DEDICATED FREIGHT CORRIDOR An Overview of the DEDICATED FREIGHT CORRIDOR on MUMBAI DELHI ROUTE By S. K. Kulshreshtha Chief Track Engineer, Western Railway

Overview Initial twin aim of Indian Railways to carry passengers and freight traffic. Symbiotic relationship with the same set of tracks, establishment and infrastructure for a mutually reciprocal co-existence. Economic viability depends upon on freight carried. But now, striking a balance between freight and passenger traffic is getting increasingly difficult.

Present Constraints Existing alignments are saturated with line utilization ranging from 115% to 150% Common tracks for Freight & Passenger trains, lower priority to Freights trains Passage difficult in Major Jn stations. Hence Heavy detentions Poor average speeds Poor Turn around.

Present Constraints Double stack container operation with well type wagons is one solution – throughput will increase by 42% The limitations are axle load and Moving Dimensions

Proposed Solutions Dedicated Freight Corridor Specifications contemplated - Axle Load – 25 to 30 MT Double Decker Operation with RO-RO facility Multimodal 30 to 60 km long block sections 100 Kmph speed

Proposed Solutions Factors to be Borne in mind for DFC Be parallel to the existing tracks by-passmajor traffic congestion points Double line is mandatory because single line reduce the line capacity and also requires reverse curves on approach to yards and bridges.

Track structure suggested 68 Kg, 110 UTS rail, HH on curves PRC 1660 density, 300 mm ballast Elastic Fastenings to prevent creep in LWRs due to Higher axle load, tractive effort, braking forces 1: 20 turnouts, Movable nose crossings, Thick web switches Well compacted formation with adequate blanket thickness, sub-ballast layer.

Track Structure suggested Curves not sharper than 10, Vertical curves must be provided Conventional Double line Gradient not steeper than 1:400 compensated for curves.

Level Crossings / Grade Separators Avoid level crossings as far as possible. For DFC along existing route, Convert LCs into Subways, Grade Separators at Railways cost. For Corridor along new alignment, grade separation to the extant possible. Unavoidable LCs to be interlocked with TAWD. GKs to have higher grade and standards for selections. Use of Anti Collision Device. Automatic census of vehicles. Use of heavy duty height gauges for protection of railway bridges against impact from road vehicles.

Maximum Moving Dimensions Broad Gauge with double stack container to be used and hence moving dimensions are to be increased. Maximum Moving Dimensions recommended are Height – 6300 mm Width – 4890 mm Use of well type cars is recommended as against Flat cars as this would require further increase of MMD.

TRACTION Based on the above, Electric Traction is Suggested. The traction economics based on operational considerations to decide between Diesel Traction Electrified Traction. Based on the above, Electric Traction is Suggested.

Track Laying Mechanised track laying High initial track standards Use of atleast 65 m long rails or longer Initial laying as LWR Isolated in-situ welding using CAP preheating method of SKV

Tamping, USFD,Gang structure CSM – 3X- in design mode Dedicated design widows SPURT car for USFD Confirmation by manual method Three tier MMU system to be adopted Rail cum Road vehicles to be deployed Anti Corrosion measures at laying stage itself With higher axle loads, fatigue failure are to be expected and hence planned for.

Track maintenance practices Wireless mobile communication to trackmen Fully equipped, rail mounted vehicles to attend emergencies Computerised Inspection tools e.g. hand held devices where data can be downloaded to PC, Integrated MIS system, enterprise wide and across departments

Track maintenance practices Dominent role of mechanised inspection tools, Stress measurement tools for LWRs Create highly skilled track maintenance work force cadre Aim should be near Zero failure

Considerations for Bridge Configuration and type selection Use ballasted deck PSC Superstructure. RCC Piers and abutments with Well / Pile / open foundation as per site conditions. Use standard uniform spans to extent possible. (20m / 25 m / 30 m). Use high performance concrete for optimum strength / weight Avoid laying piers and foundations in irrigation canals, drains carrying affluents etc. Use of continuous spans / integral piers and abutments as per site conditions. LWRs be continued over bridges.

Design Criteria for bridges - Approaches to bridges to be strengthened. Use of POT / PTFE bearings / seismic restrainers. Use of advanced corrosion protection systems for longer life of members. Trailing load of 12000 T trains for Heavy haul Cater for multi loco haulage Traction with TE 60 T/loco Earthquake forces as per latest zones of IS 1893 Code. Derailment loads will need to be specified for heavy haul operations. Speed potential 100 Kmph. Fatigue cycle of 10 million cycles. Distribution and dispersion of longitudinal loads to be rationalized as per latest AREMA guidelines.

General considerations for Bridges. Bridges are designed and constructed with 100-125 years service life in view. Design to cater expected loads and type of rolling stock in future New bridges should require least maintenance Planning of Bridges should provide for Easy inspection and monitoring of health. Economic and speedy construction Safety, Reliability & Durability

Alternative Routes on Western Railway Via Vadodara – Ratlam – Kota Via Vadodara – Ahmedabad – Palanpur

Western Railway Implementation Salient Features of Ratlam Kota alignment Proposed Length – 1447 KM 7 alignment detours – Surat, Godhra, Darra, Kota, Gangapur, Bharatpur, Mathura and hilly terrain on Godhra – Ratlam. 4 Fly-overs each on main line & Branch lines 26 important Bridges on rivers like Tapi, Narmada, Chambal, Yamuna, Hindon with total waterway = 7710 M. 597 Level Crossings, 168 ROB(Where TVU >50000) 4000 New staff quarters 2500 Hectares of land to be acquired

Western Railway Implementation Salient Features of Ahmedabad - Palnpur alignment Proposed Length – 1493 KM 10 alignment detours – Bharuch, Surat, Vadodara, Ahmedabd, Bewar, Ajmer, Ladpura, Kisangarh, Phulera, Ringus. 8 Fly-overs on main line & 12 on Branch lines 9 important Bridges on rivers like Tapi, Narmada, sabarmati, Banas, Yamuna, Hindon with total waterway = 4987 M. 550 Level Crossings, 158 ROB(Where TVU >50000) 4000 New staff quarters 3200 Hectares of land to be acquired

Project Engineering & Cost Estimates Ratlam Kota Alignment Total Civil Engineering Cost = 10258.88 Cr If 60 Kg rails are used = 9834.47 Cr Ahmedabad Palanpur Alignment Total Civil Engineering Cost = 9662.90 Cr If 60 Kg rails are used = 9221.27 Cr

Financial Viability checked based on Two alternate scenarios Financial analysis Financial Viability checked based on Two alternate scenarios Alternative – I – Without Considering Cost and benefits on account of rail movements on the feeder and dispersal lines Alternative – II – Considering Cost and benefits on account of rail movements on the feeder and dispersal lines

Financial analysis Civil 10258.88 9662.9 Electrical 568.82 50 S&T Ratlam - Kota Alignment (in Cr) Ahmedabad - Palanpur Alignment (in Cr) Civil 10258.88 9662.9 Electrical 568.82 50 S&T 1609.5 1633.9 Total 12437.2 11346.8 Rolling cost Stocks over the project period in Cr. 2011-12 2016-17 2021-22 Alternative - I 386.93 285.02 199.01 897.08 566.23 459.17 Alternative - II 763.21 591.81 496.73 1144.28 719.78 654.38 Financial Internal Rates of Return (FIRR) in % 10.00% 7.60% 13.90% 10.80%

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