High Speed Rail in India

HIGH SPEED RAIL
CORRIDOR
PUNE-MUMBAI-AHMEDABAD Pre-Feasibility Study
Final Report
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study
Final Report
2
Corridors selected by MoR for PRE-

FEASIBILITY STUDIES
• Delhi-Chandigarh-Amritsar (450
km);
• 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.
Final Report
3
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.
Final Report
4
BENEFITS OF HIGH SPEED TRAINS

• Saving in time (350kmph)
• Safety (worldwide excellent record of safety)
• Eco-friendly (lower carbon emission)
• Energy efficient (compared to other modes)
• Efficient use of land
• On board high quality services
• Connectivity of communication (mobile phones, laptops..)
• Easy connectivity (city to city)
Final Report
5
PUNE-MUMBAI-AHMEDABAD
High 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
Final Report
6
PUNE-MUMBAI-AHMEDABAD
High Speed Rail- Main features
• 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)
Final Report
7
Objectives and Main Criteria of Alignment

1. 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 tunnels
and 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.
Final Report
8
Alignment Key points

The entire route is divided in 3
sections.
• Mumbai- Pune section
(Shedung to Pune)
• Mumbai- Outer (Shedung to
Virar)
• Mumbai- Ahmedabad (Virar to
Ahmedabad)
Final Report
9
Possible Alignments
ITEM MUMBAI-PUNE SECTION MUMBAI OUTER AREA MUMBAI AHMEDABAD SECTION
Total length in kilometres 86.5 83.6 413
No. 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(km
along alignment) 10 1.25 6
radius of sharpest curve(m) 6425 6425 5000
Speed restriction no speed restriction at 1 place at 1 place
Final Report
10
Process for location of HSR Stations

• Identification of potential • Short list locations for
location: terminal development
Identification
of Growth Feasibility of
Corridors location – High
Present Speed Rail
Transport Alignment
Network
Proposed
Perception
Transport Study of City
Network Development
authority
Availability
of optimum
land area
Land
Matrix struct
ownership
Final Report
11
Location identification for HSR Station-

Ahmedabad
Two options have been
discussed:
1) Vacant areas/ Agricultural
lands located between the
existing Kalupur (i.e.
Ahmedabad) Railway Station
and Maninagar Railway
Station and belonging to the
Western Railways.
2) Vacant lands near Bopal
close to the existing Science
City on the Sardar Patel Ring
Road and belonging to the
private parties.
Final Report
12
Multi-Criteria Analysis for Ahmedabad

HSR Station location
Final Report
13

Mumbai
Two options have been
discussed:
A. Vacant areas/ lands in

and around the existing
Lokmanya Tilak Terminus
(Kurla) and belonging to the
Central Railways
B. Vacant areas/ lands next
to existing Wadala
Railway Station and
belonging to the Mumbai
Port Trust (MbPT)
Final Report
14
Multi-Criteria Analysis for Mumbai HSR

Station location
Final Report
15

Pune
Four options have been
discussed:
1. Vacant lands at Moshi-
Sector 11, 13 and 14 and
belonging to Pimpri-
Chinchwad New Town
Development Authority
(PCNTDA)
2. Unused portions (rather
accommodating the High
Speed Rail Terminal) at the
existing Pune Central
Railway Station
3. Vacant areas/ agricultural
lands located at
Agricultural College, Pune
4. Along the Bhosari
Industrial Estate area
Final Report
16
Multi-Criteria Analysis for Pune HSR

Station location
Final Report
17
TRAFFIC FORECAST
Saving of 2/3rd compared to existing

running times Estimated 104 million
passengers in 2041
Final Report
18
CONCEPT DESIGN- Cross Sections

Typical Cross Section of slab track on viaduct
Final Report
19
CONCEPT DESIGN- Cross Sections

Typical Cross Section of slab track on embankment
Final Report
20
CONCEPT DESIGN- HSR Bridges &

Viaducts
Final Report
21
CONCEPT DESIGN- TRACKWORKS

Final Report
22
CONCEPT DESIGN
• Signalling
ETCS-european train
Control system
Level 2 with GSMR
• Telecommunications
GSMR- global system for mobile communication-railways
• Operation Control Centre(OCC)

One single OCC in Mumbai including Train Traffic control and Sub
stations control.
Final Report
23
OVERHEAD CATENARY SYSTEM(OCS)
• Power Supply
2 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, Negative
feeder, Aerial Earth Conductor and a 25000V Sub-Station
Droppler Cable.
• Maximum span- 63m
• Contact wire height-5.08m
• Catenary encumbrance-1.4m
• Maximum tension height-1400m
• Sub- station at every 50 to 70km
Final Report
24
ROLLING STOCK
• 1676mm gauge Rolling Stock.
• 3300mm car body
• EMU
• Fleet size- 38 train sets in 2021
• Investment costs- Rs 6783 crores
Final Report
25
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
Final Report
26
CONSTRUCTION COSTS ESTIMATES
DESIGNATIONS COSTS (in crores)
Civil Work 27243

Stations 890
Systems 12327
Depots 523
Project management/Risks 8092
Total 49075 Cr
Costs in Rupees Crores 2009

Final Report
27
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
28
FARE POLICIES AND LAND REVENUES

Fare in 2021
• 7 Rs/km (75% of seats capacity)
• 7 Rs/km + 30% for 1st 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
29
FINANCIAL ANALYSIS
PRE-TAX EQUITY NPV(WACC @ 8%) Rs. In Million

ROUTE OPTION
PROJECT IRR IRR 2009 prices 2014 prices
Pune-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
Final Report
30
PPP PROJECT STRUCTURING

The Project Structures proposed under PPP mode are:
OPTION 1
Design, Build, Finance, Operate and Transfer (DBFOT) of the
entire project by a single Private Developer.
OPTION 2
Unbundling the project into different components so as to attract
private players from the perspective of affordability in terms of
size and risk allocation.
A. Build & Transfer (B&T) of Civil Works (Earthwork,
Tunnel, Bridges, fence, etc.)
B. Design, Finance, Operate and Transfer(DFOT) of
systems, stations, trains and depots
Final Report
31
ROAD-HSR COMPARISON
BASIS ROADS vs HIGH SPEED RAIL
Government Funding Viability gap funding, normally upto 40% of the total
project cost is provided to the PPP road projects.
Whereas, the high speed rail project under discussion
requires a VGF of only 17% of the total project cost.
Environmental Impact High speed rail has the potential to be the lowest
energy 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
32
SOCIO ECONOMIC ANALYSIS
Base Price(Pune-Mum-Ahm corridor)

Rate of discount Unit With the project Without the project
8% Rs million 434044 580179
10% Rs million 373994 437395
12% Rs million 327329 341562
ERR % 12.8
Final Report
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 consideration
during design.
• Rehabilitation and Re-settlements of project affected
families.
• Estimated Environmental cost : Rs.270 crores.
Final Report
34
CARBON FOOTPRINT
The 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 transport
modes.
• The carbon footprint would be defined as the total set of
Green house gases(GHG) emissions a high speed line
would emit during its life cycle(conception, construction,
operation and rolling stock).
Final Report
35
IMPLEMENTATION SCHEDULE(Integrated)
Final Report
36
CONCLUSION
• The HSR line between Pune-Mumbai-Ahmedabad can
stop the decline of the railway on the long distance
transport segment along this corridor.
• It provides an attractive transport offer in terms of
reduced travel times and connectivity with the existing
networks
• Despite the high investment cost, it is financially and
economically sustainable.

High Speed Rail in India

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High Speed Rail in India

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HIGH SPEED RAIL

Corridors selected by MoR for PRE-

Financing of the Pre-Feasibility Study

A- For the 6 selected corridors

B- Any other corridor of the choice of State Government

BENEFITS OF HIGH SPEED TRAINS

Objectives and Main Criteria of Alignment

Alignment Key points

Process for location of HSR Stations

Location identification for HSR Station-

Multi-Criteria Analysis for Ahmedabad

Location identification for HSR Station-

A. Vacant areas/ lands in

Multi-Criteria Analysis for Mumbai HSR

Location identification for HSR Station-

Multi-Criteria Analysis for Pune HSR

Saving of 2/3rd compared to existing

CONCEPT DESIGN- Cross Sections

CONCEPT DESIGN- Cross Sections

CONCEPT DESIGN- HSR Bridges &

CONCEPT DESIGN- TRACKWORKS

• Operation Control Centre(OCC)

OVERHEAD CATENARY SYSTEM(OCS)

CONSTRUCTION COSTS ESTIMATES

DESIGNATIONS COSTS (in crores)

Civil Work 27243

Costs in Rupees Crores 2009

PROJECT COSTS ESTIMATES

FARE POLICIES AND LAND REVENUES

Estimated Land revenue

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

PRE-TAX EQUITY NPV(WACC @ 8%) Rs. In Million

PPP PROJECT STRUCTURING

SOCIO ECONOMIC ANALYSIS

Base Price(Pune-Mum-Ahm corridor)

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