1. By Suresh Gupta, Dean/IRICEN

2. INTRODUCTION Growth in GDP during 2005-06 expected to be 8.1% likely to increase further in coming years. Economic growth is putting a challenge on the transport sector. The challenge should be grabbed as an opportunity. Additional transport needs are to be handled mainly by Railways & Roads. Railways being energy & land efficient should gear up to carry most of the additional traffic generated.

3. INTRODUCTION (Contd..) Record loading of 668 MT during 2005-06 (Growth of 11%). CC+8+2 was first step in the direction of running heavy axle load trains. Hon’ble MR has announced in Budget 2006 introduction of 25 tonnes Axle load trains on 2 non-passenger routes (Dallirajhara to Bhilai and Daitari to Banspani). At present, same track carries passenger and freight trains. Their separation will help both the passenger & freight operations. By increasing volume of traffic, unit cost of transportation can be brought down. Reduction in unit cost will help Indian Industry to compete globally.

4. Dedicated Freight Corridor (DFC) During budget discussion in April ‘05 Hon’ble MR informed Parliament about importance of double line dedicated freight corridors on Golden Quadrilaterals and its diagonals. Hon’ble PM had announced on 15 th Aug. ’05 that Dedicated Rail Freight Corridor would be developed. RITES carried out Feasible Study and Preliminary Engineering cum Traffic survey & submitted report in Dec. ’05. Hon’ble MR has proposed in Budget Speech ’06 to construct Dedicated Multimodal High Axle Load Freight Corridors with computerised control on Western and Eastern routes at an estimated cost of Rs.22,000 crores.

5. Seminars/Workshops held During last one year, three seminars/workshops were held. Seminar on “Dedicated Railway Freight Corridor” by ASSOCHAM held on 30 th June, 2005 at New Delhi. Workshop by Institution of Permanent Way Engineers (India) on “Dedicated Freight Corridors on Indian Railways” on 6 th July, 2005 at New Delhi. Seminar on “Resurgent India -Freight & Rolling Stock Requirements” by Institute of Rolling Stock Engineers on 12 th January 2006 at New Delhi.

6. Dedicated Freight Corridor– Eastern Corridor 1 st phase from Ludhiana to Sonnagar via Ambala, Saharanpur, Khurja and Allahabad. Length 1232 Kms., costs Rs.10,000 crores From Ludhiana to Khurja single line and from Khurja to Sonnagar double line. Corridor will be extended upto ports in West Bengal as per traffic needs. The primary feeder routes from Sonnagar to Durgapur via Gomoh, Sonnagar to Tatanagar via Garhwa Road and Barkakana to Bokaro via Chandrapura will be upgraded in order to carry heavier trains of coal and steel traffic.

7. Dedicated Freight Corridor– Western Corridor From Jawaharlal Nehru Port to Dadri via Vadodara, Ahmedabad, Palanpur, Jaipur, Rewari, Tuglakabad. Length - 1490 Kms. Double Line. Costs Rs.12,000 crores. Two routes considered via Ratlam, Mathura & via Ahmedabad, Palanpur, Rewari. Route via Ahmedabad, Palanpur, Rewari selected as it will connect to Gujarat ports at Mundra, Kandla and Pipavav and offer more traffic. Feeder routes of the Western Corridor connecting ports of Gujarat will be upgraded. BOTH THE ROUTES WILL BE JOINED BY A LINK BETWEEN DADRI & KHURJA

8. Spoornet (South Africa) - 3900 m long, 34200 tonnes pay load, - Train was successfully run in Aug. 05 China - 20000 tonnes train tried USA - 39T = 35 tonnes axle load on 136RE or 68 kg rail Experience on Foreign Railways

9. Pilbara New, Australia New 310 km long line planned Gradient - 0.225% against loaded direction, i.e. 1:445 - 0.500% against empty direction, i.e. 1:200 4 Locos, 200 wagons, 126 tonnes pay load, 2600m long train 4 crossing loops, 1 Hr apart Axle load - 32.0 tonnes – initially to achieve work hardening of rail - 37.5 tonnes – finally International Practices

10. Pilbara New, Australia ( Contd..) Rail 136 RE, 68 kg/m, work hardened by 32 tonnes axle load in initial phase. PRC Sleeper, 65 cm c/c. Ballast Cushion 250mm to start with for 32 tonnes axle load and to be made 300 mm for 37.5 tonnes. Minimum curve radius 2000m (0.8 o ). Construction roads to be retained for access for maintenance. Turnouts - 1:20 on Main lines with Swing nose crossing - 1:12 on others with rail bound CMS crossings All points electrically driven with cab displays. International Practices

11. Difficulties in linkages to existing network Standards of construction Track structure Bridges Maintenance Issues concerning DFC

12. Longer loops are not available on existing network. Existing stations may be too congested for terminal development. Different SODs may be needed. Different signalling will be needed. DFC may have many new technologies but their implementations in the linkages may be difficult. Difficulties in linkages to existing network

13. Standard of Construction Gauge1676 mm Track Centres6.00 m Distance From Existing Track 8.00 m Length of Loop 712 m Maxm. Cant 100 mm Maxm. Cant Deficiency60 mm Loading Axle Load: 30 tonnes Traililing : 12 tonnes/m Ruling Gradient 1 in 200 Compensated Steepest Gradient in yards 1 in 1200 Max m Degree of curve 2.5 o

14. Track Structure Formation Width 13.50 m Rails 68 Kg UIC/90 UTS/LWR; HH on curves Sleeper New Design PSC & Elastic Fastenings Main Line : 1818/km. Loop Line : 1660/km. Turnouts Switches : Thick Web Crossings : Explosive Hardened, Weldable, Moveable Nose Ballast Cushion 350 mm

15. Bridges to be 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 - Long Welded Rail on Bridges - Easy inspection and monitoring of health - Economic and speedy construction - Safety, Reliability & Durability Bridges

16. Fully Mechanised Maintenance: Different Inspection & Maintenance schedule. Rail cum Road Vehicle for Inspection & Maintenance. In-built 4 hours daily maintenance allowance. State of the art communication facilities to maintenance staff also. Signalling system shall detect rail & weld failures. Maintenance

17. Freight Stock Design Parameters Axle Load 30 tonnes. Track Loading Density (TLD) 12 tonnes/m. Higher Pay-to-Tare Ratio. Liberalised Maximum Moving Dimensions (MMD) for increasing volumetric capacity of wagons. This will result in gross load of 7440 tonnes on IR standard loop length. Wheel Diameter 915 mm for 30 tonnes axle load, and lower coupler height of 936 mm (with A & B car concept).

18. Suggestions Axle Load - 25 tonnes to start with as wagon with higher axle load not available at present on IR. - Later higher axle loads may be considered upto 30 tonnes. - Eventually upto 40 tonnes axle load Subgrade and bridges may be designed keeping further axle loads. Speed - 75 kmph to start with but 100 kmph eventually.

19. Suggestions (Contd..) At present permissible bending stresses for 90 UTS rail is 25.25 kg/mm 2 for LWR track which is 28% of the Ultimate Tensile Strength of rail steel. On many world railways, viz. Australian Railways, 40% of Ultimate Tensile Strength of rail steel is permitted for bending stresses. If we could permit bending stresses upto 33% Ultimate Tensile Strength, then even 60kg 90 UTS rail will be adequate for 30 tonnes axle load. We may put 68 kg 90 UTS rail when we go beyond 30 tonnes axle load.

20. Corridors should be fully fenced. Signals may be placed at distance of 10 kms. and later this distance may be reduced as per need Parallel service road for - Maintenance - Attending emergencies (if any) Heavy Haul centre be set up at IRICEN and multidisciplinary core group established so that foreign systems can be studied in greater detail and various parameters finalised. Suggestions (Contd..)

21. THANKS !