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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 LTD. Slide 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 Slide 3 Study for PUNE- MUMBAI- AHMEDABAD by RITES, SYSTRA & ITALFER Slide 4 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) Salient Features Slide 5 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 Slide 6 AHMEDABAD VADODARA SURAT PUNE TRAVEL TIMES Substantially shorter running times Saving of 2/3 compared to existing running times Slide 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 Slide 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 Slide 9 9 OVERHEAD CATENARY SYSTEM (O.C.S.) O.C.S. 2x25 KV -Either French, German / Chinese Technology -1 Messenger Bz 116mm -1 Contact wire Cu Mg150mm -1 Negative feeder Al Ac 288mm -1 Aerial earth conductor Al Ac 93mm -Dropper cable Bz 12mm -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 Slide 10 ROLLING STOCK 1676 mm gauge Rolling Stock 3300mm car body EMU Fleet size: 38 Trains sets in 2021 (Investment cost Rs 6783 Cr) Slide 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 Slide 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 Slide 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) 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 Slide 14 Mumbai Outer Area ItemDetails Total length in km 83.75 No. of tunnels 1 Length of tunnels (km) 0.785 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 Slide 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 Slide 16 Slide 17 Slide 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 Slide 19 SU-1 SU-2 SU-2a Slide 20 DescriptionSU-1SU-2 Part of SU2+SU2a Length (excluding Links) 32.8524.521.68 Length in tunnels (km) NIL2.425 Length on viaducts (km) 17.24 16.57 Relocation of houses/properties (km along alignment) 39.83.1 Owner ship of Land of proposed Station Port trust Indian Railway Mumbai Connection- options Slide 21 Slide 22 CONNEXION TO MUMBAI Slide 23 Slide 24 Slide 25 Mumbai-Ahmedabad Section (Surat) Plan showing alternatives at Surat Alt. MA-1 Existing Railway Line Alt. MA-2 DFC Proposal 1 2 1 Surat HSR station 2 Slide 26 Mumbai-Ahmedabad Section Plan showing alternatives at Vadodara Alt. MA-1a 2 3 4 1 Vadodara HSR station 4 Existing Railway Line DFC Proposal Padra Alt. MA-1 Alt. MA-2 Airport Slide 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 330-340 staff Infrastructures Maintenance Slide 28 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 Cost Estimates Slide 29 ItemsAmount (Rs Cr) 1- Civils (including Land and Environment) 27,243 2- Station890 3- Systemsk12,327 4- Depots523 5- Project Management/ Risks 8,092 TOTAL49,075 Break up of Construction Cost Slide 30 44 16 12 25 1 2 Cost Breakup Civil Project Mgmt. Land/ Environment Systems Depots Station Slide 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 Slide 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 - 76.2 dBA (75/70 for industrial, 50/40 for silence zone) Vibration - 80-85 VdB (60-65) Environmental Cost INR 292.3 Crore Environment Studies (Contd..) Slide 33 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) Slide 34 LAND revenues Estimated LAND REVENUE Figures (in Rs crore) Revenues20212026203120362040 Mumbai HSR station267.4561.1805.61156.51544.5 Pune HSR station36.676.8110.2158.2211.3 Ahmedabad HSR station63.4133.0190.9274.1366 Total Revenues367.4770.91106.71588.82121.8 Slide 35 Financial Analysis. Key Financial Indicators: Pre-Tax Project FIRR 11.42% Slide 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. Slide 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% Slide 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% Slide 39 Socio Economic Analysis. Pre-Tax Project EIRR 12.80% Slide 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 Slide 41 Thanks