high speed rail in india

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HIGH SPEED RAILCORRIDORPUNE-MUMBAI-AHMEDABAD Pre-Feasibility Study

Final Report



Corridors selected by MoR for PRE-FEASIBILITY STUDIES

• Delhi-Chandigarh-Amritsar (450km);

• Hyderabad-Dornakal-Vijayawada-Chennai (664 km);

• Howrah-Haldia (135 km);• Chennai-Bangalore-Coimbatore-

Ernakulam (850 km);• Delhi-Agra-Lucknow-Varanasi-

Patna (991 km) and•

Ernakulam-Trivandrum (194 kms)• Ahmedabad-Mumbai-Pune.

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 2



Financing of the Pre-Feasibility Study As per the policy approved by the Ministry of Railways

A- For the 6 selected corridors•

50% of the costs are borne by the Ministry of Railways .• 50% of the costs are shared by the Concerned State Governments.

B- Any other corridor of the choice of State Government• 20% of the costs are borne by the Ministry of Railways .• 80% of the costs are shared by the Concerned State Governments.




PUNE-MUMBAI-AHMEDABADHigh Speed Rail• States: Maharashtra/ Dadra- Nagar- Haveli (UT)/ Gujarat• Length: Approx 640km double track.

• Maharashtra – 328 km• Dadra – Nagar – Haveli(UT) – 5.5 km• Gujarat – 306.5 km

• Earthworks: 549 km• Rail Structures: 72 km• Road Over Bridges: 130 in no,• Tunnels: 19.085km• Earthworks Materials: 76 millions cu.m




• Tunnel between Lonavla and Karjat – 18.3 km• Mumbai HSR Trans Harbour Link bridge – 17.2 km• 3 main Terminal stations in Mumbai, Pune and

Ahmedabad• 3 main intermediate stations in Navi Mumbai, Airport,

Surat and Vadodara• 2 depots: Main depot Geratpur (Ahmedabad) / Auxiliary

Depot (Pune)


PUNE-MUMBAI-AHMEDABADHigh Speed Rail- Main features



Objectives and Main Criteria of Alignment1. OBJECTIVES

• Design an alignment for a 350kmph speed.• Optimize the economical efficiency of the Project in reducing as

much as possible the number of special structures such as tunnelsand long bridges.

• Minimize disturbance to existing infrastructures.• Minimize acquisition of land especially in urban areas.

2. CRITERIA• Minimum horizontal radius 6425m• Maximum gradient 35mm/m• Minimization of the height of embankment• Intermediate stations in suburbs of the cities to avoid costly works

to reach city centres which do not provide sufficient traffic. • Viaducts in urban areas.




Alignment Key pointsThe entire route is divided in 3sections.• Mumbai- Pune section

(Shedung to Pune)• Mumbai- Outer (Shedung to

Virar)• Mumbai- Ahmedabad (Virar to Ahmedabad)




Possible Alignments


ITEM MUMBAI-PUNE SECTION MUMBAI OUTER AREA MUTotal length in kilometres 86.5 83.6 413No. of tunnels 1 1 -

Length of tunnels 18.7 1.3 -Viaducts 1(35m deep) 7 -length of viaducts 1.5 3.4 -

Relocation of houses/properties(kmalong alignment) 10 1.25 6radius of sharpest curve(m) 6425 6425 5000Speed restriction no speed restriction at 1 place at 1 place

b i h d b d S ibili S d



Process for location of HSR Stations• Identification of potential

location:


Identificationof GrowthCorridors

PresentTransportNetwork

ProposedTransportNetwork

Availabilityof optimumland area

Land

ownership

• Short list locations forterminal development

Feasibility oflocation – High

Speed Rail Alignment

PerceptionStudy of CityDevelopment

authority

Matrix struct

P M b i Ah d b d HSR P F ibili S d



Location identification for HSR Station- Ahmedabad

Two options have beendiscussed:1) Vacant areas/ Agriculturallands located between theexisting Kalupur (i.e.Ahmedabad) Railway Stationand Maninagar RailwayStation and belonging to theWestern Railways.2) Vacant lands near Bopalclose to the existing ScienceCity on the Sardar Patel RingRoad and belonging to theprivate parties.


P M b i Ah d b d HSR P F ibilit St d



Multi-Criteria Analysis for AhmedabadHSR Station location


P M b i Ah d b d HSR P F ibilit St d



Location identification for HSR Station-Mumbai

Two options have beendiscussed:

A. Vacant areas/ lands inand around the existing

Lokmanya Tilak Terminus(Kurla) and belonging to theCentral RailwaysB. Vacant areas/ lands nextto existing WadalaRailway Station andbelonging to the MumbaiPort Trust (MbPT)


Pune Mumbai Ahmedabad HSR Pre Feasibility Study



Multi-Criteria Analysis for Mumbai HSRStation location





Four options have beendiscussed:1. Vacant lands at Moshi-

Sector 11, 13 and 14 andbelonging to Pimpri-Chinchwad New TownDevelopment Authority(PCNTDA)

2. Unused portions (ratheraccommodating the HighSpeed Rail Terminal) at theexisting Pune CentralRailway Station

3. Vacant areas/ agriculturallands located atAgricultural College, Pune

4. Along the BhosariIndustrial Estate area


Location identification for HSR Station-Pune





Multi-Criteria Analysis for Pune HSRStation location

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study



TRAFFIC FORECAST


Estimated 104 millionpassengers in 2041

Saving of 2/3 rd compared to existing

running times




CONCEPT DESIGN- Cross Sections

Pune Mumbai Ahmedabad HSR Pre Feasibility StudyFinal Report 18

Typical Cross Section of slab track on viaduct





CONCEPT DESIGN- Cross SectionsTypical Cross Section of slab track on embankment

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study 20



CONCEPT DESIGN- HSR Bridges &Viaducts





CONCEPT DESIGN- TRACKWORKS

u e u ba edabad S e eas b ty StudyFinal Report 21




CONCEPT DESIGN• Signalling

ETCS-european trainControl systemLevel 2 with GSMR

• TelecommunicationsGSMR- global system for mobile communication-railways

• Opera tion Control Centre(OCC)One single OCC in Mumbai including Train Traffic control and Sub

stations control .

y yFinal Report 22




OVERHEAD CATENARY SYSTEM(OCS)

• Power Supply2 x 25 KV PS- 8 sub stations

• OCS 2 X 25 KV• Either French, German / Chinese

technology• Each arrangement consists of a

Messenger, Contact Wire, Negativefeeder, Aerial Earth Conductor and aDroppler Cable.

• Maximum span- 63m• Contact wire height-5.08m• Catenary encumbrance-1.4m• Maximum tension height-1400m• Sub- station at every 50 to 70km

y yFinal Report 23

25000V Sub-Station




ROLLING STOCK• 1676mm gauge Rolling Stock.• 3300mm car body• EMU• Fleet size- 38 train sets in 2021• Investment costs- Rs 6783 crores

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INFRASTRUCTURE MAINTENANCE• Maintenance head office in Navi Mumbai• 7 maintenance bases• 3 main track operational units• 2 main signalling/ Telecom/ OCS/ PS Units• Approximately 330-340 number staff

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CONSTRUCTION COSTS ESTIMATES

DESIGNATIONS COSTS (in crores)

Civil Work 27243

Stations 890

Systems 12327Depots 523

Project management/Risks 8092

Total 49075 Cr

Final Report 26

Costs in Rupees Crores 2009




PROJECT COSTS ESTIMATES• Investment Costs

• Construction – Rs. 49075 Cr• Rolling Stock – Rs. 6783 Cr for 2021 HSR Offer

• Operation Costs• Rs. 205 Cr. In year 2021

• Maintenance Costs• Rolling Stock – Rs. 145 Cr., in year 2021• Infrastructure – Rs. 254 Cr., in year 2021

Final Report 27




FARE POLICIES AND LAND REVENUESFare in 2021•

7 Rs/km (75% of seats capacity)• 7 Rs/km + 30% for 1 st class• 4.5 Rs/km (25% of the seats capacity)• 25% extra charge for short trips (<150km)

Fare Evolution• 4% /year + 5% every 5 years (over and above)

Estimated Land revenue

Lease rentals from land development contributes to 6-9% of total revenues

Final Report 28




FINANCIAL ANALYSIS

Final Report 29

2009 prices 2014 pricesPune-Mum-Ahm 11.42% 13.60% 239,267 291,105

Pune-Mum 9.77% 11.81% 51,291 62,404

Mum- Ahm 8.97% 10.61% 44,289 53,884

NPV(WACC @ 8%) Rs. In MillionROUTE OPTION

PRE-TAX

PROJECT IRR

EQUITY

IRR




PPP PROJECT STRUCTURINGThe Project Structures proposed under PPP mode are:OPTION 1 Design, Build, Finance, Operate and Transfer (DBFOT) of theentire project by a single Private Developer.

OPTION 2Unbundling the project into different components so as to attractprivate players from the perspective of affordability in terms ofsize and risk allocation.

A. Build & Transfer (B&T) of Civil Works (Earthwork,Tunnel, Bridges, fence, etc.)

B. Design, Finance, Operate and Transfer(DFOT) ofsystems, stations, trains and depots

Final Report 30

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Studyl 31



ROAD-HSR COMPARISONBASIS ROADS vs HIGH SPEED RAIL

Government Funding Viability gap funding, normally upto 40% of the totalproject cost is provided to the PPP road projects.Whereas, the high speed rail project under discussionrequires a VGF of only 17% of the total project cost.

Environmental Impact High speed rail has the potential to be the lowestenergy consumer and greenhouse gas emitter.Rail services, including slower regional trains,produce on average• 5 times less carbon than comparable car journeys• 4 times less than short haul air travel• 3 times less than long haul air travel.

Final Report 31

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFi l R 32



SOCIO ECONOMIC ANALYSIS

Final Report 32

With the project Without the project8% Rs million 434044 580179

10% Rs million 373994 437395

12% Rs million 327329 341562

ERR %

Base Price(Pune-Mum-Ahm corridor)Rate of discount Unit

12.8

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFi l R t 33



ENVIRONMENTAL EXAMINATION• Afforestation will be done for compensation of loss of bio

mass and to develop a buffer zone as noise barrier.• Mitigation measures for mitigation of noise and vibration

during operation requires Engineering considerationduring design.

• Rehabilitation and Re-settlements of project affectedfamilies.

• Estimated Environmental cost : Rs.270 crores.

Final Report

Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFi l R t 34



CARBON FOOTPRINTThe construction of a high speed line:• Generates CO2 emissions depending on the context

(construction and conception of the line).• Also avoids some CO2 emissions thanks to modal

transfer of passengers from more polluting transportmodes.

• The carbon footprint would be defined as the total set ofGreen house gases(GHG) emissions a high speed linewould emit during its life cycle(conception, construction,operation and rolling stock).

Final Report




IMPLEMENTATION SCHEDULE(Integrated)

Final Report




CONCLUSION• The HSR line between Pune-Mumbai-Ahmedabad can

stop the decline of the railway on the long distancetransport segment along this corridor.

• It provides an attractive transport offer in terms ofreduced travel times and connectivity with the existingnetworks

• Despite the high investment cost, it is financially andeconomically sustainable.

Final Report

high speed rail in india

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