• For doing so a team of surveyor constantly supervises
After ensuring proper placing & locking of girder with 100 ft
and ensures the proper fixing of bearing as per
trailer, the trailer will move slowly towards the site where
approved scheme. The presence of the same
the particular span of girder is erected. 100 feet trailer is
surveyor from start of the project till completion is
positioned based on the available space as per the
being ensured.
requirement. • Safety cones and flags are to be used to control the
traffic
6.4 Positioning of crane :
The dimensions of cranes and the positions of crane are
• Along with the methodology the crane, Traveler,
shown in the various stages of erection of girders in the
Spreader/ Lift beam documents, Third party
approved method statement. The boom length of the crane
certificate and lift plan are made available.
and capacity of drane is desired based on the position of 8.0Check list for the quality and the safety at the worksite
cranes from unloading and lifting to the erection level of on behalf of the Contractor:
girders including weight of girders.
•
Once banksman is available for signaling operations and
Project Manager – Responsible for
monitoring of
project and co-ordination with client and consultant.
to direct the crane operator in lifting and placing of girders
• Site in Charge – Responsible for the correct and safe
in position. Crane operator shall follow only the signaling of
execution of the works falls within the execution
banksman directions during the erection process. For
department, and shall report to Project Manager.
doing safe operations, a team comprising of competent
gantry crane operator, banksman, Safety Officer,
• Safety Manager – Responsible towards SHE
Mechanical Engineer and Electrical Engineer etc are
requirements at site and shall report to Project
available all the time during lifting, loading and unloading
Manager.
and other activities related to I-girders launching. The • QA/QC Manager – Responsible for maintaining and
various operations of the process has been shown in fulfilling all related documentation and responsible
Annexure-II. for quality control and shall report to Project Manager.
• QA/QC Engineer – Responsible for verification/6.5 Erection and placement :
inspection of all the activities in accordance with
Specification/ checklists.
The I-girders are placed directly on top of already placed
elastomeric bearings. Different stages at erection
procedure has been described with schematic sketches at • Site Engineer – Ensures the construction activity as
per approved work procedure, correct
quality &
safety and monitoring all records
and shall report to
Project Manager.
Annexure-III. While placing the girder on ground, minimum
bearing area has to be provided. Also, verticality is to be
maintained with utmost care while
lifting the girder to avoid
crack.
9.0 Check list for work
:
7.0 Environment, Health and Safety :
•
• Working area is to be barricaded and display boards
are to be provided.
Survey Protocol for placing of elastomeric bearings,
neoprene pad for seismic arrester and other related
works are to be obtained for position of girder before
erection.
•
•
Sufficient lighting is to be provided in the working
zone at night times.
•
Safety Protocol related to all activities for launching of
I-girder are to be issued before starting of launching
of girder.
Only certified plant and machineries are to be put in
operations.
Operators shall have sufficient relevant experience
10.0 Conclusion
•
Pre Cast I-Girders are generally economical way of and valid license to operate the machineries.
• Safety stewards are to be engaged for monitoring to
avoid unsafe conditions and unsafe acts.
executing the viaduct and also it is faster provided the
erection procedure is not complicated.
For handling of
such girders, a lot of space (of the order of 1-3 hectares)
• All the staff and workmen are to be provided with
are required. The method statements and procedure
personal protective equipments like safety helmets,
orders of various micro activities in handling of PSC
safety hand gloves, safety shoes, safety goggles,
girders have been deliberated in this paper so that this can
retro reflective jackets and ear plugs as per the
be helpful in execution for similar nature of work at some
requirement.
other places all over the Indian Railways.
• All the persons involved are given the task briefing
before start of the erection activity.
• First-Aid box is to be made available at site office, at
casting yard and at worksite.

27. 53 54
Annexure‐III
L
oading Point at  Casting Y ard
Placement of Trailer
 at unloading Point
L
ifting at unloading poin t 
Lifting of I Girder
P
lacement of first girder P lacement of Last girder
Se
quence of handling of I Girders and road Crane  operation

28. Work in Udaypur Canal
55 56
Noapara-Dakshineshwar Metro alignment partially
passes through the Udaipur Khal between existing
Nopara and proposed Baranagar stations. The
elevated corridor consists of PSC I beam girders
superstructure supported on piers having bored
cast-in situ pile foundations. Construction of pier in
the midst of the channel involved construction of
cofferdam to enable piling and construction of
Superstructure.
The foundation consists of eight piles of 1200 dia
each and 25 meter shaft length.
(Structural arrangement of piles and pier)
Pier under construction
Launching of PSC I Girder
Total 5 nos Pier constructed in Udaypur Canal
Caging work of Pier
Piling
After construction

29. MOU with Irrigation Deptt. Govt. of West Bengal
for Construction of Viaduct along KLMNE portion of Udaypur Khal
57 58
Pier under construction
Launching of PSC I Girder
The alignment of this corridor had to pass over the
existing Udaypur canal at Noapara and few piers (5 nos.)
had to be constructed in the existing Udaypur Canal.
After detailed liaison with the owning agency i.e. West
Bengal Irrigation Deppt. an agreement was signed and
agreed by the owning agency including requisite
monetary compensation along with other conditions, the
construction activities had started. As per the conditions
of the agreement the flow of the canal could not be
obstructed, therefore the pile caps had to be kept 500mm
below the existing bed level of the canal and the
construction activities had been started by developing
coffer dam. The construction activities were completed
successfully and safely by us.
After construction

30. Viaduct Work over
Railway Track
59 60
The centre line of pier no. P28 is just 4.008 M from the
centre line of existing suburban Railway track and P27
is just 6.772 M from the centre line of exiting main line
track. The work was supervised on continuous basis.
The composite steel girder of 30 m span (43-degree skew) for Metro viaduct Pier no. P27-P28. Erection of 30 m span composite steel girder Crossing Eastern Railway’s Naihati/Sealdah UP and DN Sub and UP main line under 4 hours traffic/power block for 3 nights.
Erection of Composite
Steel Girders
Composite Steel Girders over E. Rly Track

31. 61 62
The composite steel girder for 44.303 meter span (68 degree skew) between Metro pier no. PP15 &
PP16 over Naihati – Sealdah DN Main line and Metro carshed line between station Belgoria and
Dumdum Junction. The centre line of pier no. PP16 is just 3.716 M from the running line . The span
between pier no. PP-15 & PP16 consisted of 4 nos. I-steel Girders, weight of each girder 39 MT. The
work was supervised on continuous basis. Temporary Level Crossing over Naihati/Sealdah DN main line and Metro carshed line at Noapara to
facilitate construction of Metro viaduct from P16 to P27. Due to level difference of 700 mm between DN
main line and carshed line an innovative design of providing steel deck (with lifting hook) over carshed
line has been used to eliminate regrading of 1km length of Metro carshed line.

32. 63 64
Dismantling of 5 spans (total 150 m length) of PSC box girder bridge of Old Dunlop road bridge over
extremely busy
B.T road was a very challenging task. The work has been successfully completed
adopting innovative
engineering solution using Diamond wire saw cutting without affecting the normal
traffic over B.T. Road.
Dismantling of Old Dunlop ROB

33. Retaining Wall at R. N. Tagor Road
65 66
Cross section
Plan and Profile of Retaining Wall Ch 1151 to 1361

34. ­
67 68
1.9 Kms of Belghoria Expressway
Expressway diverted to make way for Metro. 1.9 Kms of Belgharia Expressway Diversion
Work Commissioned on 08.08.2017.
MOU with NHAI

35. 8 9
1.9 Kms of Belghoria Expressway
Expressway diverted to make way for Metro. 1.9 Kms of Belgharia Expressway Diversion
Work Commissioned on 08.08.2017.
69 70
Handing over & Taking over of 1.9 Kms of Expressway
Alignment pass through very closely along the existing residential properties

36. 71 72
Permanent way is divided into two parts i.e. BLT on viaduct and BLT raft on formation. Out of total
length of 4.139 km the length of BLT constructed over Embankment is 1.442Km. On balance 2.697 km
length BLT has been constructed over viaduct. Throughout the entire alignment the embankment
portion is sandwiched in between two Viaducts.
Ballast Less Track (BLT)
On viaduct –(a) Between Noapara Station to Baranagar Station = 1.705 KM(b) Between Baranagar Station to Dakshineswar Station = 0.992KM
BLT over viaduct has been newly laid with 60kg 90 UTS rails welded at site for conversion to CWR by
mobile flush butt welding plant. The fastenings are of RDSO approved double resilient base plate
assembly system of make PANDROL laid on concrete plinth.
The minimum and maximum thickness of the track plinths
Plinth Category Minimum Thickness (mm) Maximum Thickness (mm)
Straight 185 320
Curved 185 470
Cross section of Viaduct
STRAIGHT TRACK PLINTH SEGMENTS
The track plinths have been discontinued so as to permit drainage of surface water, for routing of cables between tracks and to limit structural interaction with the viaduct decks. Nominal fastener spacing has been provided maximum 600mm.Length of typical plinth segment is 4.05 m with a centre to centre spacing of 4.2 m.
CURVED TRACK PLINTH SEGMENTS
The cant for the track has been provided by increasing the height of the outer rail with respect to the inner rail top resulting in the increase of plinth depth for the outer rail. Maximum allowable cant as per SOD is 150mm.
DERAILMENT GUARD
The track plinths have been provided with reinforced concrete derailment guard on the inner side of the track for both rails considering the top of the derailment guard shall not be lower than 25 mm below the top of the running rail as per RDSO guide line.
Lateral distance, measured perpendicular and, between the running edge of rail and the derailment
guard shall be 250 ± 20mm tolerance as per RDSO guide line.
SHEAR CONNECTORS
Shear connectors has been provided in the configuration of U-shaped 2 legged 12mm diameter bars at 150mm spacing on the viaduct segments. It has been provided longitudinal and lateral restrain for the plinth to ensure its adequacy for lateral restraint and overturning.
FASTENING SYSTEM
The fastening system for securing the running rail has been used with Pandrol fastening system meeting
RDSO fastener performance criteria as per the approval of Metro Railway. Fastener spacing has been provided maximum of 600 mm. Only 2 bolt configuration has been used for radius of curve above 500m and 4 bolt configuration for radius of curve less than or equal to 500m. At transition from curves sharper than 500m radius, 4 bolt configuration has been used for ease of construction.
4-Bolt fastener arrangement

37. 73 74
Ballast Less Track (BLT)
on Embankment
(a) Between Noapara Station to Baranagar Station = 0.675 KM
(b) Between Baranagar Station to Dakshineswar Station = 0.767 KM
The BLT over Embankment has been laid with 60kg 90 UTS rails over PCRSB (Partly Casted Rail Seat
Beam) welded at site for conversion to CWR by mobile flush butt welding plant. The BLT over
embankment has been designed based on BLT -IFS drawings issued by RDSO with Indigenous
fastenings system with modification for provision of derailment Guard, transition slab between BLT
over embankment and viaduct.
TYPICAL CROSS SECTION FOR BLT OVER EMBANKMENT
SECTIONAL ELEVATION OF CANTED PARTLY CASTED RAIL SEAT BEAM FOR BALLASTLESS TRACK WITH
INDIGENOUS FASTENING SYSTEM (BLT-IFS)
TRANSITION SLAB
Transition slab has been provided for smooth movement of trains from BLT over embankment to BLT over viaduct. This is due to the sudden change of stiffness from viaduct to embankment. The BLT over embankment portion has been laid with PCRSB placed over reinforced concrete track slab & on viaduct BLT has been laid over RCC Deck slab and due to stiffness difference of both the bed, the requirement of transition slab has been designed.
BLT IFS OVER EMBANKMENT
RAIL SEAT ASSEMBLY WITH 60Kg (UIC) RAIL for BLT-IFS

38. 75 76
Approval for design and drawing of Ballast Less Track
structure for adoption on embankment portion by MoR
Approval for design and drawing of Ballast Less Track structure for adoption on embankment portion by RDSO

39. 77 78
CCRS
05.02.2021
Baranagar Metro Station
Inside view of Station at Platform level

40. 79 80
Baranagar
Metro Station

41. 81 82

42. 27 28
Dakshineswar
Metro Station

43. 27 28

44. ­
87 88
Receiving Substations
11 KV Distribution and TSS
Metro Railway Kolkata receives bulk power at 33 KV RSS and further distribution to each
TSS is done through 11 KV dual ring system. No new RSS has been provided in the section
and bulk power is received via three 11 KV feeders. Two feeders from Noapara/RSS and One
feeder from Shyambazar RSS ( through Dum-Dum TSS) have been drawn.
11 KV received from two different feeders is received at 11 KV VCB panel with bus
sectioning arrangement, which form loop in loop out system and provides 11 KV to traction transformers through 11 KV Circuit Breakers. 11 KV Breakers has been provided with Over current, Instantaneous overcurrent and Earth fault protection.
Each traction substation is provided with 4 nos. 2.3 MVA, 11 KV/585-585 V air core traction
transformers . AC is converted to DC by 4 Nos. 12 pulse Rectifiers of capacity 2 MW each connected in parallel. The system provides nominal voltage of 750 V DC to third rail system through 750 V DC Bus. Rectifier is provided with Diode failure alarm and trip, Reverse power and frame leakage protection.
All 4 sections in each station is fed through 4 nos. DC High speed Circuit Breakers (HSCB). HSCB panel is provided with 5th HSCB as live spare. Feeder breaker is provided with overload, instantaneous overload and di/dt protection for protection on 3rd rail fault.
3rd Rail Traction Supply, Return
Rail, OVPD and Bonding
750V DC 3rd Rail (High conductivity Steel 52 Kg/m )Top Collection with a cross section
area of approximately 6600 sq. mm and resistance of 0.029 Ω/km and continuous current
carrying capacity of 3000 Amp has been provided.
3rd Rail in entire section is divided in elementary sections through Neutral section provided after approach stop (home) signal at each station. Each elementary section is fed at both ends by HSCBs at two substations.
To meet emergency feed requirement a Bridging HSCB is provided across the neutral
section to extend feed to adjacent elementary section.
Floating DC system has been adopted as per existing network of Kolkata Metro Railway. Running Rails are utilized for return of Traction current to substations. Longitudinal bond of 1 x 400 sq.mm copper cross section has been provided with each track connected to running rails at every 700 m to further reduce the return rail potential. Both rails of the track are connected to each other by equipotential bonds (240 sq mm Steel Cable) at an average distance of approximately 100 meters. UP & DN tracks are also connected with each other through inter track bonds (1 x 400 sq mm Copper Cable) to minimize return
current potential at an approximate interval of 600 meters. Return rail potential is also
limited to 60 V by Over voltage Protection Device (OVPD) at each substations which
grounds return rail to earth in case potential rises more than 60 V for 3 sec. It also earths
the return rail circuit in case running rail potential rises more than 120 V for 0.1 sec.
Earthing systems
Earth mat : Each station has been provided with earth mat with the help of grid formed by
25 mm dia rods welded to form earth grid at a depth of 1 m from GL. MET (main earth
terminals) connected to earth mat are provided at various points in station building and all
LT equipment are connected to this earth. CER of this system is 0.06 Ohm at
Dakshineshwar and 0.05 Ohm at Baranagar.
11 KV system Earth, Transformer Neutral Earth, DC System earth and Earthing for Lightning Protection System has been provided with bank of Earth pits independently for each system. Earth strip is run on both side of via duct which is connected with Pier earthing in via duct portion and earth pits in embankment portion.
Power Supply to Signaling System
Power supply to signalling System is provided through 3 sources from Emergency panel located in ASS through 120 sq mm 3 phase cable which is capable of providing 40 kVA load in each phase.
Automatic switching from Auxiliary Transformer 1 to Auxiliary Transformer 2 and to
DG Set in case of both AT supply failure is achieved at emergency panel.

45. 89 90
Auxiliary Power Supply

The 11 kV is stepped down for utilization voltage of 415V through two numbers of 500 KVA, 11

kV/415V auxiliary transformers housed in TSS/ASS rooms in stations.
Each auxiliary transformers feed to separate bus of Main Distribution Board (MDB). Each
transformer is capable of handling entire load of Station. Additionally, each station is provided
with a DG set of 200
KVA capacities to cater 50% lighting load, all lifts, fire services, essential
passenger services like AFC gates and source water pump panel of the station in case of fire

emergency. 3 x 20KVA UPS as a backup for emergency lighting and essential systems has been
provided.
Fire detection & Mitigation system
Entire station building has been provided with 2 zone Fire detection and alarm system which is
microprocessor based with its own fire detection loop
/ zone interface card for initiating and
indicating devices and networkable with repeater panel.
The detectors have been provided as per norms
in National Building Code 2016. Manual Call
points (16 nos. at Dakshineshwar and 17 nos.
at Baranagar) have been provided at various
location to actuate fire alarm.
For fire mitigation, Water based System comprising of Fire pumps (1 Electric and 1 Diesel
driven), Storage tank, Water Hydrants and Hose real
as per norms has been provided. The water
hydrant Fire suppression system covers entire Station building
excluding Traction cum Auxiliary
Substation and Electrical switch rooms. This also covers via-duct portion of the section.
Fire extinguishers as per norms have also been provided as means to initial response to Fires or
for localized fires
Lightning Protection System
Entire station building is protected against Lightning Surges as per provision of National Building Code. The lightning current peak value has been considered up to 150KA.
The design of protection system has been adopted as per IEC 62305 and National Building Code.
The mesh type protection has been adopted by providing. 8 mm dia solid Aluminium conductor
mesh (10 m x 10 m) has been provided on roof along with 12 nos. Earthing terminal for direct
lightning strikes on station area. The
mesh system is directly connected to dedicated Maintenance
free earth pits by 25 x 3 mm GI strips.

46. ­
91 92
Fire suppression at TSS
Fire Pumps
3 X 240 Sq. mm Cable lifting and laying work
End termination of DC positive Cable towards track side
Rail Conductor
Thermite Welding of Third Rail
Fire Detection and
Suppression System
All installations have been
provided with advanced fire
detection and suppression system.
Electrical substations have been
provided with clean agent fire
suppression systems which floods
entire substation with fire
suppressing gas as soon as fire is
detected. This gas highly efficient
in fire quenching and environment
friendly. The other installations
and via duct have fire hydrants to
provide water any time for fire
attention.

47. ­
93 94
Emergency DG set at station
Back up power arrangement
for passenger utilities with
3 x 20 KVA UPS and a 200
KVA DG set ensures that there
is no blackout at stations in
any type of eventuality for
passenger safety.
Electrical Traction Substantions
State of the art Electrical Traction Substations with a capacity to feed 10 MVA power after converting it 750 V DC with DC Rectifiers and DC High speed Circuit Breakers to clear faults as fast as in 40 milli seconds. All electrical equipment provided by top most brands of industry to provide reliable and long life. Forced ventilation in substations to take away heat generated in normal operation keeps equipment healthy and provides a comfortable environment for maintenance staff.
The substations can
provide power to run
tarins at 4 minute
frequency, which can be
further reduced to 3
minutes by just up
grading 3rd rails.

48. 95 96
Stray Current Management
Arrangements have been provided to minimize flow of DC stray current from structural
members of via duct, piers and other structural members. Stray currents arising from running
rails due to old insulation pads are collected in reinforcement of each BLT blocks. BLT
reinforcement are electrically connected to each other through continuity jumpers. These earth
continuity jumpers are connected with each other and connected to special earthing terminal
provided on each pier or earth pit in embankment area. Each pier has been provided with
dedicated earth rod and terminals have been brought out for connection.
Emergency Trip System

ETS has been provided on each platform, SCR room and TSS for switching OFF third rail supply in emergency.
Escalators & Lift :
SN Location Ground level (m)
Formation/
rail level (m)
Rock cover above tunnel
crown (m)
1Mahadevsal portal (Ch. 5960m) 351.487 330.097 14.664
2 Posoita portal 343.045 323.297 13.022
Escalator
World class passenger amenities have been provided with adequate number of Escalators and
elevators for passenger convenience as well as quick dispersal. Escalators have modern safety
features and aesthetically designed.

49. WIND DIRECTION & WIND SPEED
SENSOR
97 98
It uses a tipping bucket mechanism to
produce a contact closure every time it
receives a predetermined quantity of
rainfall .The body and funnel are made
of FRP (Fiber glass Reinforced Plastic),
rim is made of gun metal. All parts
having contact with water are made of
stainless steel. Each tip of the bucket
produces an on-off output when the
magnet passes over the reed switch.
Wind Direction:
Sensor : Wind vane coupled to a Linear
endless Potentiometer
Range : 0 to 359 degrees from North
Wind Speed:
Sensor : 3 cup rotor coupled to a
chopper and IR emitter/detector circuit.
Range : Wind speed 0 to 60 Meters /sec
TEMPERATURE AND HUMIDITY
COMBINED SENSOR
Humidity sensor features an improved design to provide
highly accurate and rapid measurements. The humidity
sensor is a thin film capacitor element. A dielectric polymer
absorbs water molecules from the air through a thin metal
electrode and this causes capacitance change proportional
to humidity. The whole sensor is mounted in a weather
shield to protect it from direct solar radiation and rain.
RAINFALL SENSOR
Easy to use with plug & play features
Allows control of electronic instruments
Optimized for IoT connectivity (Ethernet)
Data accessible through web Apps
Real-time insights with secure web log-in
Automated event reports
Wired data transfer
World-wide Cloud coverage for lowest latency
Easy threshold settings
Event intensities automatically categorized
Outstanding sampling rates
EARTHQUAKE MONITORING,
ALARM & PROTECTION SYSTEM
¡
¡
¡
¡
¡
¡
¡
¡
¡
¡
¡

50. Encroachments – more than 50 years old
Railway Land retrieved and now protected
78 79

51. Encroachm
ents (500
Nos.) :
Telegraph 01.03.2018 – after removal of last phase of encroachments
Total 500 Nos of Encroachments:
It has taken about 7 years to remove the encroachments existing all through since
2010.
101 102

52. Few Glimpses of Site Inspection
103 104

53. 105 106
Few Glimpses of Site Inspection

54. 107 108
Few Glimpses of Trial run & Site Inspection

55. 27 28
CCRS
INSPECTION
05.02.2021

56. 111 112
Completion Certificate

57. 113 114
Completion Certificate

58. 115 116
Completion Certificate

59. 117 118
Completion Certificate

60. 119 120
Completion Certificate

61. 121 122

62. 123 124
Completion Certificate

63. 125 126
Completion Certificate

64. 127 128
Completion Certificate

65. 129 130
Completion Certificate

66. 131 13
2
Completion Certificate

67. 133 134
Completion Certificate

68. 135 13
6
Completion Certificate

69. 137 138
Dakshineswar Railway Station
Dakshineswar Metro
Station
Dakshineswar Maa Kali Temple

70. 139 140
QR coding of Metro structures being implemented by RVNL
in city of Kolkata
By
Rajesh Prasad, ED(Metro), RVNL
1.0 Synopsis
QR code i.e. Quick Response code is nothing but a typical trademark for a
type of matrix barcode which was invented in the year 1994 by Japanese company,
Denso Wave. The purpose at that time was to track vehicles during manufacturing
and it was designed to allow high speed component scanning. QR codes are now
used in much broader context. However, in the field of infrastructure, being
created in the country, it has not been used so far. The concept of QR coding in the
infrastructures was to make available the various kinds of drawings, documents,
details, etc. available in one platform without wasting any time. Today, large
number of infrastructures are being constructed which has got very large no. of
drawings, documents and other details and the said structures are having life span
varying from 50 to 125 years. An effort has been made to store the DNA of the
Metro infrastructure in a QR code for quick references on trail basis. This paper
deals about the QR code definition, encoding data, QR code structures, QR major
uses structure QR code and illustrations from where the data can be retrieved after
scanning the QR code from the Metro pillars.
2.0 Introduction
Mckinsey & Co. in one of its reports has said that Railways in India is a
sunrise industry and Indian Railways is a super ‘Navaratna’. The Indian Railways is
a truly great institution. It is a global giant that operates profitably, effectively and
with relatively little government support. Indian Railways is the 4
th
largest network
in the world having huge infrastructures and in the next 5 years, there is reform
agenda with an investment of Rs. 8,56,020 cr. in infrastructure which includes Rs.
1,99,320 cr. for the network decongestion including DFC, electrification, doubling
and traffic facilities, Rs.1,93,000 cr. for network expansion. As such a lot of rail
infrastructure is going to be created in Indian Railways in time to come. In India,
52 cities have been planned to have the rapid mass rail transport system. One
typical Metro station is having about 400 no. of drawings. Similarly, one typical
Metro span comprises of many documents, drawings and details. The Metro system
in city of Kolkata is having designed life of 125 years. It is, therefore, necessary
that these information should be QR coded for future references. In India, no
engineering structure has been QR coded and, therefore, it is first of its kind in
Indian Railways infrastructure as well as in the entire construction infrastructures in
the country.
3.0 Every one wanted to know about the QR code?
QR code (abbreviated from Quick Response code) is the trademark type of
matrix barcode or 2 dimensional barcode first designed in 1994 for the automotive
industry in Japan. A typical barcode is machine readable that contains information,
the items to which it is attached. Subsequently, the QR ode became popular
outside the automotive industry due to its fast readability and greater storage
capacity compared to standard UPC barcodes.
3.1 QR code – the definition
QR code consists of black module arranged in a square
pattern in a white background which can be read by imaging
device such as smartphone, camera, ipad and processed using
Reed Solomon Error correction until the image can be
appropriately interpreted.
3.2 Encoding data
Encoding data via the QR code is relatively very complex. However, many
software tools make this task much easier by allowing user to simply entering a
text string and then just rendering the QR code in the data. There are 4 QR code
modes as indicated below: -
Numeric mode which includes the digits 0 to 9.
Alphanumeric mode is for the decimal digits (0-9), as well as uppercase
letters. Lowercase letters are not allowed. Additionally, the alphanumeric
mode includes the symbols $. %,*,+, -, .,/, and : as well as space.
Byte mode, by default, is for characters from the ISO-8859-1 character set.
However, some QR code scanners can automatically detect if UTF-8 is used
in byte mode instead.
Kanji mode is for double-byte characters from the Shift JIS character set. It
encodes and supports characters from the Japanese character set.
3.3 QR code s tructure
The image to the right demonstrates all of the required sections of data
modules, rendered in the QR code. Each colorized section includes a description for
its purpose in the final QR code rendering. Each one of these segments is
obligatory, with the exception of “format information”, which is introduced in
version 7 and up. There are two types of such data. One is the “format data” which
are modules such as the “alignment detection”, as well as “position detection”.
These are important in allowing the decoder to know which version the code is, and
what error correction level it has. The other type of data is the actual data being
encoded. It is always complemented by the error correction bytes. These ensure
that the QR code will be read successfully if some portion of it is damaged.
3.4 QR code - major uses
QR codes nowadays are used widely fo r a variety of purposes. Below are
listed just some of the possible usages of a QR code:
Product details
Contact details, in the form of a Vcard byte encoding
(Typical QR code) 

71. 141 142
Offer details
Event details
Coupons
Different IDs, which represent text, which is difficult to read
URLs
3.5 QR code for infrastructure in Indian construction industry
As explained earlier, QR coding of the structures is done for the first time in
Railways and in Metro construction by RVNL. The idea was to retrieve the various
documents, drawings, designs available for further technical uses in time to come.
4.0 Structure of QR code and encoding the flow chart
Each QR code symbol shall be built of square modules arranged in a regular
square array and shall consist of function patterns and encoding region. And the
whole symbol shall be surrounded on all four sides by a quiet zone border.
Function patterns are the shapes that must be placed in specific areas of the
QR code scanners can correctly identify and orient the code for decoding. There
are 4 types of function patterns, they are finder patterns, separator, timing
patterns and alignment patterns.
Encoding region contains data which represents version information, format
information, data and error correction code words. Following figure illustrates the
structure of a QR code symbol.
(Structure of a QR Code symbol)
(Flow Chart: QR code encoding) 
(Data encoding takes to the various folders)  (Pile information from the submenu) 
(Pile drawing as seen after decoding the QR 
code) 
(Span details) (BBS ‐ Pile)
5.0 Illustrations
For such QR coding we need to have a server where the data can be stored.
The typical construction of a Metro viaduct are having different sets of drawings and
documents such as pile, pile cap, pier, pier cap, girder, etc. The various documents
require a lot of space which can be made handy by storing in the web and retrieve
the same when it is required to do so.
(QR code for a typical pier no. 752)  (Scanning of QR code through mobile in 
New Garia‐Airport Metro corridor) 

72. 143 144
(Checklist for Segment) (Segment drawing after 
getting through decoding) 
(Bearings installation report)
Once the QR code has been made and it is available on the pier or otherwise the
same can be scanned with the authorized user who will have the access to the
various menus and sub-menus and thereafter the various documents and drawings
are available for the purpose of design validation, for the purpose checking the
health of the structure and this can also be used to study the behaviour of the
structure during extreme condition such earthquake, etc.
6.0 It has also been highlighted by media (The Telegraph, Kolkata dated
20.12.2018) the paper cutting is available as under:
7.0 Conclusion
For the first time, the concept of QR coding has been used in some of the
pillars of Metro viaduct by RVNL on trail basis. It is noted that such coding in the
Railway infrastructure would be very useful for the next generation. It is felt that it
has got a big future in the construction industry for storing various documents and
drawings in time to come.
-xxxxxxxxxx-
AGM/IT explaining CCRS about the Drawing Management System during inspection

73. 32 33
Metro
Projects
Other Corridor
by RVNL
Joka - Esplanade
Metro (16.10 Km)

74. 32 33
Metro
Projects
Other Corridor by
RVNL
New Garia – Airport
Metro (32 Km)

75. 145 146
Few Glimpses of Trail run & Site Inspection
TIO, 30 Sep. 2016

76. 151 152
RVNL Corporate Book titled:
“Miles to go, promises to Keep”
CLICK HERE
:
@rvnl_official @railvikasindia @RailVikas Rail Vikas Nigam Limited rvnl_official Rail_Vikas_Nigam
https://www.rvnl.org/en/RVNL%20Documents/RVNL%20Book%20-%2017yrs%20of%20Journey.pdf
RVNL Corporate Book titled: िमलों चलना है, वादे िनभाने हैं I
RVNL Anthem
RVNL Corporate Video
Staying with Cables - A Modern Construction in New Era
Harbinger of New Era of Railway Infrastructure : 4-Lane Cable Stayed ROB, Barddhaman
Execution of 680m long Tunnel ensuring safety of the adjoining Rail Tunnel in Saranda Forest
Marathwada Rail Coach Factory, Latur
Barauni Electric Loco Shed
IRIFM, Secunderabad
Metro connecting Kalighat to Dakshineswar : Noapara-Dakshineswar corridor video
Electric Loco Assembly & Ancillary unit of CLW, Dankuni
Barddhaman Cable Stayed Bridge and
Approaches video
Reconstruction of Pamban Bridge - State of the art sea bridge being built by RVNL

Rishikesh Karnaprayag & Chardham Projects

Memu Car Shed, Kanpur
RVNL Digital Calendar 2021
Dedication to the Nation
the two Infrastructure Projects -
i) Noapara - Dakshineswar Metro,
ii)Kalaikunda - Jhargram 3rd Line.

77. 27 28

78. हम ह� गित �वकास क�

राह� दुगर्म पर हम सक्षम
हम ह
� गित �वकास क�
गुणव�ा है साख हमार�
स�दय�
क� है �जम्मेदार�
हम बढ़ते ह� हम गढ़ते ह�
रा
ह� कल क� आस क�
राह� दुगर्म पर हम सक्ष
म
हम ह� गित �वकास क�
पारदिशर्ता सब बात� म�
कमर्शीलता हर हाथ� म�
दूरदश� सपन�
से िलखते
गाथा रेल �वकास क�
राह� दुगर्म पर हम सक्षम
हम ह� गित �वकास क�
पटर� सा फौलाद� कल था
प�हये सा गितमान आज है
रेल बढ़ेगी देश बढेगा
यह है लौ �व�ास क�
राह� दुगर्म पर हम सक्षम
हम ह� गित �वकास क�
पुल ढाले ह� न�दयाँ लांघी
�
ैक �बछाए धरती नापी
हम भारत का स्व�णर्म कल ह�
बात नह�ं इितहास क�
राह� दुगर्म पर हम सक्षम
हम ह
� गित �वकास क� I
Rail Vikas Nigam Limited
August Kranti Bhawan
Bhikaji Cama Place, New Delhi - 110066
Ph: [phone], Fax: [phone]
Email: [email protected] | www.rvnl.org
@RailVikas @rvnl_official