Sam Higginbottom University of Agriculture Technology & Sciences

Department of Civil Engineering

Mini project on South East Central Railways

Group- 7
Submitted To Shubham Giri- 17BTCENG035
Er. Alvin Harison Saurabh Singh- 17BTCENG036
Assistant Professor Syed Zulfiquar Ulllah- 17BTCENG037
Department Of Civil Engineering
Aafreen Aslam- 17BTCENG038
 INTRODUCTION

The region of Central India has been blessed with abundance of rich minerals and vast coal
deposits, extremely vital for the industrial & economic growth for a developing nation like
ours. These vast resources are the backbone of rapid industrialization process and to add
infrastructural facilities in the overall growth of nation. Industrial activities are being
undertaken at a very fast pace in this region which is further increasing day by day.

SECR is situated in the heartland of Central India & serving the states of Chhattisgarh,
Orissa, Madhya Pradesh and Maharastra, with proud privilege. This Railway plays a
paramount role in the transportation of Minerals and Coals to different Power Plants &
Industrial Units all over the country. Performance of SECR over last eight consecutive
financial years has been appreciated. The main commodities being transported are Coal,
Iron & Steel, iron ore, cement and fertilizers. When we look at the indices of SECR,
amazingly we find that even though it has only 3.78% Railway track kilometers of Indian
Railways, SECR carries about 15.01% of total volume of freight traffic on Indian Railways.At
the same time, it has the minimal strength of the employees i.e. only 3% of the total work
force of Indian Railways, whereas the operating ratio on this railway has been extremely
good i.e. only 50% which is the best on Indian Railways. SECR has focused more on
capacity utilization, reduction in unit costs, energy conservation and quality improvement of
 History of Indian Railways Origin & Construction

The first railway proposals for India were made in Madras in 1832.The country's first train, Red
Hill Railway (built by Arthur Cotton to transport granite for road-building), ran from Red Hills
to the Chintadripet bridge in Madras in 1837. In 1845, the Godavari Dam Construction Railway
was built by Cotton at Dowleswaram in Rajahmundry, to supply stone for the construction of a
dam over the Godavari River. In 1851, the Solani Aqueduct Railway was built by Proby Cautley
in Roorkee to transport construction materials for an aqueduct over the Solani River.

India's first passenger train, operated by the Great Indian Peninsula Railway and hauled by
three steam locomotives (Sahib, Sindh and Sultan), ran for 34 kilometres (21 mi) with 400
people in 14 carriages on 1,676 mm (5 ft 6 in) broad gauge track between Bori Bunder
(Mumbai) and Thane on 16 April 1853. The Thane viaducts, India's first railway bridges, were
built over the Thane creek when the Mumbai-Thane line was extended to Kalyan in May 1854.
Eastern India's first passenger train ran 39 km (24 mi) from Howrah, near Kolkata, to Hoogly
on 15 August 1854.The first passenger train in South India ran 97 km (60 mi) from
Royapuram- Veyasarapady (Madras) to Wallajah Road (Arcot) on 1 July 1856.

On 24 February 1873, a horse-drawn 3.8 km (2.4 mi) tram opened in Calcutta between
Sealdah and Armenian Ghat Street.[16] On 9 May 1874, a horse-drawn tramway began
operation in Bombay between Colaba and Parel. In 1897, lighting in passenger coaches was
Indian Railways is headed by a seven-member Railway Board whose chairman reports to the Ministry of Railways. Railway Board
also acts as the Ministry of Railways. The officers manning the office of Railway Board are mostly from organised Group A
Railway Services and Railway Board Secretariat Service. IR is divided into 18 zones, headed by general managers who report to
the Railway Board.The zones are further subdivided into 68 operating divisions, headed by divisional railway managers
(DRM).The divisional officers of the engineering, mechanical, electrical, signal and telecommunication, stores, accounts,
personnel, operating, commercial, security and safety branches report to their respective DRMs and are tasked with the
operation and maintenance of assets. Station masters control individual stations and train movements through their stations'
territory. In addition, there are a number of production units, training establishments, public sector enterprises and other offices
working under the control of the Railway Board.

Subsidiaries and undertakings

IR is a major shareholder in 16 public sector undertakings (PSU) and other organizations that are related to rail transport in India.
Notable among this list include-

Financing, construction and project implementation: IRFC, RITES, IRCON, MRVC, RVNL

Land and station development: RLDA, IRSDC

Rail infrastructure: DFCCIL, PRCL

Passenger and freight train operations: KRCL, CONCOR

IT and communications: CRIS, RCIL

Catering and tourism: IRCTC

 Evolution of Indian Railways
The first railway on Indian sub-continent ran over a stretch of 21 miles from Bombay to Thane. The idea of a railway to connect
Bombay with Thane, Kalyan and with the Thal and Bhore Ghats inclines first occurred to Mr. George Clark, the Chief Engineer
of the Bombay Government, during a visit to Bhandup in 1843.
When India’s first commercial passenger train pulled out of Bori Bunder station in Bombay in 1853, it travelled only 34
kilometres in an hour and a half. Less than 50 years later, there were 41,000 km of railway lines across the country,
administered by 33 different railway companies, only four of which were run by the state.

A passenger train travelling from Bombay to Tannah, 1855. Photograph titled, 'Dapoorie Viaduct
[Bombay].
A steam locomotive powered train on Hoogly River , Bengal
Churchgate railway station , Bombay
By the end of the First World War, the railways had suffered immensely and were in a poor state.
The government took over the management of the Railways and removed the link between the
financing of the Railways and other governmental revenues in 1920, a practice that continues to
date with a separate railway budget.

The Second World War severely crippled the railways as trains were diverted to the Middle East,
and the railway workshops were converted into munitions workshops. At the time of independence
in 1947, a large portion of the railways went to the then newly formed Pakistan. A total of forty-two
separate railway systems, including thirty-two lines owned by the former Indian princely states,
were amalgamated as a single unit which was christened as the Indian Railways.

The existing rail networks were abandoned in favour of zones in 1951 and a total of six zones came
into being in 1952. As the economy of India improved, almost all railway production units were
indigenised. By 1985, steam locomotives were phased out in favour of diesel and electric
locomotives. The entire railway reservation system was streamlined with computerisation in 1995.
 For administrative purposes, Indian Railways is divided into sixteen zones.

No. Name Abbr. Headquarters Date established

1. Northern Railway NR Delhi April 14, 1952
2. North Eastern Railway NER Gorakhpur 1952
3. Northeast Frontier Railway NFR Maligaon(Guwahati) 1958
4. Eastern Railway ER Kolkata April, 1952
5. South Eastern Railway SER Kolkata 1955,
6. South Central Railway SCR Secunderabad October 2, 1966
7. Southern Railway SR Chennai April 14, 1951
8. Central Railway CR Mumbai November 5, 1951
9. Western Railway WR Mumbai November 5, 1951
10. South Western Railway SWR Hubli April 1, 2003
11. North Western Railway NWR Jaipur Oct 1, 2002
12. West Central Railway WCR Jabalpur April 1, 2003
13. North Central Railway NCR Allahabad April 1, 2003
14. South East Central Railway SECR Bilaspur, CG April 1, 2003
15. East Coast Railway ECoR Bhubaneswar April 1, 2003
16. East Central Railway ECR Hajipur Oct 1, 2002
17. Konkan Railway† KR Navi Mumbai Jan 26, 1998

†Konkan Railway (KR) is constituted as a separately incorporated railway, with its headquarters at Belapur CBD
 History of South East Central Railways

The South East Central Railway is one of the 18 railway zones in India. It is headquartered at Bilaspur
and comprises the Bilaspur and Nagpur divisions (formerly part of the South Eastern Railway) and the
new Raipur division.

This Zone was formerly part of the South Eastern Railway. It was inaugurated on 20 September 1998
and dedicated to the nation on 1 April 2003.

Bilaspur Railway Station is a regional hub for the system. It is the busiest junction in Chhattisgarh and
the fourth-busiest in Central India. The zone's major stations are Itwari railway station (ITR), Gondia
(G), Bhandara Road (BRD), Dongargarh (DGG), Rajnandgaon (RJN), Durg Junction railway station
(DURG), Bhilai Power House railway station (BPHB), Raipur (R), Bhatapara (BYT), Tilda (TLD),
Bilaspur (BSP), Gevra Road (GAD), Champa (CPH), Raigarh (RIG), and Anuppur (APR), all of which lie
on the Mumbai-Howrah and Mumbai-Katni-Bilaspur main lines. Bilaspur, Gondia, Durg and Raipur
are the zone's major junctions. By 2007, SECR had added a third rail line between Durg and Raigarh,
And a tender has been passed in October 2019 to add the fourth line between Raigarh and Durg due
to the heavy freight contranment.
LIST OF RAIL STANDARDS USED IN INDIA
Codes, standards and specifications:
Alignment and Track Work:
• UIC 710 : MINIMUM TRACK GAUGE IN CURVES
• UIC 700: Classification of lines- Resulting load limits for wagons
• UIC 774-3 : TRACK / BRIDGE INTERACTION RECOMMENDATIONS FOR
CALCULATIONS.
• UIC Leaflet 719 R: Earthworks and track bed for railway lines
• 60E1 (UIC 60): Rail model based on European standard EN 13674-1
• IRS- T-12- 2009: Flat bottom railway rails
• EN 13146 1 to 7: Railway applications - Track - Test methods for fastening
systems • BS EN 13481-5: RAILWAY APPLICATIONS - TRACK - PERFORMANCE
REQUIREMENTS FOR
FASTENING SYSTEMS PART 5: FASTENING SYSTEMS FOR SLAB TRACK WITH RAIL
ON THE
SURFACE OR RAIL EMBEDDED IN A CHANNEL
• DD ENV 13481-6:‘RailwayApplications- RAILWAY APPLICATIONS - TRACK -
PERFORMANCE
REQUIREMENTS FOR FASTENING SYSTEMS - PART 6: SPECIAL FASTENING SYSTEMS
FOR
ATTENUATION OF VIBRATION
• BS EN 13231-1:2013: Railway applications. Track. Acceptance of works. Works
on
ballasted track. Plain line, switches and crossings
• BS EN 13231-2: RAILWAY APPLICATIONS TRACK ACCEPTANCE OF WORKS PART
2: WORKS
ON BALLASTED TRACK SWITCHES AND CROSSINGS
• BS EN 13231-3:2012: Railway applications. Track. Acceptance of works.
Acceptance of
reprofiling rails in track
• BSI - BS EN 13231-4: AILWAY APPLICATIONS - TRACK - ACCEPTANCE OF WORKS
PART 4:
ACCEPTANCE OF REPROFILING RAILS IN SWITCHES AND CROSSINGS
• BS EN 13848-6:2014: Railway applications. Track. Track geometry quality.
Characterisation
of track geometry quality
• BS EN 13848-2:2006: Railway applications. Track. Track geometry quality.
Measuring
systems. Track recording vehicles
• UIC 505-1 (E): RAILWAY TRANSPORT STOCK - ROLLING STOCK CONSTRUCTION
GAUGE
• UIC 505-4 (E): EFFECTS OF THE APPLICATION OF THE KINEMATIC GAUGES
• UIC 505-5 (E): HISTORY, JUSTIFICATION AND COMMENTARIES ON THE
ELABORATION AND
DEVELOPMENT OF UIC LEAFLETS OF THE SERIES 505 AND 506 ON GAUGES
The Station design shall conform to the following standards & policies:
(i) The Persons with Disabilities Act;
(ii) National Building Code; (iii) NFPA70-‘National Electrical Code’;
(iv) NFPA72-‘National Fire Alarm Code’; and
(v) NFPA130-‘Standard for Fixed Guideway Transit and Passenger Rail Systems’
• I.S. 3218 : 2013- Fire Detection & Alarm Systems
• BS EN 81-73:2016: Safety rules for the construction and installation of lifts.
Particular
applications for passenger and goods passenger lifts. Behavior of lifts in the event
of fire
• BS 7255:2012: Code of practice for safe working on lifts
• IS 14665-1: Electric Traction Lifts, Part 1: Outline Dimensions(Superseding IS
3534:1976)
• IS 14665 : Part 2 : Sec 1 and 2 : 2000- Electric Traction Lifts - Part 2 : Code of
Practice for
Installation, Operation and Maintenance - Section 1 : Passenger and Goods Lifts -
Section
2 : Service Lifts
• IS 14665 : Part 3 : Sec 1 and 2 : 2000-Electric Traction Lifts - Part 3 : Safety Rules
- Section 1
: Passenger and Goods Lifts - Section 2 : Service Lift
• IS 14665 : Part 4 : Sec 1 to 9 : 2001-Electric Traction Lifts - Part 4 : components -
Section 1 :
Lifts Buffers - Section 2 : Lift Guide Rails and Guide Shoes - Section 3 : Lift
Carframe, Car,
Counterweight and Suspension - Section 4 : Lift Safety Gears and Governors -
Section 5
• BIS - IS 15330: CODE OF PRACTICE FOR INSTALLATION AND MAINTENANCE OF
LIFTS FOR
HANDICAPPED PERSONS –
• IS 1860: Code of Practice for Installation, Operation and Maintenance of Electric
Passenger and Goods Lifts
• BIS - IS 15785: CODE OF PRACTICE FOR INSTALLATION AND MAINTENANCE OF
LIFT
WITHOUT CONVENTIONAL MACHINE ROOMS
• BSI - BS EN 115-1: SAFETY OF ESCALATORS AND MOVING WALKS PART 1:
CONSTRUCTION
AND INSTALLATION
• BSI - BS EN 115-2: SAFETY OF ESCALATORS AND MOVING WALKS PART 2: RULES
FOR THE
IMPROVEMENT OF SAFETY OF EXISTING ESCALATORS AND MOVING WALKS
 Material used for Construction

The Indian Railways operates 24 hours a day, 7 days a week, 365 days a year.
Therefore, the materials and finishes in the stations must be durable, easily maintained,
and allow repair/replacement with minimal/no shutdown of service.
The following values shall be incorporated into all station design: safety, schedule,
quality, customer satisfaction, and environmental excellence. Station finish selection
shall follow these values. All finish materials selected for use in public areas should
meet the goals of safety, durability, economy, sustainability, and appearance as defined
below:
1. Safety: Non-combustible construction with minimal smoke generation and
minimum toxicity characteristics; slip-resistant; securely attached/bonded;
reflective; non-abrasive; ADA-compliant (refer to Section 4.2).
2. Durability: Minimum life cycle requirements; graffiti- and vandal-resistant.
3. Maintenance: Easily cleaned; easily removed and replaced; no exposed
fasteners; allows easy access to station utilities; graffiti- and vandal resistant. Maintenance of finish systems
shall not interrupt train
schedules, unless absolutely necessary.
4. Economy: Cost-effective selections and standardization throughout the
system, with a range of approved materials and finishes.
5. Sustainability: Environmentally friendly products with minimal or no
adverse impact on the environment.
6. Appearance: The quality of station materials and finishes shall be used to
formulate station identity using form, color, and lighting as tools to create
pleasing aesthetic solutions.
Floor Materials - Finish to Provide Slip-Resistant Surface

1. Monolithic Materials
a) Concrete - with appropriate finish to provide slip-resistant surface in
ancillary areas. Hardened finish where required, as shown on the
attached Palette Schedule.
b) Acid-resistant applied coating - for application in Battery Rooms.
2. Unit Materials (large units - min. 200 mm. x 200 mm. x 12.5 mm.)
a) Natural granite. Mandatory as platform edge slab
b) Manufactured granite
c) Terrazzo - precast only, up to 600 mm. x 600 mm. slip resistant texture,
with sealed surface
d) Quarry tile
e) Paver brick - dense, hard
f) Unglazed ceramic tile
g) Vinyl title - non-public areas only.
h) Cement Terrazzo (special/hard aggregates, abrasive aggregates and
installation control); thick set installation.
Wall Materials
General
1. Monolithic Materials
a) Concrete with sealers (with sufficient surface texture to conceal minor
soiling and damage without complicating maintenance procedures, or
constituting a hazard to clothing or skin of patrons).
b) Rustication joints in train room walls.
2. Unit Materials - min. 150 mm. x 150 mm. unless used for limited feature strips.
a) Unglazed and unglazed ceramic mosaic tile
b) Ceramic facing veneers
c) Glazed and unglazed brick
d) Precast concrete
e) Structural glaze faced concrete masonry units
f) Vitreous enamel steel panel – non combustible assembly
g) Crystallised glass panels
h) Glass Partitions: - These are to be custom designed to suit the station
requirements. Concessionaire has to provide analysis and certification
that it meets the Security, Fire and Structural safety requirements for that
area.
i) Concrete masonry units – non public areas only in underground stations.
j) Reinforced cast-in-place concrete underground shall be used for
underground train way walls because of air pressure build-up and for
exterior walls of shafts and all bearing walls.

3. Surface Applied Finishes

a) Clear sealer - on concrete surfaces or concrete masonry units.
Over 3 meters above floor
1. Rough or textured concrete
2. Acoustic panels - in passageway areas only.
Wall Base Materials
1. Ceramic Tile - Cove
2. Quarry Tile - Cove
3. Granite - Cove
4. Rubber/Vinyl - Cove in non public areas only
5. Acid-resistant applied coating.
Construction of rail bridge on Narmada river .
The construction department undertakes all major construction activities like, new
lines, gauge conversion projects, doubling of existing lines, construction of Road
over/under Bridges, major bridges, staff quarters, service buildings, important
signal and telecommunication works, electrical works, construction /modification
of workshops, sheds, passenger amenities, such as foot over bridges, platforms
etc.

South East Central Railway Construction Organizationshall provide efficient

qualitative environmently sustainable and time bound construction solutions at the
reasonable cost to fulfill the infrastructural developmental needs of SECR

The core objective underlying above vision is to contribute significantly in

achieving/ maintaining the status of SECR as highest loading Railway.
Indian Railways Organization structure
The Indian Railways are broadly organized from functional groups within the
Indian Railway Service. India's rail system is managed at a regional level since
Indian Railways have divided themselves into eighteen zonal railways. Each zone,
headed by a General Manager, is semi-autonomous and this creates a matrix
organization where the functional branches are under dual control
viz.Operational Control at Zonal level Functional Policy & Guidance from the
Railway Board
X Railway Board
At the apex of the management organization is the Railway Board, a part of the
Ministry of Railways. The board is headed by a Chairman who directly reports to
the Railway Minister. The board has five other members. The General Managers
of the zonal railways and the production units report to the Board.
Divisional organization
The Divisional Railway Manager (DRM) heads the organization at the division
level. There are currently 71 divisions on the system nationwide. The divisions are
primarily involved with train running but may also have locomotive sheds (repair
shops for locomotives), coaching depots (repair home bases for passenger trains),
and wagon depots (repair and maintenance points for freight stock). Each division
has all the functional organizations (both line and staff). The heads of these
functional groups report to the DRM for administrative purposes but rely on the
railway board and the zonal headquarters for policy guidelines.
Non Technical Services recruitment through Civil Services Examination
conducted by UPSC
IRTS - Indian Railway Traffic Service
IRPS - Indian Railway Personnel Service
IRAS - Indian Railway Accounts Service
IRPFS - Indian Railway Protection Force Service

Technical Services recruitment through Indian Engineering Services

Examination conducted by UPSC
IRSE - Indian Railway Service (Civil) Engineers
IRSEE - Indian Railway Service of Electrical Engineers
IRSME - Indian Railway Service of Mechanical Engineers
IRSS - Indian Railway Stores Service
IRSSE - Indian Railway Service of Signal Engineers

Medical Services recruitment through Combined medical Examination

conducted by UPSC
IRMS - Indian Railway Medical Service
 Railway infrastructure of India

The infrastructure of a railway is a complex and multi-disciplinary engineering system

involving earthworks, bridges, tunnels, steelwork, timber, and track system to form the
base upon which the railway runs. To give a train a good ride, the track alignment must be
set to within a millimetre of the design. Many different systems exist throughout the world
and there are many variations in their performance and maintenance.

The Indian Railways is among the world’s largest rail networks. The Indian Railways route
length network is spread over 1,23,236 km, with 13,452 passenger trains and 9,141 freight
trains from 7,349 stations plying 23 million travellers and 3 million tonnes (MT) of freight
daily. India's railway network is recognised as one of the largest railway systems in the
world under single management. The railway network is also ideal for long-distance travel
and movement of bulk commodities, apart from being an energy efficient and economic
mode of conveyance and transport. Indian Railways was the preferred carrier of
automobiles in the country with loading from automobiles traffic growing 16 per cent in
2017-18
 Market Size

Indian Railways’ revenues increased at a CAGR of 6.20 per cent during FY08-FY19
to US$ 27.13 billion in FY19. Earnings from the passenger business grew at a CAGR
of 6.43 per cent during FY07-FY19 to reach US$ 7.55 billion in 2018-19P. Freight
revenue rose at a CAGR of 4.30 per cent during FY08-FY19 to reach US$ 18.20
billion in 2018-19.

The gross revenue stood at Rs 145,333.61 crore (US$ 20.79 billion) in FY20P (up to
January 2020). Passenger earnings of Indian Railways is estimated at Rs 44,279.72
crore (US$ 6.34 billion) in FY20 (up to January 2020). Freight earnings in FY20 (up
to January 2020) stood at Rs 92,960.65 crore (US$ 13.30 billion).

India was among the top 20 exporters of railways globally, as of 2017. India’s
exports of railways have grown at a CAGR of 31.51 per cent during 2010-2018 to
US$ 507.90 million. Exports of railways in 2019E stood at US$ 635 million.
Traffic problem in Indian Railways
Railway Bottlenecks

The capacity of the rail transportation system continues to fall short of demand
for transportation. Capacity constraints in railways have led to the movement of
bulk commodities like coal, over long distances, by road, at high cost to the
economy. The acute shortage of wagons had affected almost all industries in the
country. The scarcity of coal experienced throughout the country with enough
coal at the pit-heads, the piling up of stocks of cement with manufacturers but
with the scarcity of cement everywhere, scarcity of fertilizers and food grains, and
so on, were often due to shortage of railway facilities. The inefficiencies, the
delays and the corruption prevalent in the railway staff had driven manufacturers
to make use of the services of road transporters for the movement of their
products. The railway bottlenecks have to be removed for effective coverage of all
places and goods.
Poor Planning of Transport System
In the formulation of transport plans, sufficient attention was not given to and the
country. For instance, population and economic activities tend to concentrate in
major cities and towns. Massive volumes of traffic are concentrated in certain
regions of the country and hence there is tremendous pressure on rail and road
transport systems in the cities and certain regions. Alternative routes should be
developed or there should be balanced development of regions.
Rail –road coordination
Rail and road transport are the dominant modes of transport in the country and
they would continue to be so in the future too. However, the model mix of
transport has been continually shifting against the railways. In 1950-51, the road
204 transport accounted for 11 per cent of the freight traffic and 26 per cent of
the passenger traffic; but now, its share had increased to 60 and 80 per cent
respectively. This continuing shift in favour of the road transport system is
undesirable from economic as well as environment angles. A continuously
mounting energy import bill is one of the direct consequences. The Seventh Plan
argues in this connection: "Ideally, the Railways should have adequate capacity to
clear all train and wagon load traffic for long and medium loads particularly for
bulk commodities while the road transport would cater essentially for small lot,
short haul traffic for which it is the more efficient mode. Table 6.1 has shown the
diversion of traffic from rail to road. In the year 1950-51, the Freight rail is 89 per
cent whereas for Road it is only 11 per cent but the same has changed by the year
2012-13 to 60 per cent in case of rail freight and 40 per cent in case of road. So
freight is diverted from Rail to Road. In case of passengers in the year 1950-51,
Railways constitutes 80 per cent whereas Roadways 20 per cent but in the year
2012-13 Rail passengers reduced to 55 per cent and Road passengers improved to
45 per cent.
 Government’s plan for Indian Railways

The Indian government is undertaking several initiatives to upgrade its aging railway infrastructure
and enhance its quality of service. The Railway Ministry has announced plans to invest ₹905,000 crore
(US$127 billion) to upgrade the railways by 2020. IR's Research Design and Standards Organisation
(RDSO) undertakes all research, designs and standardisation work for modernisation.

High-speed rail

Main article: High-speed rail in India

Feasibility studies for five high-speed rail corridors were conducted between 2009 and 2010. A
"Diamond Quadrilateral" has been planned to connect Delhi, Mumbai, Kolkata, and Chennai with a
high-speed train network.The Indian government conducted joint surveys with a Japanese
government team in 2014, finally approving a corridor between Mumbai and Ahmedabad. The new
high-speed service will use a Japanese Shinkansen system and locomotives. The cost of procuring the
technology is estimated to be around ₹110,000 crore (US$15 billion). India and Japan signed
agreements for the project in December 2015; the Japanese government will fund 81% of the total
cost with a soft loan fixed at a nominal interest rate.A special committee has recommended the trains
be run on an elevated corridor for an additional cost of ₹10,000 crore (US$1 billion), to avoid the
difficulties of acquiring land, building underpasses, and constructing protective fencing. Indian
Railways will operate the corridor for a five-year period after its commissioning, and afterwards will be
turned over to a private operator.
Semi-high-speed rail

A semi-high-speed rail network will be introduced for connecting important routes, including
Delhi-Agra, Delhi-Kanpur, Chennai-Hyderabad, Nagpur-Secunderabad, and Mumbai-Goa. Initially,
the trains will operate at a maximum speed of 160 km/h, which will be increased to 200 km/h after
the rails are strengthened and fenced off. The Gatimaan Express began services on April 5, 2016,
after safety clearances were obtained on its first route.

Conversion to high-speed passenger and freight corridors: 2027 target of 10,000 km

IR will convert 10,000 km passenger and freight trunk routes in to High-speed rail corridors of India
over 10 years with total investment of ₹20,000,000 million (equivalent to ₹23 trillion or US$320
billion in 2019) and annual investment of ₹2,000,000 million (equivalent to ₹2.3 trillion or US$32
billion in 2019) from 2017-2027, where half of the money will be spent on converting exiting routes
into high-speed corridors by leap-frogging the technology and the rest will be used to develop the
stations and electronic signaling at the cost of ₹600,000 million (equivalent to ₹680 billion or
US$9.5 billion in 2019) to enable automated running of trains at 5–6 minutes frequency. Dedicated
freight corridors of 3,300 km length will also be completed thus freeing the dual use high demand
trunk routes for running more high-speed passenger trains.
Station redevelopment
Under a US$1 trillion initiative, 600 railway stations will be redeveloped by monetizing 2700 acres of spare railway land under
the ₹1,070,000 crore (US$150 billion) plan undertaken by Indian Railway Stations Development Corporation by converging it
with the Atal Mission for Rejuvenation and Urban Transformation and Smart Cities Mission in collaboration with Ministry of
Urban Development, Rail Land Development Authority and National Buildings Construction Corporation. Following
monetization of land, ₹680,000 crore (US$95 billion) will be used for the commercial development, ₹280,000 crore (US$39
billion) for station redevelopment and the remaining ₹110,000 crore (US$15 billion) as surplus with the Railways. Initially A1 and
A category stations will be prioritised. To begin with 22 stations will be developed by end of 2018.

In the first batch, IRSDC invited proposals in March 2018 for redeveloping 3 stations over two years, including the Chandigarh
railway station, Bijwasan railway station and Anand Vihar railway station costing Rs140 crore, Rs310 crore and Rs206 crore
respective.

Tracks
Dedicated freight corridors
There are 2 under implementation and 4 approved DFCs with many more planned. DFC will convert existing and implement
new DFC as High-speed rail corridors of India.

Track gauge conversion: March 2022 target

Indian railways is converting its entire network (except heritage routes) to 1,676 mm (5 ft 6 in) broad gauge to enhance viability.
New and converted broad gauge tracks are being introduced at the rate of 7.7 km per day. IR has projected completion date of
the same till 2022.

Track renewal
In FY 2018-19 budget, 36,000 of broad gauge renewal was approved to enhance the safety
 Tourist spot and historical places crossed by SECR

This is a small National Park; compact, yet full of game. The density of the Tiger population at Bandhavgarh is the highest
known in India. This is also White Tiger country. These have been found in the old state of Rewa for many years. The last
known was captured by Maharajah Martand Singh in 1951. This White Tiger, Mohun, is now stuffed and on display in the
palace of the Maharajahs of Rewa.

Prior to becoming a National park, the forest around Bandhavgarh had long been maintained as a Shikargah, or game
preserve, of the Maharajahs of Rewa. Hunting was carried out by the Maharajahs and their guests - otherwise the wildlife was
relatively well-protected. It was considered a good omen for a Maharajah of Rewa to shoot 109 Tigers. His highness
Maharajah Venkat Raman Singh shot 111 Tigers by 1914
BASTAR - THE PARADISE OF TOURISTS.

Baster, The Land of Tribals and Natural Resources, is also enriched with natural beauty and pleasant
atmosphere. It is surrounded with dense forests, hilly mountains, streams, waterfalls, natural caves,
natural parks etc. The region preserves a distinct tribal culture and heritage, yet unspoilt and
refreshing. With its scenic beauty, Bastar may very well be described as the 'Kashmir of Chhattisgarh'.

IN the deep forest area, between bushes and bamboos where one always felt the absence of sunlight,
wide and thick forests, costly woods like Sal, Teak, Sheesam, Bija etc., cool and refreshing stream
flowing between high mountains, mountain valleys, caves, high waterfalls, spread of greenery and
sparsely spread between all these the huts made by bamboo sticks, the fearless life style of the tribal
and their culture, fills our heart and mind with a joy yet inexperienced.

THERE are so many places which are worth seeing, not only in Bastar district, but also in the
neighbouring districts of Dantewada and Kanker, which are in Bastar division. Its often heard that
there are many places worth seeing which are still unexplored. Bastar imprints an inerasable memory
in the mind of a tourist. THE important tourist places in Bastar district are Chitrakot and Tiratgarh,
Kotamsar and Kailash Caves, Kanger Valley National Park to name a few. Indravati National Park,
known for tigers and wild buffaloes is situated at a distance of 200 Kms, west of Jagdalpur, is another
place worth seeing. Another virgin tourist spot is Kurschel Valley, with its gigantic trees, situated at 40
Kms. North-west of Narainpur.
KUTUMSAR CAVES AND KAILASH GUFA

THESE are the biggest tourist attraction, and are close to Tiratgarh waterfalls. Both Kutumsar Caves and Kailash Gufa are
located in Kanger Valley National Park and are situated at a distance of 38 KM and 40 KM, respectively from Jagdalpur.
THE Kutumsar Caves are pitch-dark caves, which have Stalactites and Stalagmites in fantastic formations. A forest guard
equipped with a torchlight is provided for necessary guidance. Kailash Gufa is also similar to the Kutumsar caves.
PENCH TIGER RESERVE - SEONI

Pench Tiger Reserve is the real land of Mowgli, "The Kipling country" and the area of the famous ''The Jungle Book".
Rudyard Kipling was awarded the first noble prize for literature in 1907 for his brilliant work, which includes the jungle
book. There existed a real human child who was nurtured by wolves. This child was caught by Leut. John Moor under the
guidance of Col. William Sleeman in 1831. Rudyard Kipling took the clue from Willium Sleeman's writing on Wolf
nurturing childrens and a book on "Camp life of Seoni" by R.A. Sterendale.Area of the Pench Tiger Reserve 757 sq. km.
Core Area of Pench National Park and Sanctuary 411 sq. km.
ROLE OF CIVIL ENGINEERS IN THE RAILWAYS

In the earliest days of engineering, civil and military were the only divisions- the civil engineers dealing with all aspects of
engineering other than military. It was only later, with the need for specialization that it became necessary to go in for separate
disciplines like mechanical, electrical and so on. The civil engineer of the modern times deals with aspects of human existence,
which are basic and fundamental in character and thus there is no activity in which the civil engineer is not involved. The list
would be almost endless - houses, hospitals, schools, colleges, transport, public services like water supply and drainage,
industrial construction, irrigation, flood control and so on. In the specific area of Railway transport, the civil engineer is required
to involve himself in the ”Surveying” for the new line, the ’construction’ thereof, and also its maintenance. The path the railway
line would take - what is called is engineering parlance alignment - is decided by the civil engineer on the basis of the ‘survey’ and
on the basis of the terms of reference for the survey given to him. Many a time such survey involves exploration into areas
unknown and the role of the civil engineer in the surveying of the new railway alignment could, in a restricted sense, be
compared to the voyages of Columbus, Thomas Cook etc. in terms of the courage and sense of purpose which it requires. The
construction of the new railway line, by which is meant the translation of the surveyed alignment in terms of actual track on the
ground, is no less risky and dangerous and many civil engineers have laid down their lives in the construction of a new bridge over
a mighty river, or in the boring of a tunnel through treacherous mountainous terrain. After the new railway line is constructed, the
line is thrown open for the public carriage of passengers. The railway line is then said to be forming part of ‘open line’, a line
which is open to the public carriage of passengers. The civil engineer is required to ensure safe movement of passengers and
goods on such a line, and this means constant vigil on his part. Whether it is rain or sun-shine - be it the pouring monsoon or the
blazing summer - the civil engineer is required to ensure the availability of the line for the safe movement of rail transport. To
enable the railway being run, he has to construct bridges over mighty rivers, station buildings, offices, facilities for the public like
parcel offices, goods sheds, retiring rooms, waiting rooms, loco-sheds, pump houses, water supply
Albert Einstein once said“Scientists investigate that which already is; Engineers create that which has never been”. His words
perfectly capture the essence of an engineer and the importance they have in our country. As we move towards the vision of
New India it is vital to harness the collective knowledge and expertise of lakhs of engineering graduates passing out in India
every year.

Civil Engineers in particular have a prominent role in building a New India and have in the past, helped transform the country
into a modern economic powerhouse. Civil engineers along with architects are instrumental in conceptualising, designing and
completing large infrastructure projects. Their scope of work in India Railways is as large as our desire to transform the nation.
Any aspiring civil engineer feels at ease in the Indian Railways family as railways is a critical infrastructure of any modern
industrial economy.

Let me share with you a few examples of some of the challenging projects that are being undertaken by Indian Railways which
depicts the opportunity, skill, scale and strength of civil engineers working in Indian Railways
 Artistic view of Anji Bridge, longitudinal profile

Let me share with you a few examples of some of the challenging projects that are being undertaken by Indian Railways which
depicts the opportunity, skill, scale and strength of civil engineers working in Indian Railways.

Anji Bridge

● Location:The proposed bridge will be constructed over Anji Khad, a tributary of river Chenab

● Specifications:Length of 290m and height of 196m above bed level. The bridge will be supported by total 96 cables

● Unique Feature:First cable stayed bridge to be constructed in Indian Railways in the state of Jammu and Kashmir

● Form:Asymmetrical cable style bridge was chosen as it was most suitable from an engineering point of view due to one side of
the bridge being location on unstable ground and the other side on stable ground

● Safety:Integrated monitoring system by means of numerous sensors installed at specified locations for real time analysis of
structural health
 Sumber Tunnel of USBRL Project

● Location:Ambitious project of constructing a tunnel on

Katra-Banihal section of the Jammu-Udhampur-Katra-
Quazigund-Baramulla Railway line

● Specifications:Length of 12.7Km. Longest transportation

tunnel in India

● Unique Feature:Execution of the tunnel is being done using

New Austrian Tunneling Method

● Challenge:Tunnel alignment negotiates extremely difficult

geology of Himalayas, in which the terrain is rugged, remote
and inaccessible and is devoid of basic infrastructure facilities,
making the project extremely challenging

● Safety:Modern state of art ventilation and public address

system to be implemented. Control rooms, CCTV and real time
gathering and analysing system called SCADA will be used.
Fixing of WaterProofing membrane in tunnel Target for completion March 2020
It's not a hidden fact that the Indian Railways is one of the largest railway networks in the world, with tracks covering more than
1,00,000km. Today, the Indian Railways employ around 14 lakh people. And being such a widely used service, it automatically
becomes one of the most criticised in India.

After the swearing in of Suresh Prabhakar Prabhu as the Railway Minister last year, the railways has fortunately got some good
PR. He made some swift and effective changes in a short span of time resulting in many people putting their faith in the brand
again. There is still a long way to go, though, and with 2017 right around the corner, here are 10 changes we wish to see in the
Indian Railways next year:
 More cleanliness

For once, I can survive without having tasty food on my journey, but I definitely can't go on if my
train coach stinks. Cleanliness is another thing that our railways are accused of turning a blind eye
towards most of the time. Hygiene in general coaches is a big issue, hence requires attention right
away.
 Safety – outside and inside

Every now and then, we hear about train derailments. Understandably, it is difficult to keep a
check on all routes with such high frequencies of trains leaving from and coming to every
platform, but better networking is definitely required to prevent crashes. Also, more security
is desired inside the railway compartments to make travelling safer for women and
foreigners.
 Summary &Conclusion
Indian railway is the important and necessary medium of transport both for freight and passengers. Indian
Railways is a public sector enterprise governed by ministry of railways and the railways board, one of the
largest organizations in the world. They havesignificant influence on the economic status of the country.
Recognising the importance of railways the Government of India has given due importance to the railways in
the five year plans.

The problems posing to Indian Railways is basically generated from the dual role given to it by the
government. A dual role has been imposed on the railways with the concept that in full it is neither a
commercial organization nor a public utility service. It is supposed to generate adequate revenue to meet the
total expenses of running the enterprise and at the same time oblige to the transport needs of all sections of
the society.

The Indian Railways is one and a half century old, substantial progress is made in technologies, speed,
infrastructure, passenger facilities and so on. The efforts made by Indian Railways over the years are to be
applauded. Policy formulation
are quite essential to meet the challenges of 21st century global railway network.
This is possible only by strengthening Research and Development in non technical and commercial aspects
also.Organised research should be carried out by railways for reducing the manufacturing cost and the
operational cost. Research Design and Standards Organisation is on the path of developing new and
improved designs for development of rolling stock-coaches and locomotives and has beendeveloping better
technologies to make railways efficient, economical and environmental friendly.
 References
• https://secr.indianrailways.gov.in/ south east central railways website

• Wekipedia https://en.wikipedia.org/wiki/Indian_Railways.

• Quora https://www.quora.com/.

•  "Indian Railways Statistical Publications – Passenger Business" (PDF). Archived (PDF) from the original on 2

March 2018.

• "[IRFCA] Indian Railways FAQ: IR History: Early Days – 1". www.irfca.org. Archived from the original on 7
March 2005.
• Retrieved 3 January 2014.

• Indian Railways Statistical Publications 2016–17: Statistical summary – Indian Railways" (PDF). Ministry of

Railway. Archived (PDF) from the original on 22 February 2018. Retrieved 22 February 2018.

• Tourism portal of Indian railways.

Thanks For Your Valuable Time