Post on 16-Mar-2018
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TAMIL NADU GENERATION AND DISTRIBUTION CORPORATION LTD.
TRANSPORTATION OF COAL FROM TUTICORIN
PORT AND PROVISION OF RAIL SIDING FOR UPPUR THERMAL POWER PROJECT (UTPP)
(2 X 800 MW) AT THIRUVADANAI TALUK, RAMANATHAPURAM DISTRICT
DETAILED PROJECT REPORT (DRAFT)
MARCH 2014
RITES LTD (A. Government of India Enterprise)
209, Swapnalok, S.D. Road Secunderabad – 500 003 Website: www.rites.com
Email: secbadpo@rites.com
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CONTENTS
CHAPTER DESCRIPTION PAGE No.
1 ACKNOWLEDGEMENT 4
2 INTRODUCTION 5
3 PLANT LOCATION 11
4 TRAFFIC PROJECTIONS 14
5 FACILITIES AT THE LOADING END 18
6 SERVING STATION 29
7 PROPOSED YARD FACILITIES INSIDE THE PLANT
37
8 SYSTEM OF WORKING 48
9 COMMERCIAL FORMALITIES 51
10 OVER HEAD ELECTRIFICATION 54
11 SIGNAL AND TELECOMMUNICATION FACILITIES
55
12 LICENSING OF LAND 57
13 POSSIBLE ROUTE OPTIONS FOR TRANSPORTATION OF COAL FROM TUTICORIN PORT TO THE PLANT SITE
58
14 CAPACITY AND CONSTRAINTS ON THE ALTERNATE ROUTES OF TRANSPORTATION
69
15 COST OF RAIL TRANSPORTATION FOR ALTERNATIVE ROUTES
83
16 CIVIL ENGINEERING PARAMETERS 85
17 ABSTRACT OF COST ESTIMATE 106
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LIST OF SKETCHES
No. DESCRIPTION
Sketch - 1 Layout of Madurai division.
Sketch - 2 Key plan showing railway track in and around Tuticorin
Harbour area
Sketch – 3 Alignment and layout of siding inside TTPS
Sketch – 4 Index plan from Ramanathapuram to Thiruppalaikudi
station
Sketch – 5 Layout of Devipattinam station
Sketch – 6 Layout of Thiruppalaikudi station
Sketch – 7 Layout of in-plant yard arrangements – for open wagons
(BOXN)
Sketch – 8 Layout of in-plant yard arrangements – for bottom
discharge wagons (BOBRN)
Sketch – 9 Possible route options for transportation of coal from
Tuticorin port to UTPP site
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LIST OF ANNEXURES
Annexure - 1
Letter of authorization from TANGEDCO for study by
RITES, LOA No.SE/C/P&E/ EE/EMC/AEE/C/F.Uppur
TPP/D.547/12 dated 12.12.2012 and amendment letter
No.SE/ C/P&E/EE/EMC/AEE/C/F.Uppur TPP/ D.47/13
dated 11.02.20113
Annexure – 2
Freight Marketing Circular No 01 of 2012, issued vide
Railway Board letter no 99/TC(FM)/26/1 /Pt.-II dated
30.01.2012 - Liberalization of Siding Rules
Annexure – 3
Freight Marketing Circular No 05 of 2013, issued vide
Railway Board letter no 2012/TC(FM)/18/21 dated
07.3.2013 - Engine On Load scheme.
Annexure -4 Extract of Line Capacity Statement for 2012-13 of
Southern Railway
Annexure – 5
Participative models for rail-connectivity and capacity
augmentation projects, issued vide Railway Board letter
No.2011/Infra/12/32 dated 10.12.2012
Annexure – 6 Base freight rates per tone for each class of commodity
from 01.04.2013 vide Advance Rate Notifications
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CHAPTER – 1
ACKNOWLEDGEMENT
RITES are thankful to all officers and officials of M/s. Tamil Nadu
Generation and Distribution Corporation Ltd., Officials of Railways,
Madurai Division and Southern Railway Headquarters who have offered
valuable contributions in the formulation of proposals at optimum cost and
provided the required inputs in the process of making the report.
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CHAPTER – 2
INTRODUCTION
Consequent to re-organization of Tamil Nadu Electricity Board with effect
from 1st of November 2010, Tamil Nadu Generation and Distribution
Corporation Limited (TANGEDCO) has been incorporated as a subsidiary
company to the holding company TNEB Ltd., to oversee Generation and
Distribution of electricity in the state of Tamil Nadu.
Tamil Nadu state has installed generating stations of capacity 10,237 MW
which includes State, Central share and Independent power producers.
Besides, the state has installations in renewable energy sources like
windmill up to 6548 MW.
Due to the astronomical increase in energy demand in future, Government
of Tamil Nadu, through TANGEDCO, has proposed new power
generation projects for the next 5 years. One such proposal is setting up a
2 x 800 mw coal based Supercritical Uppur Thermal Power Project
(UTPP) covering Uppur, Valamavoor and Thiruppalaikudi villages of
Thiruvadanai Taluk, Ramanathapuram District in the state of Tamil Nadu.
The proposed site of the power project at Uppur, Valamavoor and
Thiruppalaikudi villages is about 28 kms north of Ramanathapuram town.
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The current status of the project is
1. Government of Tamil Nadu has accorded approval for the
establishment of the project under Tariff Based Competitive Bidding
Route, vide GOTN Lr.(Ms.) No.91, dt.24.10.11
2. The Pre-Feasibility Report and Plant layout have been finalized for
the Project.
3. About 950 acres of patta / puramboke lands have been identified in
Uppur, Valamavoor and Thiruppalaikudi villages of Thiruvadanai
Taluk in Ramanathapuram District.
4. The proposed site is on the Western side of East Coast Road -
connecting Ramanathapuram and Pattukottai.
5. The Expert committee meeting of MoEF/New Delhi considered the
proposal in its meeting held on 09.04.2012 to finalize Terms of
Reference (TOR).
6. Imported coal as well as coal blended with imported and indigenous
sources, has been proposed for the project. It has been proposed to
transport the coal for the project from Tuticorin Port Trust to the site
via the new BG line proposed by Railways between Kanniyakumari
and Karaikkudi. Southern Railway has informed that the
Reconnaissance Engineering cum Traffic Survey (RETS) works for
the above routes have been completed and survey report has been
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submitted to Railway Board and decision is awaited from Railway
Board.
7. Work for the demarcation of the site under CRZ has been completed
by Institute of Remote Sensing, Anna University
8. The work for preparation of DPR was awarded to M/s. Development
Consultancy Pvt Ltd., Chennai and the consultancy has submitted
the draft DPR.
9. NOC obtained from Airport Authority of India for construction of 275m
height chimney.
10. The consultancy service for preparation of feasibility report for
transportation of coal for the Uppur Thermal Power Project (2 x 800
MW) has been awarded to M/s RITES Ltd.
The executive summary of the Detailed Project Report submitted by M/s
Development Consultants is summarized below:
i. The proposed 2 x 800 mw Uppur Thermal Power Project will be
installed through tariff based competitive bidding. The power
plant would adopt Supercritical technology.
ii. The proposed 2 x 800 mw power plant would require about
6.90 MMT (85% PLF) using 100% imported coal per annum and
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7.29 MMT (85% PLF) blended coal with the ratio of 30%
indigenous coal and 70% imported coal as optional.
iii. The coal would be from imported from Indonesia by ships up to
Tuticorin Port. The indigenous coal will be from Kalinga block of
the Talcher, Mahanadi and IB valley coal fields. This coal would
be transported by ships up to Tuticorin Port. The coal received
at Tuticorin Port will be transported to the project site by rail.
iv. A private siding would be constructed at the project site for
receiving and unloading coal.
v. The total Capital outlay will be about 11477 crores.
vi. The Project is programmed to be commissioned by December
2017.
RITES CREDENTIALS
RITES Ltd, (A Government of India Enterprise), is an approved consultant
of Indian Railways for survey and project management of private sidings.
RITES, (A Government of India Enterprise), under the aegis of the
Ministry of Railways are today a global name in consultancy in the fields
of transport and infrastructure. In operation for over forty years, RITES
has provided consultancy services to a large number of prestigious
projects in the transport sector in India and abroad. While expertise of
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RITES in conducting traffic studies extends over all modes of transport,
over the years it has emerged as the single window solution for all cases
of rail traffic feasibility studies, Detailed Engineering Studies & Project
Management works.
RITES Ltd have the unique advantage of possessing an exclusive in-
house multi-disciplinary mix of manpower, which gives it an edge over
other consulting agencies in the field. Besides, with a wide network of
functional regional bases across the country it has the capability of taking
up projects in any part of India at short notice.
CONSULTANCY:
TANGEDCO, vide their acceptance letter No.LOA No.SE/C/
P&E/EE/EMC/AEE/C/F.Uppur TPP/D.547/12 dated 12.12.12 and
amendment letter No.SE/C/P&E/EE/EMC/AEE/C /F.Uppur TPP/D.47/13
dated 11.02.2013, appointed RITES Ltd as consultants for preparation of
Detailed Feasibility report for transportation of coal for Uppur Thermal
Power Project (2 x 800 MW), Thiruvadanai taluk, Ramanathapuram
District through rail route and provision of Private Railway Siding for
handling coal inside their power plant. (ANNEXURE – 1).
In terms of the above references, RITES, through this Feasibility Report,
proposes that a private siding is constructed in terms of Liberalisation of
Siding Rules issued by the Railway vide 99/TC(FM)/26/1/Pt.II dated
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30.1.2012 (ANNEXURE - 2) and the Railway yard designed under EOL
concept re-introduced by Railways in terms of letter no
2012/TC(FM)/18/21 dated 07.3.2013 (ANNEXURE - 3), as detailed
hereunder.
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CHAPTER – 3
PLANT LOCATION
The proposed 2 x 800 MW Uppur Thermal Power Project site is located
covering the Uppur, Valamavoor and Thiruppalaikudi villages of
Thiruvadanai Taluk of Ramanathapuram district in Tamil Nadu state, on
the western side of East Coast Road connecting Ramanathapuram and
Pattukottai.
The proposed power plant is nearer to the proposed Thiruppalaikudi
Railway station on the alignment of New Railway line between
Ramanathapuram and Karaikkudi, for which a Reconnaissance
Engineering cum Traffic Survey (RETS) has been completed by Southern
Railway. The report has been forwarded to Ministry of Railways. The
project has not been sanctioned so far.
The private siding for the power project is proposed to take off from
Thiruppalaikudi Railway station. As Ramanathapuram station and
Karaikkudi station are within the jurisdiction of Madurai Division of
Southern Railway, the serving station of the plant siding, namely,
Thiruppalaikudi railway station will be within the jurisdiction of Madurai
Division of Southern Railway.
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Ramanathapuram is 28 kms from the power project site and Madurai is at
a distance of 140 kms. A Key Plan of the plant location incorporated in the
Railway map of Madurai Division is placed as SKETCH – 1
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SKETCH-1LAYOUT OF MADURAI DIVISION
RITES LTD.
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CHAPTER - 4
TRAFFIC PROJECTIONS
The Executive summary of the Detailed Project Report for the proposed 2
x 800 MW Thermal Power Project at Uppur (Thiruppalaikudi) submitted by
M/s Development Consultants, in respect of projected traffic, is
summarized below:
i. The proposed 2 x 800 MW power plant would require about 6.90
MMT (85% PLF) using 100% imported coal per annum and 7.29
MMT (85% PLF) blended coal with the ratio of 30% indigenous coal
and 70% imported coal as optional.
ii. The coal would be imported from Indonesia by ships up to Tuticorin
Port and the indigenous coal will be from Kalinga block of the
Talcher, Mahanadi and IB valley coal fields. This coal would be
transported by ships up to Tuticorin Port.
iii. The coal, both imported and indigenous, received at Tuticorin Port
will be transported to the project site by rail.
iv. Coal storage for 45 days approx and mill bunker storage of 14 hours
is proposed.
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While loading of coal is usually done through overhead silos for which any
of the open wagons currently available in the Railway network can be
used, the unloading of coal does have two options, namely,
a. Through open wagons like BOXN/BOXNHL where coal is
unloaded through tippling.
b. Through bottom discharge wagons like BOBRN where coal is
unloaded through gravity pull into track hoppers.
The coal traffic can be transported in BOXN / BOXNHL wagons, or
BOBRN wagons depending on the unloading arrangements proposed
inside the power plant. The specification of each of the types of wagons is
as given below:
Description Details BOXN BOXNHL BOBRN
Tare weight tonnes 23.1 20.6 25.6
Carrying capacity tonnes 58.18 71 67
Permissible Carrying
Capacity tonnes 66 68 63
Gross weight tonnes 89.1 88.6 88.6
Length over Buffers meters 10.713 10.96 10.60
Cubic capacity of Wagon Cum. 56.29 61.05 56.78
Wagons / rake wagons 59 58 59
Net tonnes per rake tonnes 3894 3944 3717
Gross tonnes per rake tonnes 5257 5139 5224
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The quantity of coal to be transported is 6.90 million tonnes per annum
with 100% imported coal or 7.29 million tonnes per annum if the blended
coal of combination of imported (70%) and indigenous coal (30%) is used.
The enhanced quantity of 7.29 million tonnes per annum has been
assumed for design of railway yard and other rail related facilities inside
the power plant.
Number of rakes required to be moved from Tuticorin port to carry the
projected traffic of 7.29 MTPA of coal will be as under, depending on the
type of wagon and system of unloading proposed to be used.
Description BOXN BOXNHL BOBRN
Quantity in tonnes / annum in millions 7.29 7.29 7.29
In terms of wagons / annum 110455 107206 115714
Wagons / rake 59 58 59
Rakes / year 1872 1848 1961
Rakes / Week 35.90 35.45 37.61
Rakes / day, on an average 5.13 5.06 5.37
Net tonnes per rake 3894 3944 3717
Gross tones per rake 5257 5139 5227
As per the Railway’s extant policies, the size of BOXN rake is 59 units that
of BOXNHL rake is 58 units and that of BOXNHS wagon is 59 units.
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For the level of traffic projected for the Power plant and the size of rake
mentioned above, number of rakes required to be loaded is 5.37 on a daily
average. Assuming a bunching of 25%, the facilities inside the yard has
been designed to handle a minimum of 6.7 rakes on daily basis.
In addition, the project requires auxiliary liquid fuels viz LDO for cold start
up and HPO as support fuel for flame stabilization at lower load. The
requirement of fuel oil is 1400 KL (HFO – 11100 KL and LDO – 3700 KL)
per annum. The report considers transportation of both LDO and HFO by
road tankers.
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CHAPTER – 5
FACILITIES AT THE LOADING END
Detailed Project Report submitted by M/s Development Consultants for the
project proposed that the 2 x 800 mw power plant would require a
maximum of 7.29 MMT blended coal, imported from Indonesia by ships
upto Tuticorin Port and the indigenous coal from Kalinga block of the
Talcher, Mahanadi and IB valley coal fields. This coal would be
transported by ships to Tuticorin Port. The coal, both imported and
indigenous, received at Tuticorin Port will be transported to the project site
by rail. This quantity of coal can be transported in about 5.37 rakes on an
average per day and 6.7 rakes per day including bunching, maximum.
Tuticorin Port at present has 9 berths of draft varying between 9.30 meters
to 12.80 meters. Vessels of capacity 25000 tonnes to 75000 tonnes are
handled in the port. In addition, one shallow berth of 5.85 m draft handling
5000 tonnes vessels, one oil jetty of 12.80 meters draft to handle 65000
tonne vessels and two coal jetties of 12.80 meters draft to handle 50000
tonnes and 65000 tonnes vessels exists at Tuticorin Port. The details of
berths and their capacity in handling the vessels are given below.
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The traffic handled at Tuticorin Port is 28.10 million tonnes in 2011-12. Out
of this traffic, the share of Railway bound traffic was less than 7%.
Tuticorin Port is at present served by an assisted siding taking off from
Milavittan station on the Madurai – Tuticorin line. This is a siding of 11. 3
kms long lead line from Milavittan station constructed on Assisted siding
terms and a marshalling yard outside the port and loading lines inside the
Port. The key plan showing the Tuticorin Harbour area is placed as
Sketch -2.
The marshalling yard has 5 Reception cum dispatch lines. Cargo like
Fertilisers and food grains and industrial coal on “stock and sale” basis are
occasionally being loaded from the Marshalling yard. A single line broad
gauge link connects the Railway Marshalling yard to the loading lines
inside VOC Port.
Berth Draft in meters Vessel size in tonnes
VOC Berth no I 9.30 25000 VOC Berth no II� 9.30 40000 VOC Berth no III� 10.70 50000 VOC Berth no IV� 10.80 50000 VOC Berth no V� 8.60 40000 VOC Berth no VI� 9.30 40000 VOC Berth no VII (Container berth)� 10.90 50000 VOC Berth no VIII� 12.80 65000 VOC Berth no IX� 12.80 75000 Shallow berth 5.85 5000 Oil Jetty 12.80 65000 Coal Jetty – I 12.80 50000 Coal Jetty – II 12.80 60000
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SPICJETTY
Addl. B
erth
Tran
sit s
hed
3622 mts.
P L A T F O R M
Road 1-23B
P L A T F O R M
Stabling Lines 18B
PIT Line 4 B
Sick Line
A/C Sick line
TUTICORINTerminal Yard
MILAVITTANkM:646.09
Road 1-796 Mts
Road 2 - 712 Mts
Road 3-700 mts.
Road 4-700 mts.
Road 5-686 mts.
Mini Yard-686 mts.
TUTICORIN HARBOUR MARSHALLING YARD
SPIC SIDING
Loading PF
Road 1 - 686 mts.
Road 2 - 686 mts.
Road 3 - 686 mts.
Road 4 - 686 mts.
Loco Shed
Owner's Line
Goods shed
Goods shed LineGoods stabling Line
Sick line 3
Sick line 2
Sick line 1
Road 7-700 mts.
Road 6-686 mts.
Road 5-686 mts.
Road 4-686 mts.
Road 3-686 mts.
Road 2-686mts.
Road 1-686 mts.
Shunting neck 70 V
TNHP
14.22 Kms
(653.76 km)
3B
3B
Road 3 ETR 21B
Road 2 -24B
SMTourist Lay Bay - 3 B
7.67 Km
23 BCN
20 BCN
40 BCN
3.38 KMs.
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RITES LTD.
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Industrial coal is currently directly loaded from the wharf area to rail and
dispatched to the hinterland. A railway spur has also been provided for the
bulk cargo storage area within the port for the purpose `of loading
industrial coal.
For loading of coal received at the Port, several options were examined.
These are explained below.
Option 1 – Marshalling yard
At present, Port Marshalling Yard is having 5 Reception cum Dispatch
lines. Two of the lines are used for loading also. As part of the Detailed
Project Report submitted by M/s.RITES for provision of rail connectivity to
the Hare Island, 5 additional R&D lines were proposed adjacent to Road 5.
Two lines at present and three lines proposed as future lines. Further, the
land beyond the said 5 R&D lines have been earmarked the proposed
power plant of 2 x 500 MW being developed by M/s.NTPL, a joint venture
of TANGEDCO and Neyveli Lignite Corporation. As such, land space to
extent of 30m x 2000m is not available adjacent to the Port Marshalling
Yard considering the proposal of 5 R&D lines, for developing the loading
facilities.
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Option – 2 – Hare Island
The most visible and recent developments pertain to the number of new
power plants coming up in and around Tuticorin area. The South Tamil
Nadu in and around Tuticorin District has become a hub for power plants
and there are number of proposals for setting up coal based power
projects in and around Tuticorin. The capacity demand for handling the
coal for the new proposals of power plants is in the order of 15 million
tonnes per annum of Thermal coal and 6 million tonnes of industrial coal.
In order to meet the growing demand for handling coal by the number of
power plants planned in east coast in and around Tuticorin, Tuticorin Port
has proposed to augment the coal handling capacity in the Port. One such
initiative is development of Hare Island, off Tuticorin Port. The proposal is
for developing an exclusive coal stacking and mechanized rail loading
facility with a capacity to handle 21 million tonnes of coal per year at Hare
Island.
Consultancy for Detailed Project report for rail connectivity to the Hare
Island has been awarded to M/s RITES Ltd. and the DPR has been
submitted by the consultants to Tuticorin port during January 2010.
As per the DPR for development of Hare Island submitted by RITES, the
open land available in Hare Island is about 2 kms long and about 370
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meters wide. Railway reception yard and loading facilities are proposed to
be located in middle of the island so that stacking space for coal can be
provided on side, east and west of the yard. Port has also earmarked
three large stacking spaces for coal. The lead line from the Marshalling
yard and the reception yard at the Hare Island is likely to be about 5 kms.
The rail loading facilities through over head silo loading system is
proposed to be executed in three stages, the first to take care of
immediate traffic of 5 rakes per day, the second for medium terms of 10
rakes per day and the third for long term requirement of 15 to 20 rakes
daily.
While the lead line and the reception cum dispatch yard at the Hare Island
will be developed by the Port, the loading lines and the loading
arrangements such as conveyors and silos shall be developed by the PPP
concessionaires.
This facility, sub-divided into 3 entities, NCB-2, NCB-3, NCB-4 is planned
to be executed under PPP model. Contract has already been awarded and
the works are in progress.
The rail loading facility being developed at Hare Island as detailed above
can be used for loading the coal meant for Uppur power plant of
TANGEDCO also. The loading arrangements are planned such that a rake
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of coal is loaded within the free time allowed by the Railways as per extant
rules.
The construction work on the Hare Island Railway siding is likely to
commence shortly, as indicated by Tuticorin Port Trust.
Option 3.- Inside Tuticorin Thermal Power Station (TTPS).
The other option of loading 7.29 MMT blended coal, to be loaded in 5.37
rakes on an average per day and 6.7 rakes per day including bunching, is
development of loading facility within the stacking area of Tuticorin
Thermal Power Station (TTPS).
The advantage of this proposal is that as the coal stack yard is in
possession by TANGEDCO for carrying the coal meant for UTPP,
handling charges etc by the PPP operator can be avoided
The minimum requirement of facilities for loading 7.29 MMT of coal in 5.37
rakes on an average per day and 6.7 rakes per day including bunching is
3 R&D lines, two loading lines of 715 meters with over head Silos in each
line. The extent of land required for the above facility is 30 x 2000 meters.
A reconnaissance engineering survey has been undertaken to ascertain
the feasibility of rail loading facilities inside the TTPS, along with TTPS
Engineering officials and it is found that the extent of land available and
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connectivity from the Tuticorin Harbour Marshalling yard. The rough
technical study reveals that a private siding taking off from the Marshalling
yard at Port end is feasible with a circular lead line of 450 meters, two
lines inside TTPS, one loading line of 715 m CSL and one engine
releasing line of 715 m. Since the land available is about 900 meters
inside the TTPS, only two or three lines are feasible.
However, the constraint is that the lead line is of 8 degree curvature and
crosses two busy roads inside port land. Also, as loading of coal will
through by mobile grabbers, electrification of the sidings is not feasible.
Consequently, only diesel locos are to be used, requiring change of
traction at Marshalling yard. Such change of traction at Marshalling yard
may not be acceptable as it involves detention to wagons and is doubtful if
the wagons can be returned within the permissible EOL free time.
Moreover, for loading of 6.7 rakes a day, only one loading line is not
sufficient. A tentative layout is placed in Sketch – 3. Moreover, this option
is subject to
1. Acceptance of Railways for 8 degree curvature on the lead line and
for only one loading line.
2. Acceptance of Railways for usage of diesel locos for bridging from
TN Harbour Marshalling yard to the siding and for Engine on Load
Scheme of Railways, which is mandatory to all new private sidings.
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3. Acceptance of VOC Port as the alignment passes through two or
three road crossings through which presently maximum number of
fly ash and other truck movements takes place as well to spare
land for the railway alignment.
4. Due to the need of lead line alignments, minimum disturbance of
existing features (if any) on the North East corner of the area
allotted to NTPL.
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Option 4 – inside Port
One another option for loading of coal is to develop two full length loading
lines inside port along the existing new coal siding inside the port, if
sufficient length and width is available.
By development of one more loading line adjacent to the existing loading
line near the coal stacking area and the mini yard, it may be feasible to
create 2 full length loading lines with a capacity to load 3 rakes by front
end loading in each line. Since Port Marshalling yard siding including mini
yard are planned for electrification, top wiring can be proposed for these
two lines.
As per extant policy, In motion weigh bridge has to be provided suitably.
However, the loading end siding shall be treated as separate private
siding. Hence, the cost estimate has not figured in this report.
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CHAPTER - 6
SERVING STATION
The proposed 2 x 800 MW Uppur Thermal Power Project site is located at
Uppur, Valamavoor and Thiruppalaikudi villages of Thiruvadanai Taluk of
Ramanathapuram district in Tamil Nadu state, on the western side of East
Coast Road connecting Ramanathapuram and Pattukottai.
The power plant is nearer to the proposed Thiruppalaikudi Railway station
on the alignment of New Railway line between Ramanathapuram and
Karaikkudi, for which a Reconnaissance Engineering cum Traffic Survey
(RETS) has been completed by Southern Railway.
Any private siding shall have a serving station and the take off to the
siding shall be from that serving station. This serving station shall be on
any of the existing rail network.
The power plant proposed is nearer to the Thiruppalaikudi Railway station
on the proposed railway line alignment between Ramanathapuram and
Karaikkudi, which is not in the rail network at present. Hence, unless the
new railway line is sanctioned, executed and commissioned to traffic,
Thiruppalaikudi station can not be a serving station for the proposed
private siding.
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In this case, two options are available.
ii. If the new line from Ramanathapuram and Karaikkudi is sanctioned by
the Railways, executed and commissioned before the siding for the
power project is taken up, the serving station for the proposed private
siding shall be from the Thiruppalaikudi Railway station.
iii. If the new line is not sanctioned, executed and commissioned before
the private siding for the power project is taken up, the serving station
for the private siding shall be Ramanathapuram, an existing station on
the rail network of Madurai division. The length of the lead line for the
private siding from Ramanathapuram and Thiruppalaikudi is 25.80
kms.
Above two options are applicable for all the three alternate routes
described in the chapter No.13 “POSSIBLE ROUTE OPTIONS FOR
TRANSPORTATION OF COAL FROM TUTICORIN PORT TO THE
PLANT SITE”.
Option (i) – A private siding taking off from Thiruppalaikudi:
The option (i) above, namely, private siding taking off from Thiruppalaikudi
station is described in the chapter “PROPOSED YARD FACILITIES
INSIDE THE PLANT “.
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Option (ii) – A private siding taking off from Ramanathapuram:
Ramanathapuram is a 3 – line crossing station on the Madurai -
Manamadurai – Rameswaram BG line. As per the RETS survey for a new
line between Milavittan – Ramanathapuram – Karaikkudi, the new line
alignment enters Ramanathapuram station at Rameswaram end,
traverses some distance parallel to Ramanathapuram – Manamadurai
existing railway line and then takes right turn towards Thiruppalaikudi /
Karaikkudi and ends at Thiruppalaikudi crossing station, 25.80 kms from
Ramanathapuram.
In the absence of sanction, execution and commissioning of Milavittan -
Ramanathapuram – Karaikkudi new line, the transportation of coal can
only through the existing rail network of Milavittan – Virudunagar –
Manamadurai – Ramanathapuram (or) a combination of existing and new
line alignment of Milavittan - Aruppukottai – Manamadurai –
Ramanathapuram, described in detail in the chapter 13 on “POSSIBLE
ROUTE OPTIONS FOR TRANSPORTATION OF COAL FROM
TUTICORIN PORT TO THE PLANT SITE”.
If the alignment as proposed in the RETS report is adopted, at
Ramanathapuram station, both in loaded direction and empty direction,
the rakes are to be received at station and engine and brake vans
reversed and then dispatched for further onward journey.
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As receiving and dispatch over 6.7 rakes on a daily basis with engine and
brake van change at these stations is very cumbersome and leads to
delay to Railway rolling stock and motive power, the arrangements are not
conducive to operations. Hence, a revised arrangement with a take off to
the siding at a location short of Ramanathapuram station to join the new
alignment directly is proposed. This proposal will allow direct entry to the
new line alignment to Thiruppalaikudi thereby avoiding train reversals at
Ramanathapuram station but also reduces the distance of transportation
by about 3 kms. An ‘Index Plan’ has been prepared and placed as
Sketch-4.
The points and signals of diversion short of Ramanathapuram can be
operated and signaled from “BLOCK HUT” at a suitable location which will
be inter connected with the existing panel interlocking at
Ramanathapuram station, with minor modifications.
From the take off at Ramanathapuram to Thiruppalaikudi station, the
private siding will be of 25.8.kms long. As 25.8 .kms is a fairly long
distance between two block stations on a single line, the crossing station
Devipattinam proposed in the RETS report at km 17.84 will also be
required.
In affect the 25.8 long section between Ramanathapuram and
Thiruppalaikudi is split into Ramanathapuram – Devipattinam block section
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of 17.84 kms long and Devipattinam – Thiruppalaikudi of 8.004 kms long
block section. With the provision of additional crossing station at
Devipattinam, handling of loaded trains and empty rakes can be smooth
and avoids detention to rolling stock and motive power. Layout of
Devipattinam and Thiruppalaikudi Stations are shown in Sketch 5 & 6.
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SKETCH: 4
DETAILED PROJECT REPORT (DRAFT) FOR TRANSPORTATIONOF COAL FROM TURICORIN PORT AND PROVISION OF RAIL
RITES LTD.SCALE: NTS
INDEX PLAN FROM RAMANATHAPURAM TO THIRUPALLAIKUDI STATION
SIDING AT UPPUR FOR M/S TANGEDCO
CH:0.00
PRO. 2x800MW UTPP
SKETCH: 4
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SKETCH NO. 5
DETAILED PROJECT REPORT (DRAFT) FOR TRANSPORTATIONOF COAL FROM TURICORIN PORT AND PROVISION OF RAIL
RITES LTD.
LAYOUT OF DEVIPATTINAM STATION
SIDING AT UPPUR FOR M/S TANGEDCO
SCALE: NOT TO SCALE
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SKETCH NO. 6
DETAILED PROJECT REPORT (DRAFT) FOR TRANSPORTATIONOF COAL FROM TURICORIN PORT AND PROVISION OF RAIL
RITES LTD.
LAYOUT OF TIRUPPALLAIKUDI STATION
SIDING AT UPPUR FOR M/S TANGEDCO
SCALE: NOT TO SCALE
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CHAPTER - 7
PROPOSED YARD FACILITIES INSIDE THE PLANT
Detailed Project Report submitted by M/s Development Consultants
proposed that the 2 x 800 mw power plant would require a maximum of
7.29 MMT blended coal, transported in about 5.37 rakes on an average
per day and 6.7 rakes per day including bunching. The facilities proposed
are to handle the said traffic.
The plant is located less than a km from the proposed Thiruppalaikudi
Railway station on the proposed alignment of New Railway line from
Ramanathapuram and Karaikkudi. Thiruppalaikudi station is proposed as
a halt station in the RETS report. For handling coal traffic of UTPP, the
Thiruppalaikudi station has to be converted as crossing station. The
proposed railway siding is taking off from Thiruppalaikudi station.
The siding is proposed to be constructed in terms of Liberalisation of
Siding Rules issued by the Railway vide 99/TC(FM)/26/1/Pt.II dated
30.1.2012, a copy of the same is placed in ANNEXURE - 2.
The siding is proposed to be designed under EOL concept re-introduced
by Railways in terms of letter no 2012/TC(FM)/18/21 dated 07.3.2013,
copy of which is placed in ANNEXURE - 3.
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The Detailed Project Report of M/s Development Consultants proposes
and TANGEDCO did not prefer Bottom discharge hopper type of wagons
for movement of said quantity of coal from TN port. However, there are
several inherent advantages of transportation through bottom discharge
hopper wagons described in post pages.
Hence, both options of transportation by Open wagons and Bottom
discharge hopper wagons are detailed hereunder.
Option – 1 by Open wagons (BOXN).
The free time allowed for unloading from open wagons under EOL scheme
is 5 hours per rake. Wagon Tippler which has the capacity to 20 tips per
hour (can unload 20 wagons per hour) with side arm chargers capable of
pulling a full loaded rake, has been proposed.
With this type of tipplers, a rake can be unloaded in 3 hours. Assuming
another 60 minutes for engine release and other shunting operations, the
incoming loaded rake will be available for dispatch as empty rake in 4
hours time. For the level of traffic projected (ie) 6.7 rakes a day, two
tipplers may be sufficient.
However, TANGEDCO has suggested that 3 tipplers may be proposed
considering the time required for maintenance, conveyor change from
bunker to bunker or to Unit to Unit change, starting the stacker machines
when bunkers are full, etc., it is considered that one more wagon tippler is
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required for smooth operation. As such, provision has been made for 3
tipplers.
A sketch showing the proposed yard facilities is placed as Sketch – 7.
The Reception lines, tippler location and post tippling lines are designed in
such a way that each tippler can have access to 3 of the R & D lines,
namely,
Tippler 1 from Roads 1, 2 & 3, Tippler 2 from Roads 2, 3 & 4 & Tippler 3
from Roads 3, 4 & 5.
The Ramanathapuram – Thiruppalaikudi proposed new line takes off from
Madurai Rameswaram route which is neither electrified nor sanctioned for
electrification. Hence, the siding is not proposed for electrification.
However, the yard is designed compatible for handling electric locos as
and when electrification of the section is sanctioned and electrified.
As per the new EOL scheme, the train engine will remain available during
unloading operations on Railway’s account. If the siding owner requires
utilizing the engine for unloading, the same will be allowed without levying
additional charges. The siding owner, may, therefore not be required to
maintain a captive loco at his cost. Moreover, when the loads are
handled by side arm charger, the requirement of loco for shunting is very
minimum.
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However, TANGEDCO suggested on having exclusive diesel locos for
shunting purposes. Hence, TANGEDCO has been advised to procure
locos with horse power capable of hauling not less than 5300 tonnes
(gross load of one rake). A loco line is proposed with a loco shed.
Carriage and Wagon Examination: The provisions regarding C & W
examination for new sidings in terms of Liberalisation of Siding Rules, is
reproduced below:
“Normally no C & W facility shall be developed inside the plant / yard.
However, in exceptional cases, if on operational ground it becomes
necessary to develop the maintenance facility including prescribed
equipments inside the siding, capital cost on one time basis shall be borne
by the party. Regular upkeep of facilities provided by the party shall
remain Party’s responsibility. Running repairs of rolling stocks including
material and staff cost in all cases shall, however, be borne by the
Railway”.
Assuming the maximum lead of 280 kms from Tuticorin Port to the plant, a
rake will have a turn round of 560 kms per trip. A rake is normally requires
periodical maintenance once on 6000 kms. Hence, a rake required to be
maintained once after every 12 trips only. In this case. Milavittan, near
Tuticorin Port is the wagon maintenance depot of Madurai division enroute
power plant. Hence, Milavittan will be the best option for maintenance of
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wagons. Hence, no major maintenance facility for C & W examination may
be required inside the siding.
The commodity to be dealt is coal and is unloaded by tippling. Where the
tippling of more than 3 rakes a day is projected for a private siding, the
post-tippling check of the outgoing rake shall be done by Carriage and
Wagon staff of the Railways. To facilitate the post-tippling check, all the
Reception cum Dispatch lines have been proposed with 1.20 meter wide
cc foot path on one side of the line. In addition, two sick lines of 100
meters each have been proposed.
The Detailed Project Report of the consultants has projected the
requirement of fuel oils (LDO & HFO) as 141000 KL per annum. The
report considers transportation of fuel oil by road tankers. However, as per
the request of TANGEDCO, one full rake line for unloading of POL has
been provided.
The yard is proposed with Five R & D lines and a line exclusive for
handling furnace oil, 3 post tippling lines, two sick lines, one stabling line
for engines, one loco shed and a short shunting neck. This is a yard to
handle an average of 6.5 rakes a day and the shunting operations are also
minimum, requires to be interlocked. Hence, Electronic interlocking has
been proposed.
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To sum up, the following facilities are proposed inside the yard
1. 5 - R&D lines of 715 m CSL.
2. One POL unloading line.
3. 3 tipplers capable of tippling 20 BOXNs per hour each with side arm
charger capable of pulling 59 BOXN loads.
4. 3 post tippling lines of 715 m CSL with engine escape facility.
5. Two sick lines of 100 m CSL.
6. One loco maintenance line with loco shed.
7. Two loco stabling lines.
8. One shunting neck of 120 meters length.
9. 1.20m wide cc foot path for all the R & D lines.
10. Electronic Interlocking
11. A building to house office of yard master, Electronic interlocking (EI)
and other Commercial and S & T requirements.
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Option 2 - With bottom discharge hopper wagons (BOBRN).
The inherent advantages in terms of operations and infrastructure in using
bottom discharge BOBRN wagons are.
1. Reduced detention to wagons as no shunting is involved. The
incoming rake gets unloaded on the move over track hoppers while
being received in the reception line where track hoppers are
provided.
2. No damage to wagons as no tippling is involved.
3. No mandatory TXR check is required as no tippling of wagons is
involved.
4. Very simplified siding layout, as no post-tippling lines, no tippler
avoidance lines, no shunting neck and no sick lines are necessary.
5. The tkm of siding to suit BOBRN rake will be less than 7.1 kms, as
against over 13 kms for other layout, thereby reducing the cost of
the project considerably.
6. Increased wagon turn round. The Free time allowed for unloading
under EOL scheme is 2 hours for BOBRN rakes as against 5 hours
open wagons. In addition, the time for other operating activities, say
3 hours, for detaching of train engine, reversal of train engine,
coupling in post tippling lines, TXR check in dispatch lines etc will
also be saved, a total of over 6 hours per rake will be savings in
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wagon usage at the unloading end thereby contributing greatly to
the improved wagon round.
7. No need for maintenance of tipplers
Consequently, the siding layout with using BOBRN rakes will be
1. Two Track hopper lines.
2. Two engine turn round line.
3. One common line for Engine /Brake van stabling
4. One shunting neck of 120 meters length.
5. 1.20m wide cc foot path for all the R & D lines.
6. One POL unloading line.
7. One line for Turbine area.
8. One loco maintenance line with loco shed.
9. Two sick lines of 100 m CSL each for emergency purposes.
10. A panel with Electronic Interlocking for centralized operation of
points and signals
11. A building to house office of yard master, Signaling panel and
other Commercial and S & T requirements.
A sketch showing the proposed yard facilities is placed as Sketch – 8.
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As the entire yard layout is simplified, the need for separate signaling
arrangements for the siding yard can be reviewed since the distance of the
top points of the siding is less than 500 meters and top points can be
operated from the station panel of proposed Thiruppalaikudi station.
RITES reiterate that the option (ii) with transportation of coal through
bottom discharge BOBRN wagons is the best suitable in terms of
efficiency and cost.
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CHAPTER - 8
SYSTEM OF WORKING
The following will be the system of working of reception of loaded rakes
and dispatch of empty rakes from and to the private siding for
TANGEDCO at Thiruppalaikudi station.
i) When the loaded rakes are received and ready to be dispatched into
the siding, the station Master of Thiruppalaikudi station informs the
Yard master of the siding.
ii) The Yard master shall inform the Company official arrival of the
loaded rake and its readiness for receiving into the siding.
iii) The plant officials identify one of three tipplers available which will be
used for unloading the coal and advises the same to the Yard master.
iv) On receipt of confirmation from the Company official, the yard master
nominates one of the vacant line in the grid pertaining to the said
tippler and re-confirms the same to the Station master at
Thiruppalaikudi and confirms the same by releasing a SLOT available
in the Panel. Then the Yard master shall clear the signals relevant to
the said R & D line.
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v) The station master at Thiruppalaikudi station shall then clear the
signals for dispatch of the loaded rake into the siding.
vi) The loaded rake is then received on the nominated road, engine
released.
vii) The engine available with the Plant shall be attached in rear of the
loaded rake and the Brake van detached.
viii) The rake is pushed towards the tippler till the first wagon hooked to
the side arm charger attached to the tippler. The wagons are tippled
one by one and the empty wagons are collected in the post tippling
line.
ix) The wagons, while being pushed into the post tippling line, get
coupled and form the outgoing empty rake. This rake is pulled to the
one of the vacant line in the R&D yard and the brake van is attached.
x) The train is now given for post-tippling examination of the Carriage
and Wagon staff positioned in side the siding.
xi) On getting the certification of fit to run, the train is ready.
xii) Then the yard master informs the Station master at Thiruppalaikudi
station of the readiness of the empty rake for dispatch.
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xiii) The station master, after getting clearance from the section controller,
releases the slot from the station panel permitting the yard master at
the siding to dispatch the empty rake.
xiv) On receipt of confirmation and slot from the station master at
Thiruppalaikudi station, the yard master inside the siding shall clear
the signals and the train leaves the siding and received into the
Thiruppalaikudi station by lowering the reception signals.
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CHAPTER - 9
COMMERCIAL FORMALITIES
The siding is proposed to constructed in terms of Liberalisation of Siding
Rules issued by the Railway vide 99/TC(FM)/26/1/Pt.II dated 30.1.2012, a
copy of the same is placed in ANNEXURE - 2
Engine on Load Scheme:
The siding is proposed to be designed under EOL concept re-introduced
by Railways in terms of letter no 2012/TC(FM)/18/21 dated 07.3.2013. A
copy of “Engine on Load” scheme issued vide Railway Board is placed
vide ANNEXURE- 3. As per the policy, new sidings while obtaining Rail
Transport Clearance (RTC) will be brought under EOL scheme.
The free time as specified vide Board letter no 2012/TC(FM)/18/21 dated
07.3.2013 is reproduced below, will be adopted for this siding proposal.
Type of rake
EOL Free time (in hours: minutes)
Loading Unloading
Open Rake (BOX N etc.) 3:00 5:00
Hopper wagons like BOBRN 3.00 2.00
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This free time mentioned will be reckoned for loading / unloading
operations from their placement to release.
The siding holders will be required to opt for the EOL operations under an
agreement with the Zonal Railway Administration as per the terms and
conditions of “Engine on L oad” operations listed in the scheme.
Rail Transport Clearance:
in terms of extant instructions governing private sidings, all new private
sidings require Rail Transport Clearance from the Railways. This is a new
siding; hence Rail Transport Clearance (RTC) may be required. On getting
the “In Principle” approval from the Railways, TANGEDCO shall process for
obtaining RTC from the Railways, under extant provisions.
Weigh bridge:
As per extant instructions governing installation of Electronic in motion Weigh
Bridges, unloading terminals are exempted from provision of EIMWB. Hence,
no provision has been made for installation of EWMs in the siding. However,
loading end at Tuticorin has to be provided with EIMWB.
FOIS connectivity:
All the loading and unloading terminals shall be provided with connectivity to
Freight Operation Information System of Railways. The Hard ware will be
supplied by the private siding owner and the software will be provided and
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maintained by the Railways As such, provision has been made in the estimate
for necessary Hardware.
Charging the freight on through distance basis:
As per extant instructions of Railways, where the facility for direct reception is
available into the siding from the serving station, the distance for charging
freight shall be up to the exchange yard and no siding charges is levied. This
siding is proposed compatible to these provisions and will be eligible for
charging the freight on through distance basis.
Staff cost:
The siding is proposed compatible to Engine On Load scheme as per Board
letter no 2012/TC(FM)/18/21 dated 07.3.2013 and in terms of Liberalisation of
Siding Rules issued by the Railway vide 99/TC(FM)/26/1/Pt.II dated 30.1.2012.
As per Para 6.5 of the Liberalisation of Siding Rules, cost of all staff at EOL
sidings shall be borne by the Railways. Hence, Railways will decide the extent
and number of staff to be deployed for operating the siding.
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CHAPTER - 10
OVER HEAD ELECTRIFICATION
The Ramanathapuram – Thiruppalaikudi new line takes off from Madurai
Rameswaram route which is neither electrified nor sanctioned for
electrification. Hence, the siding is not proposed for electrification.
However, the yard is designed compatible for handling electric locos as
and when electrification of the section is sanctioned and electrified.
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CHAPTER - 11
SIGNAL AND TELECOMMUNICATION FACILITIES
The private siding is proposed to take off from Thiruppalaikudi station,
which will be the serving station. Thiruppalaikudi will be Halt station as per
the RETS report of Railways. This station is proposed as a 2 line crossing
station to serve the private siding.
Signaling arrangements required will depend on the layout proposed
which is dependent on the type of wagons chosen for transportation.
Layout for handling Open wagons with tippling arrangements: The yard
inside the plant is proposed with Five R & D lines, one line for handling
POL traffic, 3 post tippling lines, two sick lines, one stabling line for
engines, one loco shed and a short shunting neck. Bulk of the movements
will be rake movements except for re-marshalling of Brake van and
occasional sick attention to wagons marked sick. All the points are
proposed for interlocking, controlled by shunt signals operated from a
panel with Electronic Interlocking, operated by station / yard masters.
Layout for handling bottom discharge wagons with hopper arrangements:
As the entire yard layout is simplified, the need for separate signaling
arrangements for the siding yard can be reviewed since the distance of the
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top points of the siding is less than 500 meters and top points can be
operated from the station panel of proposed Thiruppalaikudi station.
FOIS connectivity: Provision has been made in the S & T estimate for
FOIS connectivity which is mandatory in all sidings. The software will be
provided by Railways and the Hardware and other facilities will be at the
cost of the Party.
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CHAPTER - 12
LICENSING OF LAND
In terms of extant instructions of Railways, the land for the take off to the
siding from railway network is to be licensed, whether it is the option (i) at
Thiruppalaikudi or the option (ii) at Ramanathapuram, through a land
licensing agreement to be entered into with the Divisional Railway
Manager, Madurai division.
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CHAPTER – 13
POSSIBLE ROUTE OPTIONS FOR TRANSPORTATION OF COAL
FROM TUTICORIN PORT TO THE PLANT SITE
As per the executive summary of the Detailed Project Report submitted by
M/s Development Consultants, Imported coal or blended imported and
indigenous coal has been proposed for the project. It has also been
mentioned in the Detailed Project Report submitted by M/s. Development
Consultants to transport the coal for the project from Tuticorin Port Trust to
the site via the new BG line proposed by Railways between
Kanniyakumari and Karaikkudi, for which a Reconnaissance Engineering
cum Traffic Survey (RETS) works for the above routes have been
completed and survey report has been submitted to Railway Board and
decision is awaited from Railway Board.
Detailed Project Report submitted by M/s Development Consultants
proposed that the 2 x 800 mw power plant would require a maximum of
7.29 MMT blended coal and that the coal received at Tuticorin Port will be
transported to the project site by rail route. This quantity of coal can be
transported in about 5.13 rakes on an average per day and 6.4 rakes per
day including provision for 25% bunching.
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The plant is located less than a km on North western side from the
proposed Thiruppalaikudi Railway station on the proposed alignment of
New Railway line from Ramanathapuram and Karaikkudi, for which a
Reconnaissance Engineering cum Traffic Survey (RETS) has been
completed by Southern Railway (August -2011) and submitted to Railway
Board. As per the RETS, the project is 214.81 kms long single line
connecting Tuticorin and Karaikkudi via Milavittan and Ramanathapuram.
The cost of the project is Rs.87882.158 Lakhs.
Out of the 214.81 kms long project, 30.01 kms between Kulattur and
Milavittan has been sanctioned as part of Madurai – Tuticorin New line
project sanctioned by the Railways in 2011-12. The rest of the new line
project for 184.80 kms is not yet sanctioned for implementation.
Thiruppalaikudi Railway, a Halt station 25.80 kms from Ramanathapuram
is proposed as the serving station for the private siding.
A layout of Madurai Division of Southern Railway showing the location of
Tuticorin Port, the serving station of the proposed private siding
(Thiruppalaikudi), major junctions on the existing route from Tuticorin Port
and Ramanathapuram, the alignment of ongoing Madurai – Tuticorin (Via
Aruppukottai) new line project and the Tuticorin – Ramanathapuram –
Karaikkudi new line project for which RETS has been completed by the
Railways, is placed vide Sketch 9.
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For transportation of coal from Tuticorin Port to the proposed Uppur
Thermal Power Project site at Thiruvadanai village, there available three
rail routes as indicated below:
1. Tuticorin Port – Milavittan – Ramanathapuram – Thiruppalaikudi
(New line project) route.
2. Tuticorin Port – Milavittan - Virudunagar – Manamadurai –
Ramanathapuram existing Rail network with a 25.80 kms long (new
proposed line) private siding taking off from Ramanathapuram to
Thiruppalaikudi station.
3. Tuticorin Port - Milavittan - Aruppukottai – Manamadurai –
Ramanathapuram (a combination of existing Rail network and the
sanctioned new line project) with a 25.80 kms long private siding
taking off from Ramanathapuram to Thiruppalaikudi station.
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SKETCH NO. 9
DETAILED PROJECT REPORT (DRAFT) FOR TRANSPORTATIONOF COAL FROM TURICORIN PORT AND PROVISION OF RAIL
RITES LTD.
TUTICORIN PORT TO UTPP
SIDING AT UPPUR FOR M/S TANGEDCO
SCALE: NOT TO SCALE
POSSIBLE ROUTE OPTIONS FOR TRANSPORTATION OF COAL FROM
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The relative distance advantages of existing and proposed routes
(sanctioned and unsanctioned) from Tuticorin Port and the power plant are
tabulated below:
The possible route options for transportation of coal between Tuticorin and
the power plant is detailed below:
1. Tuticorin Port – Milavittan – Ramanathapuram – Thiruppalaikudi
(New line project ) route :
The distance for transportation of coal through this route is 162.91 kms
and is the shortest lead compared to other routes.
MEJ-VPT-MNM-RMD MEJ-APK-MNM-RMD (New line)
MVN-RMD-KKDI (New line)
From To Kms From To Kms From To Kms
Station Hare Island TNHP 5.2
Hare Island TNHP 5.2
Hare Island TNHP 5.2
Station TNHP MVN 11.3 TNHP MVN 11.3 TNHP MVN 11.3 Station MVN MEJ MVN APK MVN RMD km 646.09 622.61 23.48 136.00 49.00 87.00 214.81 96.24 118.57 Station MEJ VPT km 622.61 538.13 84.48 Station VPT MNM APK MNM km 621.85 555.3 66.55 599.96 555.3 44.66 Station MNM RMD MNM RMD km 555.3 614.93 59.63 555.3 614.93 59.63 Station RMD Thiruppalaikudi RMD Thiruppalaikudi RMD Thiruppalaikudi km 96.24 70.39 25.84 96.24 70.39 25.84 96.24 70.39 25.84 T.Stn Siding 2.00 T.Stn Siding 2.00 T.Stn Siding 2.00 Total kms 278.48 235.63 162.91
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Hare Island and Tuticorin Marshalling yard: Tuticorin Port is developing
Hare Island for handling of 15 –20 rakes of coal per day. The Detailed
Project Report for development of Hare Island submitted by RITES has
recommended that a new siding of 5.2 kms long from Tuticorin Marshalling
yard to Hare Island with attendant loading facilities at Hare Island..
Tuticorin Port and Milavittan (11.3 kms); This is a single line section.
Electrification of this section has sanctioned and is likely to be completed
in 2013-14. A maximum of 4 – 6 movements are taking place in this
section at present.
Milavittan – Ramanathapuram – Thiruppalaikudi (144.41 kms) : A
Reconnaissance Engineering cum Traffic Survey (RETS) has been
completed by Southern Railway (August -2011) and submitted to Railway
Board. As per the RETS, the project is 214.80 kms long single line
connecting Tuticorin and Karaikkudi via Milavittan and Ramanathapuram.
The cost of the project is Rs.878.82.Crores.
Out of the 214.80 kms long project, 30.01 kms between Kulattur and
Milavittan has been sanctioned by the Railways in 2011-12 as part of
Madurai – Tuticorin New line project. The rest of the new line project for
184.80 kms is not yet sanctioned for implementation.
The power plant is located 28 kms from Ramanathapuram on the
Ramanathapuram – Karaikkudi alignment, near Thiruppalaikudi Halt
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station, 25.80 kms from Ramanathapuram. Hence, Thiruppalaikudi station
could be the serving station for the private siding of the proposed Uppur
Thermal Power Project, after upgrading the station as a crossing station.
2. Tuticorin Port – Milavittan – Vanchi Maniyachchi - Virudunagar –
Manamadurai – Ramanathapuram existing Rail network with a 25.80
kms long private siding taking off from Ramanathapuram to
Thiruppalaikudi station.
The distance for transportation of coal through this route is 278.48 kms
long, with 245.5 kms of existing rail network from Tuticorin Port to
Ramanathapuram (via Virudunagar, Manamadurai) and 25 kms of private
siding taking off from Ramanathapuram to Thiruppalaikudi.
This is the longest route among the possible routes. This route consist of
11.3 kms between Tuticorin Port and Milavittan, 23.48 kms between
Milavittan and Vanchi Maniyachchi, 84.48 kms between Vanchi
Maniyachchi and Virudunagar, 66.55 kms between Virudunagar and
Manamadurai, 59 kms between Manamadurai and Ramanathapuram and
25.80 kms from Ramanathapuram to Thiruppalaikudi.
Hare Island and Tuticorin Marshalling yard: Tuticorin Port is developing
Hare Island for handling of 15 –20 rakes of coal per day. The Detailed
Project Report for development of Hare Island submitted by RITES has
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recommended that a new siding of 5.2 kms long from Tuticorin Marshalling
yard to Hare Island with attendant loading facilities at Hare Island.
Tuticorin Port and Milavittan (11.3 kms); This is a single line section.
Electrification of this section has sanctioned and is likely to be completed
in 2013-14. A maximum of 4 – 6 movements are taking place in this
section for the present.
Milavittan and Vanchi Maniyachchi (23.48 kms): This is a single line
section with two block stations. Electrification of this section is sanctioned
and is likely to be completed in 2013-14. The charted capacity of this
section is 23 paths each way on 24 hours period. Number of train services
in this section is 6 pairs of coaching trains and 2.6 pairs of freight and
other services. The charted capacity of this section is utilized to 45%.
Vanchi Maniyachchi and Virudunagar (84.48 kms): This is a single line
section with 6 block stations. The charted capacity of this section is 27
paths each way on 24 hours period. Number of train services in this
section is 21 pairs of coaching trains and 2.6 freight and other services.
The charted capacity of this section is utilized to 108%. Railways has
planned to augment the capacity of the section to meet the future
demands, a Preliminary Engineering cum Traffic survey has been ordered
for doubling of the section.
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Virudunagar and Manamadurai (66.55 kms): This was a single line section
of 3 block sections on the meter gauge. Gauge conversion of this section
to Broad gauge has been commissioned recently (July 2013). The charted
capacity of section is likely to be 22 paths and the number of train services
in this section is likely to be 8 and an utilisation of 36%.
Manamadurai and Ramanathapuram (59 kms): This is a single line section
with 4 block stations. The charted capacity of this section is 18 paths.
Number of train services in this section is 11 coaching services and 1.1
freight and other services. The charted capacity is utilized to 78%.
Ramanathapuram – Thiruppalaikudi (25.80 kms): This stretch of 25.80
kms on the Ramanathapuram – Karaikkudi new line alignment to be
constructed to serve the siding
3. Tuticorin Port - Milavittan - Aruppukottai – Manamadurai –
Ramanathapuram (a combination of existing Rail network and the
sanctioned new line project) with a 25.8 kms long private siding
taking off from Ramanathapuram to Thiruppalaikudi station
The distance for transportation of coal through this route is 235.63 kms
long including 202 kms of the sanctioned new line between Milavittan to
Aruppukottai ( part of Tuticorin – Madurai New line project) and 25 kms
private siding from Ramanathapuram and Thiruppalaikudi.
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This is the second longest route among the possible three routes. This
route consist of 11.3 kms from Tuticorin Port and Milavittan, 87 kms from
Milavittan and Aruppukottai, 44 kms from Aruppukottai and Manamadurai,
59 kms from Manamadurai and Ramanathapuram and 25.80 kms siding
from Ramanathapuram and Thiruppalaikudi.
Hare Island and Tuticorin Marshalling yard: Tuticorin Port is developing
Hare Island for handling of 15 –20 rakes of coal per day. The Detailed
Project Report for development of Hare Island submitted by RITES has
recommended that a new siding of 5.2 kms long from Tuticorin Marshalling
yard to Hare Island with attendant loading facilities at Hare Island.
Tuticorin Port and Milavittan (11.3 kms); This is a single line section.
Electrification of this section has sanctioned and is likely to be completed
in 2013-14. A maximum of 4 – 6 movements are taking place in this
section for the present.
Milavittan and Aruppukottai (87 kms): Madurai – Tuticorin via Aruppukottai
new line is a project of Southern Railway sanctioned in the year 2011-12.
This new line project is for 143.50 kms and expected to cost Rs.603.43
Crores. The allocation so far in this project is meager. Depending on the
speed with which the land is acquired by the State Government and
allocation of sufficient funds, this project may take at least 5 years to
complete.
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Aruppukottai and Manamadurai (44.66 kms): Gauge conversion of this
section to Broad gauge has been commissioned recently (July 2013). The
charted capacity of section is 22 paths and the number of train services in
this section is likely to be 8 and an utilisation of 36%.
Manamadurai and Ramanathapuram (59 kms): This is a single line section
with 4 block stations. The charted capacity of this section is 18 paths.
Number of train services in this section is 11 coaching services and 1.1
freight and other services. The charted capacity is utilized to 78%.
Ramanathapuram – Thiruppalaikudi (25.80 kms): This stretch of 25.80
kms on the Ramanathapuram – Karaikkudi new line alignment to be
constructed to serve the siding.
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CHAPTER – 14
CAPACITY AND CONSTRAINTS ON THE ALTERNATE ROUTES OF
TRANSPORTATION
Detailed Project Report submitted by M/s Development Consultants
proposed that the 2 x 800 mw power plant would require a maximum of
7.29 MMT blended coal and that the coal received at Tuticorin Port it will
be transported to the project site by rail route. This quantity of coal can be
transported in about 5.13 rakes on an average per day and 6.4 rakes per
day including provision for 25% bunching.
For transportation of coal from Tuticorin Port to the Uppur Thermal Power
Project site at Thiruvadanai village, the following three rail routes were
described in earlier chapters.
1. Tuticorin Port – Milavittan – Ramanathapuram – Thiruppalaikudi
(New line project) route.
2. Tuticorin Port – Milavittan - Virudunagar – Manamadurai –
Ramanathapuram existing Rail network with a 25.80 kms long private
siding taking off from Ramanathapuram to Thiruppalaikudi station.
3. Tuticorin Port - Milavittan - Aruppukottai – Manamadurai –
Ramanathapuram (a combination of existing Rail network and the
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sanctioned new line project) with a 25.80 kms long private siding
taking off from Ramanathapuram to Thiruppalaikudi station
The possible route options for transportation of coal between Tuticorin and
the power plant and their capacity to handle the projected traffic is detailed
below. The extract of Line capacity statement of Southern Railway
covering the possible route options for 2012-13 is placed as Annexure - 4
1. Tuticorin Port – Milavittan – Ramanathapuram – Thiruppalaikudi
(New line project ) route :
The distance for transportation through this route is 162.91 kms and is the
shortest lead compared to other routes.
Hare Island and Tuticorin Marshalling yard: Tuticorin Port is developing
Hare Island for handling of 15 –20 rakes of coal per day. The Detailed
Project Report for development of Hare Island submitted by RITES has
recommended that a new siding of 5.2 kms long from Tuticorin Marshalling
yard to Hare Island with attendant loading facilities at Hare Island. While
the lead line and the reception yard are proposed to be developed by
Tuticorin Port, the loading facilities are to be developed by the
concessionaries.
Tuticorin Port and Milavittan (11.3 kms); This is a single line section.
Electrification of this section has sanctioned and is likely to be completed
in 2013-14. A maximum of 4 – 6 movements are taking place in this
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section for the present. Hence, no additional line capacity improvements
may be required for this section to carry the traffic meant for the power
plant.
Further, Tuticorin Port is developing Hare Island for handling 15 –20 rakes
of coal per day. The Detailed Project Report for development of Hare
Island submitted by RITES has recommended that the Tuticorin Harbour -
Milavittan (11.3 kms) needs to be doubled. The capacity generated by
doubling of this stretch is sufficient for handling of this traffic also. Hence,
no further inputs may be required in this section to carry the projected
traffic. .
Milavittan – Ramanathapuram – Thiruppalaikudi (144.41 kms) : Out of the
214.80 kms long Milavittan – Ramanathapuram – Karaikkudi new line
project, 30.01 kms between Kulattur and Milavittan has been sanctioned
as part of Madurai – Tuticorin New line project sanctioned by the Railways
in 2011-12.. As the project is not sanctioned yet and hence it is unlikely to
be available as a possible route by the time the power plant is
commissioned
The power plant is located 28 kms from Ramanathapuram on the
proposed Ramanathapuram – Karaikkudi alignment, near Thiruppalaikudi
crossing station, 25.80 kms from Ramanathapuram. Hence,
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Thiruppalaikudi station could be the serving station for the private siding of
the Uppur Thermal Power Project.
The rest of new line to be sanctioned is from Kulattur and Thiruppalaikudi,
a distance of 114.36 route kms (Kulattur – Ramanathapuram – 88.56 kms
and Ramanathapuram – Thiruppalaikudi – 25.80 kms).
As the proposed line is a new line mainly catering to the new power plants
coming up in the alignment, the required number of rakes for coal
transportation, (ie) 6.4 rakes per day, can be carried through this route
without any constraints. This is the most cost effective route to carry the
projected coal traffic.
2. Tuticorin Port – Milavittan - Virudunagar – Manamadurai –
Ramanathapuram existing Rail network with a 25.8 kms long private
siding taking off from Ramanathapuram to Thiruppalaikudi station.
This route consist of 11.3 kms from Tuticorin Port and Milavittan, 23.48
kms from Milavittan and Vanchi Maniyachchi, 84.48 kms from Vanchi
Maniyachchi and Virudunagar, 66.55 kms from Virudunagar and
Manamadurai, 59 kms from Manamadurai and Ramanathapuram and
25.80 kms from Ramanathapuram and Thiruppalaikudi.
Hare Island and Tuticorin Marshalling yard: Tuticorin Port is developing
Hare Island for handling of 15 –20 rakes of coal per day. The Detailed
Project Report for development of Hare Island submitted by RITES has
recommended that a new siding of 5.2 kms long from Tuticorin Marshalling
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yard to Hare Island with attendant loading facilities at Hare Island. While
the lead line and the reception yard are proposed to be developed by
Tuticorin Port, the loading facilities are to be developed by the
concessionaries.
Tuticorin Port and Milavittan (11.3 kms); This is a single line section.
Electrification of this section has sanctioned and is likely to be completed
in 2013-14. A maximum of 4 – 6 movements are taking place in this
section for the present. Hence, no additional line capacity improvements
may be required for this section to carry the traffic meant for the power
plant.
Further, Tuticorin Port is developing Hare Island for handling 15 –20 rakes
of coal per day. The Detailed Project Report for development of Hare
Island submitted by RITES has recommended that the Tuticorin Harbour -
Milavittan (11.3 kms) needs to be doubled. The capacity generated by
doubling of this stretch is sufficient for handling of this traffic also. Hence,
no further inputs may be required in this section to carry the projected
traffic. .
Milavittan and Vanchi Maniyachchi (23.48 kms): This is a single line
section with two block stations. Electrification of this section is sanctioned
and is likely to be completed in 2013-14. The charted capacity of this
section is 23 paths each way on 24 hours period. Number of train services
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in this section is 6 pairs of coaching trains and 2.6 pairs of freight and
other services. The charted capacity of this section is utilized to 45% only.
The coal for the power plant can be conveniently handled in this section.
No additional inputs may be required for this section.
Vanchi Maniyachchi and Virudunagar (84.48 kms): This is a single line
section with 6 block stations. The charted capacity of this section is 27
paths each way on 24 hours period. Number of train services in this
section is 21 pairs of coaching trains and 2.6 freight and other services.
The charted capacity of this section is utilized to 108%. In order to
augment the capacity of the section to meet the future demands, a
Preliminary Engineering cum Traffic survey has been ordered for doubling
of the section. This doubling will take care of the projected traffic also, if
moved in this route.
Virudunagar and Manamadurai (66.55 kms): This was a single line section
of 3 block sections on the meter gauge. Gauge conversion of this section
to Broad gauge is completed and commissioned recently (July 2013). The
charted capacity of section is likely to be 22 paths and the number of train
services in this section is likely to be 8 and an utilisation of 36%. The coal
for the power plant can be conveniently handled in this section. No
additional inputs may be required for this section.
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Manamadurai and Ramanathapuram (59 kms): This is a single line section
with 4 block stations. The charted capacity of this section is 18 paths.
Number of train services in this section is 11 coaching services and 1.1
freight and other services. The charted capacity is utilized to 78%. There is
sufficient capacity is available to transport coal for the power plant and can
be conveniently handled in this section. No additional inputs may be
required for this section.
At Manamadurai and Ramanathapuram stations, the existing layouts are
such that the rakes, both in loaded direction and empty direction, are to be
received at stations and engine and brake vans reversed and then
dispatched for further onward journey.
As receiving and dispatch over 6.3 rakes on a daily basis with engine and
brake van change at these stations is very cumbersome and leads to
delay to Railway rolling stock and motive power, provision of bye-pass
lines at these locations may be required.
At Ramanathapuram, the line can take off short of Ramanathapuram
station and directly enter the new BG line alignment to Thiruppalaikudi,
avoiding train reversals at Ramanathapuram station.
Ramanathapuram – Thiruppalaikudi (25.80 kms): The power plant
proposed is nearer to the Thiruppalaikudi Railway station on the new
railway line alignment between Ramanathapuram and Karaikkudi, which is
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not in the rail network for the present. Hence, unless the new railway line
is sanctioned, executed and commissioned to traffic, Thiruppalaikudi
station can not be a serving station for the proposed private siding.
In this case, two options are available.
iv. If the new line is available before the siding for the power project is
taken up, the serving station for the proposed private siding shall be
from the Thiruppalaikudi Railway station.
v. If the new line is not available before the private siding for the power
project is taken up, the serving station for the private siding shall be
Ramanathapuram, a lead line of 25.80 kms.
If the alignment as proposed in the RETS report is adopted, at
Ramanathapuram station, both in loaded direction and empty direction,
the rakes are to be received at stations and engine and brake vans
reversed and then dispatched for further onward journey.
A detailed study on the take off and facilities required is described in the
Chapter “Serving station”.
3 Tuticorin Port - Milavittan - Aruppukottai – Manamadurai –
Ramanathapuram (a combination of existing Rail network and the
sanctioned new line project) with a 25.8 kms long private siding
taking off from Ramanathapuram to Thiruppalaikudi station
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This route and is 235.63 kms long including 202 kms of the sanctioned
new line between Milavittan to Aruppukottai ( part of Tuticorin – Madurai
New line project) and 25.80 kms private siding from Ramanathapuram
and Thiruppalaikudi.
This is the second longest route among the three routes. This route
consist of 11.3 kms from Tuticorin Port and Milavittan, 87 kms from
Milavittan and Aruppukottai, 44 kms from Aruppukottai and Manamadurai,
59 kms from Manamadurai and Ramanathapuram and 25.80 kms siding
from Ramanathapuram and Thiruppalaikudi.
Hare Island and Tuticorin Marshalling yard: Tuticorin Port is developing
Hare Island for handling of 15 –20 rakes of coal per day. The Detailed
Project Report for development of Hare Island submitted by RITES has
recommended that a new siding of 5.2 kms long from Tuticorin Marshalling
yard to Hare Island with attendant loading facilities at Hare Island. While
the lead line and the reception yard are proposed to be developed by
Tuticorin Port, the loading facilities are to be developed by the
concessionaries.
Tuticorin Port and Milavittan (11.3 kms); This is a single line section.
Electrification of this section has sanctioned and is likely to be completed
in 2013-14. A maximum of 4 – 6 movements are taking place in this
section for the present. Hence, no additional line capacity improvements
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may be required for this section to carry the traffic meant for the power
plant.
Further, Tuticorin Port is developing Hare Island for handling 15 –20 rakes
of coal per day. The Detailed Project Report for development of Hare
Island submitted by RITES has recommended that the Tuticorin Harbour -
Milavittan (11.3 kms) needs to be doubled. The capacity generated by
doubling of this stretch is sufficient for handling of this traffic also. Hence,
no further inputs may be required in this section to carry the projected
traffic. .
Milavittan and Aruppukottai (87 kms): Madurai – Tuticorin via Aruppukottai
new line is a project of Southern Railway sanctioned in the year 2011-12.
This new line project is for 143.50 kms and expected to cost Rs.603.43
Crores. The allocation so far in this project is meager. Depending on the
speed with which the land is acquired by the State Government and
allocation of sufficient funds, this project may take at least 5 years to
complete.
This is a single line, part of new line sanctioned between Tuticorin and
Madurai. Being a new line sufficient line capacity will be available, if
chosen for coal movement for the power plant. No additional inputs may
be required for this section.
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Aruppukottai and Manamadurai (44.66 kms): Gauge conversion of the
section to Broad Gauge has been commissioned recently (July- 2013).
The charted capacity of section is 22 paths and the number of train
services in this section is likely to be 8 and an utilisation of 36%. No line
capacity inputs may be required in this section.
Manamadurai and Ramanathapuram (59 kms): This is a single line section
with 4 block stations. The charted capacity of this section is 18 paths.
Number of train services in this section is 11 coaching services and 1.1
freight and other services. The charted capacity is utilized to 78%. There is
sufficient capacity is available to transport coal for the power plant and can
be conveniently handled in this section. No additional inputs may be
required for this section.
At Aruppukottai, Manamadurai and Ramanathapuram stations, the
existing layouts are such that the rakes, both in loaded direction and
empty direction are to be received at stations and engine and brake vans
reversed and then dispatched for further onward journey.
As receiving and dispatch over 6.3 rakes on a daily basis with engine and
brake van change at these stations is very cumbersome and leads to
delay to Railway rolling stock and motive power, provision of bye-pass
lines at these locations may be required.
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At Ramanathapuram, the line can take off short of Ramanathapuram
station and directly enter the new line alignment to Thiruppalaikudi,
avoiding train reversals at Ramanathapuram station.
Ramanathapuram – Thiruppalaikudi (25.80 kms): The power plant
proposed is nearer to the Thiruppalaikudi Railway station on the new
railway line alignment between Ramanathapuram and Karaikkudi, which is
not in the rail network for the present. Hence, unless the new railway line
is sanctioned, executed and commissioned to traffic, Thiruppalaikudi
station can not be a serving station for the proposed private siding.
In this case, two options are available.
1. If the new line is available before the siding for the power project is
taken up, the serving station for the proposed private siding shall be
from the Thiruppalaikudi Railway station.
2. If the new line is not available before the private siding for the power
project is taken up, the serving station for the private siding shall be
Ramanathapuram, a lead line of 25.80 kms.
If the alignment as proposed in the RETS report is adopted, at
Ramanathapuram station, both in loaded direction and empty direction,
the rakes are to be received at stations and engine and brake vans
reversed and then dispatched for further onward journey.
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A detailed study on the take off and facilities required is described in the
Chapter “Serving station”.
As per the extant instructions of Railways in respect of provision of private
sidings, any improvements in capacity will be borne and executed by the
Railways, including additional facilities in the serving station. Based on the
Rail Transport Clearance issued for provision of private sidings, Railways
assess the line capacity and infrastructure requirements on the route of
transport of such projected traffic and then propose works to enable
smooth transportation of projected traffic through Railways Works
Programme. Railways fund all the infrastructure developments including
doubling, New line and Gauge conversion projects and Traffic facility
works.
Presently, due to resource crunch, Railways have shown interest in
offering such projects on PPP basis. For this purpose, a policy
“Participative models for rail-connectivity and capacity augmentation
projects” has been issued to attract prospective investors, vide their letter
No.2011/Infra/12/32 dated 10.12.2012 and is placed as Annexure 5.
This policy is aimed at promoting private investment in Rail – connectivity
projects and has the following 6 models to choose from
1. Non-Government Railway Model.
2. JV Model for operationally necessary/ bankable sanctioned/to be
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sanctioned Railway projects -
3. Railway Projects on BOT awarded through Competitive Bidding –
4. Capacity Augmentation (Doubling/Third line/Fourth line, etc) with
funding provided by customers
5. Capacity Augmentation (Doubling/Third-line/Fourth line, etc) –
Annuity Model Applicability
6. State Governments.
The State Government / TANGEDCO may study the models available and
may interact with Railways for further follow up, for expedite completion of
new line projects.
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CHAPTER - 15
COST OF RAIL TRANSPORTATION ON ALTERNATE ROUTES
Detailed Project Report submitted by M/s Development Consultants
proposed that the 2 x 800 mw power plant would require a maximum of
7.29 MMT blended coal and that the coal received at Tuticorin Port it will
be transported to the project site by rail route.
The possible railway routes for transportation of coal from Tuticorin Port to
the UTPP site at Thiruvadanai has been elaborated in Chapter 13. The
possible routes are
1. Tuticorin Port – Milavittan – Ramanathapuram – Thiruppalaikudi
(New line project) route. – 162.91 kms
2. Tuticorin Port – Milavittan - Virudunagar – Manamadurai –
Ramanathapuram existing Rail network with a 25.80 kms long
private siding taking off from Ramanathapuram to Thiruppalaikudi
station - 278.48 kms.
3. Tuticorin Port - Milavittan - Aruppukottai – Manamadurai –
Ramanathapuram (a combination of existing Rail network and the
sanctioned new line project) with a 25.8 kms long private siding
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taking off from Ramanathapuram to Thiruppalaikudi station –
235.63 kms
The freight charged by Railways for transportation is per tonne based on
the classification of the commodity and the distance of carriage. Coal for
thermal power plants is classified under 150 class as per the Goods Tariff
issued by Indian Railways Conference Association on General
classification of Commodities. The base freight rates per tonne for each
class of commodity from 01.4.2013 is advised vide Advance Rate
Notifications Annexure - 6. This is the base freight tariff. In addition,
Railway levies “Busy Season Surcharge” of 12% of the base freight for
nine (9) months of the year from October to June. Further, “Development
Surcharge” of 5% is levied on the sum total of base freight and the Busy
Season Surcharge. Finally, service tax of 3.71% is levied on the sum total
of the charges explained above.
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CHAPTER - 16
CIVIL ENGINEERING PARAMETERS
General
While the earlier chapters lay down the conceptual layout & indicate the
operational requirement, this chapter discusses the engineering feasibility
thereof.
Field Study
RITES’s team of experts carried out the detailed reconnaissance survey
of the area with help of GPS and Total station. Based on reconnaissance
survey, suitable proposal has been developed which is almost free from
major local encumbrances, structures/settlements, forest area etc.
Description of the Proposal
The proposed 2 x 800 MW Uppur Thermal Power Plant Project site is
situated nearer to the proposed Thiruppalaikudi Railway station on the
alignment of New Railway line between Ramanathapuram and Karaikkudi
for which RETS has been completed by Southern Railway.
Hence, two options have been studied for the proposed siding. Option – I
is from proposed Thiruppalaikudi station and Option – II is from
Ramanathapuram an existing station on the rail network of Madurai
Division, Southern Railway.
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The proposed power plant inside yard arrangements have been proposed
600 mts. away from the East Coast Road (ECR).
OPTION – I
Based on the RETS report of Southern Railway (August- 2011),
Thiruppalaikudi Station has been proposed as “Halt” station. In this
option, Thiruppalaikudi Railway station has been considered as serving
station for the proposed power plant Railway siding. Since the Railway
proposal is with only one main line (as Halt station), it has been proposed
with one loop line for upgrading the station as crossing station.
- For the proposed rail infrastructure, the proposed spine line takes off
from the proposed loop line on the Karaikkudi end of proposed
Thiruppalaikudi station and the take off has been considered as Ch.
0.00
- A cross-over has been proposed in between the proposed spine line
and main line of Thiruppalaikudi station for direct reception / dispatch
to the main line.
- The spine line starts with a left hand curve with a radius of 300 mts.
From Ch. 213.16 and runs straight further it takes a right hand curve
with a radius of 300 mts from Ch.357.78 mts before entering into the
proposed plant boundary.
- Inside the plant boundary the spine line runs as Road No.1.
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- Inside the yard, Road Nos. 1,2,3,4 and 5 are proposed as R&D lines
and Road No.6 as oil line with a minimum clear stabling length (CSL)
of 715m each.
- Wagon Tippler – 1 has been proposed in WT Line -1 at Ch. 1964.60
which is extension of Road No.2
- Wagon Tippler 2 has been proposed in WT Line -2 at Ch.1964.60
which is extension of Road No.3
- Wagon Tippler -3 has been proposed in WT Line 3 at Ch.1886.47
which is extension of Road No.4
- WT line 1, 2 and 3 has been extended after Wagon Tippler for post
Tippling lines with minimum CSL of 715 mts.
- Road 1 and 5 have been extended for the purpose of bringing the
empty wagons to R&D lines by avoiding Wagon Tipplers.
- Turbine line has been proposed from the Extension of Road 1.
- One loco line is proposed for a length of 250 mts. With a loco shed
- Two nos. of sickline has been proposed with a CSL of 150 and 100
mts.
- All the three tipplers have been proposed with side arm charger facility.
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STANDARD OF CONSTRUCTION
Gauge
The gauge for construction of proposed rail infrastructure shall be of broad
gauge standard i.e. 1676mm (5.6”)
Permanent Way
52 Kg – T 12 quality rails on PSC sleeper with M+7 density at 1540
Nos./KM has been proposed in the siding as well as in the loading yards
area in compatibility with the Railway Standard.
Points and Crossings
All points and crossings shall be of 1 in 8 ½ curved switches. Except at
main line take off points were 1 in 12 curved switches points & crossings
has been proposed. PSC sleepers will be provided at all the points and
crossings.
Ballast
250mm cushion with 50mm size stone aggregate has been proposed for
all lines. All Points and Crossings shall be provided with 50 mm size stone
ballast.
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FORMATION
Embankment
Formation top width of bank has been taken as 6.85 m for single track.
Embankments are proposed to be made of mechanically compacted earth
with side slopes of 2:1 (up to 6 m height). Moorum blanketing of minimum
50 cm. thickness has been proposed on the top of the embankment duly
compacted as per Railway specifications.
Cutting
The cutting shall have a total width of 6.25m for single track excluding side
drains and shall normally have 1:1 side slopes except in rock where the
slopes of ½:1 (or) steeper shall be provided depending upon type and
condition of rock.
Turfing
Turfing has been envisaged for side slopes of all embankments.
Protection works
Provision of pucca side drains have been proposed either side in the
cutting zone. Boulder stone pitching with grouting with 1:6 C.M. has been
recommended in high bank portion.
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STRUCTURAL CLEARANCE
All over head structures will have clearance to cater for electric traction
(OHE).
SPEED POTENTIAL
The speed limit of trains in the serving yard and unloading yard : should be
restricted to 15 kmph.
MOVING DIMENSIONS
The overall profile must not infringe the maximum moving dimensions
specified by the Indian Railway.
REQUIREMENT OF LAND
Tentative land requirement for the proposed railway yard has been
assessed as under:.
S.No Head Length
in Mts
Width
in Mts
Area in
Sq.Mts
1 Yard arrangements (except
peripheral service road and green
belt)
2600 75 195000
2 Lead line from Thiruppalaikudi
station
500 25 12500
Total 207500
Total area in Hectares 20.75
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OPTION II
For the proposed rail infrastructure, the proposed spine line take off from
Ramanathapuram station and the take off has been assumed as Ch. 0.00
and the spine line ends at proposed Thiruppalaikudi station.
The stretch between Ramanathapuram and Thiruppalaikudi station,
Southern Railway had done the RETS during August 2011. The same
was updated for this study from Ramanathapuram to Thiruppalaikudi
Railway station is described below.
- Railway Board have sanctioned a Reconnaissance Engineering cum
traffic survey for a new BG line from Karaikkudi and Ramanathapuram
for a length of 96.237 km as a part of New BG line between Karaikkudi
and Tuticorin via Ramanathapuram (km. 214.81).
- Karaikkudi is one of the important station and is situated in the
Sivagangai district. It is also an important Junction station at km
494.14 from Chennai. Ramanathapuram is an existing crossing station
and proposed as Junction station at km 614.93 from Chennai.
- The new alignment joins at Milavittan an existing crossing station and
proposed as Junction station. In the new alignment and is in Tuticorin
District.
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- In the Newline alignment of Karaikkudi – Ramanathapuram,
Thiruppalaikudi station has been proposed as Halt station at km.
70.394 from Karaikkudi and Km. 25.80 from Ramanathapuram.
- Southern Railway had done the survey by collecting the topo sheets to
scale 1:50000 from Survey of India. A trial alignment was fixed based
on obligatory points served. The final alignment was fixed based on
the site conditions after collecting required data and other salient
features.
- While selecting the alignment important rivers and road crossings and
station sites were fixed first. Introducing smooth curves then joined
these obligatory points. The alignment now proposed has been
achieved after number of trials made on the topo sheets.
- The entire alignment from Ramanathapuram to Thiruppalaikudi have
been updated by RITES team conducting reconnaissance survey from
Ramanathapuram station to proposed 2 x 800 MW Uppur Power Plant
site.
- Major part of the alignment passes through Dry land, saltpan and some
portion wet areas. There are intervening stretches of cultivable lands
as well. The proposed alignment passes through major rivers mainly
Uppur, Vaigai and water bodies in between Ramanathapuram and
Thiruppalaikudi.
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- The characteristics of the soil in the region are red soil, red loam and
sandy soil. Large part of the geological structure of the project area is
made up of cultivable land except the stretches of sea coast where
sandy strata is available on sub grade formation.
- As per the RETS report of Southern Railway (August – 2011), the new
line will be of Group “D” category.
- As per the RETS Report of Southern Railway (August 2011), the ruling
gradient is 1 in 280 duly compensated for curvature at the rate of
0.04% per degree of curvature. Vertical curves are laid wherever the
algebraic difference of change in grade is 4mm of more per meter.
The gradients of proposed new station yards at crossing stations are
not steeper than 1 in 1200. Gradients were maintained as proposed by
Southern Railway RETS report from Ramanathapuram to
Thiruppalaikudi station for the proposed Railway siding.
- Embankments are proposed with a top width of 6.85 meters with a side
slope of 2:1 and cuttings are proposed to have a width of 6.25 meters,
excluding side drains on either side with a side slope of 1:1 or steeper
depending on the nature of strata. Bad soil locations shall be identified
for detailed investigation during Final location survey as per IRPWM.
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- Bridges are proposed for single line and are to be designed for
modified BG loading. Waterway is required to be provided as per the
codal provisions of Bridge Manual.
- ROB/ RUB’s have been proposed across the National Highway / State
Highways. Limited vent way, Road over Bridges / Road under Bridges
has been proposed at all crossings of the alignment duly utilizing the
deep cuttings and high banks.
- Alignment of existing LT / HT power lines and P&T communication
over head lines and cables are ascertained to estimate the feasibility
and cost of crossing, raisings and diversion as also extension of power
supply distribution lines to proposed station site, level crossings and
other installation.
- The permanent way is proposed with 52 kg Class – I rails on PSC
sleepers at 1660 density with a ballast cushion of 350 mm of hard
stone ballast for mainline and 1540 nos. of PSC sleepers with 250mm
ballast cushion loop line and other shunting lines etc. All points and
crossing are proposed to lay on PSC layout.
- The mode of traction is Diesel. Vertical clearances as well as
horizontal clearance for all structures will however cater to
electrification (25 KVAC) as per Schedule of Dimensions.
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- The crossing stations of Devipattinam and Thiruppalaikudi are
proposed to be provided with basic traffic facilities as required for the
particular class of station.
- Stations proposed as crossing station are with loop lines of 715
meters.
- Minimum numbers of staff quarters are proposed at Devipattinam and
Thiruppalaikudi stations for different departments.
- The signaling and interlocking arrangements are Standard – II (R)
MACL signals with centralized panel interlocking.
- The gauge of the proposed new B.G. line between Ramanathapuram
and Thiruppalaikudi is broad gauge (1676mm).
- The take off point of the proposed siding is 3.50 km. away from
Ramanathapuram towards Manamadurai in the existing rail net work
and it has been considered as fixed point ch.0/00. from where all
chainages are reckoned.
- The length of proposed BG line between Ramanathapuram and
Thiruppalaikudi has a route length of 25.800 kms.
- The mean sea level is the datum to which levels are referred.
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- There are two major rivers crossing this new alignment namely Vaigai
river and Uppur river.
- In addition, the alignment crosses many streams and water courses
and number of balancing culverts have been proposed at frequent
intervals for cross drainage purpose.
- The alignment passes through plain and plateau terrain. The formation
is predominantly on embankments, to facilitate crossing of field drains.
- Railway alignment has been proposed avoiding mostly built up areas.
It runs almost straight with flatter curves and enters to Thiruppalaikudi
station at Km. 25.843.
- There are two major bridge and Nine minor bridges proposed in this
stretch.
Sl. No.
Chainage from Ramanathapuram
by pass
Description
1 7060 VAIGAI RIVER CROSSING PRO. 2 x 18.30m PSC GIRDER
2 23000 UPPUR RIVER CROSSING PRO.4 x 18.30m PSC GIRDER
- No level crossings have been proposed in this stretch. There are 8
RUB’s and 2 ROB’s proposed in this stretch.
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- Two new crossing stations are proposed in this stretch between
Ramanathapuram and Thiruppalaikudi. The names of the stations and
their inter distances are furnished below:
Sl. No.
Chainage for Ramanathapuram by pass
Station Name Type of Station
Inter
Distance
1 0.00 Ramanathapuram
bypass
Block Hut 0.00
2 16.96 Devipattinam Pro.Crossing 16.96
3 24.62 Thiruppalaikudi Pro.Crossing 7.66
THIRUPPALAIKUDI Km. 24.62
- Thiruppalaikudi station is proposed as a crossing station. This is a
small town at the sea coast about two to three kms. from the sea
shores. Just one kilometer from the station towards the south the
alignment crosses Uppur River. This river is formed with a number of
local branches and water bodies flows to the sea. The “HFL” is very
low. 4 x 18.30 m PSC Girder is proposed for this river crossing.
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DEVIPATTINAM Km. 16.96
- Devipattinam is a small town very close to the sea shore with fishing
activities. This is proposed as a crossing station. The proposed
alignment cut across the road recently developed as national high way.
ROB of 1 x 12.1M span is proposed (for 2 tracks) for this crossing.
The alignment also crosses a narrow branch of Vaigai River for which
a bridge of 2 x 18.30 span PSC girder is proposed.
- The section between Devipattinam – Ramanathapuram is the longest
block section.
- The new line is proposed to be constructed to BG main line standard.
Bridges are proposed to be designed for modified BGML standard and
the substructure and superstructure shall be constructed accordingly.
LAND
- For the entire length of alignment between Ramanathapuram and
Thiruppalaikudi, minimum requirement of land for single broad gauge
line has been proposed as per the Engineering code.
- It is proposed to adopt 6.85 m wide banks and 6.25m. wide cuttings
excluding side drain with dwarf wall wherever necessary for side
drains. The bank and cuttings proposed are as per IRPWM.
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- Provision has been made for catch water drains on the top of the
cutting, wherever the terrain is sloping towards the railway cutting.
- No tunnels have been proposed in this section.
- There are 2 major bridges and 10 minor bridges in the entire alignment
for waterways.
ROAD OVER AND ROAD UNDER BRIDGES
- Road over Bridge has been proposed across the National Highway /
State Highways crossing at two locations. Road Over Bridges / Road
Under Bridges have also been proposed across the alignment in deep
cuttings and high banks.
- There is no level crossing proposed in this alignment.
PERMANENT WAY
- It is proposed to use 60 kg./ 52kg. Class I rails on PSC sleepers with
1660 sleeper density and ballast cushion of 350mm for main line and
1540 nos. PSC sleepers for loop lines. The size of ballast will be 50
mm, for both main and loop lines. 1 in 12 turnouts are proposed on
running lines and 1 in 8 ½ on goods lines and lines leading to snag
dead ends.
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STATIONS, OFFICES AND STATION SHEDS
- Station buildings at crossing stations are provided as per approved
type plans according to the importance of station.
- Proper approach roads and circulating area have also been proposed
at all stations. All the yard diagrams have the approval of CTPM/
Southern Railway.
- All loops are proposed for 715m length with properly isolation.
- The current rates prevailing in the project area based on SSR have
been adopted for labour and materials and for the preparation of the
project estimate.
- Power line and telegraphic line crossings are proposed with the
clearance required for broad gauge standards. All structures, road over
bridges etc. have been proposed for electrification standard (25 KV
AC)
GENERAL CHARGES
- Provision has been made in the Civil Engineering estimate at 9.13%
towards General Charges viz. Establishment and other than
establishment.
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LIST OF MAJOR BRIDGES
Sl. No.
CHAINAGE FROM RAMANATHAPURAM
BYPASS
DESCRIPTION REMARKS
1 7060 VAIGAI RIVER CROSSING
PRO.2X 18.30m PSC GIRDER
2 23000 UPPUR RIVER CROSSING
PRO.4 x 18.30 PSC GIRDER
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LIST OF MINOR BRIDGES
Sl. No. DESCRIPTION
1 PRO. 1 x 1.2m RCC BOX (BALANCING CULVERT)�
2 PRO. 1 x 1.2m RCC BOX (BALANCING CULVERT)�
3 PRO. 1 x 1.2m RCC BOX (BALANCING CULVERT)�
4 EXG. DRAIN 3.00m WIDE PRO. 1 x 3.05m RCC BOX CULVERT
5 PRO. 1 x 1.2m RCC BOX (BALANCING CULVERT)
6 EXG. DRAIN 1.00m WIDE
PRO. 1 x 1.2m RCC BOX CULVERT
7 EXG. DRAIN 1.00m WIDE
PRO. 1 x 1.2m RCC BOX CULVERT
8 EXG. DRAIN 1.00m WIDE
PRO. 1 x 1.2m RCC BOX CULVERT
9 PRO. 1 x 2m RCC BOX CULVERT
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LIST OF ROB’s
Sl. No.
CHAINAGE FROM RAMANATHAPURAM
BYPASS
DESCRIPTION
1 168.05 NH ROAD (RAMNAD - MADURAI) CROSSING (SKEW)
PRO 1 x 12.2m PSC GIRDER ROB
2 15250 EXG. N.H. ROAD (RAMNAD – TRICHY) CROSSING 5.5m WIDE PRO. 1 x 12.2m PSC BOX ROB
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LIST OF RUB’s
Sl. No.
CHAINAGE FROM RAMANATHAPURAM
BYPASS
DESCRIPTION
1 2030 EXG. BT ROAD 3.5m WIDE
PRO 1 x 4m RCC BOX RUB
2 3160 EXG. BT ROAD 3.5m WIDE
PRO 1 x 4m RCC BOX RUB
3 9810 EXG. BT ROAD 3.5m WIDE
PRO 1 x 4m RCC BOX RUB
4 11760 EXG. BT. ROAD 3.5m WIDE
PRO 1 x 4m RCC BOX RUB
5 12590 EXG. BT. ROAD 3.5m WIDE
PRO 1 x 4m RCC BOX RUB
6 20880 EXG. METALLED ROAD 3.5m WIDE
PRO.1 x 4m RCC BOX RUB
7 22050 EXG. BT. ROAD 3.5m WIDE
PRO 1 x 4m RCC BOX RUB
8 23350 EXG.CART TRACK ROAD 3.5m WIDE
PRO 1 X 3.50 m RCC BOX RUB
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POWER LINE CROSSINGS
Sl. No.
CHAINAGE FROM RAMANATHAPURA
M BYPASS
DESCRIPTION
1 6800 EXG. HT POWER LINE CROSSING PRO. TO BE SHIFTED / LIFTED SUITABLY
2 11900 EXG. HT POWER LINE CROSSING PRO. TO BE SHIFTED / LIFTED SUITABLY
3 16100 EXG. HT POWER LINE CROSSING PRO. TO BE SHIFTED / LIFTED SUITABLY
4 16520 EXG. HT POWER LINE CROSSING PRO. TO BE SHIFTED / LIFTED SUITABLY
5 16660 EXG. HT POWER LINE CROSSING PRO. TO BE SHIFTED / LIFTED SUITABLY
6 23200 EXG. TELEPHONE LINE CROSSING PRO. TO BE SHIFTED / LIFTED SUITABLY
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CHAPTER - 17
ABSTRACT OF COST ESTIMATE
ESTIMATE & CONCLUSION
Estimate
The Budgetary cost estimate of Railway siding facilities for proposed
Uppur Thermal Power Project at UPPUR (Thiruppalaikudi), Thiruvadanai
Taluk, Ramanathapuram District have been prepared, on the basis of
prevailing rates for man power and materials. This may require minor
modification at the time of Detailed Engineering study and Project
Implementation.
The estimated cost for the (i) Proposed Railway track between
Ramanathapuram and Thiruppalaikudi Stations and (ii) Proposed Railway
siding from Thiruppalaikudi Station to plant entry and proposed yard
facilities are given in the table below:
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ABSTRACT ESTIMATE FOR THE PROPOSED RAILWAY TRACK BETWEEN
RAMANATHAPURAM AND THIRUPALLAIKUDI STATIONS
Sl. No.
Description Unit Qty. Rate (Rs.) AMOUNT (Rs.)
I CIVIL ENGINEERING COST
1100 - New BG Line 1110 - PRELIMINARY EXPENSES KM 28 200000 5600000 1120 - LAND KM - 0 0 1130 - FORMATION KM 28 8000000 224000000 1140 - PERMANENT WAY KM 28 25000000 700000000 1150- BRIDGES MAJOR BRIDGES LS 200000000 MINOR BRIDGES LS 50000000 ROBs LS 320000000 RUBs LS 120000000 1160 STATIONS AND BUILDINGS LS 150000000
1170 EQUIPMENT PLANT AND MACHINERIES LS 5000000
SUB-TOTAL 1774600000 Contingencies @ 3% 53238000 TOTAL 1827838000
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Sl. No. Description Unit Qty. Rate (Rs.)
AMOUNT (Rs.)
General charges -Establishment @ 7.83% 143119715
General Charges other than Establishment - 1.30% 23761894
TOTAL FOR CIVIL ENGINEERING WORKS 1994719609
II GENERAL ELECTRICAL DEPARTMENT WORKS 70000000
III SIGNAL AND TELECOMMUNICATION WORKS 210000000
TOTAL AMOUNT Rs. 2274719609 say Rs.227.50 Crores
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ABSTRACT ESTIMATE FOR THE PROPOSED RAILWAYSIDING FROM THIRUPALLAIKUDI STATION TO PLANT ENTRY AND PROPOSED YARD
FACILITIES ��
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S.No Description Qty Unit Amount (Rs.)
1110 PRELIMINARY EXPENSES 1 LS 2500000.00
1120 SITE CLEARANCE 1 LS 100000.00.00
1130 EARTHWORK FORMATION AND SIDE DRAINS 104000000.00
1140 PERMANENT WAY 325000000.00
1150 DRAINS / CULVERTS 20000000.00
1160 EQUIPMENTS 5000000.00
1170 OTHER WORKS 50000000.00
1180 SIGNALLING AND TELECOMMUNICATION 100000000.00
1190 GENERAL ELECTRIFICATION 50000000.00
TOTAL OF ABOVE ITEMS (A) 656600000.00 Contingencies @ 3%
19698000.00
SUB TOTAL
(B) 676298000.00
Project Management Consultancy charges @ 12.50% on (B)
84537250.00
TOTAL
(C) 760835250.00
Add Centage charges 4% payable to Railways on (B)
27051920.00
TOTAL AMOUNT
787887170.00
say Rs. 79.00 CRORES
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This cost estimate does not include:
a) Cost of land from Ramanathapuram proposed bypass to
proposed Thiruppalaikudi station, lead line up to plant
boundary and proposed in-plant yard.
b) Running and maintenance cost of railway siding and service
roads.
c) The cost for diversion of Existing road leading to Valamavoor
on both ends of the yard will be additional.
d) The cost of shifting of HT/LT lines and telephone lines.
e) Payment to any other government agency for any work,
which may be required to be carried out in connection with
the construction of railway siding.
f) The cost of any additional works which may crop up during
construction period.
g) The cost of cutting of trees.
h) The cost of land to be acquired or taken from Railways on
lease.
i) The cost of fire fighting arrangement/safety equipment as per
recommendations of Chief Controller of Explosives, Nagpur.
j) All cargo related charges
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k) Cost of Operating, Commercial, S&T and Electrical Staff as
per the rules and regulation in force at the time of
commissioning of the siding.
l) Running expenses on supply of electricity and water and
telephone connection to be provided to railway staff by
TANGEDCO.
m) Abstract estimate for Designing the Unloading Yard with
BOBRN wagons.
n) Abstract estimate for the siding at loading end i.e., facilities
inside the TTPS, and lead line from Tuticorin Port
Marshalling Yard.
o) Additional lines, if any, required at Tuticorin Port Marshalling
yard.
Conclusion
The Cycle of operations described in Chapter - 8 will continue every
day or as per the requirement of TANGEDCO. This system of
operation will result in savings in cost and time.
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GOVERNMENT OF INDIA MINISTRY OF RAILWAYS
(RAILWAY BOARD)
No.2011/Infra/12/32 New Delhi, Dt.10.12.2012
General Managers, All Indian Railways
Subject:- Participative models for rail-connectivity and
capacity augmentation projects.
Cabinet Committee on Infrastructure has approved a policy on
participative models for rail connectivity and capacity augmentation
projects which is enclosed. This policy supersedes the R3i and R2CI policies notified earlier. Adequate publicity may be given to the policy for
attracting potential investors.
This issues with the concurrence of Finance Directorate of Ministry
of Railways.
The receipt of this letter may please be acknowledged.
DA: As above.
(Mukul arah Mathur) Executive Director/Traffic/PPP
No.2011/Infra/12/32 New Delhi, Dt.10 .12.2012
Copy to:
1. FA&CAO, All Indian Railways
2. DAI(Railways) with 36 spares
For Financial Commissioner/Railways
No.2011/Infra/12/32 New Delhi, Dt. 10 .12.2012
Copy forwarded for information and necessary action to:
1. Chief Operations Manager, All Indian Railways 2. Chief Commercial Manager, All Indian Railways, 3. Principal Chief Engineers, All Indian Railways 4. DG/RDSO, Manak Nagar, Lucknow 5. DG/Railway Staff College, Vadodara 6. Director, Indian Railways Institute of Transport Manager, Manak
Nagar, Lucknow 7. Managing Director, Kon ,Kan Railway Corporation, RVNL, DFCCIL,
CRIS, IRCON, RITES, CONCOR
(Mukul SL:k ran Mathur) Executive Director/Traffic/PPP
No.2011/Infra/12/32 New Delhi, Dt.10.12.2012
Copy for information to:
1, CRB, FC, MT, ME, MM, MS, ML and Secretary Railway Board, New Delhi
2. AM/T, AM/C, AM/Plg, Adv/Rates, Adv/Finance, Adv/Infra, Adv/Vig., EDTT(M), EDTT(S), EDTT(F), ED/P, EDPP, EDF(C ), EDV(T), ED/F/PPP, ED/Infra/Civil, ED/Mech/PPP, DTT(Cord), OSD(CRB),
OSD(MT) and DTC( R), Railway Board
(Mukul Sdran Mathur) Executive Director/Traffic/PPP
Railway Board
POLICY FOR PARTICIPATIVE MODELS IN RAIL-CONNECTIVITY AND CAPACITY AUGMENTATION PROJECTS
1 General
Indian Railways are operating in the core sector of the economy. To strengthen, modernise and expand the IR network, the investment requirement is huge. Ministry of Railways wishes to attract private capital for accelerated construction of fixed rail infrastructure. For this purpose, it has formulated participative investment models for its existing shelf of projects and also for new
projects.
These are generic models. The specific issues will be decided on a case-to-case basis depending on the model of private investment, Ministry of Railways will either grant direct permission or go in for competitive bidding for award of concession.
2. Who Can Participate
• State Governments.
• Local bodies
• Beneficiary industries
• Ports • Large import and export companies
• Co-operative Societies and other body corporate.
• Infrastructure and Logistics providers. PIO/Overseas Corporate Bodies
(OCB) (After FIPB clearance)
• Foreign Direct Investor (After FIPB clearance)
® Other investors.
Advantages to Investors
OpenS opportunity for returns from investment in rail projects.
• Ensure timely availability of rail infrastructure to the beneficiaries viz. Port,
Industry and States.
Advantages to the State Governments
• Ensure timely development of rail infrastructure critical to the economic
development of the State.
• Reduces congestion on the roads.
• Investment in rail is cost effective compared to road.
• It is environment-friendly. Page 1 of 11
5 Objectives
Supplementing Government investment in rail infrastructure projects by private capital flows. Involving the States in creation/development of rail infrastructure for the common public good.
• Timely creation of rail transport capacity to avoid supply-demand mismatch.
▪ Ensuring availability of transport needs consistent with the expected GDP growth of 9%.
6 Models and policy framework 1
6 1 Non-Government Railway Model-Salient Features
Applicability
This model shall be applicable to first and last mile connectivity projects at either end of the rail transportation chain providing connectivity to ports, large mines, logistics parks or other similar industries/ cluster of industries, which are handling goods traffic for multiple consignors or consignees. It is applicable for transportation of any kind of goods traffic. These railways will be operated on "common carrier" principle for public transportation of goods. The railway connectivity will be developed on private and and it will be a Non- Government Railway project.
Legal/Policy Framework
It will he a Non- Government Railway under Railway's Act 1989. The Railway will become member of Indian Railway Conference Association. Under extant governmental policy, the train operation will be undertaken by the Zonal Railway serving the Non- Government Railway in a seamless manner. Proposal for such a Railway system will emanate from the beneficiaries of the first/ last mile connectivity.
Project Development and Project Structuring
Project development and project structuring will be done by Project Developer to establish project cost, land requirement and other project component requirements. The project report will he examined by IR from the stand- point of
This pal a(1.1aph out limas We basic pninciplas of various panic:in:Amity models. Detailed :Luictialines/Conc(tcsion
A. , trci.ari -lents will he cicvelopaci in boa course Rage 2 of 11
r
t ,
1
its meeting of operational requirement for the traffic being projected for the railway system.
Project Developer, Funding and Land acquisition
• It envisages financial participation of the project proponent in the development and creation of rail infrastructure for providing first/last mile connectivity under an agreement with MoR either on its own or as a joint venture with infrastructure financing and development institutions.
• Funds will be fully mobilised by the project proponent etc. without any participation by the Railways.
• Land for the line will be acquired by the Project Developer to provide connectivity with the main line railway system. Railway land for providing connectivity may also be made available on lease/license as per extant policy. However, in such case commercial utilisation of the railway land for purposes other than for the project will not be permissible.
Construction
• Project construction will be done by Private Railway either on its own through a private agency or through Railways as special deposit work. Certification will be done by IR as per extant rules/policy.
Maintenance
• Maintenance of the project line and project assets will be done by the Non- Government Railway as per IR standards under supervision/ certification by the Zonal Railways on payment of supervision charges. Alternatively, Non- Government Railway may choose to entrust the maintenance to IR by entering into an O& M agreement.
• Renewal of project asset, technological up-gradation and capacity addition from time to time shall be undertaken by the project developer at its own cost as per IR standards.
Operations and Revenue Collection
• There will be seamless operation between IR network and the non- government railway system by IR with IR's rolling stock and locomotives. Railways will recover the cost of operation from non- government Railways (See Revenue Model).
• Commercial activities related to freight handling at the terminal will be done through Goods Clerk posted by IR whose cost shall be borne by IR. Freight for both outward and inward traffic will be collected by IR.
Page 3 of 11
Revenue Model
• IR will pay user fee for the usage of infrastructure. • User fee will be calculated on the basis of following
• Private line's apportioned share of 95% freight computed on the basis of Inter Railway Financial Adjustment Rules as provided in Paras 868 and 869 of Indian Railways Finance Code Volume-I Net of cost of operation and other fees/charges.
• Normal IR tariff/ freight rates shall apply on the project line. Freight revenue will be collected by IR
• The Non-government Railway shall pay the fixed cost i.e. the cost of essential operational and commercial staff to operate the line such as station staff, gate-keepers and maintenance supervisors etc. to IR. Variable Cost of operation shall be computed in terms of cost of rolling —stock usage,fuel/energy, crew etc including allocable overheads. The variable cost and other charges such as demurrage on wagons at terminals operated by the Non-Government Railway, where applicable, shall also be recovered by IR at the time of making net payment to the Non- government Railway.
Sidings and new line connectivity
▪ IR will have full rights to provide new rail connectivity taking off from the project line or provide sidings from the project line. However, the cost of the new connectivities including modifications to stations/yards shall be borne by new entrants and interests of original customers of the Non-Government Railway for freight movement shall be protected.
Concession Period
* As the project line is on private land and the assets are fully private infrastructure, it will be transferred to IR in case of violations of specified terms of agreement at terms set out in the Agreement or by mutual consent at such terms as may be mutually agreed.
6.2 JV Model for operationally necessary/ bankable sanctioned/to be sanctioned Railway projects - Salient Features
Applicability
• It is generally applicable for bankable New line and Gauge Conversion projects either sanctioned or proposed to be sanctioned having clearly identifiable stake holders either as user of the line or utilities such as ports, mines, exporters, plants and the State Governments. Bankability of the
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projects, if required, can be enhanced through innovative financial structuring such as sub- ordinate debt, grants etc.
Project Development and project structuring, Land acquisition
• Project development will be done by Indian Railways or its PSU through consulting firms to establish project cost, land requirement, project design and other project component requirements, and project bankability.
• IR will do financial structuring of the project to make it bankable including Identification of risks and mitigation measures.
• Land acquisition will be done either by Indian Railways at the JV's cost or by the JV itself as mutually decided. Ownership of the land will vest with the Railways. Land will be given to the JV on annual token lease of one rupee for the entire concession period. Cost of acquisition of land will be treated as a long-term non-interest-bearing advance and will be refunded to the JV on expiry/termination of concession. For such cases, the land acquisition cost will be certified by an independent agency.
• Railway land, as available, and MG/NG assets in case of Gauge Conversion projects ,required for the project will be made available on lease/license at a token rental/fee of Re 1.00 per annum.
Selection of equity partners, Funding, Revenue Model
• It envisages participation of the stakeholders and beneficiaries besides national level infrastructure funding institutions in the development and creation of rail infrastructure through appropriate concession.
• Financial participation will be through equity participation in the JV. The JV will be a joint venture with Railways as a partner with IR or its PSU holding a minimum of 26% equity shares. Other partners will be selected from the stakeholders such as users of the line like ports, mines etc. Selection of partners will be done through a transparent Expression of Interest process, with clearly laid down technical qualifications based on parameters like networth, minimum threshold of equity participation etc. However participation by state governments and PSU's and other government entities will be through nomination basis.
• Project will be assigned to the JV by Ministry of Railways on nomination basis.
• Debt will be raised through Project Finance route without any guarantee by the Government of India.
• Revenue from the operation on the project line will be collected by IR through its commercial staff. Revenue stream of the JV shall be established through revenue apportionment from freight operation for the
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project line as per Inter-Railway Financial Adjustment as stipulated in IR Finance Code Vol-I. No apportionment of passenger revenues will be made. JV will provide free access to IR passenger trains. Normal IR tariff/ freight rates shall be applicable. Inflated tariff to improve bankability could be approved by Railway Board in specific cases.
O Commercial utilisation of railway land, commercial publicity rights as permissible under the law and public policy.
Construction
• Project construction will be done by the JV. The JV must ensure transparency in project procurement in line with the extant guidelines of Government for public procurement. The ,JV, may, however, choose to entrust construction to IR or its agencies by entering into a Construction Agreement. Certification will be done by IR as per the extant rules/policy.
Maintenance
• Maintenance of the project line could be done either by the JV or by IR through an O&M agreement. In case the maintenance is undertaken by the JV, supervision/certification shall be done by IR on payment of supervision/certification charges by the JV.
Operations
• Operations will be done by IR.
Recovery of O&M cost
• IR will recover O&M cost or cost of operation as applicable as per the Agreement. The JV shall compensate IR for the fixed cost i.e. the cost of essential operational and maintenance staff and other maintenance expenditure (if maintenance is to be done by IR) or the cost of supervision/certification. The variable cost of operation i.e. the cost of rolling-stock usage, fuel, crew etc. shall be recovered from the apportioned revenue. IR will pay to the JV apportioned revenue net of such cost as applicable, as per a pre-defined formula to be specified in the O&M or Operations agreement.
Concession period
O Concession period will be normally 30 years including the Construction period. The concession period shall be subject to both upward and
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downward revision depending on shortfall/excess of traffic materialisation vis-a-vis the specified threshold traffic (80% of the total traffic to be carried during the Concession period expressed in terms of million tonne kilometres) on the Target Date (25 years after signing of the Agreement). Threshold traffic shall be determined on the basis of the Feasibility Report. For every shortfall of 4%, the Concession shall be extended by one year and the reverse principle shall apply if actual traffic exceeds the threshold traffic. However, the concession period shall not be less than 25 years and more than 35 years of operation.
• Cost of land acquisition paid by the JV shall not be factored in for the purpose of such equity return. No termination payment shall be admissible in case of natural expiry of the concession period.
Risk Mitigation
• Traffic guarantee and rolling stock availability agreement will be signed wherever such guarantees are considered necessary to mitigate the demand risk. Traffic guarantee shall be in the form of a "take or pay" agreement on the part of the strategic partners (users) for the minimum volume of traffic to be moved. Strategic partners will be required to enter into an agreement with IR on minimum commitment of traffic volumes to be moved on the line.IR shall assure provision of rolling-stock for loading and transportation in respect thereof. In case of failure by either the strategic partners (users) or IR, penalties stipulated in the agreement shall be payable to JV.
General Features
• JV shall operate on "common carrier principle for public transportation of goods and passengers. For rail users, IR would be the interface.
6.3 Railway Projects on BOT awarded through Competitive Bidding - Salient Features
Applicability
• This model shall be applicable to the sanctioned Railway projects where it is not possible to identify a stakeholder or strategic investor who can take a lead in making investment in the project line. The projects under this model will generally be long rail corridors carrying traffic generated from various streams. These will be sandwiched sanctioned new line and gauge conversion projects or dedicated freight corridors. In the absence of strategic investor, selection of investors will be done through competitive bidding process. The
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concessionaire so selected will design, build, finance, maintain and transfer the railway line at the end of concession period.
Project Development
• Project development, preparation of DPR, establishing financial viability & bankability will be done by MoR/Zonal Railway by engaging credible consultants and the project will be sanctioned as a railway project following the applicable procedure of appraisal/approval of PPP projects.
Selection of concessionaire
• The concessionaire will be selected through competitive bidding process. Premium or grant ( through viability gap) will be the bidding parameter.
Design, Build, Finance, Maintain and Transfer(DBFMT) Concession
• The project will be funded by the concessionaire. The concessionaire will design and build the project within the design & performance parameters specified by MoR. The statutory/mandatory design approvals, wherever required, will have to be taken from CRS or the concerned Zonal Railway. However, it will be the responsibility of the concessioning authority/IR/Zonal Railways to get these approvals within a specific timeframe.
• Land acquisition for the project will be done by the Railways at their cost. Land will be owned by the Zonal Railways. It will be given to concessionaire on license on a token license fee of Ref per annum.
Revenue share
User fee to be paid by IR will be calculated on the basis of following principles:
i. IR published tariff for the year of RFQ will be used as base tariff along with specified annual escalation percentages based on inflated mileage charges.
ii. Inter Railway Financial Adjustment formulae shall be used for apportionment of freight realized by IR on the project section.
iii. The user fee to be paid to concessionaire by IR will be 50% of the apportioned freight as calculated in (ii) above.
Regardless of actual running of trains, trains chargeable to the route as per the routing indicated in the Railway Receipt (RR) shall be considered for apportionment. To insulate the concessionaire from the risk of inflation, appropriate mechanism for year-on-year escalation of base tariff (prevailing tariff levels) shall be built in. In case, freight revisions by IR lag and freight
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charges do not cover the pay-out to the concessionaire, IR would recover such additional amounts by levying and collecting inflated mileage charges on the project line on the pattern of Konkan Railway.
Construction
• Project construction will be done by concessionaire through its own agency under mandatory certification and supervision from Railways.
Maintenance
• The concessionaire shall be responsible for maintenance of the project line to make it rail-worthy at all times including replacement/renewal of assets as per IR standards and specifications. Supervision and certification shall be done by IR on payment of specified charges.
Operation
• Train operation will be done by Indian Railways.
Concession Period
• Concession period will be fixed at 25 years. This shall include the Construction period. The concession period shall be subject to both upward and downward revision depending on shortfall/excess of traffic materialisation vis-a-vis the specified threshold traffic (80% of the total traffic to be carried during the Concession period expressed in terms of million tonne kilometres) on the Target Date(20 years after signing of the Agreement). Threshold traffic shall be determined on the basis of the Feasibility Report. For every shortfall of 4%, the Concession shall be extended by one year and the reverse principle shall apply if actual traffic exceeds the threshold traffic. However, the concession period shall not be less than 20 years and more than 30 years.
6.4 Capacity Augmentation (Doubling/Third line/Fourth line, etc) with
funding provided by customers.
This model addresses doubling/ multiple line projects where some customers are beneficiaries of the capacity addition and may be interested in funding the project for expeditious completion/commissioning.
Project Development, Financing, Construction, Maintenance and Operation
• The project will be sanctioned as a railway project on the basis of an MOU/Agreement entered into between Railways and the Customers wishing
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to fund the project in full or part. It will be constructed, maintained and operated by Railways. IR shall ensure that the funds advanced by the customers will be treated as deposits and used solely for timely execution of the concerned project by appropriate ring -fencing. The ownership of the line and its operation and maintenance will always remain with Railways. In return, Railways will pay upto 7/0 of the amount invested through freight rebate on freight volumes every year till the funds provided by the project beneficiary is recovered with interest at a rate equal to the prevailing rate of dividend payable by Railways to General Exchequer at the time of signing of the agreement. The interest shall be payable on the reducing balance.
6.5 Capacity Augmentation (Doubling/Third-line/Fourth line, etc)- Annuity
Model Applicability
This model is applicable to sanctioned doubling, third line and fourth line
projects where it may not be possible to find funding from any specific user.
Project Development, Financing, Construction, Maintenance and Operation
• Indian Railways will be responsible for project formulation, DPR, Final Location Survey etc. The feasibility report would be prepared by a consulting firm to provide an indicative assessment to the prospective bidders. The prospective bidders will carry out due diligence on the feasibility report.
• Concession period will be fixed in the range of 15-20 years based on the feasibility report.
• Indian Railways shall also be responsible for finalization of Engineering Scale Plans & Signal Interlocking Plans, if any as also technical standards and specifications.
• Project will be appraised, approved and awarded following the procedure laid down by Government for PPP projects.
Land acquisition
• Land acquisition and shifting of structures to the extent required would be done by IR.
Nature of Design, Build and Transfer concession and selection of the
concessionaire
• The concession would be for financing and construction. Supervision and certification of construction would be carried out by IR under guidelines specified in the agreement.
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• Train operations and maintenance will be by IR i.e. IR will manage stations, signals, level crossing gates, if any, running of trains and section control.
• IR shall, based on the requisite papers submitted by the Concessionaire, apply for and obtain CRS sanction.
• Non-interlocking (NI) activities preceding operationalisation of the double/multiple line will be undertaken within a stipulated period after Construction Completion Certificate in respect of the civil works is furnished by the Concessionaire. NI will be done by the Concessionaire under the supervision of IR.
® Track-mounted technological tools could be deployed to eliminate possibility of disputes on account of flat-wheels, hot axles, hanging parts during the period of defect liability. In addition, an appropriate mechanism would be set up for resolution of technical disputes.
Revenue model
• The concessionaire would be paid through annuity for limited predetermined period. Annuity will be determined through competitive bidding
• Annuity payments will be budgeted and paid on a committed basis.
6.6 STATE GOVERNMENTS:
In case state governments or their agencies evince interest in developing and
taking up any railway project in their respective states, they can participate under the
schemes described herein. In particular, if the projects can be structured as an JV or a Non-Government Railways as defined in the Railways Act, 1989, it is proposed to
permit them to take up such projects under the framework described in para 6.1or
6.2 above (subject to a limited concession period with the additional flexibility to run
passenger services on these lines in compliance with all safety and statutory requirements). Further, they will be permitted to bid out such projects within the boundaries of the Concession Agreement. In other words, they will not create any additional encumbrances on the project assets or additional obligations on Railways.
They will be, however, fully responsible to meet their commitments to Ministry of Railways regardless of the outcome of the bidding.
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