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HIGH SPEED RAILCORRIDORPUNE-MUMBAI-AHMEDABAD Pre-Feasibility Study
Final Report
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Corridors selected by MoR for PRE-FEASIBILITY STUDIES
• Delhi-Chandigarh-Amritsar (450km);
• 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.
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 2
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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.
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PUNE-MUMBAI-AHMEDABADHigh 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
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 5
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• 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)
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 6
PUNE-MUMBAI-AHMEDABADHigh Speed Rail- Main features
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Objectives and Main Criteria of Alignment1. 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 tunnelsand 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.
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Alignment Key pointsThe entire route is divided in 3sections.• Mumbai- Pune section
(Shedung to Pune)• Mumbai- Outer (Shedung to
Virar)• Mumbai- Ahmedabad (Virar to Ahmedabad)
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Possible Alignments
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 9
ITEM MUMBAI-PUNE SECTION MUMBAI OUTER AREA MUTotal length in kilometres 86.5 83.6 413No. 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(kmalong alignment) 10 1.25 6radius of sharpest curve(m) 6425 6425 5000Speed restriction no speed restriction at 1 place at 1 place
b i h d b d S ibili S d
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Process for location of HSR Stations• Identification of potential
location:
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 10
Identificationof GrowthCorridors
PresentTransportNetwork
ProposedTransportNetwork
Availabilityof optimumland area
Land
ownership
• Short list locations forterminal development
Feasibility oflocation – High
Speed Rail Alignment
PerceptionStudy of CityDevelopment
authority
Matrix struct
P M b i Ah d b d HSR P F ibili S d
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Location identification for HSR Station- Ahmedabad
Two options have beendiscussed:1) Vacant areas/ Agriculturallands located between theexisting Kalupur (i.e.Ahmedabad) Railway Stationand Maninagar RailwayStation and belonging to theWestern Railways.2) Vacant lands near Bopalclose to the existing ScienceCity on the Sardar Patel RingRoad and belonging to theprivate parties.
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 11
P M b i Ah d b d HSR P F ibilit St d
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Multi-Criteria Analysis for AhmedabadHSR Station location
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 12
P M b i Ah d b d HSR P F ibilit St d
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Location identification for HSR Station-Mumbai
Two options have beendiscussed:
A. Vacant areas/ lands inand around the existing
Lokmanya Tilak Terminus(Kurla) and belonging to theCentral RailwaysB. Vacant areas/ lands nextto existing WadalaRailway Station andbelonging to the MumbaiPort Trust (MbPT)
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Pune Mumbai Ahmedabad HSR Pre Feasibility Study
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Multi-Criteria Analysis for Mumbai HSRStation location
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 14
Pune Mumbai Ahmedabad HSR Pre Feasibility Study
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Four options have beendiscussed:1. Vacant lands at Moshi-
Sector 11, 13 and 14 andbelonging to Pimpri-Chinchwad New TownDevelopment Authority(PCNTDA)
2. Unused portions (ratheraccommodating the HighSpeed Rail Terminal) at theexisting Pune CentralRailway Station
3. Vacant areas/ agriculturallands located atAgricultural College, Pune
4. Along the BhosariIndustrial Estate area
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 15
Location identification for HSR Station-Pune
Pune Mumbai Ahmedabad HSR Pre Feasibility Study
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Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFinal Report 16
Multi-Criteria Analysis for Pune HSRStation location
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study
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TRAFFIC FORECAST
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Estimated 104 millionpassengers in 2041
Saving of 2/3 rd compared to existing
running times
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study
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CONCEPT DESIGN- Cross Sections
Pune Mumbai Ahmedabad HSR Pre Feasibility StudyFinal Report 18
Typical Cross Section of slab track on viaduct
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study
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Pune Mumbai Ahmedabad HSR Pre Feasibility StudyFinal Report 19
CONCEPT DESIGN- Cross SectionsTypical Cross Section of slab track on embankment
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CONCEPT DESIGN- HSR Bridges &Viaducts
Pune Mumbai Ahmedabad HSR Pre Feasibility StudyFinal Report 20
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study 21
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CONCEPT DESIGN- TRACKWORKS
u e u ba edabad S e eas b ty StudyFinal Report 21
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study 22
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CONCEPT DESIGN• Signalling
ETCS-european trainControl systemLevel 2 with GSMR
• TelecommunicationsGSMR- global system for mobile communication-railways
• Opera tion Control Centre(OCC)One single OCC in Mumbai including Train Traffic control and Sub
stations control .
y yFinal Report 22
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OVERHEAD CATENARY SYSTEM(OCS)
• Power Supply2 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, Negativefeeder, Aerial Earth Conductor and aDroppler Cable.
• Maximum span- 63m• Contact wire height-5.08m• Catenary encumbrance-1.4m• Maximum tension height-1400m• Sub- station at every 50 to 70km
y yFinal Report 23
25000V Sub-Station
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ROLLING STOCK• 1676mm gauge Rolling Stock.• 3300mm car body• EMU• Fleet size- 38 train sets in 2021• Investment costs- Rs 6783 crores
y yFinal Report 24
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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
y yFinal Report 25
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CONSTRUCTION COSTS ESTIMATES
DESIGNATIONS COSTS (in crores)
Civil Work 27243
Stations 890
Systems 12327Depots 523
Project management/Risks 8092
Total 49075 Cr
Final Report 26
Costs in Rupees Crores 2009
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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 27
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility Study 28
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FARE POLICIES AND LAND REVENUESFare in 2021•
7 Rs/km (75% of seats capacity)• 7 Rs/km + 30% for 1 st 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 28
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FINANCIAL ANALYSIS
Final Report 29
2009 prices 2014 pricesPune-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
NPV(WACC @ 8%) Rs. In MillionROUTE OPTION
PRE-TAX
PROJECT IRR
EQUITY
IRR
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PPP PROJECT STRUCTURINGThe Project Structures proposed under PPP mode are:OPTION 1 Design, Build, Finance, Operate and Transfer (DBFOT) of theentire project by a single Private Developer.
OPTION 2Unbundling the project into different components so as to attractprivate players from the perspective of affordability in terms ofsize and risk allocation.
A. Build & Transfer (B&T) of Civil Works (Earthwork,Tunnel, Bridges, fence, etc.)
B. Design, Finance, Operate and Transfer(DFOT) ofsystems, stations, trains and depots
Final Report 30
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ROAD-HSR COMPARISONBASIS ROADS vs HIGH SPEED RAIL
Government Funding Viability gap funding, normally upto 40% of the totalproject cost is provided to the PPP road projects.Whereas, the high speed rail project under discussionrequires a VGF of only 17% of the total project cost.
Environmental Impact High speed rail has the potential to be the lowestenergy 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 31
Pune-Mumbai-Ahmedabad HSR Pre- Feasibility StudyFi l R 32
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SOCIO ECONOMIC ANALYSIS
Final Report 32
With the project Without the project8% Rs million 434044 580179
10% Rs million 373994 437395
12% Rs million 327329 341562
ERR %
Base Price(Pune-Mum-Ahm corridor)Rate of discount Unit
12.8
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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 considerationduring design.
• Rehabilitation and Re-settlements of project affectedfamilies.
• Estimated Environmental cost : Rs.270 crores.
Final Report
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CARBON FOOTPRINTThe 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 transportmodes.
• The carbon footprint would be defined as the total set ofGreen house gases(GHG) emissions a high speed linewould emit during its life cycle(conception, construction,operation and rolling stock).
Final Report
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IMPLEMENTATION SCHEDULE(Integrated)
Final Report
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CONCLUSION• The HSR line between Pune-Mumbai-Ahmedabad can
stop the decline of the railway on the long distancetransport segment along this corridor.
• It provides an attractive transport offer in terms ofreduced travel times and connectivity with the existingnetworks
• Despite the high investment cost, it is financially andeconomically sustainable.
Final Report