Double Stack container Trains – Domestic Sector

Have Potential to revolutionize the Logistic Sector

Way Forward to Increase coach capacity to 100%

Naresh Kumar Ex-IRSME ,89 Batch

Director Pristine Mega Logistic Director Kalyani Cast Tech Pvt Ltd

9650891119

Double stack container train180 Teus Instead of 90 Teus per

train First train inaugurated by MR on 23rd March

06 by modifying track at 10 locations between Jaipur – Pipavav ( 1000 kms)

Now Regular High Cube DSC trains between Gurgaon - Mundra and Pipavav ports 4-5 trains a daily.

25% discount on haulage charges by IR

Technically, IR Broad Gauge fit to run high trains of 6820mm from RL ,at 100 kmph with 22 Tonne axle loads.

With broad gauge the CG limit are higher compared to standard gauge , hence IR should take advantage of Broad Gauge.

Till now more than 3000 trains have run without any major safety risk.

Why DSC?DSC under wire may become Growth Engine for IR e.g. Petrochemical industry for Gujarat, IT for Banglore .

Growth rate of double digit may not sustainable on conventional bulk traffic over longer run.

The volume available in containers ( Single Stack is max 72cum per wagon) is grossly inadequate to make any transportation commercially viable compared to road which gives a seamless service .

In North America inter- modal transportation top revenue earning sector - 24% share by use of multi stack trains .

DSC is a market winner for domestic operations

Take advantage of fact that Domestic container sizes are unrestricted. In USA 45’ , 48’ & 53’ containers in domestic sector are very common.

Full utilization of envelop available & broader gauge.

DSC under Wire Issues involved

Design of Containers of modified dimensions.

Clearances under wire.

Routes for DSC operation.

Identification of infringements.

Modification of the infringements.

Steps to be taken for implementation.

Terminals for handling domestic containers

 

Height Material Gross weight

Internal dimensions

      Length Width Height

1930mm Steel 34 MT 12020 mm 2600 mm 1800mm

Design & Dimensions of Modified Container

•Wagon floor height - 997 mm•Height of train Double Stack- 4870 mm•Contact wire Height (Standard) : 5700 mm•Vertical Clearance bet Top of train & Contact wire: 830 mm

Caparison of vol. Capacities

Comparison of Capacities

Description Single Stack BLC wagons

Covered wagon BCNHL

DSC under Wire Remarks

Wagons in A Rake 45 58 45

 No of wagons in BLC rakes cab be increased to 48 ( 8 wagons units and 6 units per train)

Volume per train ( CUM) Max 3240 5510 5130

In case of BCNHL full height can not be utilised and hence effective vol is lower

%age Variation Ref 70.06 58.33

 With 49 wagons the max volume of DSC & BCNHL will be same.

Vertical Clearances Required for DSC under wire

Top of Train

5120mm

Bottom of fixed structure

RL

4870 mm

Contact wire

250 mm

250mm

5382 mm with thickness of Cont. wire

DSC under wire can be run with structure having height upto 5382mm on IRFor Diesel routes also 5350 mm will be sufficient for running these trains.

Routes For DSC operationsAll electrified routes which meets previous parameters can be made fit for DSC operation.

WE chose broadly Delhi- Chennai, Delhi- Banglore , Delhi – Pune, routes due to traffic demand.

To meet immediate requirement of auto cars route between Gurgaon- Pune via Rewari- Alwar- Mathura- Bhopal- Manmad- Daund- Pune ( 1725 Kms) studied in details.

Route between Jamnagar- NCR / Ludhiana has been surveyed recently for RIL Cargo.

Survey Results In view of New Policy of Clearances locations with <5120 mm contact wire further analyzed .

One FOB, 8 ROBs, 4 Tunnels, 11 Girder Bridges (24 Locations) where Contact wire height < 5.12 m .

None of locations have structure height < 5382mm . Hence DSC trains can be run.

Method of modifications for each locations suggested.

Cost involved may be few lakhs for 1725 kms.

Jamnagar- NCR route require modification in one FOB at Hapa to run this train from Jamnagar- NCR/Ludhiana

Through Girder BridgesFor through girder bridges more tight clearances can be followed since;

1. All the bridges have Channel sleepers , no ballast cushion, hence track maintenance allowance is not required.

2. Cantilever for supporting OHE are spaced at 20-30 m apart, minimum sag of contact wire. Hence allowance of 100 mm for pantograph oscillation may be taken as minimum.

3. Top members of bridges may be covered by insulating sheets in order to avoid flashes during rainy seasons.

4. These clearances are required to be followed at 3 locations in DN direction and 2 locations in UP direction

5. In long run Railway may modify some member of the bridges to have more clearance.

RL

4870mm

Top of Train

200 mm equal to short time clearance

250 mm , With Insulation at bottom surface

Contact wire

Bottom of Girder

5070 mm

5332 mm inc. contact wire thickness

Most restrictive Gadiriya Bridge

Conclusion 0ne locations in DN & 2 locations in UP direction where Trains have to pass at 15 Kmph.

Normally these trains fit to run at 100 kmph . Hence transit time can be compensated.

Hence DSC trains can be started immediately after minor modification in OHE

Jamnagar- NCR /Ludhiana train can be rum immediately after modification of one FOB at Hapa,

Domestic Double stack trains for electrified routes

First Trail Run Between TKD-MTJ on 19.07.2007

Diversion of LTL cargo from road to rail

One small container can be loaded on small commercial vehicle such as Tata Ace

Two small containers can be loaded on light commercial vehicle such as SFC TATA- 407

36 small container can be loaded in a high capacity wider DSC containers on a wagon .

A smaller container has bee designed of 1.5T capacity which can be transported on Tata Ace type vehicles

Case Study RIL plans to move Plastic Granular (polymer ) from their plants at Jamnagar & Hazira to Various Locations all over India.

Approx volumes are 2 MT per year. Additional Earning of 350 Crores from one customer.

It is a light weight cargo with 33tonne load ability per BLC wagon in single stack .

With DSC load ability can be increased to 52 tonne i.e.58 percent increase.

Payload to tare ratio increased from 1.83 to 2.9 for a light weight commodity .

Which can be further increased to more than 3.4 for medium and heavier cargoes.

IR gains 23 percent per train & RIL reduce cost by 20 percent compared to single stack operation :

if the modified container is treated as one TEU, just by change in slab from 10-20 tonne to 26-30 tonne for 1400 kms lead . RIL will be able to match the road transport cost with this operation, even with the dedicated movement one side loaded and one side empty. Train can be run immediately after modification of one FOB at Hapa

Advantage of the Concept Loadability of container train increased substantially in terms of

volume and weight which in turn become competitive with roads and provide seamless service and minimum handling of cargo.

Many Commodities such as polymers, food items, FMCGs, chocolates, four wheelers etc. can be added in the commodity basket without additional investment.

Parcel / less than truck loads cargo can be converted to rail which is approximately 1000MT .

Will attract huge amount of private investment in terms of special containers and wagons.

The MMD used by this concept will provide a window for design of New Double Decker coaches which will increase the capacity of coaches from 30 -100 percent.

Will be able to use the MMD available for Eastern DFC for more efficient transportation

These containers can be stacked triple on Western DFC and routés suited for running ISO double stack trains.

Request to MOR Allow Survey of the routes on similar lines where potential customers have OD flows. Allow this operation after necessary modifications.

Provide Rating of this kind of operation considering this container as one TEU in order to match the road rates for light cargoes.

This can be implemented within very short period with minimum/ insignificant investment.

.