EL PUENTE FERROVIARIO MAS ALTO DEL MUNDO

Volume 2, Issue 6 – January 2011

ISSN No. 0976-254X

Supported by Asian Railway Association

Ramping up the vendor base in DLW

Cranking the Autotransport segment

Samar Jha

IRFC : finding cheaper finance ...

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B N Mohanty

IGBT 3-phase technology ...

10

M Seshagiri Rao

Metros : need a national gauge ... 16

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FIRST WORDS

CONTENTS Chenab Sky ¬ bridge ........... 2 IRFC : finding cheaper finance ........................... 4 Ramping up DLW ............ 6 No permanent winners in the hp race ................. 8 IGBT: 3-phase technology.. 10 Long term plans by inclusive thinking............. 12 High speed rail ................ 13 Rail events ..................... 15 Metros : need a national gauge ............................ 16 Book review .................... 19 'Rail-ogue' : take a path less trodden ................... 20 Cranking the Auto-transport segment ........................ 22 A rack in the Blue Mountains....................... 24 Rail Business [Focus-India] 2E Alipore Avenue Kolkata 700 027, India Phone : +91 94323 64001 E-mail : railbizindia@gmail.com www.railbizindia.com Consulting Editor Sumant Chak

I told you India is more good than US...

For RAIL BUSINESS 2010 has been one of active support from the rail community : fortunate to have received encouragement, support, sponsorship and, thankfully, some critical advice too. As railwaymen are prone to say, a train requires the interaction of about 1000 persons before it runs; a publication like this is not the work of the editor but of a continuing caravan of help and guidance from rail fans. Voluntary effort has been invaluable, including in the reorganisation of the web site and content support. We do look forward to a similar year of ever improving efforts. Each one who ever reads or provides even a word in this magazine is a source of support. Thank you.

We feel privileged for being chosen as media partners for few forthcoming rail related events in India. Our efforts to bring you reports from all such events will get strengthened with such partnerships.

In this issue we continue with contributions on strategic thinking, technology, events and achievements. Following the report on the Kashmir link in July 2010 issue, we now present a report on the Sky*bridge on the Chenab. In years to come, a visit to this site should become a must for rail fans: this is a technological and project management marvel in the making. The "rail-ogue is an effort to provide impetus for the unusual rail linked journeys: off the beaten track but high on interest and adventure. And we are eager to hear from you on your recent journey of discovery and wonder.

Not much open discussion has taken place on the choice of track gauge for the metro systems: we already have a mix of broad and standard gauges. Various aspects have been presented in this issue.

Editor V. K. Raina

We wish you a year in which you can SMILE MORE and ENJOY EVEN MORE.

For Advertisements and Circulation Dr. Rajni Raina Business Manager Phone : +91 92306 39001

...Should I tell you again?

Disclaimer : Views expressed by various authors are personal and do not necessarily reflect the views of their corporates.

A 4 year old on the Chenab rail journey.

(Vijay Raina) Editor

European Correspondent: Ms Geetha Munikoti, Berlin Designed & Printed by Headliners Advertising Services Pvt. Ltd. 87, Monohar Pukur Road Kolkata 700 029 e-mail: headlinersadvertising@gmail.com

Cover Photo : adapted from AFCONS

C O N S TRUCTION C HENAB BR IDG E

Chenab Sky bridge : marvel in the making ¬

43000 cum of concrete, 3200 t of reinforcements and above 25000 t of steel plates. It is not surprising that many doubts have been raised about the long term stability of the bridge: for every pioneering effort there are enough dissenters who watch from the side lines and pass uninformed judgments.

The international team

View of the ropeway pylons from a fabrication yard

The new railway line from Katra in Jammu to Banihal in Kashmir is going to be built in geologically untested terrain and is a major project that will tax Indian engineering and project skills. By far, the toughest technological challenge is the design and construction of the steel arch bridge on the Chenab in Reasi district of Jammu and Kashmir. On completion the bridge will be an imposing 384 m above the river level, the highest of its class in the world. Today as the bridge piers and pylons take shape, a view from far way (about 10 km from Reasi town) impresses with the multiplicity of the engineering skills and innovation that will be required.

On completion, the bridge should easily be counted as the toughest rail construction job in modern times in India.

Salient features

R K Gupta, Chief Administrative Officer (Cons), Northern Railway

Length of deck 1315 m Main arch span 467 m Crown height 120 m Approach (Jammu end) 185 m Approach (Kashmir end) 650 m Spans 17, Footings 18 : two for arch foundations, 5 steel piers no. 2, 3, 4, 5 & 6; 11 concrete piers and 2 abutments The bridge, to span over 11 concrete and 5 steel piers, has been designed to accommodate double track even though tunnelling and rest of the track is at present limited to single track. Just about 250 m of the bridge will be on a mild curve. The arch will be of steel fabrication, to be manufactured at site workshops and transported to launching sites before being lowered into position by ropeway based cranes supported on two pylons. These sky high' pylons are already in position, imposing 103/126 m tall and 915 m apart, waiting for the anchorage to be put in place. As the cable cranes are loaded into position later this year, it will be worth travelling many a mile just to take in a bird s eye view from the state highway to Salal.

Each bag of cement and each tonne of steel will have to be trucked over the recently built rough approach roads, one on each side. Requirements are expected to total

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Rail Business [Focus-India] January 2011

This portion of the federally funded national project has been assigned to Konkan Railway Corporation Ltd. The bridge will be designed and constructed by a JV Chenab Bridge Project Undertaking, a consortium formed by AFCONS, Ultra Construction and VSl India.

The JV has in turn appointed design consultants in WSP Consulting Kortes (Finland) for via duct and foundations and Leonhardt Andra und Partners (Germany) for the main steel arch. D K Kunnar and VJ Pai of AFCONS who manage the project site indicated that the detailed design of the bridge has undergone number of design consultations and reproofing including for wind load. At present consultations are on with DRDO for assessing the capacity of the designed structure in case of a sudden impact as in case of a blast. The worst case scenarios are being simulated and proofed against.

Progress had been retarded on this 2004 contract due to IR decision to suspend work in 2008 for a fresh look at the overall alignment. As of now, the cable crane equipment has been received at site from SEIK Cables, Italy who specialise in such systems at large construction sites. Lowering the arches and the decks over depths up to 80 m, when a piece can weigh almost 30 t, can be a daunting task. Herbert Franzelin and Roland Kasper, commissioning engineers from SEIK, explained that the cable cranes to be mounted in two segments on the cables suspended from the already erected pylons are rated at 20 t each ( 6 t self weight). Operation is through hydraulic motors and various microprocessor based controls. These cranes are designed for a maximum lift of around 200 m, will have 2 sky tracks and can work in tandem at a maximum lift of 1 m/sec. for main lift. 8 pylon steel cables used will be 54 mm dia.

Construction and design

The 1.315 km long bridge can be divided into three segments: 467 m steel arch in the center, 185 m approach deck from the Bakkal (Kashmir) B end and 650 m approach deck from the Kauri (Jammu) K end.

At both sides the track will emerge from tunnels. The decks will be supported on 11 concrete and 5 steel piers (2 on one side of the steel arch and 3 on the other). The main steel arch is between piers 4 and 5 (counted from Jammu end). The arch consists of various segments selected carefully to match with the 9 spandrel columns (steel trestles) and limited in individual piece weight matching the combined cable crane capacity of around 32 t. The arch segments taper towards the middle for providing adequate stiffness to the structure.

The very size of the piers, steel sections and decks renders one into large flights of imagination: the foundations will require 46000 cum of concrete mix and 6500 t of reinforcement steel supplementing about

CO N S T RU CT I O N CH E N AB B R I D G E 25000 t of structural steel used for the arch , the trestles and the decks. Maximum pile cap size is 17.6 x 11.6 x 4.1 m, which is the size of a large hall. Foundations expectedly will be supported on open and pile formations with conventional methods being used for piling. 109 bore cast insert piles of 1 m dia will support various foundations.

Considering local conditions, maximum pile depth of 35 m will occur at the last pier location.12 open foundations with a max depth of 10 m will complete the scene.

Not surprisingly the foundations for the arch segments, piers 4 and 5 from Jammu end, defy normal sizes: these will be 38 x 28 m and a height of 22 m (a football field is around 45m wide).

On site facilities

In addition to concrete batching plant that is already functional, 4 steel fabrication yards have already been set up.

Submerged arc welding will be used for most of the structures, with attendant quality control measures. At present the welding sequence and controls are being fine tuned in consultation with RDSO. For this project the nationally recognised Welding Research Institute, Tirucharapalli has been retained as welding consultants.

Incremental launchings

Deck segments will be fabricated in nominated fab yards and handled in the launching yards to be created for this purpose. Three launching yards one at each end and another intermediate after 7th pier will be built. The longer approach from Kashmir end will be accomplished in three stages: Stage I Stage II Stage III

Pier 18 to 13 Pier 8 to 13 Pier 5 to 7

Pre-fabricated deck segments 8.33 m long will be moved to launching pads on either side. Three deck segments will be welded together to a length of 25 m and then connected with launching nose of 27/36 m length. The launching nose helps guide the deck segment in the right path avoiding any errors or damage to the piers. TempoFab Yard

rary piers are planned to be constructed at three points: between Piers 17-18, 8-9 & 12-13. Once the first deck reaches the temporary pier, the launching nose will be removed using a specially erected derrick and taken to the launching yard. Stage 3 of the incremental launching process from Pier 7 to 5 uses launching yard between Pier 7 and P 8.

The concrete piers are box sections standardized at 8 m x 3.5 m but with wall thickness varying from 0.5 to 0.8 m with maximam height of 50 m at Pier 14. While decks will be launched by incremental launching in different combinations, it is the launching of the steel arches and trestles which will be visually most appealing when it happens. Considering the weights and depths involved in segmental arch sections, the method chosen is to use two cable cranes, each 20 t capacity, that will be suspended from 54 mm dia steel cables, almost touching the sky (when you describe such a project, some exaggerations are allowed!). For this purpose 2 pylons 120m tall already erected, are awaiting suspension of the cables and the cable cranes, expected to happen later this summer.

From the Jammu end, single stages incremental launching will suffice for the 4 spans to be decked there.

The loading of the arch segments is almost like building a mechanics set: slowly, methodically and with precision.

The cable cranes will be used to lower each arch segment from the decks, with symmetrical operation from both ends.

Temporary bracing will be used to support the arch segments before individual trestles are loaded and erected. As the trestles get done, decks will follow per plan. Sounds easy but considering the weights and heights involved, just one word describes it: mind boggling.

Site engineers explained the current work scenario. While 9 piers have been cast and fabrication facilities established, a mock up of deck fabrication has been done to permit detailed examination. Geological drilling is currently being done for steel arch foundations and some other locations.

Workload

Project engineers VVRV Prasada Rao, V J Pai, Herbert Franzelin, Roland Kasper and Shashi Dhara in front of cable crane.

Tough site management

A thought is required for the managerial skills required to obtain highly specialised manpower at various levels at these odd locations and to retain these for the entire project duration. The project team has set up camp in the midst of the wilderness. VJ Pai narrated the experience few years back when they were held up on site for 28 days with no contact with civilization . It is not a surprise that satellite communication has been installed at site for easing work and loneliness of the project staff from KRCL as well as the JV. While locally available staff is adequate for low end jobs, almost none are available for the highly specialised jobs. We did meet with few young people from Kauri and nearby villages who have found employment in the fabrication yard and other general jobs. The support to the local economy through the construction of the approach roads and availability of jobs, albeit at the semiskilled level, is significant. Perhaps the state authorities have to step in with their support for attaching few journey men/trainees to highly specialized gangs for that is the way local skills are developed. This is an opportunity that rarely presents itself but seems to have been missed so far.

Sky bridge ¬

Tonnage

Yard 1 Kauri end Yard 2 Surandi 6 km from launching yard

Deck structure 4 (part) to 18 Steel piers , arch and trestles (50%), temporary structures

7570

Yard 3 Bakkal end Yard 4 Bakkal yard

Deck structures, 5 piers

8680

Steel piers, arch and trestles (50 %)

7130

7270

Rail Business [Focus-India] January 2011

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TRA V EL U NUSUAL DESTINATIONS

'Rail-ogue' : take a path less trodden Udhampur is an old Army cantonment, crowded like any other city. For this journey, the new track from here to Katra needs your attention: the mountainous journeys really start now with the route being linked on three new tunnels and passing over the Tawi and some other streams. Tall bridge piers will add some photo ops and fun to the journey. The route gets operational perhaps in 2011 but for now a 1 hour road journey is all that it takes to the bustling pilgrim town of Katra.

For a devout Hindu, Katra is a revered town that acts as the base for the long but ultimately comfortable trek to the natural caves at 6000 ft that are the abode of the deities.. Even though helicopter, pony and palki rides are available for reasonable prices, just do not take any of these. Instead opt for a good pair of walking shoes and comfortable wear appropriate to the season and get ready for a trek that could stretch from 2 to 6 hours each way depending on your youthfulness and time schedule.

Many years from now when the railway line to Kashmir becomes fully operational, the scenic Chenab Valley will pass by the passengers but little will be known of the thrill of having travelled the route in less developed times. The fun and satisfaction of having traversed the route much before the construction is completed will be gone. For the pioneering amongst you, looking for a memorable journey full of scenic descriptions, landmarks and possibilities for adventure, I would suggest a trip starting from Jammu going right up to where the world's highest railway bridge is being constructed. This is a journey that no travel book would offer yet but having done the route recently (courtesy of a rail fan in my family), I would not hesitate to recommend for your next holiday.

Even if you're not outwardly religious, add to the fun and zest of the journey by joining in groups of pilgrims as they chant and beat the drums on their trip.

Even a little skill at playing the dholak or doing the bangra rap on the drum should be enough for joining in the trance along the trek. And do not hesitate to join in the regular jai Mata di greetings and blessings to other pilgrims. The other way to convert the journey to a pleasing one is to encourage the old and tired pilgrims or even occasionally help a child with a shoulder bag: you will not make lifelong friends this way but an extra smile is worth a lot of blessings.

In case you are lucky enough to be part of the trek under a night starlit sky consider yourself doubly blessed. The food available is appropriate to the pilgrimage and add to the ambience by restricting yourself to the traditional menu of an Indian household: just relish the puris and the lucchhis and give a go by to the colas and the coffees that are available in abundance on the way.

Go slow and steady

The future is here

The Chenab valley : unknown but scenic

Rahul, a travel enthusiast, works for Intel

A good point to start would be Jammu railway station, the location of which clearly indicates a doorway to the Himalayan ranges beyond. The short one-hour journey preferably by a stopping passenger train to Udhampur will set the tone for the coming journeys and remove you mentally from the mad crush of the fast-as-you-can travel that we are used to: there is a need to slow down the pace of journey and savor each moment and scene as it passes by.

The journey to Udhampur is over not so steep gradients but with some good views of the Tawi river valley and mountain ranges around. This river is seriously seasonal but even in its driest periods the view from the railway lines is worth a relish. I presume that during periods of abundant water like in the monsoons the verdant hills would provide a feast. If you have time, get down at the site of bridge and tunnel to have a look at the magnificence of engineering feats.

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Rail Business [Focus-India] January 2011

This pilgrimage is of course on the beaten track but first camp to get back on the road northward to Reasi.

Just take a minute to notice that the railway track from Katra to Reasi passes through tunnel right under the Katra Township: the track will leave a tunnel, pass over a bridge on the Banganga and disappear into another tunnel. A tour of the Katra station is also worth the detour. The station is near ready and one wonders how it will cope with the rush of the pilgrims in the peak season. Some thought has been given to the intermodal transfer to road transport but I wonder. An intriguing sight was the retention of a tree right where the station exit is already built: fear of the eco-brigade? Again as you leave, take a look at how the rail track is planned to go through a tunnel right under Katra town, with a bridge connecting successive tunnels. These are not flights of imagination but real engineering feats taking place now.

T RAV E L U N U S U AL DE S T I N AT I O N S The Reasi canyon

Reasi is a town unlike other cities of the plains for it is small and when the railway tracks get operational conversion to a traditional Indian city is guaranteed.

As you drive along the much improved road, take a sneak peak at the Reasi (Bimlagarh) Fort that sits atop a mountain peak revealing why it was chosen to be there. Local folklore has it that the fort was built as far back as 8th century, first as a clay fort. The Reasi kingdom never rose to any great strength and nor did the fort ever enter pages of history known outside the local realm.

Also worth a stopover is the canyon on the Chenab River: visions of the US Grand Canyon cross the mind. This is a great spot and somebody could be adventurous enough to lay a few trails for reaching the Chenab in the midst of the Reasi Canyon. I built my dream house on the top of the canyon but that has since disappeared as we left Reasi.

An unknown hero

Something about Reasi history, that certainly ought to be known better, is the rise of Zorawar Singh. Not many Indian military leaders are recorded to have made significant expeditions outside the country and Zorawar Singh is amongst the few. Though not from these parts, he entered the service of the Jammu & Kashmir king Gulab Singh in 1817 and quickly rose to be commandant of Reasi and then the governor of neighbouring Kishtwar district. Zorawar s place in history is based on his exploits and conquest of Ladakh and portions of Tibet. In 1834, Zorawar first defeated the Boti tribe in Ladakh; this initial triumph led to the even more significant one next year when he subdued the Ladakhi Gyalpo to pay tribute to his King. Obviously Zorawar had visions of greatness and he does seem to share shades and fate with Napoleon and his Russian expeditions. In 1841, his army of perhaps 6000 marched into Tibet capturing Talakot town and reaching the revered Mansarovar Lake for a pilgrimage. The man certainly had style: something I wish I could do some place. Napoleonic ambitions perhaps made him march further toward Lhasa.

Not surprisingly stretched supply lines and unbearable cold had its toll and he was killed in the battle on December 12.

It is of course a coincidence that I was motoring through Reasi district on Dec 12, 2010!

Wows galore

It is the location of the Reasi railway station which is a bit intriguing as it s just from the mouth of the tunnel and on a specially constructed bridge. A panoramic view of the construction site from the road would easily surprise you with the enormous nature of the enterprise, a surprise which will be hidden under tonnes of concrete and steel after a few years. The wow's and oh s can be available only now.

An overnight stop in Reasi can rest you enough for the onward journey on the winding road that at times is just wide enough to let you cross another vehicle.

Our destination was Salal, at best an over grown village that will now stay in sight due to the 1000 MW hydroelectric project and the upcoming railway bridge on the Chenab river. Chenab is a fast flowing river but the dam has generated a vast reservoir that fills the eyes as you drive a thousand feet above, sometimes in clouds. A little enterprise can claim some support from the Hydroelectric Power Corporation and possibilities of a fast motor boat cruise rose in my mind. But for that I would have to take the route again: and I am willing. Aptly enough the Corporation hospital is named after Zorawar Singh too.

The faraway sight

The drive from Reasi to Salal merits that you create your own vista points for on this road, not often travelled by tourists, you are the flag bearer. Take a stop whenever your senses perceive a visual pleasure viewing the valley and the reservoir dam below. Somewhere in between as your look far ahead northward you see a few concrete pillars emerge into the view, almost like in a painting, looking unreal in the surroundings. But these are real, the first stages of the Chenab railway bridge. A decade from now, the bridge will be visible in its majesty, a dream like appearance in the midst of a hill. I imagine that if it appeared in a painting, you would think it was a child s imagination and such things do not appear in real life. Stop and take a historic picture: that will be a tale worth telling your grand children, who may not even believe you that you travelled this unknown road. As you leave Salal the winding road grades down to reach the road bridge that crosses to take recently

First sight of Chenab bridge construction site from Reasi

made approach road to the bridge site.

From here the road winds up on gravel to reach the bridge site that leaves you gasping at the courage and gall of the railway engineers who have dared to imagine and build a bridge that is almost 400 m above the water level, where thousands of tons of steel and concrete will be lowered to create the world s best. As the local project engineers try to impress you with the technological marvel in the making, just look back at the valley and the path you took. And look ahead in time to paint a picture in your mind: this view will remain etched forever.

Any remaining doubts about travelling this unknown tourist road turn to a determination to let others know about the vista points I created but left no trace. It is your turn now to take the trek and create your own. Taj Mahal could wait: this was the place for me. If any confirmation was needed it was provided by my 4 year old son who recorded for posterity Daddy, I told you India is more good than US. Should I tell you again? Happy journey.

Learning new skills : local lads from Kauri village

Rail Business [Focus-India] January 2011

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