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

2. 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.

3. 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.

4. 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

5. 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

6. 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.

7. 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.

8. 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.

9. 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.

10. 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.

11. 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.

12. 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

13. 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.

14. 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

15. 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

16. 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.

17. 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 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.

18. General considerations for Bridges.
Bridges are designed and constructed with 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

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

20. 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

21. 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

22. Project Engineering & Cost Estimates
Ratlam Kota Alignment
Total Civil Engineering Cost = Cr
If 60 Kg rails are used = Cr
Ahmedabad Palanpur Alignment
Total Civil Engineering Cost = Cr
If 60 Kg rails are used = Cr

23. 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

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

25. Thank You