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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.

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Presentation on theme: "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."— Presentation transcript:

1 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.

2 CONTENTS 1.Background & Salient Features 2.Traffic Forecast 3.Concept Design 4.Alignment 5.Station Locations 6.Costs Estimates 7.Environment Studies 8.Financial and Socio Economic analysis 9.Conclusion

3 Study for PUNE- MUMBAI- AHMEDABAD by RITES, SYSTRA & ITALFER

4 States: Maharashtra/Dadra-Nagar-Haveli (UT)/ Gujarat Length: 640 Km double track  Maharashtra: 328 Km  Dadra-Nagar-Haveli: (UT) 5.5 Km  Gujarat: 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) Salient Features

5 TRAFFIC FORECAST PUNE-MUMBAI-AHMEDABAD 26.6 Million passengers per year in Million passengers per year in passengers – year 2021

6 AHMEDABAD VADODARA SURAT PUNE TRAVEL TIMES Substantially shorter running times Saving of 2/3 compared to existing running times

7 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 Standards of Construction

8 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

9 9 OVERHEAD CATENARY SYSTEM (O.C.S.) 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 Power Supply –2 x 25 KV PS – 8 no Sub - Stations

10 ROLLING STOCK –1676 mm gauge Rolling Stock –3300mm car body –EMU –Fleet size: 38 Trains sets in 2021 (Investment cost Rs 6783 Cr)

11  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. ALIGNMENT

12 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-Pune Section Mumbai Outer Area Mumbai-Ahmedabad Section Mumbai-Pune Section Mumbai Outer Area

13 Mumbai-Pune Section ItemDetails Total length in km 96.5 No. of tunnels 1 Length of tunnels (km) 18.3 No. of viaducts 1 (35m deep) Length of viaducts (km) (6.78 along existing track) Relocation of houses/properties (km along alignment) 10 Radius of sharpest curve (m) 6425 Speed restriction No speed restriction

14 Mumbai Outer Area ItemDetails Total length in km No. of tunnels 1 Length of tunnels (km) No. of viaducts 1 Length of viaducts (km) 7.83 Relocation of houses/properties (km along alignment) 1.25 Radius of sharpest curve (m) 5556 Speed restriction At 1 place

15 Mumbai-Ahmedabad Section ItemDetails Total length in km 423 No. of tunnels NIL Length of tunnels (km) NIL No. of viaducts 8 Length of viaducts (km) 7.88 (2.2 along existing track) Relocation of houses/properties (km along alignment) 6 Radius of sharpest curve (m) 5000 Speed restriction At 1 place

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18 Mumbai-Pune Section (Khandala Tunnel) Plan showing 3-alternatives Perspective view of Khandala Hills Longitudinal Profile along MP-1 Alt. MP-1 Alt. MP-2 Alt. MP-3 Lonawala Ex. Railway Station 18.3 km long tunnel 680m over burden

19 SU-1 SU-2 SU-2a

20 DescriptionSU-1SU-2 Part of SU2+SU2a Length (excluding Links) Length in tunnels (km) NIL2.425 Length on viaducts (km) Relocation of houses/properties (km along alignment) Owner ship of Land of proposed Station Port trust Indian Railway Mumbai Connection- options

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22 CONNEXION TO MUMBAI

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25 Mumbai-Ahmedabad Section (Surat) Plan showing alternatives at Surat Alt. MA-1 Existing Railway Line Alt. MA-2 DFC Proposal Surat HSR station 2

26 Mumbai-Ahmedabad Section Plan showing alternatives at Vadodara Alt. MA-1a Vadodara HSR station 4 Existing Railway Line DFC Proposal Padra Alt. MA-1 Alt. MA-2 Airport

27 –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 staff Infrastructures Maintenance

28 1 - INVESTMENT COST –Construction – Rs Cr –Rolling Stock - Rs Cr for OPERATION COSTS – Rs. 205 Cr, in year MAINTENANCE COSTS –Rolling Stock - Rs. 145 Cr, in year 2021 –Infrastructure - Rs. 254 Cr, in year 2021 Cost Estimates

29 ItemsAmount (Rs Cr) 1- Civils (including Land and Environment) 27, Station Systemsk12, Depots Project Management/ Risks 8,092 TOTAL49,075 Break up of Construction Cost

30 Cost Breakup Civil Project Mgmt. Land/ Environment Systems Depots Station

31 –Does not encroach into wildlife sanctuaries and national parks –Requires 2560 Ha land Agriculture – 1926 Ha (75%) Forest- 116 Ha (5%) Barren- 262 Ha (10%) Settlement- 51 Ha (2%) Water Body- 205 Ha (8%) –Compensatory reforestation for 97,632 trees Environment Studies

32 –Reduction in Air Pollution Carbon dioxide (CO 2 )- 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 dBA (75/70 for industrial, 50/40 for silence zone) –Vibration VdB (60-65) Environmental Cost –INR Crore Environment Studies (Contd..)

33 FARE Policy FARE in Rs/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)

34 LAND revenues Estimated LAND REVENUE Figures (in Rs crore) Revenues Mumbai HSR station Pune HSR station Ahmedabad HSR station Total Revenues

35 Financial Analysis. Key Financial Indicators: Pre-Tax Project FIRR 11.42%

36 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.

37 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%

38 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%

39 Socio Economic Analysis. Pre-Tax Project EIRR 12.80%

40 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 Conclusion

41 Thanks


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