1752-GIDB-Draft PFR - 20.06.17

TABLE OF CONTENTS
PROJECT REPORT ENGINEERING (CIVIL)....................................................................i
CHAPTER - 1.............................................................................................................. 1
INTRODUCTION.......................................................................................................... 1
CHAPTER - 2.............................................................................................................. 6
CHARACTERSTICS OF PROJECT AREA......................................................................6
Chapter - 3................................................................................................................. 8
STANDARD OF CONSTRUCTION.................................................................................8
CHAPTER - 4............................................................................................................ 13
ROUTE SELECTION.................................................................................................. 13
CHAPTER 5............................................................................................................ 18
PROJECT ENGINEERNIG ........................................................................................18
ESTIMATION OF COST OF CONSTRUCTION..............................................................18
TRAFFIC REPORT....................................................................................................... i
CHAPTER 1............................................................................................................ 22
INTRODUCTION........................................................................................................ 22
CHAPTER 2............................................................................................................ 23
HISTORICAL BACKDROP OF THE PROPOSAL...........................................................23
CHAPTER - 4............................................................................................................ 42
TRAFFIC PROJECTIONS........................................................................................... 42
(FREIGHT & COACHING)........................................................................................... 42
CHAPTER - 6............................................................................................................ 54
LINE CAPACITY........................................................................................................ 54
CHAPTER 7............................................................................................................ 55
ESTIMATE COST...................................................................................................... 55
CHAPTER 8............................................................................................................ 56
O & M COST............................................................................................................. 56
CHAPTER 9............................................................................................................ 57
INTERNAL RATE OF RETURN...................................................................................57
Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1555A a

Table of Contents
PROJECT REPORT ENGINEERING (CIVIL)
Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1752 i

Project Report Engineering (Civil)
CHAPTER - 1
INTRODUCTION
1.1 New BG Line from Vayor to Koteshwar (48.2 km)
To analyse and estimate Traffic forecast of Passenger as well as Freight
traffic for a period of 30 years.
To proposed route Alignment from Vayor to Koteshwar.
Station Locations to be included in between the Vayor- Koteshwar route.
To assess the project cost estimation, the financial & Economic viability
considering various parameters and development of bankable report.
To identify potential stakeholders for equity participation and
implementation of the project.
1.1.1 Station Locations to be included in between the Vayor Koteshwar route. To
assess the project cost estimation, the financial & economic viability
considering various parameters and development of bankable report. To
identify potential stakeholders for equity participation and implementation of
the project.
1.2 NEED FOR CONSTRUCTION
1.2.1 The proposed construction will provide connectivity from Vayor to
Koteshwar.
Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1752 1

Chapter 1
1.2.2 Moreover, major industries like Sanghi Cement at Sanghipuram and Vadraj
Cement at Vadraj is also setup in the area. The production of this industry is
ta present dispatched by Road to Bhuj and further by Rail as there is no
Railway facilities in this area.
1.2.3 There are various places of tourist interest in the said area, it has become
necessary to construct BG Line from Vayor to Koteshwar to cater the traffic
generated by industries and coaching traffic to the tourist/pilgrimage places.
1.2.4 In addition to above, it will also provide connectivity with military
installation in border area from rest part of the country.
1.3 TERMS OF REFERENCES
The terms of reference of GIDB mentioned under point 5.3 Scope of Work in
work order awarded:
A. Traffic Forecast and Estimation of Line Capacity
The consultant shall forecast traffic, split by modes of transportation and
prepare the likely traffic (Mineral, Container and Passenger) on the rail
network for next 30 years. This may involve identification of potential
Industries and Tourism places in Koteshwar Region which may demand
connectivity for logistic and passenger movements. Also, the consultant
is required to analyse existing connectivity and freight movement pattern
upto Koteshwar Region. They are also required to assess type of freight
(mineral, Container etc.) for inward and outward movement from
Koteshwar Region.

Chapter 1
Traffic Demand Forecast Analysis shall be done based on different
conditions including best case, worst case scenario and realistic
approach.
The Traffic Forecast shall encompass necessary origin-destination (O/D)
surveys relevant for this project. Commuter origin and destination survey
should be conducted. It is expected that the Consultant will make use of
these studies and collect all travel and logistic information.
Traffic Forecast shall be prepared for a future reference case scenarios
with and without this rail link extension up to Koteshwar region.
B. Concept Design and Route Alignment
Based on the analysis of traffic demand, Consultant will provide
estimation of Line Capacities and estimation of trains to be run for traffic
projections over the project life period.
Consultant may provide tentative route alignment from Vayor to
Koteshwar. They may also identify various land survey number falling on
ROW and their present status (owned by Government/ Private).
Consultant may suggest station locations between the stretch -Vayor to
Koteshwar.

Chapter 1
C. Cost Estimates
Consultant are required to estimate the capital cost of the project with
detailed breakup from Vayor to Koteshwar.
Consultant may also provide O&M cost for the project for a period of 30
years based on prevailing rates of Western Railways and appropriate
escalation factor. Provide a realistic estimate of fixed and variable costs.
D. Financial and Economic Viability Assessment
Estimate a revenue streams for the project, comprising, besides fare
revenue (passenger and freight), other streams such as Advertising rights
at Proposed Stations, Rental from Commercial shops etc.
Develop a fare structure for passenger and freight traffic to determine the
ability of fare collection to meet O&M costs or debt service requirements
based on prudent accounting practices. Comparing to fares of competing
modes is necessary.
Consultants are required to establish the framework for financial
evaluation that would be used in the formulating of a long term strategy
and a phased investment program. The framework should allow the
financial feasibility to be expressed in terms of expected Net Present
Value (NPV), Internal Rate of Return (IRR) and Average Debt Service
Coverage Ratio (ADSCR).

Chapter 1
Develop a detailed financing scenario, considering alternative fare levels,
government subsidies or grant provision, to demonstrate the financial
viability of the project either as a Government project or a Public- Private
Partnership (PPP) for the financial life of the project including FIRR.
Sensitivity Analysis with parameters like capital cost, operation and
maintenance costs, fare structure, ridership / freight volume, and
amount of subsidy/ grants etc. may be made to present the viability
scenario for taking appropriate decision by the Client.
Consultant are required to identify & factor major items under Economic
benefits. EIRR should be calculated taking into consideration the socio-
economic benefits to be accrued to the society.
E. Implementation Plan
Identify and prepare tentative potential Stakeholders which can be part of
the project funding or equity participation.
Role of various stakeholders in the proposed project SPV, risk allocation
and its mitigation.
Structure the Framework of Proposed Project SPV and its execution.
Role of various stakeholders in the proposed project SPV, risk allocation
and its mitigation.

Chapter 1
CHAPTER - 2
CHARACTERSTICS OF PROJECT AREA
2.1 Topographical outline of the Area
2.1.1. The entire project of construction of BG Line from Vayor to Koteshwar lies
between Latitudes (Northing) and Longitudes (Easting) as follows:
Station Latitude (Northing) Longitude (Easting)

Vayor 23 24 40 68 41 05
Koteshwar 23 40 42 68 31 52
2.1.2. The entire project between Vayor Koteshwar falls within the jurisdiction of
Kutch District of Gujarat State. As such, the whole length of project from KM
0.00 to KM 48.2 is covered within the limits of Kutch District.
2.2 GEOLOGIAL FEATURES
2.2.1. Kutch district in which the project area lies is rich in mineral deposits. The
main minerals are Bauxite, Bentonite, Lignite and Limestone.
2.2.2. In general, the terrain between Vayor to Koteshwar is undulating varying
between contour level of 3 m near Pipar village to 30 m at Vayor and 50 m at
Mori village.
2.3 SEISMIC ZONE
2.5.1 As per the publication of Indian Standards Institute IS 1893 1975, the area
falls under Seismic Zone No. V. Kutch region is geologically young and the
Kutch has been visited by some of the devastating earthquakes. The

Chapter 2
structure proposed to be constructed along the alignment are liable to
seismic disturbances.
2.4 CLIMATE
2.4.1 The climate generally is moderate. There is short mild winter from December
to February & summer spread over from to October with rainy season
between June to September. Temperature in this area ranges from
Maximum temperature of 48C to Minimum temperature of 2C.
2.4.2 The climate of area traversed through the year is agreeable. It is cool and
healthy over the track for nearly nine months. The hottest and driest months
are April and May. During this violent dust storm are of frequent occurrence.

Chapter 2
CHAPTER - 3
STANDARD OF CONSTRUCTION
3.1 It is proposed to take up this project as JV with GIDB and G-RIDE.
3.2 Standard of construction proposed to be adopted for construction of BG
Single line from Vayor to Koteshwar (48.20 km) are as under:
3.3 GAUGE
The Broad Gauge 1676 mm is proposed on projected route.
3.4 CATEGORY OF LINE
This line is extension of Bhuj Naliya Vayor Line. Therefore, the
standards adopted there will be followed and enlisted below. The
proposed line between Vayor Koteshwar (48.20 km) will be constructed
to 25 tonne axle load standard with maximum speed potential of 100
KMPH.
3.5 LENGTH
The length of projected route for construction between Vayor and
Koteshwar shall be 48.20 km.
3.6 GRADIENT
3.6.1. RULING GRADIENT
A ruling gradient of not steeper than 1 in 200 is proposed. And level
gradient is proposed for the depot yard.

Chapter 3
3.6.2. STATION YARD
The Gradient in station yards is proposed to be adopted not steeper than
1 in 410. However, efforts have been made to provide Gradient in station
yard 1 in 1200 as desirable wherever feasible.
3.6.3. GRADE COMPENSATION
Grade compensation at the rate 0.04% per degree of curvature has been
provided on curves as per requirement of BG.
3.6.4. CURVES
Maximum of 30 curvatures will be provided for all curves except for turn-
in curves which follows 1 in 8.5 points & crossings, where the same
radius of 1 in 8.5 points and crossings are followed.
3.7 PERMANENT WAY
3.7.1. Rails
60 Kg Rails on PSC sleepers have been proposed on main line.
52 Kg S/H Rails on PSC sleepers have been proposed for loops and
sidings.
3.8 SLEEPERS
On main line PSC sleepers with sleeper density 1660 Nos. have been
proposed.
On loops and sidings PSC sleepers with sleeper density (M+4) 1340 Nos.
have been proposed.

Chapter 3
3.9 POINTS & CROSSINGS
1 in 12 curves switches with CMS crossings on PSC sleepers are
proposed for Main Line and Loop Line.
3.10 BALLAST
Machine crushed ballast of 50 mm size are proposed to be used on Main
Line and Loop Lines with cushion of 350 mm.
Level crossings: As Railway board guide lines do not permit creation of
new Level crossings in Railway projects being constructed, Road over
bridges are proposed at places where the alignment crosses the road. So,
no level crossings are proposed in this alignment.
3.11 STATION BUILDING
Between Vayor and Koteshwar 4 crossing stations are proposed.
Connectivity to Vadraj cement plant and Sanghi cement plant shall be
from the Vadraj crossing station and yard at Sanghipuram can be made
depending on the requirement of Sanghi clinker factory. A station is
proposed at Kundri for operational purpose. The Koteshwar terminal
station will also have one main line, two loop lines and two stabling lines,
Ramp for Military traffic will be provided. Further crossing stations could
be developed as and when industries are set up in the project alignment.
All crossing stations proposed will be of B-CLASS.

Chapter 3
3.12 CIVIL ENGINEERING
Provision for new AEN / IOW / PWI Office and Store kept in estimates.
3.13 SIGNALLING AND TELECOMMUNICATION
SIGNALLING
In section Vayor Koteshwar there are total 4 station. All B class
stations are proposed to be provided with Electronic Interlocking (EI) with
standard III-R Interlocking, and MACL Signaling with absolute block
working is to be provided. All block stations shall be connected to
existing Control Office.
TELECOMMUNICATION
It is proposed to provide 6 quad cabin with 8 Fiber OFC (Composite
Cable) for control circuits and communication in Vayor Koteshwar
section. It is also proposed to provide Electronic Exchange 512 Port at
Vayor and Koteshwar fully expandable on requirements along with laying
of required cable.
3.14 ELECTRICAL
The section proposed to be Diesel traction. Later on when Ahmedabad
Gandhidham Bhuj Naliya Road and Vayor are electrified by Western
Railway the Vayor Koteshwar will also be electrified. Sufficient
headroom will be kept for electrification. Stations will be electrified and
will be done as per standards of construction.
3.15 MECHANICAL
Mechanical Department has proposed facilities at various locations on
this project. The same are summarized below:

Chapter 3
At Koteshwar washable apron with covered drains and 4 rooms on
platform are proposed.
3.16 STAFF QUARTERS
Staff Quarters for Vayor - Koteshwar Section have been proposed as per
requirement furnished category wise by all departments.
Department wise and category wise details are furnished as below:
S. No. Department Staff Quarters

TYPE-I TYPE- TYPE- TYPE- TOTAL
II III IV
1 CIVIL 40 5 5 0 50
2 S&T 10 2 2 0 14
3 ELECTRICAL 10 2 2 0 14
4 MECHANICAL 5 1 0 0 6
5 TRAFFIC 5 1 0 0 6
TOTAL 70 11 9 0 90

Chapter 3
CHAPTER - 4
ROUTE SELECTION
4.1 OPTION I (48.2 KM)
4.1.1. This option is to take the alignment from Vayor, by the side of the wind mills
and substation, Vadraj cement factory, Nani ber village, Ramvada village,
without touching the motibear village, to the front of Sanghi Clinker plant at
Sanghipuram, Khirsara village, Pipar village, Mori village, Guhar Moti at NH
8A extension, Guvar Nani village on to Koteshwar.
4.1.2. The proposed alignment is given below and the alignment marked in
SURVEY map of India is attached as ANNEXURE, which will give a better
understanding of the alignment.
4.2 OPTION II (40.4 KM)
4.2.1 This option is to take the alignment by the by the side of the existing NH8A
extension from Vayor to Koteshwar, as shown in the alignment plan. This
option No 2 is mentioned primarily for comparison with Option 1 as this
alignment does not connect any of the existing industries in the region.
Ultratech cement will not use this alignment as described earlier. Some
features of this alignment are given below:
a). As the alignment follows the existing NH 41 and is parallel to it, it will
touch all the villages and human settlement along the way. It will thus
cater to the passenger and pilgrimage traffic. But since it will not touch
any of the existing industries, it will not generate any freight traffic till

Chapter 4
new industries come up to make use of this BG line. Passenger traffic
alone cannot justify and sustain a new BG line.
b). The existing industries will have to take long connectivity lines to use this
alignment and that could be a challenge to bring them on board on to
this project.
4.3 SWOT ANALYSIS OF THE PROPOSED ALINGMENT:
A SWOT analysis is made for the alignment Option No1, proposed for the
project.
4.3.1 STRENGTHS:
i). It connects all the major industries in operation in the project area.
Hence the new BG line will generate excellent revenue from the day of
operation. The OD survey done for this project shows that there are no
outward traffic beyond 300 kms other than cement products and there
are no inward traffic to this project length, which would use a Railway
line. Hence this BG line should be connected to the existing cement
plants for generating revenue.

ii). The alignment allows Industries to take connectivity for the existing
plants and will also allow the newly set up industries to plan for
connectivity especially in the mineral rich length between Pipar and
Koteshwar, where there are no mineral based industries operating now.

iii). The alignment does not enter any of the reserved forest area and goes
by the side of it thus avoiding getting permissions related to reserved
forest areas.
iv). The alignment goes by the side of State highway and National highway,
for major length of the alignment and hence construction and
maintenance cost could be under control.

Chapter 4
v). As the alignment touches is accessible at all places from either the SH
or NH, securing the line in case of a hostile move from across the
border will be easier.

vi). As this line connects the pilgrim centers, it will attract tourist to the
location.
vii). There are no major topographical challenges along the alignment and
hence the construction could be done easily.

viii). The land is mostly government land and the alignment is taken in such
a way that the populated areas do not get disturbed. The private
property is mostly owned by the industries and that will ease the land
acquisition for the project. However the exact nature of the land shall
be available during the DPR stage, after the detailed total station survey
and preparation of cadastral map.

ix). As the alignment is on one side of the mineral rich area between Pipar
and Koteshwar, it makes it easy for the industries to come up without
getting any Rail line obstruction.
4.3.2 WEAKNESS:
i). The alignment depends too much on the existing Industries alongside
the way and that could become a bargaining point for these industries
for rate tariffs and facilities.

Mitigation: The implementation arrangement is by an SPV where in
these industries will be a part of the system and hence these could be
overcome. Moreover, the demand for the line came from the industries
and hence a commitment could be derived from these industries before
the commencement of the project.
ii). The alignment is NOT the shortest route geographically between Vayor
and Koteshwar.

Chapter 4
Mitigation: The purpose of the new BG line is to develop the region and
help the industries and the shortest alignment geographically will not
serve any purpose if it avoids all the commercially important places.
iii). The alignment between Pipar and Guhar Moti is not near the SH or NH
and follows un metaled road. So, security and maintenance of track can
be a challenge.
Mitigation: This is only a temporary phase and once new Industries
come up due to this new BG line, these areas also will be properly
connected by road.
4.3.3 OPPURTUNITIES:
i). The alignment will help industries to grow in the mineral rich areas
unexplored between Guhar Moti and Koteshwar.

ii). The existing industries will find it more attractive to use rail instead of
road and that will be beneficial for the Railways and Industries.
Industries can explore ways and means of increasing productivity as
logistics will not be a constraint anymore.

iii). The villages and roads in this region will be developed as a result of this
new BG line
iv). There could be possibility of newer and varied industries coming up,
which could make use of this new Rail connectivity.
4.3.4 THREATS:
i) There are no major threats except may be security as this line will be
passing through uninhabited area in the mid-section. This shall be
mitigated by the presence of the BSF and Armed forces.

Chapter 4
As seen above, the strengths and opportunities far outnumber the
Weaknesses and threats and the alignment is recommended. Even in the
case of weakness and threats, sufficient mitigation is available to counter
them.
This alignment is also technically feasible and costing, traffic and
financials are examined in the following chapters.
There is no utility/pipe line/ gas provider like IOC, HPCL, Gujarat Gas,
BSNL, and Defense etc. along the proposed route. All obstructions like
underground HT/ over ground HT were avoided while selecting the
alignment but precise information will be given after detailed survey of the
proposed alignment route only.
4.3.5 CONCLUSION: The alignment OPTION NO 1, from Vayor via Vadraj cement,
Sanghipuram, Pipar, Guhar Moti to Koteshwar at 48.24 Kms is proposed for
the project. The above level of detail at this stage is appropriate for a pre-
feasibility study. But there could be some degree of uncertainty around the
detail, but these conclusions are reliable. The detailing could be done while
preparing the DPR.

Chapter 4
CHAPTER 5
PROJECT ENGINEERNIG
ESTIMATION OF COST OF CONSTRUCTION
5.1 PROJECT ENGINEERING
5.1.1. LENGTH
The whole length of the project between Vayor Koteshwar is 48.20 KM.
5.1.2. LAND:
The villages getting affected and the survey Nos can be ascertained only after
the alignment is finalized, total station survey done and after the preparation
of the cadastral map. This is done normally as part of the DPR. At this pre-
feasibility level, the villages getting affected and the approximate village
survey Nos can be made available after confirmation of this alignment by the
client. However, it can be confirmed at this level that the project area falls
under category of Barren Land. The alignment does not encroach any Wild-
Life Sanctuary. No National parks, Biosphere reserves, Wildlife Corridors
and Migratory routes for birds falls within the project area. There are no
Reserved/Protected Forest within this project area and CRZ is not applicable
along the alignment.
As per the Kasra map of the project alignment, the land is mostly under
government property compared to the private property. There are no forest
lands required for the project.
5.1.3. FORMATION:

Chapter 5
The formation width of Railway embankments has been increased from the
existing 6.85 m to 7.85 m for 350 mm cushion vide advanced correction slip
No. 135 of IRPWM for the following projects:
i) All projects for which detailed estimate is yet to be sanctioned will be
sanctioned with increased formation width.
ii) Projects where detailed estimate has been sanctioned by the competent
authority and physical work was has started shall continue to be carried
out with existing provision.
iii) There may be projects where even though the detailed estimate has been
sanctioned but no physical work like finalization of contract etc. has
taken place, Necessary modifications in formation width need to be
carried out to ensure availability of requisite width.
(ref: Railway board circular NO.98/W-I/ Gen/0/30-Pt-I dated 13.01.2015)
So, the formation width of this project is kept at 7.85 m and the
general width of land to be acquired is taken as 46 m (ref. Appendix III of
Engg: code)
5.1.4. BRIDGES
There are 2 ROBs proposed in the section, one near Vadraj cement
and another near the PIPER Village area. The new BG line will cross
the existing private road from the Sanghi Clinker plant at
Sanghipuram to their grinding unit and orally Sanghi cement has
suggested that they would make an ROB at this place at their own
cost. So that ROB cost is not included in the cost estimate. Since this
is a heavy industry area, it is recommended that ONLY ROBs may be

Chapter 5
constructed as oversized consignments may have to be transported to
these plants and RUB will not be suitable to take these OSCs. Three
major bridges of 4x 20 span and about 40 Nos of 6 m span culverts
need to be constructed to span the seasonal drainage channels
(totaling to 480 m of bridges).
This estimation of bridges is made now at this pre-feasibility level
(without total station survey) based on the above and more details
could be included during the DPR stage.
Ex.Location of Propsed 4 x 20 m Ex. Location of 6 m span culvert

bridge
5.1.5. TRACK STRUCTURE
Line is proposed with 60KG rails with 1660 number of Sleeper density
and 350 mm Ballast Cushion.
For loop and sidings 52kg Second Hand Rails on RCC sleeper with 1340
number of sleeper has been proposed for loops/ sidings ballast cushion
of 250mm has been proposed.

Chapter 5
5.1.6. CURVES
There are total 12 number of Curves on entire projected route between Vayor
Koteshwar in option 1 and 14 curves in option 2. No curve is sharper than
5 degree.
This estimation of curves is made now at this pre-feasibility level (without
total station survey) and more clarity of the same could be arrived at during
the DPR stage.
5.1.7. LEVEL CROSSING
No Level crossing is proposed as per FM circular 11 of 2016.
5.1.8. STATION AND BUILDINGS
Proposed stations: The alignment proposes to have a crossing station
at Vadraj cement plant (where it will serve Vadraj cement and Sanghi
cement as explained earlier), a Crossing station at Sanghipuram (to
serve the Sanghipuram community , crossing station at Kundri and
Sanghi plant can make a siding depending on its loading pattern), and a
terminal station at Koteshwar with main line, two loop lines and two
stabling lines, near the Koteshwar gate. The proposed location for Vadraj
cement crossing station and the Koteshwar terminal station is shown
below. The Koteshwar terminal station will be beneficial to the pilgrim
passengers, as it will take them to Narayan Sarovar and Koteshwar
temple from all over India. More stations can be made later when new
mineral based industries are set up along the alignment. The
possibility of relocating the existing proposed station at Vayor in the

Chapter 5
Naliya Road Vayor project, to the Vadraj cement factory area now
proposed in this alignment may also be thought of as Vadraj cement
area is near to Vayor and Vayor therwise is not used by any industry.

Chapter 5
TRAFFIC REPORT
Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1752 i

Traffic Report
CHAPTER 1
INTRODUCTION

Chapter 1
CHAPTER 2
HISTORICAL BACKDROP OF THE PROPOSAL
2.1 The entire project route alignment falls in Kutch district only of Gujarat
state. The district is rich in minerals however, for want of BG network, full
exploitation of mineral resources could not take place.
2.2 Kutch District
2.2.1. Before its integration on 01.06.1948 with Union of India, Kutch was princely
State. It formed as part C State from June 1948 was merged with Bilingual
State of Bombay in November 1956 and on formation of Gujarat State, it
became a district of Gujarat.
2.2.2. It is located between 68 09 to 71 54 E and 22 44 to 24 41 N latitude.
Kutch is surrounded by the Arabian Sea in South and West, Pakistan
country in North and Rajkot in East.
2.2.3. The project area extends from Vayor to Koteshwar in Kutch district of Gujrat
state and falls in the region of Kutch, Indian Wild West. Kutch area is a
geographic phenomenon.

Chapter 2
Fig : The NH alignment from Vayor to
Fig : Project region in Gujrat Koteshwar
2.2.4. The flat, tortoise-shaped land, edged by the Gulf of Kutch and Great and
Little Ranns, is a seasonal island. During the dry season, the Ranns are vast
expanses of dried mud and blindingly-white salt. Come monsoon, theyre
flooded first by seawater and then by fresh river water. The salt in the soil
makes the low-lying marshy area almost completely barren. Only on
scattered islands above the salt level, is coarse grass which provides fodder
for the regions wildlife. The villages dotted across Kutchs arid landscape are
home to a jigsaw of tribal groups and sub-castes who produce some of
Indias finest handicrafts, above all their textiles which glitter with exquisite
embroidery and mirrorwork.
2.2.5. Kutch literally means something which intermittently becomes wet and dry.
A large part of this district is known as Rann of Kutch which is shallow
wetland which submerges in water during the rainy season and becomes dry
during other seasons. The Rann is famous for its marshy salt flats which
become snow white after the shallow water dries up each season before the

Chapter 2
monsoon rains. In the Kutch district, this Project area between Vayor and
Koteshwar can be placed as the Lakhpat-Abdasa coastal region. The
Lakhpat-Abdasa coast comprises of coastal corridor, agriculture area,
Mining area.
2.2.6. The project area between Vayor and Koteshwar passes by the side of
Maniyara Reserved forest, Ratipal reserved forest, Lakhmirani Reserved
forest, Guvar rani reserved forest and Kanoj reserved forest as can be seen
from the Geological survey Map of the region, attached as annexure.
2.3 Lakhpat- Abdasa Coast - The Lakhpat-Abdasa coast comprises of coastal
corridor (explained in next figure), agriculture area, Mining area. Parts of the
coast has been declared as a Chinkara Wildlife Sanctuary. There is one
fishing settlement, namely Narayan Sarovar. The rough land use of the
Lakhpat-Abdasa coast is shown below:

Chapter 2
2.4 The alignment is planned to avoid traversing through these reserved
forest areas.
2.6.1. Geography:
Kutch District, at 45,692 square kilometres (17,642 sq mi), is the largest
district in India. The administrative headquarters is in Bhuj which is
geographically in the center of district. Other main towns are
Gandhidham, Rapar, Nakhatrana, Anjar, Mandvi, Madhapar, Mundra
and Bhachau. Kutch has 969 villages. Kala Dungar (Black Hill) is the
highest point in Kutch at 458 metres (1,503 ft). Kutch is virtually an
island, as it is surrounded by the Arabian Sea in the west; the Gulf of
Kutch in south and southeast and Rann of Kutch in north and northeast.
The border with Pakistan lies along the northern edge of the Rann of

Chapter 2
Kutch, of the Kori Creek. The Kutch peninsula is an example of active
fold and thrust tectonism and witnessed the 1956 Anjar earthquake and
2001 Bhuj earthquake. Villages situated on the eastern part of the Kutch
mainland were completely erased during the 2001 earthquake.
The project area has the following villages on the proposed alignment
namely Nanibear, Ramvada, Motibear, Khirsara, Pipar, Mori and Guhar
Moti where it joins the NH 8 A (NH 41) extension to Koteshwar and Guhar
Nani.
Fig 2. Guhar Moti where the proposed alignment joins the NH 8A extension to
Koteshwar

Chapter 2
The alignment is proposed in such a way that the alignment touches
most of these villages and the mineral rich areas so that industries
and people can benefit from the new BG line. It is also to be said here
that most of these villages are home to tribal groups and are small in size
that the Sanghipuram (Sanghi cement Clinker unit) with its 3000+
employees will be the greatest beneficiaries on the passenger front.
2.6.2. Economy
Historically Kutch was always considered a backward region due to its
location and submerged geography. The situation seemed to have
worsened after the disastrous Kutch earthquake. But in the next decade,
the economy took an almost miraculous jumpstart due to the intense
efforts of the Gujarat government. Quality of roads is good in Kutch. The
large part of the growth of Kutch came after intense development by the
state government as part of 2001 earthquake relief and Vibrant Gujarat
initiative.
The economy of this new BG route depends mostly on the mineral
rich area, which is suitable for cement and clinker and industries
which are proposed to use this are the existing Cement factories
namely Vadraj cement, Sanghi Cement and the new cement factories
which will be put up to exploit the commercial advantage this new
BG line can bring in.

Chapter 2
2.6.3. Mineral
Kutch is a mineral rich region with very large reserve of Lignite, Bauxite,
Gypsum among other minerals. Kutch got tax break for Industries for 15
years after the major earthquake on 26 January 2001. Lignite is mined
only by Gujarat Mineral Development Corporation (GMDC) at its three
mines in Panandhro, Umarsar and Mata no Madh. The Panandhro mines
has now been reserved for GSECL and GMDC power plants and GMDC
has stopped supply to other industries from there.
The ROCKS and MINERAL map of the region is given below, which
indicates the probable mineral based industries that could come up in
this region.

Chapter 2
The alignment is proposed now is such a way that the new BG line adds value to the existing industries and also brings in the new mineral rich area under the Railway
network thus maximizing the returns from the new BG line.

Chapter 2
2.6.4. Military Traffic: - As per Project Report of Western Railway and Railway
Boards Letter No.99/W-I/GC/W/Bhuj-Naliya dated 15 th January 2009 the
Defence Departments Traffic Projection as per their letter
No.14240/SWC/ARF/ADG/ Mov(Plg) dated 24th February 2006 informed
that there will be a troop movement of 5000 per annum and the Defence
materials movement has not been projected. As such the traffic survey team,
has not assumed any material movement over the project route as the
freight is not quantified by Defence Department. But is presumed that
military materials will be moving over the project route in contingencies and
normal course as the Defence department has asked for heavy duty Ramp at
Naliya Station.
2.6.5. Further, Federation of Kutch Industries Associations MEMORENDUM to
The Honble Minister, Indian Railways vide their letter No.
FOKIA/Railway/14092016/01 dated 14 September16.

Chapter 2
BARSYLs team had approached FOKIAs Managing Director and team had a
detailed discussion on Present Industries and to envisage the forthcoming
Industries in the region. BARSYLs team has also discussed about their views on
Pace of Socio-economic development of Abdasa to Lakhpat in the KUTCH District.
They also mentioned that keeping in view the importance of the Border, additional
troop movement required of about 2000 personnel.
2.6.6. Cement:
Kutch also houses cement plants, Ultra tech cements and Sanghi
Industries Ltd's promoted by Sanghi Group and Vadraj cement. The
companies are now planning to increase the capacity and this new BG
line could assist them with their logistics. The proposed new alignment
directly goes via the Vadraj Cement, Sanghi cement and clinker plants
and it can have a connectivity to the Ultratech mine fields near Baranda
village. Present Ultra tech cement factory plans to have a connectivity to
Vayor in the existing Naliya Road Vayor BG Line and hence this new
BG line may not directly benefit their existing facility.

Chapter 2
2.6.7. Forestry:
Kutch district has a scanty forest cover. Hence there is negligible risk of illegal cutting of
forests.
Typical topography along the alignment Typical topography along the alignment
As described earlier, the alignment goes near the reserved forests
namely Maniyara Reserved forest, Ratipal reserved forest,
Lakhmirani Reserved forest, Guvar rani reserved forest and Kanoj
reserved forest, but is so aligned to avoid entering any of these
reserved forest areas.
2.6.8. Salt:
The Little Rann of Kutch is known for its traditional salt production and
various references mention this to be a 600-year-old activity. During the
British period, this activity increased manifold. It was used to fund a
substantial part of the military expenses of the British government.

Chapter 2
There are no Salt Pans near the project area and no potential for any
salt mining. Hence salt industry is not expected to bring in any
traffic to this BG line.
2.6.9. Fishing Settlement:
Narayan Sarovar (Koteshwar port) is the only fishing settlement in the
Lakhpat coast. Due to border security restrictions, the fishermen can
enter the port only on particular days of the week permitted by the BSF.
The main fishing grounds of the Narayan Sarovar Fisher folk are the
creeks near the Lakhpat coast.
Fisherman frisking point at Koteshwar BSF out post at Koteshwar
FISHING is not a major activity which will require transportation by
rail and is mostly for local consumption. So, no fish related traffic is
expected to use this new BG line.

Chapter 2
2.5 PILGRIMAGE SITES IN KUTCH
2.5.1 Religious significance of the project area: Narayan Sarovar or Narayansar is a
village and place of pilgrimage for Hindus on the Kori Creek. The most important religious
place to visit in this project area is the ancient temple of Koteshwar Mahadev at Koteshwar.
Lot of the devotees visit the temple in the auspicious day of Mahashivratri. The long lines of
the devotees in the temple is a major attraction during the peak period. Another important
temple is the Someshvar Mahadeva temple along the NH 41 highway.

Chapter 2
Narayan Sarovar Temple at Koteshwar
2.5.2 The alignment will take care of this pilgrim passengers to Koteshwar
and thus will be beneficial to the passengers. However, since the
alignment is proposed mainly to cater to the industries and freight
traffic, the traffic generated due to passenger movement an essential
amenity is not considered for the financial calculations.
i) Proposed alignment and the Industries, religious places around the
alignment
At pre-feasibility level, several route options and freight facility
locations were analyzed and compared and two options were
ultimately considered for finalization. However, due to the potential of
traffic that could be generated, only one option is studied in detail and
the traffic and financial parameters are calculated based on this
alignment. We have also made a mention of an alternate alignment
and the reasons why this is not suited for this project.

Chapter 2
2.6 PROPOSED ALIGNMENT FOR THE PROJECT
2.6.1. This option is to take the alignment from Vayor, by the side of the wind mills
and substation, Vadraj cement factory, Nani ber village, Ramvada village,
without touching the motibear village, to the front of Sanghi Clinker plant at
Sanghipuram, Khirsara village, Pipar village, Mori village, Guhar Moti at NH
8A extension, Guvar Nani village on to Koteshwar.
2.6.2. The proposed alignment is given below and the alignment marked in SURVEY map of India is
attached as ANNEXURE, which will give a better understanding of the alignment.

Chapter 2
A pictorial representation of the various locations along the alignment is given below for better
appreciation of the project area.
Starting point of alignment from Vayor, At Ramvada, with Sanghi Cement
towards Vadraj Cement Executives
Mineral rich topography along the Bridges along the NH8A extension
alignment alignment. Similar bridges to be made
for the new BG line

Chapter 2
Narayan Sarovar Gate Land near Koteshwar gate identified for
the terminal station.
2.6.3. Proposed stations: The alignment proposes to have a crossing station at
Vadraj cement plant (where it will serve Vadraj cement and Sanghi cement
as explained earlier), a Crossing station at Sanghipuram (to serve the
Sanghipuram community and Sanghi plant can make a siding depending on
its loading pattern), a crossing station at Kundri and a terminal station
at Koteshwar with main line, two loop lines and two stabling lines, near the
Koteshwar gate. The proposed location for Vadraj cement crossing station
and the Koteshwar terminal station is shown below. The Koteshwar terminal
station will be beneficial to the pilgrim passengers, as it will take them to
Narayan Sarovar and Koteshwar temple from all over India. More stations
can be made later when new mineral based industries are set up along
the alignment. The possibility of relocating the existing proposed
station at Vayor in the Naliya Road Vayor project, to the Vadraj
cement factory area now proposed in this alignment may also be
thought of as Vadraj cement area is near to Vayor and Vayor otherwise
is not used by any industry.

Chapter 2
Location of Crossing station at Vadraj Location of Terminal station at
cement, which will serve Vadraj cement Koteshwar, neat the Koteshwar gate.
with rail connectivity.

Chapter 2
CHAPTER - 4
TRAFFIC PROJECTIONS
(FREIGHT & COACHING)
4.1. Passenger Traffic:
A good road services Kutch as 8A Extension (NH41), SH6, SH42 and
SH40 connect Bhuj - Lakhpat.
State Road Transport (GSRTC) buses serve the influence area medium
and large towns as Bhuj, Deshalpur, Naliya, Narayan Sarovar, Koteshwar and
Lakhpat.
S.No. Type No. Between
1 GSRTC Buses 40 Bhuj, Naliya, Deshalpur, Sukhpur, Narayan,
Sarovar, Panandhro Lakhpat, Mata No Madh,
Gandhidham
2 Private Buses 25 Bhuj, Naliya, Deshalpur, Sukhpur, Narayan,
Sarovar, Panandhro Lakhpat, Mata No Madh,
Gandhidham
3 Luxury Buses / 25 Bhuj, Gandhidham, Jamnagar, Ahmedabad,
Semi Luxury Rajkot, Vadodara

4 Taxies 20 Bhuj, Naliya, Nakhtrana, Lakhpat
5 Corporate 40 GMDC, Sanghi, Ultratech
Buses BSF, Army
In addition, private cabs are used.
As per OD survey & rough estimates 10175 passengers travel for both
direction (up and down).
4.2. Tourist traffic:

Chapter 4
Kutch region, once believed to be barren and land of sand, is now world
famous for its sand dunes, white deserts and richness of cultured
heritage. Due to the geographical advantages government of Gujarat has
successfully made Kutch, a center of attraction of global tourism.
The proposed lien will provide access to population tourist / pilgrimage
points.
Narayan Sarovar or Narayensar is s place of pilgrimage of Hindus on the
kori creek at the western most part of India. It is a temple of Lord
Vishnu alongside holy lake near Koteshwar.
Koteshwar temple is a place where the immensity of dry land meets the
incomprehensive vastness of the sea. It is a temple showing outstanding
piety and generosity of Lord Shiva.
Lakhpat Gurdwara Sahib is a place of worship of Sikhs located at
Lakhpat. It is believed that Guru Nanak stayed here on his way to Mecca
for Haj.
4.3. Freight Traffic:
i). Sanghi Cement: Sanghi Industries Limited is the flagship company of
The Ravi Sanghi Group dealing in the production and distribution of
Cement under the Brand Name "Sanghi Cement". Sanghi Cement, is
produced at one of the world's largest single stream Cement Plant located
at Sanghipuram in the Abdasa Taluka of Kutch District of Gujarat State.
This plant is fully automatic with state-of-the-art technology from Fuller

Chapter 4
International, USA and having capacity of 4.1 MTPA. The company
produces superior quality 53 Grade OPC and PPC Cement and have
revolutionized the way cement is produced and sold in India.
ii). Sanghi cement has a clinker plant by the side of the State highway,
through which we are planning the alignment and they have proposed to
have a connectivity from the Vadraj crossing station or Sanghipuram
Railway Station to their cement factories and grinding plants.
Sanghi Cement Clinker plant Moti ber, Road owned by Sanghi cement,
Sanghipuram, where a crossing station where an ROB is to be made by Sanghi
is proposed now. cement to cross the new BG line.
iii). The proposed new alignment is planned to cater to the needs of the existing
cement and clinker plants of Vadraj Cement and Sanghi cements.
Sanghi Cement Ltd. is Flagship Company of the Ravi Sanghi group dealing
in the production and distribution of Cement under the brand bane Sanghi
Cement. Sanghi Cement is produced at one of the worlds largest single
stream cement plant located at Sanghipuram in the Abdasa taluk of Kutch
district of Gujarat state. This plant is fully automatic with state of the art
technology from Fuller international, USA and having capacity of 7.4 MTPA
of Cement & Clinker put together. The company produces superior quality
53 Grade OPC and PPC cement have revolutionized the way cement is
produced and sold in India.

Chapter 4
As this cement factory is about 15 kms from Vayor.
It is having designed capacity of 4.1 MTPA of Cement and 3.3 MTPA of
Clinker.
Sanghi operates cement grade high quality captive limestone mines with
mining through latest eco-friendly.
In the past they used to dispatch cement form Bhuj Railway station by
road bridging of about 125 km. When Vayor-Koteshwar line materialize
they would prefer loading cement from this siding connected to Vadraj
Crossing station of proposed Vayor Koteshwar line.
It is expected that by 2019 2020 Sanghi will be dispatching about 1.25
million tonnes by rail and gradually increase it.
Presently Sanghi cement is sending cement by road to Gujarat area and
by sea (from their captive jetty) to Surat, Valsad and Mumbai.
It uses lignite as fuel for cement clinker production. It has 63 MW
power plant using RFO near the works. Sanghi is having captive jetty at
Akri Mota alongside the grinding and packing unit and loading bays for
trucks.
The company is producing 4.1 million tonnes of cement. 50% of
product is sent by road to North Central, South Gujarat and
Saurashtra.

Chapter 4
It may be noted that the distance to rail head from the plant and
multiple handling discouraged the movement by rail. In the event of
extension of line siding to serve Sanghipuram rail traffic is likely to
come to rail.
iv). Vadraj Cerement
Vadraj Cement: Vadraj Cement, previously known as ABG cement, is
near Vayor and is on the state Highway. It is on the left side of the State
highway and it is an active cement plant and plans expansion of its
facilities. The new alignment plans to have a crossing station just before
the Vadraj cement factory so that a siding can be taken by them to their
factory and also Sanghi cement, during our discussion with the executive
Director N. B. Goel and others, stated that they would also take a
connectivity from this station to their cement plant at Thumdi. The likely
dispatch of cement from this factory is forecast at 0.5 MTPA.
Wind mill Farm and Substation along Vadraj Cement plant

the alignment from Vayor to Vadraj
cement
4.4. Minerals:
4.4.1. Kutch is one of coastal districts of Gujarat. The major portion of the district
is rich in mineral resources. The area to be served by the proposed Railway

Chapter 4
line from Vayor to Koteshwar serves Abdasa and Lalehpat talukas which are
rich with Lignite, Bentonite, Bauxite and Limestone.
4.4.2. GMDC a Gujarat government enterprise is mining some of the largest Lignite
reserves. The basic minerals available in Kutch district are enumerated
below:
S.No. Name of Minerals Resources in

million tonnes
1 Limestone 8000
2 Lignite 324
3 Bauxite 42
4 Bentonite 65
5 China clay 107
i). Lignite:
India produces about 30 million tonnes of lignite. Gujarat is the second
largest producer Lignite in country whole Kutch is the sole producer
Lignite in Western Gujarat, i.e., almost 70% of states Lignite production.
It is produced in Panandhro, Mata No Madh and Koteshwar areas.
Lignite if mainly used to generate electricity. Lignite is used as fuel for
chemical industries, textile industries, ceramics and bricks. There are
two power stations in Kutch run by Lignite. 21.5 MW Panandhro by
Gujarat State Electricity Board, running successfully on Lignite supplied
by GMDC. Again, GMDC has set up a 250 MW power plant at
Nanichher.

Chapter 4
Lignite based power house are working at Neyveli in Tamil Nadu and also
at Bhavnagar using locally available Lignite.
Lignite has not been moving by rail because there is no demand from
power plants run by Gujarat Electricity (GEB) and Torrent Power
company, Ahmedabad.
There have been movement of Lignite in the past by rail from Bhemsar to
Torrent Power Ltd, Ahmedabad and Tata Chemical Ltd. Marvi, but since
Lignite is Volatile and Highly inflammable and ignites on its own, no
further movement is made.
In order to overcome the above, Lignite can move by rail to Gujarat
destinations on BOXN wagons under tarpaulin cover and spray of water
on top layer during transit. But quick movement is required. Lignite is
transported by road between Lakhpat and Ahmedabad, Marvi, Vapi,
Surat and Valsad.
It is expected that on this proposed section an originating loading of 0.5
MTPA of lignite can be expected by the first year of Operation.
To sum up, if GMDC agrees to move Lignite by rail for power houses in
Gujarat taking full precautions against combustion and delay in transit,
if that happens about 2 lakh tonne lignite can move.
ii). Limestone:

Chapter 4
Gujarat is fourth largest producer of limestone in the country. Limestone
is found in abundance in Kutch about 70% of the proven reserves of the
state.
About 90% of limestone is used for cement and rest for steel and soda
Ash. It is available in Abdasa and Lakhpat taluk of Kutch. Four cement
factories namely Sanghi, Deepak, Sewagram and Vadraj (ABG) use the
limestone from the above source.
In view of the above, chances of moving limestone by rail are very remote.
iii). Bauxite:
The reserves of Bauxite are all concentrated in Kutch which produces
most of Gujarat output. The end use industries are ceramic, refractory,
alumina and Calcination plants.
The movement by road is to Bhillai, Raipur, Surat, Ahmedabad, Mora
some movement took place in the past from Bhuj and Gandhidham.
This traffic is also not likely to come by rail as the quantities moved are
not amenable for block rake movement by rail
iv). Bentonite:
Gujarat is the largest producer of Bentonite in this country. Kutch
accounts for almost 60% of total proven reserves in the state and most of
this quantity is produced in Lakhpat and Mata no Madh.

Chapter 4
It is used in foundry. Ceramics, oil drilling, iron and steel and
construction industry major destinations are Vadodara, Pune, Mumbai
and Ludhiana. In the past only small part was being moved by rail but
with extended rail link to Koteshwar Lakhpat sector some movement
rail is possible. It is estimated that initially the yearly rail movement will
be to the tune of 2 lakh tonnes per annum.
v). Fly ash:
Apart from the above there will likely be some fly ash movement by rail
generated from the power plants, at one lakh tonnes per annum.
vi). General Goods:
Can be expected to be about 2 Lakh tonnes per annum.
4.4.3. Diverted Traffic: Since the proposed line will serve only as connection to
BG line at Gandhidham Bhuj to Vayor extended BG line section and the
project route will not a form a chord line connecting any two railway routes.
As such the project route, will not serve as an alternate route to any existing
lines and hence no traffic either freight or coaching has been considered for
diversion.
4.5. Total Project Traffic
The total additional freight commodity and company wise projected to
materialize to the project route on account of BG construction with quantum
of traffic and number of trains from 1st to 30th years is tabulated below:

Chapter 4
4.5.1. Outward Traffic Estimate

Chapter 4
Chapter 4
4.5.2. Inward Traffic Estimate
4.5.3. Conclusion:
In base year 2.57 rakes outward Freight Traffic and 3 Passenger Traffic to
4.55 rakes outward Freight Traffic and 6 Passenger Traffic for year 2046-47
is envisaged.

Chapter 4
CHAPTER - 6
LINE CAPACITY
6.1 As per rough estimates of traffic and portion of stations between Vayor
Koteshwar will be as under:
6.2 The table A below shows the increase in freight trains from the year of
commencement of operations of Vayor-Koteshwar line for a period of 30
years every five years. These figures take into consideration the freight traffic
increasing at 2% compound annual growth rate (against IRs 4% for the last
4 years) and passenger increases at 1% per annum.
6.3 Table B shows the line capacity without and with mechanical maintenance
of track, vis a vis the trains to be run as well as the percentage of utilization
for the horizon years.

Chapter 6
CHAPTER 7
ESTIMATE COST
Cost Estimate for Option-1:

Chapter 7
Bridges for Option-1:

Chapter 7
Cost Estimate for Crossing Station:

Chapter 7
Block Cost Estimate for Option-2:
Cost Estimates for Bridges in Option-2:

Chapter 7
CHAPTER 8
O & M COST
S&T COST
SSE : 1
JE : 4
ESM : 4
Support Staff (Class 4) : 8
MECHANICAL
Supervisor : 1
Locos
Technician (Mechanical) : 1
Technician (Electrical) : 1
Support Staff (Class 4) : 2
Coaches
Technicians : 2
Electricians : 2

Chapter 8
CHAPTER 9
INTERNAL RATE OF RETURN

Chapter 9

1752-GIDB-Draft PFR - 20.06.17

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TABLE OF CONTENTS

PROJECT REPORT ENGINEERING (CIVIL)....................................................................i

CHARACTERSTICS OF PROJECT AREA......................................................................6

PROJECT ENGINEERNIG ........................................................................................18

ESTIMATION OF COST OF CONSTRUCTION..............................................................18

HISTORICAL BACKDROP OF THE PROPOSAL...........................................................23

(FREIGHT & COACHING)........................................................................................... 42

INTERNAL RATE OF RETURN...................................................................................57

Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1555A a

Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1752 i

1.1 New BG Line from Vayor to Koteshwar (48.2 km)

To analyse and estimate Traffic forecast of Passenger as well as Freight

traffic for a period of 30 years.

To proposed route Alignment from Vayor to Koteshwar.

Station Locations to be included in between the Vayor- Koteshwar route.

considering various parameters and development of bankable report.

To identify potential stakeholders for equity participation and

implementation of the project.

1.1.1 Station Locations to be included in between the Vayor Koteshwar route. To

considering various parameters and development of bankable report. To

identify potential stakeholders for equity participation and implementation of

1.2 NEED FOR CONSTRUCTION

1.2.1 The proposed construction will provide connectivity from Vayor to

Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1752 1

ta present dispatched by Road to Bhuj and further by Rail as there is no

Railway facilities in this area.

necessary to construct BG Line from Vayor to Koteshwar to cater the traffic

generated by industries and coaching traffic to the tourist/pilgrimage places.

1.2.4 In addition to above, it will also provide connectivity with military

installation in border area from rest part of the country.

1.3 TERMS OF REFERENCES

work order awarded:

A. Traffic Forecast and Estimation of Line Capacity

The consultant shall forecast traffic, split by modes of transportation and

network for next 30 years. This may involve identification of potential

Industries and Tourism places in Koteshwar Region which may demand

connectivity for logistic and passenger movements. Also, the consultant

is required to analyse existing connectivity and freight movement pattern

(mineral, Container etc.) for inward and outward movement from

Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1752 2

conditions including best case, worst case scenario and realistic

The Traffic Forecast shall encompass necessary origin-destination (O/D)

should be conducted. It is expected that the Consultant will make use of

these studies and collect all travel and logistic information.

Traffic Forecast shall be prepared for a future reference case scenarios

with and without this rail link extension up to Koteshwar region.

B. Concept Design and Route Alignment

Based on the analysis of traffic demand, Consultant will provide

estimation of Line Capacities and estimation of trains to be run for traffic

projections over the project life period.

Consultant may provide tentative route alignment from Vayor to

ROW and their present status (owned by Government/ Private).

Consultant may suggest station locations between the stretch -Vayor to

Gujarat Infrastructure Development Board (GIDB) Proj.ID: 1752 3

detailed breakup from Vayor to Koteshwar.

years based on prevailing rates of Western Railways and appropriate

escalation factor. Provide a realistic estimate of fixed and variable costs.

D. Financial and Economic Viability Assessment

Estimate a revenue streams for the project, comprising, besides fare

revenue (passenger and freight), other streams such as Advertising rights

at Proposed Stations, Rental from Commercial shops etc.

ability of fare collection to meet O&M costs or debt service requirements

based on prudent accounting practices. Comparing to fares of competing