Published Date: 04-03-2021

The alignment of Mumbai-Ahmedabad High Speed Railway corridor is, in general, kept straight to meet the requirement of high speed, because most of the alignment passes through green fields. However, the alignment is diverted at Vadodara, Ahmedabad, and Sabarmati to bring the HSR alignment near IR stations so that passengers may get the comfort of easy transfer between the two modes of transport. Since the area near Railway stations is very congested, this integration has created difficulties in land acquisition, utility shifting, road diversions, multi-modal traffic planning, and construction near running railway tracks. Although the changed alignment passes in front of the main station building, all efforts are made to enhance the station frontage.

Original Planning:

The initial survey for HSR alignment was conducted in early 2017. In the Vadodara station area, the HSR alignment was designed to cross the yard from east to west near the platform area, crossing approximately 13 lines. The proposed bridge spans to cross the tracks from West to East were 100 m + 220 m + 120 m. Even in Japan’s Shinkansen high-speed network, such a large bridge is unprecedented. The estimated steel required for this bridge construction was 25,000 MT.

The challenges with this scheme were as under:

• Difficult launching scheme: The proposed launching scheme posed the biggest challenge for the design of the pin on which the 220 m span girder was planned to rotate. No such scheme has been executed anywhere. The main girder required launching of a temporary girder over running lines, which would have been very challenging to maintain. Passenger safety during construction was a major concern. The estimated time for steel girder fabrication and launching was 66.6 months, which did not fit the overall project timeline.
• Permission from Airport Authority of India: The site is in the red CCZM zone, on the flight path to Vadodara airport, requiring clearance from the Airport Authority of India. The crane’s launching arm was supposed to reach 131 m MSL, while AAI norms allow only 95.910 m. Flights would have had to be canceled during launching operations, so the scheme was not approved.
• Major Repercussions on Platform No. 6 of Vadodara Railway Station: The new HSR station was planned above Platform No. 6, with foundations very close to running railway lines. Construction over 3–4 years with a 12 m x 12 m column grid required phased work and strict passenger safety measures.

The New Scheme:

After discussions during regular meetings, it was decided to explore the possibility of keeping the alignment straight on the eastern side and crossing the tracks ahead of the yard. The scheme was found feasible with the following prerequisites:

• Change in track curvatures: Alignment in Vadodara was completely realigned to meet high-speed requirements and new alignment needs.
• Station location shifted from Platform No. 6 (west) to Platform No. 7 (east).
• HSR now crosses IR tracks with standard 40 m spans on portal piers.

Benefits of the new alignment:

• Time benefits: The work is expected to be completed in approximately 48 months, compared to 66.6 months earlier.
• Reduction in design complexity: Most spans are standard, reducing the need for special bridge designs.
• Better station location:
  • Closer to central and local bus depots for improved multi-modal connectivity.
  • All major platforms are connected to the HSR station, with better road access.
  • Sufficient open space near Platform No. 7 for multifunctional complex, parking, and sewage treatment plant.
• Proper location for DSS and SER: Entire DSS and SER can now be placed near the HSR station.
• Financial benefits: Estimated savings of about ₹2000 crores.
• Avoids major displacement: Reduces impact on commercial and residential units.
• Road accessibility maintained: Roads near the station no longer need to be blocked under the elevated HSR track.