BLT Technical Specification

Package : Proof Consultant – BLT Technical Specifications
These specifications shall be read in conjunction with the other provision in the tender
documents forming the part of the contract. No permanent works shall be carried out until
all the methods statements, materials, tools and plant have been approved by the Engineer.
Unless noted otherwise in the contract, all components and materials shall be handled,
transported and stored in accordance with the directions of IRCON.
2.0 TECHNICAL REQUIREMENTS
The technical requirement for checking the design/drawings/documents submitted by

designer should be in accordance with the provisions indicated to the designer which is
mainly as under but not limited to the following:
2.1 DESIGN REQUIREMENTS INCLUDING Techical Specification laid down by B&S

(RDSO) EBS/CB-1/BLT/Committee dated.09-02-2023 and Railway Board updated
specification.
In designing ballast less track less track for straight & curved track on Indian Railways,
the following parameters may be considered for guidance.
A. Ballast less Track shall be designed for the following:

a) Main line for 25T axle load & speed 100 kmph (proposed for
goods traffic) & 22Taxle load & speed 160kmph (for passenger traffic)
b) Loop line for 25T axle load & speed 50kmph.
B. Dynamic augment may be taken as 2.5 (as prevailing on IR)

C. Spacing or supports to rails – preferably at every 60 cm (where ever rails are
supported on sleepers / discrete supports) so that the permissible bending stress in
rails are not exceeded beyond stipulated values. The values of permissible bending
stress are as under:
For LWR section – 25.25 kg/mm2 (for 110 UTS)

For SWP – 30.25 kg/mm2 (for 110 UTS)
For FP section – 36.00 kg/mm2 (for 110 UTS)
D. Upward reaction/ pressure from support base should be clearly mentioned in design.
E. Design shall be as per relevant codes of practice such as BIS, EN, IRS, IRC and UIC
with latest revision/edition). If for any item/work, above mentioned codes are not
relevant, best available Engineering practice / International codes shall be
mentioned.
F. Design & details of suitable Transition System for smooth transition from ballasted
track to ballast less track on both ends shall be part of the design of ballast less track.
G. Design and details of Expansion / Contraction joints in ballast less track at suitable
intervals shall be part of the design of ballast less track including Rail Structure
Interaction (RSI)
H. Technical parameters required for foundation of Ballast less track shall be suitably
considered for Indian conditions and shall be mentioned in the design along with
their test code & procedure. A design monograph of varying sub-grade
characteristics, if applicable, to be provided by the firm / designers.
I. Design service life ballast less track should be a minimum of 60 years. Concrete for
RCC structure should comply relevant Para of Indian Standard IS:456 – 2000 &
relevant Para of IRS – Concrete Bridge Code taking care of relevant durability clause
for expected life of RCC as minimum 60 years.
J. No cracks of width greater than the crack width approved at design phase/codal
provisions or settlements or separation of parts should be developed during services
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in the ballast less track leading to impaired service or failure.

K. Ballast less track should be designed for almost maintenance free conditions except
replacement of worn-out fastening components after their service life is over. The
2% of the fastening components and other replacement items which are likely to be
worn out / damaged are to be supplied as spares for need based replacement in this
work. The offer of the firm / JV should be inclusive of the cost of 2% fastening
components as spare. No additional cost will be paid for the spares.
L. Adequate corrosion protection measures must be included in design to minimize
corrosion of fastening components of proposed system for ballast less track. Test
report of the proposed fastening system should be submitted as per EN 13146 – 6:
2012- Test methods for fastening system – Effect of severe environmental conditions
and EN ISO 9227, Corrosion tests in artificial atmospheres – salt spray tests or as
per any international standard being in practice.
M. The design should be cost effective serving all functional requirements expected of
ballast less track.
N. Any other factor considered necessary by the designer.
Changes in the above parameters (ii) and (iii) may be considered in case the bidder is
able to support it with the relevant documents and codes as per practice in other
Railways.
2.2 Track Details:
Ballast less track for Indian railways shall be designed for following track details:
i) Rail section: Rail profile shall conform to UIC 60 (110 UTS) and Rail material shall
conform to RSI-T-12-2009 class-‘A’, including manufacturing and testing in
accordance with RSI-T-12- 2009 with latest amendments.
ii) Schedule of Dimensions (SOD) and Maximum Moving Dimension (MMD) of
Indian Railways for BG shall be followed.
iii) Ruling gradient: 1 in 80 or flatter
iv) Rail cant at Rail seat (inward): 1 in 20
v) Maximum degree of curvature: upto 5° for ballast less track.
vi) Maximum permissible cant: 165mm
vii) Speed potential: Full speed prevailing on main line (160kmph) & loop line (50
kmph)
viii) Traffic: Mixed – passenger & freight.
ix) During service if some parameter goes out in case of any unforeseen
circumstances, the leeway / margin available to correct the parameter.
Vertical: + 10mm / -3mm, Horizontal: ± 3mm.
x) Design temperature range: 70 degree Celsius variation of rail temperature as per

zone & chart of Indian Railway LWR manual and 40 degree variation of ambient
temperature.
xi) Long welded rails (LWR) are to be used. The proposed design of ballast less track
should take into consideration of the forces due to LWR and interaction of LWR.
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xii) It should be possible to do in-situ AT Flash Butt welding as per the Indian
Railways welding manuals.
xiii) Track Tolerances: Track tolerances over ballast less track when installed and later
during service under floating conditions should be as under:
S.No Parameter Installation Service

.
1 Gauge (with reference to 1673 mm, ± 1 mm ± 3 mm
measured below 14 mm rail top) for
straight track and for curve upto the radius
of 350 m.
2 Cross Level on straight and curved track ± 1 mm ± 3 mm
3 Variation in versine on curved track (20 ± 3 mm ± 6 mm
m chord with half overlapping)
4 Vertical alignment over a 3.6 m chord ± 1 mm ± 6 mm
5 Lateral alignment over a 7.2 m chord ± 1 mm ± 3 mm
on straight track
6 Twist on 3.6 m base ± 1 mm ± 5 mm
The above installation parameters are not sacrosanct and firm/JV can also advise
their own limits for the above parameter along with basis for suggesting the changes.
Variation in horizontal alignment, vertical alignment, versine, twist and gauge shall
not exhibit cyclic pattern.
3. Traction Details:
IR has Diesel / Overhead Electric (25 KV) traction. The ballast less track design should
have adequate electrical insulation for correct performance of signaling and traction
equipment’s even in flooded condition during monsoon for which necessary local field
visit may be done and the design should take care of return current as per traction.
4. Signaling Details:
For signaling, the track circuiting is provided through the rails. The balastless track
system should take care of the same with adequate insulation. A minimum electrical
resistance of 5Ω per Kmas per Indian Railway Signaling Manual needs to be ensured.
5. Derailment Guards:
Suitable arrangement for prevention of derailment in tunnels / viaduct as per

instructions issued by Indian railway from time to time in the form of derailment
slab/block shall be provided to keep the detailed wheels in confined space and prevent
damage in case of derailment. Derailment guard shall be designed such that in case of
derailment:
I. The wheels of a derailed vehicle under crush load, moving at maximum

speed are retained on the viaduct or tunnel etc.
Damage to track and supporting structures is minimum.
II.
6. Ballast less track Structure:
Track shall be laid on cast in situ/precast reinforced plinth or slab or sleepers, herein
after referred to as the ‘track slab’ for all purposes. The track slab shall be design as
plinth beam or slab type ballastless track structure with derailment guards. Similar
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arrangement should be in case sleepers or any other arrangement is used. It shall

accommodate the base plates of the fastening system. The minimum depth of concrete
below the plate should be decided based upon characteristics of underlying base and
the design of fastening system. In general, track slab/sleepers on which the fastening
and rails are to be fitted shall:
i. Resist the track forces.
ii. Provides a level base for uniform transmission of rail force.
iii. Have geometrical accuracy and enable installation of track to the tolerance laid
down.
iv. Ensure drainage.
v. Resist weathering
vi. Be construction friendly, maintainable and quickly repairable in the event of
derailment. The ‘Repair and maintenance methods’ shall be detailed in a manual
to be prepared and made available before completion of work.
vii. Ensure provision for electrical continuity between consecutive
plinth/slab/sleepers by an appropriate design.
7. Performance Requirement of Fastening System:

General
I. The fastening system shall be designed to hold the two rails of the track strongly
to the supporting structure in upright position by resisting the vertical, lateral and
longitudinal forces (including thermal forces) and vibrations.
II. The fastening shall provide insulation to take care of return current of traction
system.
III. Fastening should satisfy the required performance norms as stated below:
a) The fastening shall have design service life of 30 years in general.
However, its components such as rubber pad, rail clip etc. can be designed
for 300 GMT or 15 years whichever is less. Anchor bolts or studs used
for fixing base plate to the concrete should not be required to be replaced
during service life. Its components must not suffer any degradation during
service life to a degree so as to affect the performance and satisfy of the
track. Full service life is to be attained under the following conditions:
I. Atmosphere ultra violet radiation.
II. Proximity of track up to 10m from salt water source.
III. Contract with oil, grease or distillate dropped from track vehicles.
b) Permit quick and easy installation and replacement with special tools.
c) Be capable of vertical adjustment during service life upto 12mm using
shims.
d) Detailed calculations for the number of anchor bolts/screws required on
tangent and curved tracks shall be furnished by the supplier, and approved
by the IRCON/Railways.
e) For all fastening components as per approved assembly, the supplier shall
furnish detail drawings, specifications and inspections & test plan to
IRCON/Railways.
f) The supplier should furnish the ‘installation and Maintenance Manual
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which shall be approved by the IRCON/Railways.

g) Test report of the reputed independent institute / laboratory will have to
be submitted. The test report should be accompanied with the drawing of
the fastening system including its components which have been tested and
reported upon is exactly same as the fastening system including its
components that have been proposed by the bidder in the tender. The
testing is to be done for Cat-‘C’ as specified in EN-13481-Part-I 2012 &
EN-13481-5:2012 with rail section to be used in proposed system, Bidder
should submit a statement showing compliance or otherwise, in
juxtaposition to each clause and sub clause of the as specified in EN-
13481-Part-I 2012 & EN-13481-5:2012.
h) The tender should submit the standard specifications, allowable
tolerances, dimensions of assembly and components of fastening system.
The Tenderer is also required to submit inspection test plan of all
components of fastening systems.
i) Ballast less track system or fastening system proposed by bidder shall be
the same for which proneness has been submitted by bidder. Bidder shall
submit performance certificate from user railway administration to the
effect that ballastless track system (including fastening system) or
fastening system has satisfactory performance record as mentioned in
Technical Criteria.
j) The bidder shall submit details containing but not limited to name of line
in which the system in use for minimum 5 years, details of user railway
administration such as mane of the railway administration and its contract
person, address, telephone number, email ID etc. The bidder shall also
submit details of drawing of Ballastless track system or fastening system
along with its components that has been proposed by the bidder in the
tender.
k) Indian Railways shall get the random testing of the fastening system after
it has been supplied from a reputed test lab and system should be able to
meet the requirements as mentioned in this document. Cost of the sae shall
be borne by the contractor.
l) The agency will be required to submit third party inspection report for
each lot of fittings for the tests conducted as specified in codes referred
above. In addition, the agency will also be required to conduct one full
assembly test for the actual material supplied by them at site in the
presence of IRCON/N.Rly officials. Charges of third party inspector
will be borne by IRCON. The agency will have to bear the expenses
for conducting the tests.
8.0 CONSTRCUTION PROCESS:
Firm is advised to visit local sites locations as specified in tender to get familiar
with typical environment, Procedure of construction process of ballastless track
should be mentioned in details suitable to local site conditions. Construction
process & system offered should be easy in constructions suitable to conditions
prevailing on specified station in tender, clearly demonstrating how it can be
constructed & installed within a reasonable time frame.
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9.0 Codes, Manuals and Specifications: -
9.1 Design and construction shall be as per various codes of practice of BIS,
EURO, IRS, IRC and UIC. Some of them are mentioned below for guidance.
The following list is for guidance and is by no means exhaustive and
provisions of relevant codes even not mentioned below shall be blinding on
the contractor. In case of contradiction between provisions of various codes or
between codes and clauses mentioned in the document, the decision of the
Engineer- in- charge shall be binding and final on the contractor.
Materials or practices meeting other internationally recognized and accepted

standards or codes may be accepted by the Engineer at his discretions;
however, any such acceptance shall be subject to the Contractor clearly
demonstrating that the proposed standards or code proposed by the Contractor
shall be submitted in the English language to the Engineer for his approval.
Such submission must be made within (30) days of the Contractor receiving
the notice to commence, and on the completion of the Contract the submitted
copies of the said standards or codes shall become the property of the
Employer.
The specific codes and standards of the above named authorities have been
used in different sections of the specifications and have been specifically
identified as such in each section. The Contractor shall take note of the various
references to the standard codes and specifications as set out in each section of
the specification and shall maintain on site for the duration of the contract, at
least two copies of the latest version or edition of each standard or code to
which a reference is made in the specifications.
1. IS 5878 (various parts)- Codes of practices relating to tunneling and

underground excavations.
2. IS 4081-1967- safety code of blasting and related drilling operations.
3. IS: 4576-1978- safety code of practice for tunneling.
4. IS: 9103 Admixtures for concrete.
5. IS: 9012 Recommended practice for shotcreting.
6. IS: 3764- safety code for excavation work.
7. IS: 4138 safety code for working in compressed air.
8. IS: 7293 safety code for working with construction machinery.
9. IS: 226 structural steel codes.
10. IS: 823 manual metal arch welding code.
11. IS: 456 code of practice for plain and reinforced concrete 2000.
12. IS: 1786 code of reinforcement bars.
13. IS: 516 methods of test of strengh of concrete.
14. IS: 1199 methods os sampling and analysis of concrete.
15. IS: 7861 part I, II code of practice for extreme weather concrete.
16. IS: 10262 guidelines for concrete mix design.
17. IRS: Concrete bridge code.
18. IS: 4990 plywood for concrete shuttering wrok.
19. IS: 2750 Specification for steel scaffoldings.
20. IS: 1786 specification for high strength deformed steel bars and wires
for concrete reinforcement.
21. IS: 1893 criteria for earthquake resistant design of structures.
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22. IS: 800 code of practice for use of structural steel

23. IS: 2720 code of practice for soil investigation (All parts.)
24. IS: 1343- Code of practice for pre-stressed concrete.
25. Indian Explosive Act 1984
26. Indian Explosive Rules 1940 / 1983
27. Indian Railway schedule of dimensions (BG).
28. Indian Railway ways & works Manual
29. Indian Railway Permanent way manual
30. Indian Railway LWR manual
31. Indian Railway Bridge rule.
32. Indian Railway concrete bridge rule.
33. Indian Railway sub structure code.
34. IRS T – 12 for Rails.
35. IRS T-31
36. IS: Specifications for fine and carse aggregate from natural sources for
concrete IS: 383 of 1970 with upto date correction slips.
37. IS: 816-1969
38. IS: 817-1967
39. IS 1200 part XXV-1971
40. Relevant UIC Codes.
41. IS-9862
9.2 The latest addition of all the code of practice along with their upto date
correction slips shall be applicable (as revised upto the date of
opening/negotiation of the present tender).
9.3 In absence of relevant provision of specification in the above-mentioned
IRS/IRC/BIS/EURO Codes, the reference shall be made to the best available
Engineering Practice/International codes as per directions of the Engineer-in-
charge.
9.4 The decision of Railways/IRCON regarding the interpretation of

specifications shall be final and binding on the contractor.
9.5 All relevant codes shall be made available by the contractor at site at his own
cost
9.6 RAIL WELDING
Welding of Rails (Flash Butt & AT Welding) as per latest Railway

specifications/codes/manuals including all tests, etc complete, is within the
scope of this work.
10.0 BALLASTLESS TRACK INSTALLATION:
10.1 GENERAL
The different components of ballast-less system shall be clean and free from
any dust / grease. A request for installation shall be submitted to the engineer-
in-charge, complete with all necessary information to allow assessment, after
the following activities and approval must be received prior to the
commencement of any follow-on activity.
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10.2 REINFORCED CONCRETE PLINTHS FOR TRACK CONCRETE

LAYER AND DE- RAILING BLOCK.
The surface of 1st stage concrete shall be surveyed to achieve the minimum
depth below the rail seat. For such of those locations where minimum depth is
not achievable, the contractor shall, with complete details, seek engineer’s
decision.
The contractor shall prepare the surface of supporting structure for laying of
base slab/intermediate slab/track concrete layer/derailing block etc. by its
scrabbling the proper bounding as approved by Engineer-in-charge.
The laying tolerance for various track parameters for the as-installed track shall
be strictly achieved in accordance with the relevant clause of technical
specifications. The sole responsibility of achieving the stipulated track laying
tolerance lies with the contractor.
The Track Concrete Layer (TCL) shall be laid in the track duly making the
required provision for cant & vertical curve, horizontal curve for all heights.
The values of cant adopted for horizontal curves shall be submitted by
contractor in an agreed format for approval by the Engineer-in-charge.
During the concreting phase, the track fastening devices, temporary gauge
holding devices, fastening and rails shall be protected by movable
covers/plastic envelopes etc. against possible splattering of concrete.
Each plinth unit shall be built in one single operation the pouring of the concrete
shall imperatively be completed in one go. Formwork may be removed after 24
hours of pouring concrete.
TCL shall be cast by holding the track by temporary track holding devices which
shall later be removed and the surface shall be repaired by concrete/cement
mortar with addition of non-shrink compound (if required), after the concrete
attains sufficient strengths.
The concrete surface of the TCL shall be smooth, devoid of any inclusion,
roughness, crack, and without any aggregate visible at the surface near sleepers
and in the location of track holding devices.
In TCL, the different rail panels (a group of welded rails) shall be placed with
a gap required for AT welding or touching each other for Flash butt welding
and holding by C- clamps in true line and level. The panels shall be welded by
the other agency later on.
10.3 SCRABBLING OF OLD CONCRETE SURFACE:
In order to ensure proper bounding of TCL / De- railing Block with the last
pour of tunnel concrete / TCL, the concrete in the tunnel (for the area covered
by the track plinths) shall be scrabbled 100% by using appropriate pneumatic
scrabbling tools operated by air compressors of adequate capacity. The area to
be scrabbled shall be marked on the tunnel by paint before taking up the
scrabbling. The air compressors deployed for the scrabbling must be electric
type and for supplying power from DG that is placed outside tunnels, sufficient
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length of armored power cable has to be used, unless otherwise approved by

employer. After scrabbling, the area shall be thoroughly cleaned of dirt / muck
etc. and the muck shall be disposed of at the location advised by employer. The
contractor shall get the scrabbled area checked from employer’s representative /
engineer before the commencement of placement of reinforcement.
10.4 PROVIDING, FIXING OF SHUTTERING FOR THE SLAB TRACK

SYSTEM CASTING AND REMOVAL AFTER THE CONCRETING
i) Submission of the design of steel shutting for Slab Track System casting to
the employer and obtaining approval of the same from the employer.
ii) Fabrication and manufacture of the required no. of sets for the above
shuttering as per the approved design along with the turnbuckles, nuts, bolts
etc and shifting of the same to the worksite. The fabrication of the shuttering
shall be done only on getting approval from the employer. The employer
may allow the use of old shuttering sets, only if the same are in good
condition. The repair of the shuttering as directed by the employer shall be
done during the execution of work in order to remove the bends, kinks etc.
iii) Fixing of shuttering to the specified dimensions, line and level (in straight
and curved portion of the track) as per drawing, survey details including
providing support with turn buckles, applying shuttering oil of approved
quality with brushes, fixing of tie rods – if required, tightening with nut and
bolts as required including cost of tie rods as with all labour, tools tackles.
Depending upon the height of the slab track the end plates shall have to be
adjusted to pass the longitudinal rebar by the contractor.
iv) Provision of opening or cut-outs in the concrete track slab as per the
requirement of drainage, signaling, electrical, traction or other contractors
/ Railways shall be made.
v) Removal of shuttering after concreting, shifting to next location in
contractors own trolleys suitable for further use, cleaning of the shuttering
by wire brushing, applying specified quality of shuttering oil by
sponge/brush to the shuttering plates including cost of shuttering oil, wire
brushes sponge, brush etc.
vi) Manufacture of cover blocks of grade same as of parent concrete (with wires
inserted in the same for tying to the reinforcement) with cost of all
materials, curing of the same for 28 days and providing the same for
shuttering in the quantity as directed by the employer. The manufacture of
cover blocks shall be done in advance.
vii) Sealing in the base of shuttering plates with approved material (sponge or
foam) using cement – sand mortar including cost of all materials, tools,
labour and tackles. The sealing of the joints shall be done after cleaning of
the concrete slabs of slab track system.
viii) Sealing of the shuttering joints by PVC tape / putty as instructed by the
employer with cost of PVC tape / putty.
10.5 TRANSPORTATION OF RAILS
The free rails / rail panels consisting of welded rails are required to be
transported to actual site of works from the stock yard. Care should be exercised
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during transportation of these items as any damage occurred during handling

shall be debited. For transportation, the required trolleys, dip Lorries and prime
movers shall be arranged by the Contractor including all tools & tackles, labour
and supervisory staff. For pulling of rails, self-locking come-along clamps shall
be used. The rails shall be pulled on rollers. The rail panels shall be placed on
wooden battens / blocks along the sides of tunnel. The wooden battens / blocks
are to be arranged by the contractor.
10.6 SETTING OUT OF TRACK
The track has to be set as per approved drawings. For setting out the track, the
contractor has to use the co-ordinate system and use the Total Section with 1”
accuracy. The track levels should be set accurately using Digital Level of
0.1mm accuracy. The installation of bench marks at suitable intervals is the
responsibility of the Contractor. The Contractor is supposed to deploy a
qualified surveyor having experience in Railway Track and BLT works.
The Contractor has to submit the method statement for survey work for
approval by the Employer before commencement of survey work. The scope of
work shall include picking up the as- built co-ordinates of the tunnel and
working out the center line co-ordinates in case of refinement.
The deployment of survey instruments and qualified survey staff is the sole
responsibility of the Contractor.
10.7 FINAL ALIGNMENT OF THE TRACK
i) The track is to be set at the required gauge, longitudinal and cross-level,

alignment, rail cant, super-elevation, twist etc within the specified tolerance
as given in the technical specifications.
ii) Checking the final rail level, centerline, gauge, versine, cant, cross level,
super elevation etc. of the track offered for slab casting. The contractor has
to deploy surveyor with an automatic level of least count 0.10 mm for
checking the levels. The rail levels are to be checked at every spindle
location / at every sleeper location or in between also if required by
Engineer-in-Charge.
iii) Submission of the required checklist in the stipulated Performa to Engineer-
in-Charge covering the various aspects such as shuttering. Scrabbling,
reinforcement, track parameters etc and carrying out required rectification
till the section of tracks is approved by Engineer-in-Charge.
iv) Carrying out any welding or gas cutting required including cost of
welding rod, gases, welding set, gas cutting set etc.
v) The contractor has to ensure that the final alignment of the track is not
disturbed during the track slab concreting operations. A responsible
supervisor shall be deputed for the above job.
10.8 FINAL TRACK POSITIONING AFTER THE SLAB TRACK SYSTEM
CASTING:
The final positioning of the track is to be done after the completion of curing
period. The following is included in the above activity:
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i) Opening of fastening and tightening the same after cleaning as required.

ii) Cleaning of the rail seat and repair of the rail seat, wherever required. The
above work shall be done only as per the approved methodology. The
repaired rail seat shall be cured for the 14 days with water curing or with
approved quality curing compound.
iii) Checking of the final track parameters and Carrying out necessary
corrections in the track to being the track to the correct parameters. For the
track correction the contractor shall deploy required compressors, generators
etc. including its opereation and maintenance.
iv) Offering the track for final checking for gauge, level, cross-level, super
elevation, cant etc.
v) Submission of final track parameters to Engineer-in-Charge in prescribed
Performa.
11.0 MAINTENANCE AND PERFORMANCE MONITORING:
The defect liability period will be for 36 (Thirty-Six) months after the date of
completion of work or 24 (Twenty-Four) months after commission of track,
whichever is later.
After construction of Ballastless track, Zonal railway will monitor the performance
jointly with firm/JV on quarterly basis & for three years. The performance monitoring
will be based broadly upon following parameters:
Efficacy of fastening: Fastening system should be able to maintain track geometry

i.
(gauge, cross level, loose fitting etc.) at all times within track tolerance during
service without any components breakage, excessive wear & tear.
ii. Track tolerance to be maintained at the time of construction & during trial / service
should be as per Para 2.1 (L).
iii. Any track settlement which impairs the functionally of track & washable apron.
iv. Any visible crack of width more than as stipulated in IRS concrete Bridge code
– Para 10.2.1) in concrete / RCC portion of slab impairs the functionally of ballast
less track.
v. Any special observation.
The decision of zonal railway about performance of the Ballastless track after monitoring
period shall be final.
12.0 SUPPORTING OF TRACK DURING CONSTRUCTION
During construction, the track shall be supported by auxiliary fitting at every third
sleeper in straights and every second or as required in curves.
13.0 DE-STRESSING OF CWR
13.1 General
The de-stressing of rail shall not be undertaken until it has been demonstrated to
IRCON’s satisfaction that the track has been completed to specified standard and
specification and the method of working of de-stressing of the relevant track form
has been approved by IRCON/ Railways.
The elementary long welded rail shall be placed on rollers placed on the metal base
plates or sleeper rail table, with the rollers at maximum 6M intervals. In any case,
rollers shall have suitable diameter to avoid contact between rail and intermediate
sleepers/ de-railing block.
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After placing the long-welded rail on rollers, it shall be stress relieved by hitting the
rail on each side of the head with wooden mallets as approved by Engineer.
For distressing of CWR, guidance may be taken from LWR manual of Indian Railways.
The rails of continuously welded track shall be distressed in accordance with

temperature conditions as per Railway manual.
14.0 RAIL WELDING
Welding of Rails (Flash Butt & AT Welding) is within the scope of this work.
15.0 RECORDS
The manual records of Rail level, cross-level/ cant, gauge, twist, versine along
longitudinal location and horizontal alignment with reference to the designed locations
shall be presented in hardcopy and the soft copy shall be prepared by survey team.
16.0 FINAL TRACK PARAMETER
Finally, the Tracks are to be installed as per IR Specification, latest SOD and requirements and
should obtain approval of IRCON / Clients for further installation.
TECHNICAL SPECIFICATIONS FOR LAYING OF

CONCRETE AND REINFORCEMENT
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SECTION – 1
1.0 General:
1.1.1 Absence of terms such as providing, supplying, laying, installing, fixing etc. in the
descriptions does not even remotely suggest that the Contractor is absolved of such
providing, supplying etc. unless an explicit stipulation is made in this contract. The
Employer shall bear no costs of materials, labour, equipment, duties, taxes,
royalties etc.
1.1.2 The specifications may have been divided into different sections / sub-heads for
convenience only. They do not restrict any cross-references. The Contractor shall
take into account inter-relations between various parts of works/ trades. No claim
shall be entertained on the basis of compartmental interpretations.
1.1.3 The classification of various items of works for purposes of measurements and
payments shall be as per bills of quantities (BOQ) and apply to all heights, depths,
sizes, shapes and locations. They also cater for all cuts and wastes
1.1.4 Contractor to Provide:
The Contractor shall provide and maintain at site throughout the period of works
the following at his own cost and without extra charge, the cost being held to be
included in the Contract Rates
1. General works such as setting out, site clearance before setting out and on
completion of works. All weather accesses to the site office should also be
constructed and maintained in good condition.
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2. All labour, materials, plant, equipment and temporary works, Overhead charges
as well as general liabilities, obligations, insurance and risks arising out of GCC,
required to complete and maintain the works to the satisfaction of the Engineer.
3. Adequate lighting for night work, and also whenever and wherever required by
the Engineer.
4. Temporary fences, barricades, guards, lights and protective work necessary for
protection of workmen, supervisors, engineers, general public and any other
persons permitted access to the site. Contractor shall provide proper signage as
directed. All fences, barricade shall be painted with colour shades as specified by
the Engineer.
5. All equipment, instruments, labour and materials required by the Engineer for
checking alignment, levels, slopes and evenness of surfaces measurements and
quality etc.
6. Design mixes and testing them as per relevant clauses of specifications giving
proportion of ingredients, sources of aggregates and binder along with
accompanying trial mixes. Test results to be submitted to the Engineer for his
approval before adoption on works.
7. Cost of Preparation and compliance with provision of a quality assurance control
program.
8. Cost of safeguarding the environment.
9. A testing laboratory as specified by the Engineer equipped with all the necessary
equipments and competent & trained staff required for carrying out tests, as
specified in the relevant sections of the specifications
1.1.5 Quality Assurance & Quality Control:
1. The work shall conform to high standards of and workmanship shall be

structurally sound and aesthetically pleasing. The Contractor shall conform to
the Quality standards prescribed, which shall form the backbone for the Quality
Assurance and Quality Control system.
2. At the site, the Contractor shall arrange the materials, their stacking/ storage in
appropriate manner to ensure the quality. The Contractor shall provide all the
necessary equipment and qualified manpower to test the quality of materials,
assemblies etc., as directed by the Engineer. The tests shall be conducted at
specified intervals and the results of tests properly documented. In addition the
Contractor shall keep appropriate tools and equipment for checking alignments,
levels, slopes and evenness of the surfaces.
3. The Engineer shall be free to carry out such tests as may be decided by him at
his sole discretion, from time to time, in addition to those specified in this
document and the cost of these tests shall be born by the contractor. The
Contractor may provide the samples and labour for collecting the samples.
Nothing extra shall be payable to the Contractor for samples or for the collection
of the samples.
a) The test shall be conducted at the Site laboratory that may be established
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by the Contractor or at any other Standard Laboratory selected by the

Engineer.
b) The Contractor shall transport the samples to the laboratory for which
nothing extra shall be payable. In the event of the Contractor failing to
arrange transportation of the samples in proper time the Engineer shall
have them transported and recover two times the actual cost from the
Contractor's bills.
c) All testing shall be performed in the presence of Engineer. Testing may be
witnessed by the Contractor or his authorised representative if permitted
by the Test House. Whether witnessed by the Contractor or not, the test
results shall be binding on the Contractor.
4. The Engineer shall have the right at all times to inspect all operations including
the sources of materials, procurement, layout and storage of materials, all
equipment including the concrete batching and mixing equipment, and the
quality control system. Such an inspection shall be arranged and the Engineer's
approval obtained prior to starting of the particular item of work. This shall
however, not relieve the Contractor of his responsibilities. All materials which
do not conform to these specifications shall be rejected and shall be removed
from the site immediately. The Engineer shall have the powers to cause the
Contractors to purchase and use materials from any particular source, as may in
the Engineer's opinion be necessary for the proper execution of work.
1.1.6 Dimensions:
1. Figured dimensions on drawings shall only be followed and drawings to a

large scale shall take precedence over those to a smaller scale. Special
dimensions or directions in the specifications shall supersede all others. All
dimensions shall be checked on site prior to execution.
2. The dimensions where stated do not allow for waste, laps, joints, etc. but the
Contractor shall provide at his own cost sufficient labour and materials to
cover such waste, laps, joints, etc.
3. The levels, measurements and other information concerning the existing site
as shown on the drawings are believed to be correct, but the Contractor should
verify them for himself and also examine the nature of the ground as no claim
or allowance whatsoever will be entertained on account of any errors or
omissions in the levels or the description of the ground levels or strata turning
out different from what was expected or shown on the drawings.
1.1.7 Materials:
1.Source of Materials:
The contractor shall indicate in writing the source of materials well in advance to
the Engineer, after the award of the work and before commencing the work. If the
material from any source is found to be unacceptable at any time, it shall be
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rejected by the Engineer and the contractor shall forthwith remove the material
immediately from the site as directed by the Engineer.
2. Quality:
All materials used in the works shall be of the best quality of their respective
kinds as specified herein, obtained from sources and suppliers approved by the
Engineer and shall comply strictly with the tests prescribed hereafter, or where
tests are not laid down in the specifications, with the requirements of the latest
issues of the relevant Indian Standards.
3. Sampling and Testing:

All materials used in the works shall be subjected to inspection and test in addition
to test certificates. Samples of all materials proposed to be employed in the
permanent works shall be submitted to the Engineer for approval before they are
brought to the site.
Samples provided to the Engineer for their retention are to be labelled in boxes
suitable for storage. Materials or workmanship not corresponding in character
and quality with approved samples will be rejected by the Engineer.
Samples required for approval and testing must be supplied sufficiently in

advance to allow for testing and approval, due allowance being made for the fact
that if the first samples are rejected further samples may be required. Delay to
the works arising from the late submission of samples will not be acceptable as
a reason for delay in completion of the works.
Materials shall be tested before leaving the manufacturer’s premises, quarry or

resource, wherever possible. Materials shall also be tested on the site and they may
be rejected if not found suitable or in accordance with the specification,
notwithstanding the results of the tests at the manufacturer’s works or elsewhere
or test certificates or any approval given earlier.
The contractor will bear all expenses for sampling and testing, whether at the
manufacturer’s premises at source, at site or at any testing laboratory or institution
as directed by the Engineer. No extra payment shall be made on this account.
4. Test certificates:
All manufacturer’s certificates of test, proof sheets, etc showing that the materials
have been tested in accordance with the requirement of this specification and of
the appropriate Indian Standard are to be supplied free of charge on request to
the Engineer.
5. Rejection:
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Any materials that have not been found to conform to the specifications will be
rejected forthwith and shall be removed from the site by the Contractor at his
own cost within two weeks or as instructed by the Engineer.
6. The Engineer shall have power to cause the Contractors to purchase and use such
materials from any particular source, as may in his opinion be necessary for the
proper execution of the work.
1.1.8 Storing of Materials at site:
The storage of materials shall be in accordance with IS: 4082 “Recommendation

on stacking and storage or construction materials on site” and as per IS: 7969
“Safety code for handling and storage of building materials”.
The materials shall be stored in a proper manner at places at site approved by the
Engineer. Should the place where material is stored by the Contractor be required
by the Employer for any other purpose, the Contractor shall forthwith remove the
material from that place at his own cost and clear the place for the use of the
Employer.
1.1.9 Water:
1. Water from approved source:

Potable water only shall be used for the works. The water shall be free
from any deleterious matter in solution or in suspension and be obtained
from an approved source. The quality of water shall conform to IS: 456.
2. Storage:
The Contractor shall make his own arrangements for storing water, if
necessary, in drums or tanks or cisterns, to the approval of the Engineer.
Care shall be exercised to see that water is not contaminated in any way.
3. Testing:
Before starting any concreting work and wherever the source of water
changes, the water shall be tested for its chemical and other impurities to
ascertain its suitability for use in concrete for approval of the Engineer. No
water shall be used until tested and found satisfactory. Cost of all such
Tests shall be borne by the contractor.
1.1.10 Workmanship:
1. All works shall be true to level, plumb and square and the corners, edges
and arises in all cases shall be unbroken and neat.
2. Any work not to the satisfaction of the Engineer shall be rejected and the
same shall be rectified, or removed and replaced with work of the required
standard of workmanship at no extra cost.
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3. During the period of construction or within the defect liability period the
Engineer may at his discretion reject the concrete if he has reasonable
doubts about the adequacy of the strength of such structure for any of the
following reasons :
a) results of compressive strength on concrete test cubes falling
below the specified strength.
b) premature removal of formwork.
c) inadequate curing of concrete.
d) over loading during the construction of the structure or part thereof.
e) carrying out concreting of any portion without prior approval of the
Engineer.
f) honey combed or damaged concrete which in the opinion of the
Engineer is particularly weak and will affect the stability of the
structure to carry the design load, more so in important or critical
areas of the structure.
g) any other circumstances attributable to alleged negligence of the
contractor which in the opinion of the Engineer may result in the
structure or any part thereof being of less than the expected strength.
1.2 Structural Work:

1.2.1 Unless specified, only controlled concrete with design mix and weigh
batching is to be used for the work.
1.2.2 Minimum cement content specified in Concrete Bridge Code, CPWD
specification 1996 is purely from durability point of view. Larger content
of cement shall have to provided if demanded by mix design. 10% extra
cement is used for laying the concrete at locations where the water is
coming out.
1.2.3 Procedure of mixing the admixtures shall be strictly as per the
manufacturer’s recommendations if not otherwise directed by the
Engineer.
1.2.4 Special benches shall be provided at site for stacking reinforcement bars of
different sizes.
1.2.5 In the mobilisation period, the contractor shall carry out expeditiously and
without delay the following works:
a. Material testing and mix designs of concrete as contemplated in the

specifications.
b. Setting up of full-fledged site laboratory as per the requirements of these
specifications.
c. Any other pre-requisite items required for final execution.
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SECTION – 2
CONCRETE: PLAIN & REINFORCED
These specifications shall be read in conjunction with (1) Indian Railways

Concrete Bridge Code, (2) Northern Railway Standard Specifications for
Material & Works -1987, (3) IS Specifications, (4) CPWD specifications 1996,
(5) MORTH Specifications for Road & Bridge Works and other relevant
specifications (the latest versions) described in the Section 1.1 of these
Specifications.
2.1 Materials
Before bringing to the site, all materials for concrete shall be approved by the
Engineer. All approved samples shall be deposited in the office of the Engineer
before placing orders for the materials with suppliers. The materials brought on
to the works shall conform in every respect to their approved samples.
Fresh samples shall be deposited with Engineer whenever type or source of any
material changes. The contractor shall check fresh consignment of materials as it
is brought on to the works to ensure that they conform to the specifications and/
or approved samples.
The Engineer shall have the option to have any of the materials tested to find
whether they are in accordance with specifications at the contractor's expense. All
bills vouchers and test certificates which in the opinion of the Engineer are
necessary to convince him as to the quality of materials or their suitability shall
be produced for his inspection when required.
Any materials which have not been found to conform to the specifications and not
approved by the Engineer shall be rejected forthwith and shall be removed from
the site by the contractor at his own cost within the time stipulated by the
Engineer. The Engineer shall have the powers to cause the contractors to purchase
and use materials from any particular source, as may in his opinion be necessary
for the proper execution of work.
2.1.1 Cement
2.1.1.1 The cement used shall be one of the following types:
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a) 43 grade Ordinary Portland Cement conforming to IS: 8112.

b) 53 grade Ordinary Portland Cement conforming to IS: 12269.
The cement must be procured from reputed manufacturer e.g., ACC, CCI, Birla,
Grasim etc. The source / type of cement shall be approved by the Engineer.
2.1.1.2 whenever possible all cements of each type shall be obtained from one constant
source throughout the contract, cement of different types shall not be mixed
together. Different brands of cement, or the same brand of cement from different
sources, shall not be used without prior approval of the Engineer.
2.1.1.3 Packaged cement shall be delivered to the site in original sealed bags, which shall
be labelled with the weight, name of manufacturer, brand and type, date / week of
manufacture. Cement received in torn bags shall not be used.
2.1.1.4 All cement shall be fresh when delivered and at ambient atmospheric temperature.
2.1.1.5 With each and every delivery of cement the contractor shall provide manufacturer’s
certificate that the cement conforms to the relevant Indian Standards. The
contractor shall provide complete facilities at site for carrying out the following
tests:
a) Setting time by vicat's apparatus as per IS: 4031 and IS: 5513.
b) Compressive strength on cement as per IS: 4031, IS: 650, IS: 10080.
2.1.1.6 Total chloride content in cement shall in no case exceed 0.05 percent by mass of
cement. Also, total sulphur content calculated as sulphuric anhydride (SO3), shall
in no case exceed
2.5 percent and 3.0 percent when tri-calcium aluminate per cent by mass is
upto 5 or greater than 5 respectively.
2.1.2 Aggregate
Aggregates from natural sources shall be in accordance with IS: 383. The
contractor shall submit to the Engineer certificates of grading and compliance for
all consignments of aggregate. In addition at site from time to time, the contractor
shall allow for carrying out such tests and for submission of test records to the
Engineer. The aggregates shall be procured from approved sources only as
directed by the Engineer from time to time.
For fair-faced concrete, the contractor shall ensure that aggregates are free from
iron pyrites and impurities, which may cause discoloration.
2.1.2.1 Fine Aggregate
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The contractor shall provide complete facilities at site for determining grading of
aggregates by sieves as per IS: 383, IS: 460, IS: 1607, and IS: 2386.
The fine aggregate shall be of approved sand. It shall be free from clay, loam,
earth or vegetable matter and from salt or other harmful chemical impurities. It
shall be clean, sharp, strong, angular and composed of hard siliceous material.
The grading of fine aggregate when determined as described in IS: 2386 (part I),
shall be within the grading zones I, II.
The contractor shall provide complete facilities at site for carrying out the following
tests:
A) Proportion of clay, silt and fine dust by sedimentation method as per IS: 2386
part II.
B) Moisture content in fine aggregate as per IS: 2386 Part III.
C) Bulk density/ Bulkage.
2.1.2.2 Coarse Aggregate
The coarse aggregate shall be crushed stone. Crushed gravel, natural gravel or a
suitable combination thereof. Coarse aggregate obtained from crushed or broken
stone shall be angular, hard, strong, dense, durable, clean and free from soft,
friable, thin plate, elongated or flaky pieces.
Except where it can be shown to the satisfaction of the Engineer that a supply of
properly graded aggregate of uniform quality can be maintained over the said
period of the works, the grading of aggregate shall be controlled by obtaining the
coarse aggregate in different sizes and blending them in correct proportions as
and when required.
All coarse aggregate shall conform to IS: 383 and tests for conformity shall be
carried out as per IS: 2386, Parts I to VIII.
The maximum size of coarse aggregate shall be such that the concrete can be
placed without difficulty so as to surround all reinforcement thoroughly and fill
the corners of formwork. Unless otherwise permitted by the Engineer the nominal
maximum size shall not exceed 20 mm.
2.1.2.3 Water
2.1.2.3.1 Water used in the works shall be potable water and free from deleterious
materials. Water used for mixing and curing concrete and washing aggregate
shall be fresh and clean free from injurious amounts of oil, salts, acids, alkali,
other chemicals and organic matter.
Water shall be from the source approved by the Engineer and shall be in
accordance with IS: 456.
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Before starting any concreting work and wherever the source of water changes,
the water shall be tested for its chemical and other impurities to ascertain its
suitability for use in concrete for approval of the Engineer. No water shall be used
until tested and found satisfactory. Cost of all such Tests shall be borne by the
contractor.
2.2 Blending of aggregates:
In order to obtain optimum workability, individual aggregates of nominal size

20mm, 10mm,
4.75mm and 2.36mm will be blended in such a way that the grading curve for all
in aggregates will be a smooth curve from size 0.15mm to 25mm falling within the
established envelop grading curve. Contractor shall establish envelope-grading
curve for each grade of concrete for given maximum size of aggregates and get it
approved by Engineer before finalising the mix design.
2.3 Admixtures:
1 Chemical admixtures are to be used with the permission of the Engineer.

In case their use is permitted, the type, amount and method of use of any
admixtures proposed by the Contractor shall be submitted to the Engineer
for approval. The minimum cement content specified shall not be reduced
on account of the use of the Admixtures.
2 The contractor shall further provide the following information concerning
each admixture to the Engineer
a. Normal dosage and detrimental effects if any of under dosage
and over dosage.
b. The chemical names of the main ingredients in the admixtures.
c. The chloride content, if any, expressed as a percentage by
weight of admixture.
d. Whether or not the admixture leads to the entrainment of air when
used in the manufacturer's recommended dosage.
e. Where two or more admixtures are proposed to be used in any one
mix, the manufacturer's written confirmation of their compatibility.
3 In reinforced concrete, the chloride content of any admixture used shall not
exceed 2 percent by weight of the admixture as determined in accordance
with IS:6925 and the total chloride and sulphate contents in concrete mix
shall not exceed 0.15 and 4.0 percent respectively by weight of cement.
4 The admixtures when used shall conform to IS: 9103. The suitability of all
admixtures shall be verified by trial mixes.
5 The addition of calcium chloride to concrete containing embedded metal

will not be permitted under any circumstances.
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6 Retarding admixtures when used shall be based on lingosus-Phonates with

due consideration to clause 5.2 and 5.3 of IS: 7861.
2.4 Batching Plants, Mixers and Vibrators:
1 Unless specified in the schedule of items, for all structural concreting work
the Contractor shall provide automatic weigh-batching plant of suitable
capacity. The plant used shall conform to IS: 4925.
2 The Contractor shall provide Concrete mixers (IS: 1791 – Batch type
concrete mixers, IS: 2438 – Roller Pan Mixer) and Vibrators (IS: 2505 –
Concrete Vibrators Immersion Type, IS: 2506 – Screed board concrete
vibrators, IS: 4656 – Form Vibrators for Concrete) supplied by recognized
manufacturers.
2.5 Grade of Concrete:
The concrete is designated as follows:

Concrete M 35 / 20
The letter M refers to the mix
The number 35 represents the characteristic compressive strength of 15cm cubes
at 28 days in MPa.
The number 20 represents the nominal size of the aggregate in mm.
M35 concrete thus has a characteristic strength of 35MPa (350 kg/cm2). Other mix
design will also be denoted in same way.
2.6 Mix Design:
It is the complete responsibility of the Contractor to design the concrete mixes by

approved standard methods and to produce the required concrete conforming to
the specifications and the strength, workability requirements approved by the
Engineer.
Mix Design once approved must not be altered without prior approval of Engineer.
However, should the contractor anticipate any change in quality of future supply
of materials than that used for preliminary mix design, he should inform the
Engineer quite in advance and bring fresh samples sufficiently in advance, to
carry out fresh trial mixes. Design mix will indicate by means of graphs and
curves etc., the extent of variation in the grading of aggregates which can be
allowed.
2.7 Additional tests for Concrete:
As frequently as the Engineer may require, additional testing shall be carried out
for concreting in addition to mandatory test specified in (1) Indian Railways
Concrete Bridge Code, (2) Northern Railway Standard Specifications for
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Material & Works -1987, (3) IS Specifications, (4) CPWD specifications 1996,
(5) MORTH Specifications for Road & Bridge Works and other relevant
specifications.
Permeability test for Concrete:
The concrete will be verified for permeability by the following procedure and
shall confirm to IS: 3085-1965 – ‘Permeability of Cement Mortar & Concrete’.
Section 1716.5 of MORTH Specification and DIN 1048.
1 The Engineer shall select random batches of concrete for examination at his
discretion and sampling will generally be done at the point of discharge from
the mixer and at placing point.
2 From the batches thus selected two concrete cylinders shall be made in
accordance DIN 1048.
3 All cylinders shall be made, cured, stored, transported and tested in
accordance with clause 1716.5 of MORTH Specifications. The tests shall be
carried out in a laboratory approved by the Engineer.
4 At least two cylinders shall be made on each day’s concreting until 60
cylinders have been made for each grade of concrete. This is in the initial
period.
5 After the initial period, subject to the acceptance of the Engineer, the
frequency at which the cylinders shall be made may be reduced as follows:
(1 set = two cylinders, representing concrete from a
different batch.) At least 1 set for each day’s concreting
consisting of:
i. 1 set for every 10 m3 or part thereof concrete for critical structural

elements plus 1 set for every 40 m3 or part thereof for all other
elements.
ii. If concrete is batched at more than one point simultaneously the
above frequency of making cylinders shall be followed at each point
of batching.
The cylinders will be tested as per the procedure, given in Clause 6 next.
6 Test Procedure:
The permeability of concrete will be verified by the following procedure:
i. Prepare a cylindrical test specimen 150 mm dia and 160mm high.

ii. After 28 days of curing, test specimen will be fitted in a machine
such that the specimen can be placed in water under pressure up to
7 bars. The typical machine shall be similar to one shown in
Appendix 1700/II of MORTH.
iii. At first a pressure of one bar is applied for 48 hours, followed by 3
bars for 24 hours and 7 bars for next 24 hours.
iv. After the passage of the above period, the specimen is taken out and
split in the middle by compression applied on two round bars on
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opposite sides above and below.

v. The water penetration in the broken core is measured with scale and
the depth of penetration assessed in mm (max permissible limit 25
mm).
7 Acceptability Criteria:
The concrete shall pass the permeability test if it is properly compacted and
is not considered permeable when tested as per DIN, and the water
penetration in the broken core is less than 25mm.
No extra payment shall be made for this test and cost of the same will be
included in his rate for concrete work.
2.8 Batching of Concrete Ingredients:
Unless permitted by the Engineer, all concreting shall be either produced in

automatic weigh batching plant installed at site or Ready Mix Concrete
manufactured in automatic weigh batching plant.
2.9 Placing temperatures:
During extreme hot or cold weather, the concreting shall be done as per
procedures set out in IS: 7861, Parts I & II.
In hot weather with temperature exceeding 32°C, the stock piles of fine and coarse
aggregates for concreting shall be kept shaded from direct rays of sun and the
concrete aggregates sprinkled with water for a sufficient time before concreting in
order to ensure that the temperature of these ingredients is as low as possible prior
to batching. The mixer and batching equipment shall be also shaded and if
necessary painted white in order to keep their temperatures as low as possible. To
keep the temperature of RMC within limits, ice flacks shall be used to mix
concrete. The placing temperature of concrete shall be as low as possible in warm
weather and care shall be taken to protect freshly placed concrete from
overheating by sunlight in the first few hours of its laying when the concrete is
laid outside tunnels. The time of day selected for concreting shall also be chosen
so as to minimise placing temperatures. In case of concreting in exceptionally hot
weather the Engineer may in his discretion specify the use of ice either flacked
and used directly in the mix or blocks used for chilling the mixing water. In either
case, the Contractor shall not be paid extra for cost of ice, additional labour
involved in weighing and mixing etc. All salt and saw dust shall be removed from
ice before use. Quality of water used for making ice shall confirm to IS: 456.
2.10 Transporting, Placing, Compacting and Curing:

Transporting, placing, compacting and curing of concrete shall be in accordance
with IS: 456.
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1 Transporting:
The mix after discharging from the mixer shall be transported by transit
mixers, buckets, pumps etc. without causing segregation and loss of cement
slurry and without altering its desired properties with regard to water cement
ratio, slump, air content, cohesion and homogeneity. It should be ensured
that the concrete is moved to its final destination before it attains an initial
set.
2 Placing:
The method of placing shall be such as to prevent segregation. The thickness
of horizontal layers shall not exceed 300mm. High velocity discharge of
concrete causing segregation of mix shall be avoided. The concrete shall be
placed in the forms gently and not dropped from a height.
3 Compaction:
Internal (needle) and surface (screed board) vibrators of approved make
shall be used for compaction of concrete.
Depending on the thickness of layer to be compacted, 25 mm, 40 mm, 60
mm and 75 mm dia internal vibrators will be used. The concrete shall be
compacted by use of appropriate diameter vibrator by holding the vibrator
in position until:
i. Air bubbles cease to come to surface.

ii. Resumption of steady frequency of vibrator after the initial short
period of drop in the frequency, when the vibrator is first inserted.
iii. The tone of the vibrated concrete becomes uniform.
iv. Flattened, glistening surface, with coarse aggregates particles
blended into it appears on the surface.
v. Use of covering compounds may be permitted with specific
approval of Engineer.
After the compaction is completed, the vibrator should be
withdrawn slowly from the concrete so that concrete can flow in to
the space previously occupied by the vibrator. To avoid segregation
during vibration the vibrator shall not be dragged through the
concrete nor used to spread the concrete. The vibrator shall be made
to penetrate, into the layer of fresh concrete below if any for a depth
of about 150mm. The vibrator shall be made to operate at a regular
pattern of spacing. The effective radii of action will overlap
approximately half a radius to ensure complete compaction.
vi. To secure even and dense surfaces free from aggregate pockets,
vibration shall be supplemented by tamping or rodding by hand in
the corners of forms and along the form surfaces while the concrete
is plastic.
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vii. A sufficient number of spare vibrators shall be kept readily

accessible to the place of deposition of concrete to assure adequate
vibration in case of breakdown of those in use.
4 Curing:
i. Curing of concrete shall be complete and continuous using water

that is free of harmful amounts of deleterious materials that may
attach, stain or discolour the concrete.
ii. Immediately after compaction and completion of any surface
finishes the concrete shall be protected from the evaporation of
moisture by means of polythene sheathing, wet Hessian or other
material kept soaked by spraying. As soon as the concrete has
attained a degree of hardening sufficient to withstand surface
damage moist curing shall be implemented and maintained for a
period of at lease 28 days after casting.
iii. Method of curing and their duration shall be such that the concrete
will have satisfactory durability and strength and members will
suffer a minimum distortion, be free from excessive efflorescence
and will not cause undue cracking in the works by shrinkage.
2.11 Cracks:
If cracks, which in the opinion of the Engineer may be detrimental to the strength
of the construction, the contractor shall dismantle the construction, carry away the
debris, replace the construction and carry out all consequential work thereto. The
Contractor at his own expense shall grout the cracks with neat cement grout or
with other composition as directed by Engineer and also at his own expense and
risk shall make good to the satisfaction of the Engineer all other works such as
plaster, moulding, surface finish, which in the opinion of the Engineer have
suffered damage either in appearance or stability owing to such cracks. The
Engineer's decision as to the extent of the liability of the Contractor in the above
matter shall be final and binding.
2.12 Defective Concrete:
Should any concrete be found honeycombed or in any way defective, such concrete
shall on the instruction of the Engineer be cut out partially or wholly by the
Contractor and made good at his own expense.
2.13 Exposed Faces, Holes and Fixtures:
On no account shall concrete surfaces be patched or covered up or damaged

concrete rectified or replaced until the Engineer or his representative has inspected
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the works and issued written instructions for rectification. Failure to observe this
procedure will render that portion of the works liable to rejection.
2.14 Finishes:
Unless otherwise instructed the face of exposed concrete placed against formwork
shall be rubbed down immediately on removal of the formwork to remove
irregularities. The face of concrete for which formwork is not provided other than
slabs shall be smoothed with a float to give a finish equal to that of the rubbed
down face, where formwork is provided. The top face of a slab / plinth which is
not intended to be covered with other materials shall be levelled and floated to a
smooth finish at the levels or falls shown on the drawings or as directed. The
floating shall be done so as not to bring an excess of mortar to the surface of the
concrete.
2.15 Ready Mix Concrete and Pumping:
1 Ready-mixed concrete shall be manufactured in a central automatic

weigh Batching plant and transported to the place of work in agitating
transit mixers.
The maximum size of coarse aggregate shall be limited to one-third of the

smallest inside diameter of the hose or pipe used for pumping. Provision
shall be made for elimination of over-sized particles by screening or by
careful selection of aggregates. To obtain proper gradation it may be
necessary to combine and blend certain fractional sizes of aggregates.
Uniformity of gradation throughout the entire job shall be maintained.
The quantity of coarse aggregate shall be such that the concrete can be
pumped, compacted and finished without difficulty.
2. Fine aggregates:
The gradation of fine aggregate shall be such that 15 to 30 percent should pass
the
0.30 mm screen and 5 to 10 percent should pass 0.15 mm screen so as to
obtain pumpable concrete. Sands which are deficient in either of these two
sizes should be blended with selected finer sands to produce these desired
percentages. With this gradation, sands having a fineness modulus
between 2.4 and 2.8 are generally satisfactory. However, for uniformity,
the fineness modulus of the sand should not vary more than 0.2 from the
average value used in proportioning.
3. Water, Admixtures and Slump:
The amount of water required for proper concrete consistency shall take into
account the rate of mixing, length of haul, time of unloading, and ambient
temperature conditions.
Page | 128
Additions of water to compensate for slump loss should not be resorted to

nor should the design maximum water-cement ratio be exceeded.
Additional dose of retarder be used to compensate the loss of slump at
contractor’s cost, when permitted by Engineer. Retempering water shall
not be allowed to be added to mixed batches to obtain desired slump.
4. Transportation:
The method of transportation used should efficiently deliver the concrete

to the point of placement without significantly altering its desired
properties with regard to water- cement ratio, slump, and homogeneity.
The revolving-drum truck bodies of approved make shall be used for

transporting the concrete. The number of revolutions at mixing speed,
during transportation, and prior to discharge shall be specified and agreed
upon. Reliable counters shall be used on revolving-drum truck units.
Standard mixer uniformity tests, conforming to ASTM standards C 94-69
“Standard Specifications for Ready Mix Concrete”, shall be carried out to
determine whether mixing is being accomplished satisfactorily.
5 Pumping of concrete:
Only approved pumping equipment, in good working condition, shall be

used for pumping of concrete. Concrete shall be pumped through a
combination of rigid pipe and heavy-duty flexible hose of approved size
and make. The couplings used to connect both rigid and flexible pipe
sections shall be adequate in strength to withstand handling loads during
erection of pipe system, misalignment, and poor support along the lines.
They should be nominally rated for at least 3.5 Mpa pressure and greater
for rising runs over 30 m. Couplings should be designed to allow
replacement of any section without moving other pipe sections, and should
provide full cross section with no construction or crevices to disrupt the
smooth flow of concrete.
All necessary accessories such as curved sections of rigid pipe, swivel

joints and rotary distributors, pin and gate valves to prevent backflow in
the pipe line, switch valves to direct the flow into another pipe line,
connection devices to fill forms from the bottom up, extra strong couplings
for vertical runs, transitions for connecting different sizes of pipe, air vents
for downhill pumping, clean-out equipment etc, shall be provided as and
where required. If required, suitable power controlled booms or specialized
crane shall be used for supporting the pipeline.
6 Field control:
Page | 129
Sampling at both truck discharge and point of final placement shall be

employed to determine if any changes in the slump and other significant
mix characteristics occur. However, for determining strength of concrete,
cubes shall be taken from the placement end of line.
7 Planning:
Proper planning of concrete supply, pump locations, line layout, placing
sequence, and the entire pumping operation shall be made and got
approved. The pump should be as near the placing area as practicable,
and the entire surrounding area shall have adequate bearing strength to
support concrete delivery pipes. Lines from pump to the placing area
should be laid out with a minimum of bends. For large placing areas,
alternate lines should be installed for rapid connection when required.
Standby power and pumping equipment should be provided to replace
initial equipment, should breakdown occur.
The placing rate should be estimated so that concrete can be ordered at an

appropriate delivery rate.
As a final check, the pump should be started and operated without concrete
to be certain that all moving parts are operating properly. A grout mortar
should be pumped into the lines to provide lubrication for the concrete, but
this mortar shall not be used in the placement. When the form is nearly full,
and there is enough concrete in the line to complete the placement the pump
shall be stopped and a go-devil inserted and shall be forced through the line
by water under pressure to clean it out. The go-devil should be stopped at
a safe distance from the end of the line so that the water in the line will not
spill into the placement area. At the end of placing operation, the line shall
be cleaned in the reverse direction.
Page | 130
SECTION – 3
FORM WORK
3.1 These specifications shall be read in conjunction with (1) Indian Railways Concrete
Bridge Code, (2) North East Railway Standard Specifications for Material & Works
-1987/USSOR, (3) IS Specifications, (4) CPWD specifications 1996, (5) MORTH
Specifications for Road & Bridge Works and other relevant specifications (the latest
versions) described in the Section 1.1 of these Specifications.
3.2 Materials:
Formwork shall be of steel or any other suitable material as approved by the
Engineer. The formwork shall be capable of resisting damage to the contact faces
under normal conditions of erecting forms, fixing steel and placing concrete. The
selection of materials suitable for formwork shall be made by the Contractor based
on the quality consistent with the specified finishes and safety.
All formwork supports (centering, props, scaffolds etc.) shall only be in structural
steel and preferably of pipes conforming to IS: 806, IS: 1161, IS: 1239, IS: 2750.
Wooden ballies shall not be permitted as props/ formwork supports. All props shall
be properly braced using X & K type bracings.
Steel formwork shall be made of minimum 5 mm thick black sheets, stiffened with
angle iron frame made out of M.S. angles 40 mm x 6 mm (minimum size) supported
at suitable spacing.
3.3 Design & Drawings:

The formwork, falsework, jigs, fixtures and supports etc. shall be designed by the
Contractor and approved by the Engineer before starting of work. It shall be
constructed so that the concrete can be properly placed and thoroughly compacted to
obtain the required shape, position and level subject to specified tolerances Approval
of the proposed formwork by the Engineer will not diminish the Contractor's
responsibility for the satisfactory performance of the formwork, nor for the safety
and co-ordination of all operations.
Methodology for removal of form should be planned as a part of total formwork design.
3.4 Erection of Formwork:

The following shall apply to all formwork:
1 The Contractor shall obtain the approval of the Engineer for the design of
forms and the type of material used before fabricating the forms. (Ref. ACI
347 Formwork for Concrete or equivalent I.S. Code).
2 Provision shall be made for adjustment of supporting struts where necessary.
When reinforcement passes through the formwork care should be taken to
ensure close fitting joints against the steel bars so as to avoid loss of fines
during the compaction of concrete.
Page | 131
3 Formwork shall be so arranged as to permit removal of forms without jarring

the concrete. Wedges, clamps and bolts shall be used wherever practicable
instead of nails.
4 Surfaces of forms in contact with concrete shall be oiled with a mould oil of
approved quality. If required by the Engineer the contractor shall execute
different parts of the work with different mould oils to enable the Engineer to
select the most suitable. The use of oil which results in blemishes of the
surface of the concrete shall not be allowed. Oil shall be applied before
reinforcement has been placed and care shall be taken that no oil comes in
contact with the reinforcement while it is being placed in position. The
formwork shall be kept thoroughly wet during concreting and the whole time
that it is left in place. Nothing extra shall be paid to contractor for oiling.
5 Immediately before concreting is commenced, the formwork shall be carefully

examined to ensure the following:
a Removal of all dirt, shavings, sawdust and other refuse by brushing
and washing.
b the tightness of joints between panels of sheathing and between these
and any hardened core.
c the correct location of tie bars, bracing and spacers, and
especially connections of bracing.
d that all wedges are secured and firm in position.
e that provision is made for traffic on formwork not to bear directly
on reinforcing steel.
3.5 Concrete Finishes:
This section deals with the surface of concrete on which forms had been fixed while
concreting.
In the event of finishing not being definitely specified herein or in the drawings,
finishes to be adopted shall be as directed by the Engineer.
Completed concrete surface shall be tested, where necessary to determine whether

surface irregularities are within the limits specified hereinafter.
Surface irregularities are classified as "Abrupt" or "Gradual". Offsets caused by

displaced or misplaced form sheathing, or form sections or by loose knots or
otherwise defective timber form will be considered as abrupt irregularities, and shall
be tested by direct measurements. All other irregularities shall be considered as
gradual irregularities and will be tested by use of template, consisting of a straight
edge or the equivalent thereof for curved surfaces. The length of the template shall
be 150 cm for testing of formed surfaces and 300 cm for testing of unformed surfaces.
Page | 132
The finish for plinth shall be manufactured in a skilful, workmanlike manner,

accurately to dimensions. There should be no visible offsets, bulges or misalignment
of concrete. At construction joints, the forms shall be rightly set and securely
anchored close to the joint. Abrupt and gradual irregularities shall not exceed 3mm.
Irregularities exceeding this limit shall be reduced by grinding to a level of 1:20 ratio
of height to length. Jute bag subbing or sand blasting shall not be used.
The top of plinth shall be a trowel finish and shall be used for tops of parapets, etc
prominently exposed to view. When the floated surface has hardened sufficiently,
steel trowelling shall be started. Steel trowelling on hardened, floated surface shall
be performed with firm pressure to produce a dense uniform surface free from
blemishes and trowel marks and having slightly glossy appearance.
3.6 Exposed Concrete Work:
Exposed concrete surfaces shall be smooth and even, originally as stripped without
any finishing or rendering. Where directed by the Engineer, the surface shall be
rubbed with carborundum stone immediately on striking the forms. The Contractor
shall exercise special care and supervision of formwork and concreting to ensure that
the concreting is made true to their sizes, shapes and positions and to produce the
best exposed surface. No honeycombing shall be allowed. Honeycombed parts of the
concrete shall be removed by the Contractor as directed by the Engineer and fresh
concrete placed without extra cost, as instructed by the Engineer. All materials, sizes
and layouts of formwork including the locations for their joints shall have prior
approval of the Engineer.
3.7 Age of Concrete at Removal of Formwork:
In accordance with relevant codes the Engineer may vary the periods specified if he
considers it necessary. Immediately after the forms are removed, they shall be cleaned
with a jet of water and a soft brush.
Page | 133
SECTION 4
REINFORCEMENT
4.1 These specifications shall be read in conjunction with (1) Indian Railways Concrete
Bridge Code, (2) Northern Railway Standard Specifications for Material & Works
-1987, (3) IS Specifications, (4) CPWD specifications 1996, (5) MORT Specifications
for Road & Bridge Works and other relevant specifications (the latest revisions)
described in the section 1.1 of these specifications. Any steel specified for
reinforcement shall conform in every respect to the latest relevant Indian Standard
Specifications and shall be of tested quality under the ISI Certification Scheme. All
reinforcement work shall be executed in conformity with the drawings supplied
and instructions given by the Engineer and shall generally be carried out in accordance
with the relevant Indian Standard Specifications IS: 2502- Bending and Fixing of Bars
for Concrete Reinforcement.
4.2 Inspection & Testing:
Every bar shall be inspected before assembling on the works and any defective,
brittle, excessively rusted or burnt bars shall be removed. Cracked ends of bars shall
be cut out. No work shall be commenced without the Engineer’s approval of the Bar
Bending Schedule (BBS). Specimens sufficient for Tensile Tests for each different
size of bar for each consignment delivered, or as per relevant IS code, whichever is
less shall be sampled and tested by the Contractor. Batches shall be rejected if the
average results of each batch are not in accordance with the specifications.
4.3 Bar Bending And Bar Bending Schedule:

All bars will be carefully and accurately bent by approved means in accordance
with IS: 2502, and relevant drawings. It shall be ensured that depth of crank is correct
as per the bar cutting and bending schedule. Bent bars are not straightened for use in
any manner that will injure the material.
Prior to starng bar bending work the Contractor shall prepare bar bending schedule from
the structural drawings supplied to him and get the same approved by Engineer. Any
discrepancies and inaccuracies found by the Contractor in the drawings shall be
immediately reported to the Engineer whose interpretation and decision there to, shall
be accepted
4.4 Spacing, Supporting and Cleaning:

All reinforcement shall be placed and maintained in the positions shown on the
1
drawings.
2 All cover blocks shall be of concrete (not sand cement mortar) and of the same
strength as that of the surrounding concrete and properly compacted. They shall be
circular in shape for side cover and square for bottom cover. The cost of cover block
shall be deemed to have been included in the rates.
3 Bars must be cleaned before concreting commences of all scale, rust or partially
set concrete which may have been deposited there during placing of previous lift
of concrete.
4 MS annealed 18g wire shall be used for binding reinforcement.
For and on behalf of
North East Frontier
Railway
Page | 134
Signature
………………………………
….. GM/PH/Sivok-02
IRCON INTERNATIONAL
LIMITED.
Page | 135

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2.0 TECHNICAL REQUIREMENTS

The technical requirement for checking the design/drawings/documents submitted by

2.1 DESIGN REQUIREMENTS INCLUDING Techical Specification laid down by B&S

A. Ballast less Track shall be designed for the following:

B. Dynamic augment may be taken as 2.5 (as prevailing on IR)

For LWR section – 25.25 kg/mm2 (for 110 UTS)

in the ballast less track leading to impaired service or failure.

iv) Rail cant at Rail seat (inward): 1 in 20

v) Maximum degree of curvature: upto 5° for ballast less track.

vi) Maximum permissible cant: 165mm

viii) Traffic: Mixed – passenger & freight.

x) Design temperature range: 70 degree Celsius variation of rail temperature as per

S.No Parameter Installation Service

Suitable arrangement for prevention of derailment in tunnels / viaduct as per

I. The wheels of a derailed vehicle under crush load, moving at maximum

arrangement should be in case sleepers or any other arrangement is used. It shall

7. Performance Requirement of Fastening System:

which shall be approved by the IRCON/Railways.

8.0 CONSTRCUTION PROCESS:

9.0 Codes, Manuals and Specifications: -

Materials or practices meeting other internationally recognized and accepted

1. IS 5878 (various parts)- Codes of practices relating to tunneling and

22. IS: 800 code of practice for use of structural steel

9.4 The decision of Railways/IRCON regarding the interpretation of

9.6 RAIL WELDING

Welding of Rails (Flash Butt & AT Welding) as per latest Railway

10.0 BALLASTLESS TRACK INSTALLATION:

10.2 REINFORCED CONCRETE PLINTHS FOR TRACK CONCRETE

10.3 SCRABBLING OF OLD CONCRETE SURFACE:

length of armored power cable has to be used, unless otherwise approved by

10.4 PROVIDING, FIXING OF SHUTTERING FOR THE SLAB TRACK

during transportation of these items as any damage occurred during handling

10.6 SETTING OUT OF TRACK

10.7 FINAL ALIGNMENT OF THE TRACK

i) The track is to be set at the required gauge, longitudinal and cross-level,

i) Opening of fastening and tightening the same after cleaning as required.

Efficacy of fastening: Fastening system should be able to maintain track geometry

The rails of continuously welded track shall be distressed in accordance with

TECHNICAL SPECIFICATIONS FOR LAYING OF

1.1.4 Contractor to Provide:

1.1.5 Quality Assurance & Quality Control:

1. The work shall conform to high standards of and workmanship shall be

by the Contractor or at any other Standard Laboratory selected by the

1. Figured dimensions on drawings shall only be followed and drawings to a

3. Sampling and Testing:

Samples required for approval and testing must be supplied sufficiently in

Materials shall be tested before leaving the manufacturer’s premises, quarry or

1.1.8 Storing of Materials at site:

The storage of materials shall be in accordance with IS: 4082 “Recommendation

1. Water from approved source:

1.2 Structural Work:

a. Material testing and mix designs of concrete as contemplated in the

CONCRETE: PLAIN & REINFORCED

These specifications shall be read in conjunction with (1) Indian Railways

2.1.1.1 The cement used shall be one of the following types:

a) 43 grade Ordinary Portland Cement conforming to IS: 8112.

2.1.2.1 Fine Aggregate