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 Background & Salient Features Traffic Forecast Concept Design
Alignment
Station Locations
Costs Estimates
Environment Studies
Financial and Socio Economic analysis
Conclusion

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

4. 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: Km
Length on Bank: Km
Length on Bridges: Km
Length in Tunnels: Km
No of Road Over Bridges: Nos
Quantity of Earthwork 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)

5. TRAFFIC FORECAST PUNE-MUMBAI-AHMEDABAD 26.6 Million passengers
24.0 passengers – year 2021
PUNE-MUMBAI-AHMEDABAD
26.6 Million passengers
per year in 2021
104 Million passengers
per year in 2041

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

7. 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

8. Signalling & Telecommunication
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. 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 9

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
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.

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

13. 15.09 (6.78 along existing track)
Mumbai-Pune Section
Item
Details
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)
15.09 (6.78 along existing track)
Relocation of houses/properties
(km along alignment) 10
Radius of sharpest curve (m)
6425
Speed restriction
No speed restriction 13 13

14. Mumbai Outer Area Item Details Total length in km 83.75 No. of tunnels1
Length of tunnels (km)
0.785
No. of viaducts
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 14 14

15. Mumbai-Ahmedabad Section
Item
Details
Total length in km
423
No. of tunnels
NIL
Length of tunnels (km)
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 15 15

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

19. SU-2
SU-2a
SU-1

20. Mumbai Connection- options
Description
SU-1
SU-2
Part of SU2+SU2a
Length (excluding Links)
32.85
24.5
21.68
Length in tunnels (km)
NIL
2.425
Length on viaducts (km)
17.24
16.57
Relocation of houses/properties
(km along alignment) 3
9.8
3.1
Owner ship of Land of proposed Station
Port trust
Indian Railway

22. CONNEXION TO MUMBAI

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

26. Mumbai-Ahmedabad Section2 1
Airport 4
Alt. MA-1a
Alt. MA-2
Alt. MA-1
Existing Railway Line 3
Padra
DFC Proposal
Vadodara HSR station 4
Plan showing alternatives at Vadodara 26 26

27. 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 staff

28. Cost Estimates 1 - INVESTMENT COST Construction – Rs. 49075 Cr
Rolling Stock - Rs 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

29. Break up of Construction Cost
Items
Amount (Rs Cr)
1- Civils
(including Land and Environment)
27,243
2- Station
890
3- Systemsk
12,327
4- Depots
523
5- Project Management/ Risks
8,092
TOTAL
49,075

30. Cost Breakup Depots Project Mgmt. Civil Systems Station 16 1 44 25 12
Land/ Environment
Station 2

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

32. 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) Tonnes / Annum
Nitrogen Oxide (NoX) 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

33. FARE Policy FARE in 2021 FARE evolution + 4% /year + 5% every 5 years
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)

34. LAND revenues Revenues 2021 2026 2031 2036 2040 Mumbai HSR station
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

35. Financial Analysis 11.42% 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

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

40. 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

41. Thanks