Mumbai Ahmadabad High Speed Rail Project

dt: 18.07.2019 1
Rationale and Background
• The growing transport needs of the country requires construction of
High Speed Railway (HSR) in India.

• Any Railway System having speed potential in excess of 200 kmph

are considered as High Speed Railway.

• The MAHSR project started in 2012 with initial discussions between

Govt. of India and Govt. of Japan. Feasibility study undertaken by
Japanese consultants in December 2013 and report submitted in
July 2015. The project has been approved by Government of India vide
CCEA/31/2015 dated. 09.12.2015
Rationale and Background
• National High Speed Rail Corporation (NHSRCL), A Special Purpose
Vehicle under Ministry of Railways, Govt. of India was set up with
partnership of Govt of Maharashtra and Govt. Of Gujarat on 12th
February 2016.

• On 14th September 2017, Hon’ble Prime Minister of India, Shri

Narendra Modi and Hon’ble Prime Minister of Japan Shri Shinzo Abe
laid the foundation stone for first HSR project between Mumbai and
Ahmedabad.

• All out efforts are being made to complete the Project by 15

th August
2022.
GENERAL OVERVIEW OF PROJECT
Total Length: 508.09 Km
Sabarmati 460.3 Km Viaducts (90.6%)
Ahmedabad
Delhi
Anand 9.22 Km Bridges (1.8%)
Vadodara 25.87 Km Tunneling (5.1%) Sabarmati
Gujarat

(Longest Tunnel: 21 Km with 7 Km

undersea)
Bharuch
12.9 Km Cut/Fill (2.5%) Gujarat: 349.03 Km (8 districts)

Surat DNH* : 4.30 Km (1 UT)

Maharashtra: 154.76 Km (3 districts)
Bilimora Stations: 12 ( 8 in Gujarat Legend
& 4 in Maharashtra) Mumbai Capital
Vapi
All elevated except Mumbai Major cities
Maharashtra

Boisar (underground) * DNH: Dadra & Nagar Haveli

Virar Travel Time:

GAUGE: Standard 1435 mm
Thane 2.07 Hrs (limited Stops) 2.58 Hrs (all stops) SPEED: 350 Km/h (design),
Mumbai COST: 1,08000 CRORES 320 Km/h (operating)
(including all escalation, Interest during Construction, taxes/duties)
SALIENT FEATURES: TECHNICAL
Project Component Description No Stations Ch. (Km)
Project Cost INR 1.08 Lakh Crores .
Funding Agency JICA & MoR, and State 1 BKC, 0.000
Governments (Maharashtra Mumbai
and Gujarat) 2 Thane 27.950
Total Land Requirement 1415.75 Ha.
3 Virar 65.170
Total Length 508.17 km
4 Boisar 104.207
Elevated Viaduct 469.53 km (9.22 kms Bridges)
5 Vapi 167.940
Embankment (Cut/Fill) 12.9 Kms
Right of Way (ROW) 17.5 m 6 Bilimora 216.580
Tunnels 25.87 kms (8 Nos.) 7 Surat 264.580
Longest Tunnel 21 km (7.0 kms Undersea) 8 Bharuch 323.110
Tunnel Construction Technology TBM & NATM 9 Vadodara 397.060
Railway Crossings 25 locations 10 Anand 447.380
Maintenance Depots 7
11 Ahmedabad 500.190
Rolling Stock Depots 2 - Thane and Sabarmati.
Construction Yards At every 25 km 12 Sabarmati 505.750
Track Gauge Standard (1,435 mm)
Maximum Design Speed 350 km/hr
Maximum Operation Speed 320 km/hr Travel Time :
Number of Lines Double Track 2.07 Hrs (Limited Stops
Distance between Track Centre 4.5 m 2.58 Hrs (all stops)
Project Benefits
• Reduction in travel time between Mumbai and Ahmedabad from 6.5
hrs to 2.5 hrs.
• High carrying capacity of about 750 passenger per train.
• Major connectivity boost to less developed areas, potential for
development of new production bases and townships along the
corridor.
• Boost to construction industry, technological enhancement of
Railways, long term infrastructure development.
• Creation of temporary and permanent employment.
• Decongestion of existing rail, road, and air traffic between Mumbai
and Ahmedabad
• Reduction in Green house gas emissions due to more efficient
transport option mode
Project Alternatives
Key Alternatives chosen include:
• Route optimization and depot siting to avoid / minimize
environmentally and socially sensitive areas (such as forests and
mangroves, sanctuaries, hospitals, schools, densely populated
areas, etc.)
• Embankment option changed to Viaduct, thus substantially
reducing RoW and subsequent Land Acquisition requirement
• Elevated viaduct ensures continuity within spans, across the
alignment (LHS and RHS) without any physical severance for local
community as well as livestock
• Japanese Shinkansen technology chosen, which is one of the
most optimal among HSR, as regards noise emissions and energy
efficiency
SALIENT FEATURES: OPERATIONAL
TRAIN OPERATION PLAN (Source: Feasibility Study)

Year 2023 2033 2043 2053

Train Configuration 10 10/16 16 16

Number of Rakes 24 24 +11 44 71
Number of Trains 35 51 64 105
(per day/one-direction)

Train Capacity 750 750/1250 1250 1250

Traffic Volume (day/one direction) 17,900 31,700 56,800 92,900
Number of Trains Peak Hour: 3 4 6 8
(per day/hour/one-direction)
Off peak: 2 3 3 6
Operational Control Centre: Sabarmati
Maintenance Depot/Workshop (Rolling Stock): Thane, Sabarmati 4
SALIENT FEATURES: MAINTENANCE
MAINTENANCE SCHEDULE
Inspection Light Maintenance Heavy Maintenance Others
(Period) Daily Regular (30 Bogie General Special &
(48 h) days) (18 months) (36 months) Breakdown
Thane Depot √ √ √
Sabarmati Depot √ √ √ √ √
& Workshop
• Power supply: 12 Traction substations, 2 Depot substations and 16
Distribution sub stations (12 Stations, 2 Depots & 2 Tunnel)
• OHE: 2X25 KV, Heavy Compound Catenary System
• Signalling: DS- ATC similar to Shinkansen
• Fitted with Disaster Prevention System for safe operation.
• State of the art High Speed Railway Training Institute at Vadodara
• Annual Energy requirements (Trains, Stations etc) -1100 million units 5
Construction Methodology: Tunnel/ Via-duct Adopted

X Shinkansen E7 Series JR East

• Tunnel about 25-40 meters below ground

level,
• Elevated viaducts ensures continuity within
spans, across the alignment (LHS& RHS)
without any physical severance.

“THERE IS NO BIFURCATION OF
FOREST LAND”
Typical Cross Section in Tunnel & Via Duct
ALIGNMENT STUDY

• Minimum Radius (Horizontal): 6000m for 320 km/h

• Minimum Radius (Vertical): 25000m
Technical • Over Head Clearance:7.7 m
• Maintainability of Asset

• Future Expansion to new area

Operational • Connectivity with existing important places
• Development potential

• Location of station, River Bridges

Obligatory • Minimum Disturbance to Forest & Wild Life

Points • Minimum Interference with existing structures i.e.

highway, metro, Location of Bridges
Selecting 3
Most
Feasible
Options
ALIGNMENT OF
MAHASAMRIDHI
MARG
Most Feasible Alignment: Operational Issues
S.N. Alignment Alternative-1 Alternative -2 Alternative -3
(Tunnel) (Via Duct) (Along IR)
1 Proposed Terminal Bandra Kurla Complex Bandra Kurla Complex Lokmanya
(Business Center) (Business Center) Tilak (IR station)
2 Passenger Connected With Metro Connected With Connected with
Connectivity 2B, Metro 3, Metro 8 Metro 2B, Metro 8 Lokmanya Tilak Station
(proposed), Airport (proposed), Airport of IR
(Santacruz Chembur Link (Santacruz Chembur
Road) Link Road)

3 Possibility of future Possible connection with Possible connection Possible connection with
extension Pune, Nagpur with Pune, Nagpur Pune, Nagpur

4 Development Very High Due to Very High Due to Low, Since terminal is
Potential Integration with IFSC Integration with IFSC heavily populated
Most Feasible Alignment: Technical Aspects

S. Alignment Alternative-1 Alternative -2 Alternative -3

N. (Tunnel) (Via Duct) (Along IR)
1 Horizontal Curve Min 6000R Min 6000R Radius 1500 R
2 Vertical Curve 25000 m 25000 m 25000 m
3 Infringement with Metro 5, Metro 4 Metro 2B, Metro 5, Metro 4, • 22 different
Ex/ Pro Structure Eastern Expressway, CSMT locations of Road
Kalyan Line- 2 locations, Trans Over Bridges &
Harbour 2 locations and other Foot Over Bridge
flyovers
4 Speed Potential Speed Potential: 320 Speed Potential: 320 km/h Speed Potential: 110
km/h km/h
Most Feasible Alignment: Obligatory Points
S.N. Alignment Alternative-1 Alternative -2 Alternative -3
(Tunnel) (Via Duct) (Along IR)
1 Wild Life Alignment Passes Alignment Passes Alignment Passes
through ESZ and PA of through ESZ and PA of over existing
TCFS, ESZ of SGNP & TCFS, ESZ of SGNP & alignment of IR thus
TWLS. The alignment TWLS. The alignment completely avoiding
also touches PA 0f TWLS also touches PA of the TCFS.
(0.11 Ha). The TWLS (0.11 Ha).
construction is proposed
as under ground tunnel
in TCFS, thus minimal
impact on wild life.
2 Wildlife The alignment is along existing PWD road while passing through ESZ of
TWLS & SGNP.A wildlife overpass & underpass will also be provided, as
per suggestion of NBWL, to bridge lost connectivity of SGNP & TWLS.
3 Forest The alignment passes through Reserved Forest, Protected Forest, Private
Forest etc. at various locations.
Finalization of Alignment
• A detailed study of 3 alternatives has been done
during feasibility study by dedicated team of
Engineers and Technicians of NHSRCL & Japanese
Consultants.

• Minimum use of forest land, minimal disturbance to

wild life and human habitation were considered.
 FINALIZED Alt-1
ALIGNMENT (Tunnel)

Alt-2 & 3
(Viaduct/ IR)
MAHSR Alignment in Thane District – Ch: 7.043 to Ch: 46.700 (39.657 Km)
MAHSR Alignment in Palghar District – Ch:46.700 to CH:155.642 (108.942 Km)
Thanks….

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