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| Date | 2006-08-08 |
|---|---|
| Type | Commercial Circular |
| Topic | freight |
| Currency | Historical — likely superseded |
Later in phase-1, 9-1/2’ containers can be Double stacked, this shall cover 95% of the containers- App.
<!-- Slide number: 1 -->     # DSC Trains Faster Evacuation at Low Cost      Date 08.08.2006 by Managing Director PIPAVAV RAILWAY CORPORATION LIMITED  1 <!-- Slide number: 2 -->  # INTEGRATED TRANSPORT  - CASE STUDY DOUBLE STACK CONTAINER TRAINS    2 <!-- Slide number: 3 -->  # DOUBLE STACKED CONTAINERS   3 <!-- Slide number: 4 -->  # History of Double stack on IR Indian Railways have been considering the idea of running DSC trains for last 10 Years. PRCL started the first dedicated freight line in India in 2003. The feasibility study was done in 2001. In the mean time, Railway Board engaged CANAC for the detailed examination of this concept. CANAC gave their inception report in Nov. 2004. They could not pursue the study further. IR permitted PRCL for carrying out detailed foot by foot survey on the existing route connecting North India with Gujarat ports. PRCL completed this survey in 6 days, from 25.09.2005 to 30.09.2005. After removing infringements, the first DSC train rolled on 23rd March 2006 from Jaipur to Pipavav Port.  4 <!-- Slide number: 5 -->  # Current Status Presently only North American Countries – USA, Canada and Mexico (NAFTA) are running DSC trains on Standard Gauge. In 1984, one double stack train per week originated on the west coast and served one US inland market. In 2002, over 241 DSC trains per week originated on the west coast and served all the major long haul US market. Their Railways have turn around because of savings in operating cost -- 40% savings. Their Rail rates are 29% lower today than 1981 and 60 % lower in inflation- adjusted terms for inter-modal cargo. The throughput per train are 280 TEUs. The mode of traction is Diesel.  5 <!-- Slide number: 6 -->  # Why DSC operation on IR?                    The ports handled 4.5 M TEUs in 2004-05 This traffic will go up to 14 M TEUs in next ten years. The no of trains required will go up from 25 to 137 per day at 30 % rail share. Rail Share is also likely to go up. Aiming 50% share will require 225 trains per day. This magnitude can not be handled with current practices. For increasing the share cost of haulage has to come down .  6 <!-- Slide number: 7 -->  # Why DSC operation on IR ?               IR has severe axle – load restrictions and lower speeds. Freight rates for high rated cargo are higher as compared to roads as well in comparison to other countries. Pay load per container train is very low. This affects throughput, cost of haulage and heavy detention on terminals.  7 <!-- Slide number: 8 -->  # Why DSC operation on IR ? Remove constraints Line capacity constrains – With DSC the no of trains can be reduced by 48%, for the same throughput. The payload capacity of the container train can be increased from 1500 MT to 2500 MT to match the carrying capacity of the locomotives. The terminal congestion can be minimized. Dwell time at terminal shall reduce. Matching of t
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