environmentclearance.nic.inenvironmentclearance.nic.in/writereaddata/online/EC/250520155U4LVB... · LIST OF SKETCHES No. DESCRIPTION Sketch - 1 Layout of Madurai division. Sketch

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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: [email protected]

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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 òf 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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Causeway

14

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Motorable in dry season

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Causeway

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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


RITES LTD.

LAYOUT OF DEVIPATTINAM STATION


SCALE: NOT TO SCALE

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SKETCH NO. 6


RITES LTD.

LAYOUT OF TIRUPPALLAIKUDI STATION


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.



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


RITES LTD.

TUTICORIN PORT TO UTPP


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:


(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.


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.




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yard to Hare Island with attendant loading facilities at Hare Island.




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




taking off from Ramanathapuram to Thiruppalaikudi station


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.





yard to Hare Island with attendant loading facilities at Hare Island.




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%.




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



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.


(New line project) route.


Ramanathapuram existing Rail network with a 25.80 kms long private

siding taking off from Ramanathapuram to Thiruppalaikudi station.



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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


(New line project ) route :

The distance for transportation through this route is 162.91 kms and is the

shortest lead compared to other routes.





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.




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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.


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.





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concessionaries.






plant.







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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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.



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.


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.



the rakes are to be received at stations and engine and brake vans


A detailed study on the take off and facilities required is described in the

Chapter “Serving station”.

3 Tuticorin Port - Milavittan - Aruppukottai – Manamadurai –




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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.








concessionaries.





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plant.







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.




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




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.


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.



the rakes are to be received at stations and engine and brake vans


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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



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


(New line project) route. – 162.91 kms


Ramanathapuram existing Rail network with a 25.80 kms long

private siding taking off from Ramanathapuram to Thiruppalaikudi

station - 278.48 kms.




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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


- Wagon Tippler -3 has been proposed in WT Line 3 at Ch.1886.47


- 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)�



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





9 PRO. 1 x 2m RCC BOX CULVERT

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LIST OF ROB’s

Sl. No.


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.


BYPASS

DESCRIPTION

1 2030 EXG. BT ROAD 3.5m WIDE

PRO 1 x 4m RCC BOX RUB





4 11760 EXG. BT. ROAD 3.5m WIDE




6 20880 EXG. METALLED 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





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

Page 4 of 11

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

Page 5 of 11.

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

Page 6 of 11

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

Page 7 of 11

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

Page 8 of 11

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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