HIGH SPEED RAIL CORRIDOR
PUNE- MUMBAI- AHMEDABAD
Pre-Feasibility Study
Presented by:
P. K. Gupta, Group General Manager, T&S
Pradeep Tyagi, SDGM, T&S
RITES LTD.
CONTENTS
1.
2.
3.
4.
5.
6.
7.
8.
9.
Background & Salient Features
Traffic Forecast
Concept Design
Alignment
Station Locations
Costs Estimates
Environment Studies
Financial and Socio Economic analysis
Conclusion
Study for
PUNE- MUMBAI- AHMEDABAD
by
RITES, SYSTRA & ITALFER
Salient Features
States: Maharashtra/Dadra-Nagar-Haveli (UT)/ Gujarat
Length: 640 Km double track

Maharashtra: 328 Km

Dadra-Nagar-Haveli: (UT) 5.5 Km

Gujarat: 306.5 Km
Length on Bank:
549 Km
Length on Bridges:
72 Km
Length in Tunnels:
19 Km
No of Road Over Bridges:
130 Nos
Quantity of Earthwork
76 millions cu.m
Tunnel between Lonavala and Karjat 18.3 Km
Mumbai HSR Trans Harbour Link bridge: 17.2 Km
3 Main Terminal Stations at Mumbai, Pune and Ahmedabad
3 Intermediate Stations at Navi Mumbai Airport, Surat and Vadodara.
2 Depots : Main Depot Geratpur (Ahmedabad) /Auxiliary Depot (Pune)
TRAFFIC FORECAST
PUNE-MUMBAI-AHMEDABAD
26.6 Million passengers
per year in 2021
104 Million passengers
per year in 2041
24.0 passengers – year 2021
TRAVEL TIMES
AHMEDABAD
VADODARA
SURAT
Substantially shorter running
times
Saving of 2/3 compared to
existing running times
PUNE
Standards of Construction
Gauge
:
1676mm (Broad Gauge)
Speed
:
350km/hr
Ruling Gradient
:
3%
Radius of Curvature :
6425m
Axle Load
:
17 ton
Track structure
:
Ballastless
Interoprability
:
Full with existing railway network
Signalling & Telecommunication
• Signalling:
ETCS Level 2 with GSMR
• Telecommunications:
GSMR
• Operation Control Centre ( OCC)
One single OCC in Mumbai including Train Traffic
Control and Sub-Stations Control
OVERHEAD CATENARY SYSTEM (O.C.S.)
Power Supply
– 2 x 25 KV PS – 8 no Sub - Stations
O.C.S. 2x25 KV
- Either French, German / Chinese Technology
- 1 Messenger Bz 116mm²
- 1 Contact wire Cu Mg150mm²
- 1 Negative feeder Al Ac 288mm²
- 1 Aerial earth conductor Al Ac 93mm²
- Dropper cable Bz 12mm²
- Maximum span 63m
- Contact wire height 5.08m
- Catenary encumbrance 1.40m
- Maximum tension length 1400m
- Sub-station every 50 to 70 km
9
ROLLING STOCK
– 1676 mm gauge Rolling Stock
– 3300mm car body
– EMU
– Fleet size: 38 Trains sets in 2021
(Investment cost Rs 6783 Cr)
ALIGNMENT
Alignment is generally away but within 13 km of existing
track
 Alignment closer to existing track near major cities
 No Level crossing
 2 m high boundary wall on both sides
 Viaducts in urban areas along existing track
Minimum disturbances to existing infrastructures and
private properties
Intermediate stations in suburbs of the cities to avoid
costly works to reach city centres which do not provide
sufficient traffic.
Section Definition
 Entire route divided in 3 sections
 Mumbai-Pune Section (Shedung to Pune)
 Mumbai Outer (Shedung to Virar)
 Mumbai-Ahmedabad (Virar to Ahmedabad)
Mumbai-Ahmedabad Section
Mumbai Outer Area
Mumbai-Pune Section
Mumbai Outer Area
Mumbai-Pune Section
Mumbai-Pune Section
Item
Total length in km
Details
96.5
No. of tunnels
Length of tunnels (km)
No. of viaducts
1 (35m deep)
Length of viaducts (km)
15.09 (6.78 along existing
1
18.3
track)
Relocation of
houses/properties
10
(km along alignment)
Radius of sharpest curve
(m)
Speed restriction
6425
No speed restriction
Mumbai Outer Area
Item
Total length in km
Details
No. of tunnels
1
0.785
Length of tunnels (km)
No. of viaducts
83.75
1
Length of viaducts (km)
Relocation of houses/properties
7.83
(km along alignment)
1.25
Radius of sharpest curve (m)
Speed restriction
5556
At 1 place
Mumbai-Ahmedabad Section
Item
Total length in km
No. of tunnels
Length of tunnels (km)
No. of viaducts
Length of viaducts (km)
Relocation of houses/properties
(km along alignment)
Radius of sharpest curve (m)
Speed restriction
Details
423
NIL
NIL
8
7.88 (2.2 along existing track)
6
5000
At 1 place
Mumbai-Pune Section
(Khandala Tunnel)
Lonawala Ex.
Railway Station
Plan showing 3-alternatives
680m over burden
Perspective view of Khandala Hills
Longitudinal Profile along MP-1
SU-2a
SU-2
SU-1
Mumbai Connection- options
Description
SU-1
SU-2
Part of
SU2+SU2a
Length (excluding Links)
32.85
24.5
21.68
NIL
2.425
2.425
17.24
17.24
16.57
3
9.8
3.1
Port trust
Indian
Railway
Length in tunnels (km)
Length on viaducts (km)
Relocation of
houses/properties
(km along alignment)
Owner ship of Land of
proposed Station
Port trust
CONNEXION TO MUMBAI
Alt. MA-2
Mumbai-Ahmedabad Section (Surat)
2
1
1
2
Surat HSR station
Plan showing alternatives at Surat
Mumbai-Ahmedabad Section
2
1
Alt. MA-1a
Airport
Alt. MA-1
4
3
Padra
4
Vadodara HSR station
Plan showing alternatives at Vadodara
Infrastructures Maintenance
– Maintenance Head Office in Navi Mumbai
– 3 main Track operational units
– 7 No track Maintenance Bases (80 kms interval)
– 2 Main Signalling/Telecom/OCS/PS Units
– 2 Depots for rolling stock : Main Depot Geratpur
(Ahmedabad) /Auxiliary Depot (Pune)
– Approximately 330-340 staff
Cost Estimates
1 - INVESTMENT COST
– Construction – Rs. 49075 Cr
– Rolling Stock - Rs. 6783 Cr for 2021
2 - OPERATION COSTS
– Rs. 205 Cr, in year 2021
3 - MAINTENANCE COSTS
–
–
Rolling Stock - Rs. 145 Cr, in year 2021
Infrastructure - Rs. 254 Cr, in year 2021
Break up of Construction Cost
Items
1- Civils
(including Land and Environment)
2- Station
3- Systemsk
4- Depots
5- Project Management/
Risks
TOTAL
Amount (Rs Cr)
27,243
890
12,327
523
8,092
49,075
Cost Breakup
Depots
16
1
Project
Mgmt.
44
Civil
25
Systems
12
Land/
Environment
Station
2
Environment Studies
– Does not encroach into wildlife sanctuaries and
national parks
– Requires 2560 Ha land
•
•
•
•
•
Agriculture
Forest
Barren
Settlement
Water Body
– 1926 Ha (75%)
- 116 Ha (5%)
- 262 Ha (10%)
- 51 Ha (2%)
- 205 Ha (8%)
– Compensatory reforestation for 97,632 trees
Environment Studies (Contd..)
– Reduction in Air Pollution
•
•
•
•
•
Carbon dioxide (CO2)
- 257,300 Tonnes/Annum
Carbon Mono oxide (CO) - 1,320 Tonnes / Annum
Hydro Carbon (HC)
- 154 Tonnes / Annum
Nitrogen Oxide (NoX)
- 354 Tonnes / Annum
Particulate Matters (PM) - 24 Tonnes / Annum
– Noise Level at 15 m from centre line - 76.2 dBA
(75/70 for industrial, 50/40 for silence zone)
– Vibration - 80-85 VdB (60-65)
Environmental Cost
– INR
292.3 Crore
FARE Policy
FARE in 2021
•
•
•
•
7Rs/Km (75% of the seats capacity)
7 Rs/Km + 30% for 1st Class
4.5 Rs/Km (25% of the seats capacity)
25% extra charge for short trips (< 150 Km)
FARE evolution
+ 4% /year + 5% every 5 years
(over and above)
LAND revenues
Estimated LAND REVENUE
Figures (in Rs crore)
Revenues
2021
2026
2031
2036
2040
Mumbai HSR station
267.4
561.1
805.6
1156.5
1544.5
Pune HSR station
36.6
76.8
110.2
158.2
211.3
Ahmedabad HSR station
63.4
133.0
190.9
274.1
366
Total Revenues
367.4
770.9
1106.7 1588.8
2121.8
Financial Analysis
.
Key Financial Indicators:
Pre-Tax Project FIRR
11.42%
PPP Project Structuring
The Project Structures proposed under PPP mode are:
OPTION I
Design, Build, Finance, Operate and Transfer (DBFOT) of the
entire project by a single
Private
Developer,
who
will
be
responsible for construction , operations and maintenance, thus there will
be no interface risk and all revenue risk can be transferred to the private
developer.
OPTION II
-
Unbundling the project into different components, so as to
make the project components attractive to private players from the
perspective of affordability in terms of size and risk allocation.
-
PPP Project Structuring (Contd.)
OPTION I
DBFOT of the entire project by a single Developer
key parameters
•
•
•
•
Land provided by IR,
VGF - 17% of Project Cost,
Soft Loan - 20% of total Debt.
Equity IRR – 16%
PPP Project Structuring (Contd.)
OPTION II
A. Build and Transfer of Civil Works
•
•
•
•
VGF - 40 % of project Cost,
Annual Grant - Rs. 2,700 crore,
Soft Loan - 20% of total Debt.
Equity IRR – 16%
B. Build, Operate and Transfer of Systems, Stations, Trains and Depots
•
•
•
•
VGF - 17% of Project Cost,
Revenue share - 53% of fare box collections
Soft Loan - 20% of total Debt.
Equity IRR – 16%
Socio Economic Analysis
.
Pre-Tax Project EIRR
12.80%
Conclusion
Project is justifed due to following reasons :
 Necessary to compete with road and air modes of transport
Stops the decline of the railway on the long distance transport
segment
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
Thanks