nepal east west rail project-feasibility study draft report presentation

RITES Ltd (India) &

SILT Consultants (Nepal)

Feasibility Study of Mechi - Mahakali &

Pokhara - Kathmandu Electrical Railway

FINAL

PRESENTATION

Objectives of Study

Objectives of Study

Assisting GoN through MPPW for the Construction of Railway line in a cost effective, efficient and sustainable manner by means of

Selection of alignment and preliminary

engineering designs for the Railway System Traffic survey and determining the existing and

future transportation demand Formulation of train operation plan, requirements

of rolling stock, electrification, signaling and telecom system

Cost estimates for track, bridges, power supply

arrangement, overhead electrical lines, rolling

stock, signaling and telecommunication, stations

etc.

Specifications of the Project

Assessment of technical and economic feasibility

Assessment of environmental and socio-economic

impacts and recommendation of impact

management plans

Project implementation and operation modalities

Objectives of Study (contd..)

Structure of Presentation

Alignment Geological Studies

Tunnels

Environmental & Social Impact

Design Parameters

Transport Demand Forecast

Signaling, Train Control and Telecommunication

Electric Traction

Selection of Wagons, Coaches, and Shunting (Diesel) Locomotives

Structure of Presentation

Train Operations Plan

Maintenance and Operation Organisation

Abstract Cost Estimates

Institutional Frame Work for Construction and Schedule

Financial and Economic Appraisal

Conclusions and Recommendations

Alignment

Index Plan of Proposed Nepal Railway

1

2

3

4

7

8

5

6

Sections: 1 - Gaddachowki-Mahadevpur 2 - Mahadevpur Bhalubang-Mahuwa 3 - Mahuwa-Butwal-Tamsariya 4- Tamsariya-Madi-Simara-Chandranigahapur 5 - Chandranigahapur-Lahan 6 – Lahan-Mechi 7 – Tamsariya-Abu Khairaini (Link) 8 – Pokhara-Kathmandu

Connections to India: I – Kohalpur-Nepalganj II A- Butwal-Bhairahawa II B – Bhairahawa-Lumbini III- Simara-Birganj IV- Bardibas V – Itahari-Biratnagar VI – Kakarbita

IIA IIB

I

III

IV

V

VI

Sections: 1 - Gaddachowki-Mahadevpur 2 - Mahadevpur Bhalubang-Mahuwa 3 - Mahuwa-Butwal-Tamsariya 4- Tamsariya-Madi-Simara-Chandranigahapur 5 - Chandranigahapur-Lahan 6 – Lahan-Mechi 7 – Tamsariya-Abu Khairaini (Link) 8 – Pokhara-Kathmandu

Length of Railway Alignment Length of Mechi-Mahakali Route (km) 945.244

Length of Kathmandu-Pokhara Route (km) 187.083

Length of Link (Tamsariya-Abukhaireni) (km) 71.729

Length of Connections to India at six

locations(km)

113.419

Grand Total (Km) 1317.475

Summary of Important Features Terminal Stations (Kathmandu, Pokhara, Gaddachowki,

Lumbini, )

4

Junction Stations (Kohalpur, Manikapur, Butwal, Tamsariya,

Simara, Madhawaliya, Bardibas, Itahari, AbuKhairani)

9

Intermediate Stations 123

No. of Tunnels 56

Length of Tunnels (km) 154.4

Major Bridges 401

Minor Bridges 1469

Road Under Bridge (RUB) 327

Road Over Bridge (ROB) 19

Level Crossings 340 Note: Nepalganj, Bhairawah, Birganj, Janakpur, Biratnagar, Kakarbitta are already planned

stations on the planned connections with India, hence not included in this list.

Alignments of Section-1

To Kakarbita

Tanakpur not connected being flood prone area & space for Terminal Station

not available

Recommended alignment between Guleriya Krishanpur and Tikapur shorter by

2.3km and runs close to East-West Highway

Recommended alignment between Sukhkhad and Baidi shorter by 11.5km.

Chisapani on Alternate Alignment not connected due to difficult topogrpahy,

longer length, longer bridging length over Karnali River

Recommended alignment between Machad and Mahadevpuri shorter by 1.8km &

runs close to East-West Highway.

Salient Features of Section -1 Description Remarks

Total Length (km) 202.665 Major towns en-route Gaddachowki,

Mahendernagar,Attariya, Tikapur, Kohalpur

Major water bodies crossed Chaudar, Doda, Shivganga, Karnali, Geruwa, Babai

No. of Major bridges 70 Longest bridge (m)/Name 1067 / Geruwa Nadi No. of terminal stations/Junction Stations/Intermediate Stations

1/1/25

Mahendranagar Station

Y-Arrangements at Kohalpur


To Kakarbita

Due to the topographic constraints like hilly terrain , presence of Rapti River and

East-West Highway only one alignment shown above is feasible in this section.


Total Length (km) 139.163

Major towns en-route Mahadevpuri, Lamahi, Bahlubang, Shivapur

Major water bodies crossed Muguwa, Gabar, Arjun, Rapti No. of Major bridges 55

Longest bridge (m)/Name 671 / Rapti River

No. of tunnels/Length of tunnels (km) 3 / 17.742

No. of terminal stations/Junction Stations/Intermediate Stations

0 / 0 / 18


To Kakarbita

To Gaddachowki

Recommended alignment between Shiwapur and Tilakpur shorter by 1.5km &

1.3km from alternate alignment -6 & alternate alignment -7 respectively.

Recommended alignment runs closer to East-West Highway

Salient Features of Section -3 Description Remarks Total Length (km) 123.5 Major towns en-route Gorusinge, Butwal, Dumkibas,

Kusunde Major water bodies crossed Banganga, Tinou, Binai, Arun

No. of Major bridges 37 Longest bridge (m)/Name 427/Arun Khola No. of tunnels/Length of tunnels (km)

2 / 6.22

No. of terminal stations/Junction Stations/Intermediate Stations

0 / 1 / 14

Butwal Junction


Recommended alignment between Tamrariya and Simara shorter by 5.4km even

after considering 42 km long Tamsariya -Bharatpur line of section -7.

Tunneling requirements on recommended alignment would be 2.75 km against

35km on alternate alignment.

Recommended alignment travels on south of Royal Chitwan Park while alternate

alignment runs along East-West Highway.

Salient Features of Section -4 Description Remarks Total Length (km) 176.937 Major towns en-route Tamsariya, Simara, Kanchanpur,

Chandranighapur Major water bodies crossed Gadar, Narayani, Rewa, Amuwa,

Joroyo No. of Major bridges 64 Longest bridge (m)/Name 488 / Narayani No. of tunnels/Length of tunnels (km) 5 / 2.747 No. of terminal stations/Junction Stations/Intermediate Stations

0 / 2 / 16

Tamsariya Junction

Simara Station and Y-Junction

Proposed Nijgadh Airport Location


To Kakarbita

Recommended Alignment shorter by 10km.

Recommended Alignment runs closer to East-West Highway.

Both the alignments pass through similar topography and cross the same

Waterbodies

Salient Features of Section -5 Description Remarks Total Length (km) 119.129 Major towns en-route Chandranigahapur,

Bardibas, Lahan Major water bodies crossed Bagmati, Rato, Kamla No. of Major bridges 43 Longest bridge (m)/Name 793 / Bagmati No. of terminal stations/Junction Stations/Intermediate Stations

0 / 1 /10

Bardibas Junction

Bardibas


Recommended Alignment shorter by 10km.

Recommended Alignment passes through plain area while Alternative Alignment-

10 passes through undulating/hilly terrain necessitating higher

embankments, deeper cuttings and a tunnel of about 1.25km.

In addition to bridge over Saptkoshi river, lot of other bridges would be required

over tributaries of Saptkosi in alternative alignment.

Speed potential in parts of Alternative Alignment-10 via Chatara 75 km/h, against

160 km/h via barrage.


Total Length (km) 183.850 Major towns en-route Rajbiraj, Itahari, Biratmod,

Kakarbita

Major water bodies crossed Saptkosi, Kankaimai, Ratuwa

No. of Major bridges 65 Longest bridge (m)/Name 1171 / Saptkosi No. of terminal stations/Junction Stations/Intermediate Stations

0 / 1 / 16

Saptkosi River

To Lahan

Length of Bridge = 1171m

Itahari Junction

To Kakarbita

Itahari

Kakarbitta

Kakarbitta Station


To Kathmandu

Connection between

Mechi-Mahakali Railway

line and Pokhara-

Kathmandu Railway line

Suitable locations for

connecting at these lines

were Tamsariya and Abu-

khairani .

Important to connect to

twin towns namely

Bharatpur and

Narayangadh .

Only one alignment is

found feasible

Mugling

Salient Features of Section -7 Description Remarks Total Length (km) 71.729 Major towns en-route Tamsariya, Bharatpur, Abu

Khaireni, Major water bodies crossed Marahi, Kaligandki No. of major bridges 9 Longest bridge (m)/Name 1250 / Kaligandki No. of tunnels/Length of tunnels 2 / 20.416 No. of terminal stations/Junction Stations/Intermediate Stations

0 / 0 / 6

Bharatpur Station

Bharatpur

Abu-khaireni Junction

Recommended alignment shorter by 2.7km than Alternate Alignment -1.



Alternate Alignment-1, 2 & 3 passes through remote area and more difficult

topography.

Alternate Alignment 2 passes through submergence area of proposed Upper Seti

Dam.


Salient Features of Section -8 Description Remarks Total Length (km) 187.083 Major towns en-route Pokhara, Damauli,

Abukhaireni, Kathmandu Major water bodies crossed Madi, Marsyandi, Budhigandki,

Trishuli No. of major bridges 42 Longest bridge (m)/Name 1295 / Madi Nadi No. of tunnels/Length of tunnels 44 / 107.277 (57.34%) No. of terminal stations/Junction Stations/Intermediate Stations

2 / 1 / 12

Pokhara Station

Proposed International Airport

Pokhara

Madi River Crossing

Length of Bridge = 1295m Height of bridge 77m (Lowest point)

Trishuliganga River

To Pokhara

Length of Bridge = 1143m Height of bridge 172m (Lowest point)

Kathmandu Station

Proposed Kathmandu Station

Airport

7km

Kathmandu Station

Geological Studies

Geological Studies Mechi-Mahakali –

Loose fluvial sediments of the Indo-Gangetic Plain (Terai) and

sedimentary rocks of the Siwalik Group (mudstone, sandstone,

pebbly sandstone and conglomerate)

Through the Himalayan Frontal Thrust (HFT).

Strike of bedding plane extends nearly northeast to southwest

direction and dips toward north direction.

Soil erosion in the Indo-Gangetic Plain may affect the alignment

during the flood disaster because of presence of loose sediments.

Tunnel alignment through the rocks of the Lower Middle and Upper Siwaliks

10 to 30% very poor rock

10- 40% poor rock

20-30% fair rock.

Geological Studies (contd..)

Tamsariya – Abu-khairani

Rocks of the Siwalik and Lesser Himalaya as well as the

sediments of the Indo-Gangetic Plain.

Rocks of Lower Siwalik and comprise of thick mudstone and

sandstone. At Bharatpur, the Dun valley sediment found

Dip direction of the foliation plane and direction of the tunnel

alignment are nearly perpendicular.

Kathmandu-Pokhara

Low- to high-grade metamorphic and sedimentary rocks of the

Lesser Himalaya, Central and Western Nepal Himalaya.

Dip direction of the foliation plane and direction of the tunnel alignment are nearly perpendicular

Connection to Indian Border

Through Indo-Gangetic Plain

Loose as well as thick silty sand

Tunnels

Total Route length - 187Km

Length of Tunnelling - 107Km

Length of Longest tunnel - 14.525km

Maxm Overburden - 1050m

Pokhara – Kathmandu Tunnels

Total Route length - 945 Km

Length of Tunnelling - 27 Km

Length of Longest tunnel - 14.2 km

Maxm Overburden - 573 m

Mechi – Mahakali Tunnels

Total Route length - 72Km

Length of Tunnelling - 20Km

Length of Longest tunnel - 11.7Km

Maxm Overburden - 1587m

Tamsariya – Abukhaireni Tunnels

2585

3560

R3560 O

6695

3660

1676

5911

1188 1188

MAIN DRAIN

EXCAVATION LINE

SHOTCRETE LINING

INNER LINING

MAINTENANCE RESERVATION

Proposed Tunnel Cross

section tunnel ≤ 1000m

Proposed Tunnel Cross

section tunnel > 1000m

2585

3800

O

6385

1676

3450

OF TRACK

1256

OF TUNNEL

300

R3800

Ø1400

3474

1856

R6700

EXCAVATION LINE

SHOTCRETE LINING

INNER LINING

MAINTENANCE RESERVATION

O

O

A

B

Parallel safety tunnel with cross

passage @ 500m in tunnel >1000m

Drill & Blast

Conventional

Suitable for non-varying Geology

NATM (New Austrian Tunnelling Method)

Excellent adaptability to varying geology

Can be used in drill and ballast, excavator and

road header excavation

No special equipment required except 3-D and

geotechnical monitoring

Construction Methodology

Tunnel Excavators (can be used in conjunction

with NATM)

Road Header Machines (can be used in

conjunction with NATM)

Tunnel Boring Machines (TBM )

• not likely in PKR-KTM section due to high

probability of various geotechnical problems

e.g. squeezing, water inrush, rock burst etc.

• Transport and Installation Logistics is a big

challenge in hilly terrain.

Machines for Tunneling


The elevation ranges from 80m to 120m in Mechi- Mahakali

alignment and 260m to 1300m Pokhara -Kathmandu

alignment respectively

Mechi Mahakali alignment - tea garden, mango garden.

Shuklaphanta Wildlife Reserve, Chitawan National Park, Parsa

Wildlife Reserve, Koshi Tappu Wildlife Reserve

These ecologically sensitive areas are rich in floral and faunal

diversity.

Tamsaria-Abukhaireni Alignment consists of sal forest, nearby

Abukhaireni a patch of Scima-Castenopsis forest also exists.

Environmental & Social Impact (Contd..)

Kathmandu- Pokhara –

hill sal forest, subtropical deciduous hill forest and

subtropical conifer forest.

Forest is the prime source of fuel-wood, fodder,

timber, medicinal herbs and even agriculture manure

Passes through many community forests

Protected species - Sal, Khayar, Chanp, and Okhar

Requirement of Land Forest Area – 2661 ha

Agriculture – 4527 ha

River – 222 ha

Barren – 56 ha

Settlement – 239 ha

Tunnel – 312 ha

Others – 9 ha

Total – 8027 ha


Details of settlements falling in (1km wide influence area)

Mechi-Mahakali Population-3,40,113

Households-58,327.

Tamsaria-Abukhaireni Population-24,380

Households-4160

Pokhara- Kathmandu Population-58,036

Households-10,104

Connections to Indian border town Population-8,508

Households-1,418


Main occupation of Mechi-Mahakali area is agriculture. Also, people

are involved in cash crop production, commercial livestock, poultry

farming, horticulture, business, cottage industry etc.

Similar occupation profile in Pokhara- Kathmandu alignment also.

Majority of the people in the Mechi-Mahakali corridor are local

inhabitants. Only a few households constitute the immigrants from

the distant area or neighbouring districts. In Pokhara- Kathmandu

area only a few households constitute the immigrants from the

distant area or neighbouring area.


The proposed railway alignment will change the

land use pattern of the project area. Both

adverse and beneficial impacts are expected

Mechi-Mahakali alignment - 2247 ha. of forest

Tamsaria-Abukhaireni - 187 ha. of forest

Pokhara -Kathmandu -151 ha of forest

In Connections to Indian border towns-75.15 ha. of forest


Positive impacts

Creation of employment opportunity.

May check out migration of the area.

Better connectivity will improve industry competitiveness

reduce cost of production and

reduce pollution

Approximate cost of land and mitigation - NPR 2682Crore


Design Parameters

Design Parameters

Broad gauge (1676 mm) has been proposed – Railways connected to IR at 6 locations

Axle load - 25t for bridges and 22.9t for track

Ruling gradient:

1 in 150, generally & exceptionally upto 1 in 80 in Mechi-Mahakali

1 in 110 in Tamsariya-Abu-khairani

1 in 80, generally & exceptionally upto 1 in 65 Pokhara-Kathmandu

Yard gradient – 1 in 1200, and 1 in 260 in hilly sections

Group D routes – Hilly sections

Mahadevpur – Bhalubang – Mahuwa (Section-2),

Tamsariya – Simara (Section-4),

Tamsariya – Bharatpur – Muglin (Section-7)

Pokhara – Kathmandu (Section-8)

Max speed 100 km/h, booked speed 90 km/h

Balance all routes are Group A

Max speed 160 km/h, booked speed 145 km/h

Design Parameters (Contd..)

Preliminary Design of Civil Engg. Structures Ballasted track –

60 Kg 90 UTS rail with long welded Rails (LWR).

Prestressed concrete sleepers (PSC monoblock)

Elastic type of fastenings

Ballast

hard stone (65mm size) 350 mm (main line) and 250 mm (loop

line)

Points and crossing

60 kg rail, 1 in 12 thick web curved switches and CMS crossings

on fan shaped layout PSC sleepers. For loop lines and non-

running lines, 1 in 8 ½ turnouts

Switches/points are moved by point machines as per direction of Train

Signals will be off for the direction in which switches/points have been set

Ballastless track will be provided in Tunnels.

Rheda-2000 type with vossloh fastenings

Formation width 6.85 m

Blanket - average thickness of 600 mm

Preliminary Design of Civil Engg. Structures

Bridges On straight and where height of Piers is less, simply

supported PSC girders planned.

On Hilly area & deep Valleys, Steel and composite super structure planned.

Bridge design to IRS MBG loading Standards, maximum axle load taken as 25t

Intersection Arrangements- Railway Lines and Roads Road over Bridges- On highway, 18.0 m standard T-

Beam superstructure

Road Under Bridges

On un-metalled road, RCC box of 1x5x5 m

On metalled roads, 1x6.25x5.5 or 2x6.25x5.5 m RCC box as per requirement

Manned level crossings

TRANSPORT DEMAND FORECAST

Project Influence Area*

24 Districts in Mechi – Mahakali section

6 Districts in Kathmandu – Pokhara section

Project influence area covers 40% districts and

66% population of Nepal.

* Project Influence area is taken 50km on either side of the proposed

alignment.

Study Approach • Review of Secondary data and previous reports.

• Field surveys at strategic points.

• Meetings with different Government, Non-Government

and Private Agencies.

• Opinion surveys among different segments of the potential

rail users, both in respect of freight and passenger.

• Assessing and quantifying divertability of freight and

passenger traffic from other modes of transport to rail.

Primary Surveys

Primary survey was conducted to:

Understand the existing traffic on the corridor

Passengers likelihood to use the new mode viz. Rail

To assess the journey time/costs

To use the proper statistical hypothesis to estimate the

likely demand for the new mode.

Primary surveys were conducted at 15 locations.

Check-Post Locations

Primary Survey Results TRAFFIC COUNT – No. of Trucks

0

500

1000

1500

2000

2500

3000

3500

Primary Surveys

PERCENT SHARE OF ORIGINATING FREIGHT TRAFFIC FROM BORDER LOCATIONS

Bhairahawa 35%

Biratnagar 11%

Birgunj 47%

Kakarbita 5%

Nepalgunj 2%

Primary Surveys MAJOR POTENTIAL PASSENGERS ORIGINATING POINTS PER DAY

Most of industries contacted welcomed the new

mode of transport.

Qualified their inclination for quantum shift with:

Assured transit time;

Freight handling facilities; and

Integration with other modes of transport for

smooth transfer of freight.

Industrial Survey

Around 90% of the bus travellers & 75% of the car

travellers were in the favour of new rail connectivity in

view of:

• Better & safe mode

• Avoid traffic congestion and

• Result in development of country.

Cost of travel, comfort level and time savings are the

reasons behind selecting a particular mode of transport.

Passenger Opinion Survey

Base Year Traffic : 2009-10

Freight (Million tonne) 38.850

Passenger („000)

Bus 37574

Car/Taxi 9410

Air 1428

Total 48412

Origin - Destination Flows not Considered

Following O-D flows not considered for shift to rail:

Origin – Destination not falling in the Project Influence

Zone.

Commodities not amenable to rail transport such as

perishables, milk & milk products, confectionery, glassware

etc.

Commodities moving less than 100 kms distance left for

road sector .

Origin – Destination not expected to run on Railways due to

higher time & cost.

Traffic Projections

Factors Determining Growth :

The past trends of population,

Sectoral Composition of Gross Domestic Product,

Openness Ratio

Vehicle Growth,

Fuel Consumption

Sectors Compounded Annual

Growth Rate (CAGR)

Agriculture 3.0%

Non-Agriculture 3.9%

Industry 2.5%

Construction 3.7%

Services 4.3%

Transport, Storage and

Communications 6.2%

GDP at producers price 3.6%

Sectoral GDP Growth (2000/01-2008/09)

• 2.25% for projecting Passengers traffic and Consumption based

commodities like Foodgrains, Sugar, Salt etc. till 2019-20 as per

the decadal growth and, thereafter, 2 % as per the forecasts made

by CBS.

• 3% for Manufacturing goods based on Industrial Growth rate of

2.5%

• 8% for Automobiles based on the elasticity of automobiles to GDP

till 2019-20, thereafter, 7% till 2024-25 and6% till 2034-35

• 4% for Construction related Commodities like Cement , iron & steel

etc. synonymous with growth of Construction sector of GDP at

3.7%

• 10% based on the past trend of POL imports of NOC till 2019-20,

thereafter, 8% till 2024-25 and 7% till 2034-35

Growth Rates for Traffic Projections

The traffic diversion from road to rail has been based on

Cost of movement to Users

The following factors mainly influence the choice of

mode in transport

» Freight / fare Charges

» Transit Time

» Reliability

» Inventory / value of time

Opinion surveys conducted from the users

(passengers and industries).

Rail Share

2019-20 2024-25 2029-30 2034-35

Freight Traffic 25% 30% 35% 40%

Passenger

Car 25% 30% 35% 40%

Bus 40% 45% 50% 55%

AIR (Others) 10% 15% 20% 20%

AIR

(Kathmandu-

Pokhara)

15% 20% 25% 25%

Traffic Diverted to Railways

Wagon Type Commodity

Open Wagon Coal

Open / Flat Wagon Iron & Steel

Covered Wagon Cement, Fertilizer, Food grains, Salt, Sugar

Tank Wagon Petroleum and Petroleum Products

LPG Tank Wagon Gas

Container Wagons –

Flat

Automobile, Beverages & Alcohol, Edible Oils,

Electrical Products, Electronic Goods, FMCG, G.I.

Pipes, Jute, Leather & Products, Machinery Items,

Medicines, Metals, Miscellaneous, Noodles, Paper

& Paper Products, Plastic and Plastic Products,

Provision & Household Goods, Pulses, Rubber &

Goods, Spices & Dry fruits, Stationary, Stone &

Marbles, Tea & Coffee, Textiles, Yarn & Products,

Tobacco & Product, Wood & Wood Products,

Woolen & Wool Products

Commodity Wise Type of Wagons

Wagon Type No. of

Wagon

s /train

Pay Load (t) Tare (t)

Weight

Net Train

Load (t)

Gross

Train

Load

Open 58 65 22.47 3770 5073

Open/Flat 40 65 23.28 2600 3532

Covered 40 65 24.55 2600 3582

Container –

Flat

45 2x 20ft/

1x40ft

ISO

Container

19.1 2700 3600

Tank– POL

Products

48 55 27 2640 3936

LPG 33 22.3 41.6 802 2237

Train Composition – Freight

Loaded Wagons per Day

Type of

Wagon 2019-20 2024-25 2029-30 2034-35

Container Flat 463 670 939 1302

Covered 244 349 479 639

LPG 83 139 220 335

Open 58 79 110 152

Open / Flat 56 79 107 141

Tank –POL 64 114 185 297

Grand Total 968 1430 2039 2866

The rail mode was found to be economical for the

passengers by bus as they had both time and cost

savings.

Though not much of savings in journey time was

observed to personalised vehicle passengers, but

there was substantial cost savings by switching over

to new mode.

Passenger Opinion Survey

Traffic 2019-20 2024-25 2029-30 2034-35

Total Traffic

Freight (million Tonnes) 56.87 68.76 83.02 100.99

Passenger (million Nos) 60.48 66.77 73.72 81.39

Rail Traffic

Freight (million Tonnes) 14.22 20.63 29.06 40.39

Passenger (million Nos) 21.91 27.53 34.09 41.58

Total Projected Traffic & Rail Share

Signalling, Train Control & Telecommunication

Signalling, Train Control &, Telecommunication Signalling

Multi aspect colour light signals (MACLS)

AC LED signal lighting units for Multi Aspect Colour

Electronic interlocking system

Control Communication, Trunk Circuits, Emergency

communication and administrative & commercial

communication

Optical Fibre communication system

Exchanges at different administrative offices,

important stations and maintenance depot

GSM-R system for Emergency Communication

Point to point voice calls, Broad cast voice calls,

Group Voice calls, Multi party voice calls, Emergency

voice calls, Data Communication

Train control office at each Divisional HQ office

Train control, Dy. Control, Traction Power Control,

Traction Loco Control Engineering Control, S&T

control and Remote Control

Signalling, Train Control &, Telecommunication (contd..)

Absolute block system

Single line tokenless block instruments along with

Single Section Digital Axle Counters at each station.

Last stop signals of each station shall be interlocked

Voice data recorder in control office

Signalling, Train Control &, Telecommunication (contd..)

Electric Traction

AC Traction - 25 kV, 50Hz, Single Phase

Over Head Equipment (OHE) parameters :

Contact wire height at rail level – 5.6m

Approximate length of span – 63m

Cross section of contact wire (copper)-107 sq.mm

Cross section of catenary wire (cadmium copper) – 65sq.mm

Electric Traction

Overhead Equipment

Electric Traction

Mast implantation – 2.6m from the centre of the track

Portal upright implantation – 3m

OHE and PSI depots at an interval of 120km

Tower Wagon – 8 wheeler

Power Supply Installation (PSI) Parameters :

Traction supply through Traction sub-station (TSS).

25 Nos TSSs at regular interval of 50-60km approx.

Length of transmission lines-250 kms

Every TSS with two Traction transformers of 13.5/21.6MVA.

SCADA - Traction Power Control Room at each Divisional HQs

59 power line crossings to be modified

Electric Traction (contd..)

Selection of Electric Locomotives Passenger and freight locos :

Passenger locos

- WAP 7, HP 6350, max. speed 160kmph – 3 phase

- Single loco is adequate for hauling the load.

Freight locos

- WAG 9, HP 6120, max speed 100 kmph – 3 phase

- For hauling 58 Box-N freight load double headed engines

- For other loads, single loco.

- In graded sections, sometimes banker loco may be required to push the train and overcome the incident of train parting

Freight Locomotive, Type WAG – 9, HP – 6120, Max. Speed – 100kMPH, 3 Phase

Passenger Locomotive, Type WAP – 7, HP – 6350, Max. Speed – 160 kMPH, 3 Phase

Power Requirement Power requirement – 2019-20

Traffic projection for the year 2019-20

-No. of Freight trains -45

-No. of Passenger trains -32

-Total traction power requirement with

electrical general services at stations and Tunnel Illumination & Ventilation-180 MW (app)

Selection of Wagons, Coaches and

Shunting (Diesel)Locomotives

Wagons

Rolling Stock design considerations include Axle Load, Length of rake, Payload to Tare Ratio and Maximum Speed

The choice of rolling stock (freight cars) is largely driven by the type of commodities and volume to be carried, operational and technical requirements of the system

Proposed rolling stock -5 car consist container wagon (A car/B car), Covered wagon, Open gondola wagon, Tank wagons, Bogie Tank Wagon for LPG, Bogie rail wagon flat

Maximum moving dimension (3250mm/4265mm)

Kinetic envelope (3850mm/4565mm)

Container Wagon

Open Wagon

10.1 metre long

Cubic capacity – 57 cubic metre

Wheel diameter – 1000 mm

Pay load – 65 tonnes

Height – 3450 mm

Max speed – 100 Kmph

Suitable for tippling

Used for carrying coal,

iron ore, minerals etc.

Covered Wagon

14.5 metre long



Pay load – 65 tonnes

Height – 4015 mm


Used for carrying bagged

commodities e.g cement

Tank Wagon

12.5 metre long



Height – 4265 mm


Used for carrying POL

Passenger cars

Proven coach with long life and excellent maintainability features shall be provided. Comfort, aesthetics, safety and maintenance-friendliness shall be the guiding principles

Maximum operating speed of 160 Km/h

• Car body shall be of stainless steel, provided with flexi-coil springs, H type tight lock centre buffer couplers, crash worthy features and bogie mounted disc type brakes actuated by air pressure.

• Types of coach proposed to be used are AC Upper Class Coach, AC 2 Tier Sleeper Coach, AC Chair Car, 3 tier Sleeper Coach, Sitting ordinary coach, Sitting cum Luggage & Brake van.

General Features of Passenger Vehicles

AC Coach Non AC Coach

Interior Stainless steel shell

Shunting locomotives It is proposed to have Diesel engine type shunting

locomotives and also for emergency services in case

of breakdown, accident etc.

Two types of diesel engines are proposed –

Low HP locomotive designated as WDS6 on IR. It

develops 1400 HP using 6 cylinder 251D diesel

engine, DLW make. Maximum speed 60 km/h

High HP locomotive designated as WDG2 on IR. It

develops 3100 HP using 16 cylinder, V-type 251B

diesel engine, DLW make. Maximum speed 100 km/h

Shunting locomotives

Accident Relief Train

To keep the railway system moving, it is necessary to

plan for handling accidents and emergencies

Relief train shall be equipped with crane, mechanical

jacks and rerailing equipment, emergency track supply,

emergency lighting equipment, traction emergency

equipment, emergency communication equipment and

medical van.

140 t capacity Gottwald crane with A frame, being

manufactured by Jamalpur workshop of Indian Railways

is proposed

140 t Crane

Train Operations Plan

The Network Physical features of Net work :

Broad Gauge, Single Line,

Electric Traction,

Electronic Interlocking,

Multiple Aspects Colour Light Signaling,

Machine Operated Points,

Points and signals operated from the central panel,

Absolute Block System,

Tokenless Block Working

Operating System

The Absolute Block System- Main features:

Section divided into convenient segments

Each segment known as a „Block Section‟;

„Block Station‟ shall have a number of lines and shall

be demarcated by a number of signals;

Each Block Section shall have only one train in it at a

time.

Speed Section Passenger

Operation

Freight Operation

Maximum

Permissible

speed

Booked

Speed

Maximum

Permissible

speed

Booked

speed

Mahadevpur – Bhalubang

– Mahuwa (Shivpur)

(Section-2)

100 90 100 90

Pokhra-Kathmandu

(Section-8

100 90 100 90

Tamsariya – Abukhaireini

(Section 7)

100 90 100 90

Tamsariya-Simara

(Section-4)

100 90 100 90

Rest all sections 160 145 100 90

Originating Freight Traffic Per Day (Both ways)

In terms of Trains

2019-20 2024-25 2029-30 2034-35

22.49 33.29 47.53 66.80

Wagon Turn Round

Minimum WTR 0.94 days

Maximum WTR 2.44 days

WTR less than 1 day 2 - O-Ds

WTR 1 to 2 days 110 - O-Ds

WTR more than 2 days 24 - O-Ds

Wagons required to be loaded daily – Type-wise

Type of

Wagon 2019-20 2024-25 2029-30 2034-35


Covered 244 349 479 639

LPG 83 139 220 335

Open 58 79 110 152

Open / Flat 56 79 107 141

Requirement of Different Type of Wagons

Description 2019-20 2024-25 2029-30 2034-35


Covered 314 446 609 811

LPG 104 172 273 412

Open 80 109 151 204

Open / Flat 68 99 133 180

Tank -POL 83 146 237 380

Grand Total 1276 1873 2653 3727

Requirement of Locomotives

Requirement of Electric locomotives in 2019-20: 81

Requirement of Diesel Shunting Locomotives: 27

Passenger Services

The following services have been planned to cover

the entire network.

i. Long Distance over night service

ii. Intercity service

iii. Feeder cum medium distance service

Type and Capacity of Coaches S. No. Type of Coach Capacity

Seating Sleeping

1 Upper Class Sleeper Coach - AC 24 24

2 2 – Tier Sleeper Coach - AC 54 54

3 Chair Car 83 -

4 3 – Tier Sleeper Coach 80 80

5 Seating Ordinary Coach 99 -

6 SLR 40 -

Number of Coaches Required Coaches required 2019 2024 2029 2034

Upper first class 26 27 30 33

AC Sleeper 60 69 77 85

AC chair car 55 59 69 69

Non AC Sleeper 129 159 192 226

Ordinary sitting car 101 112 139 139

Sitting cum luggage & brake

van

46 51 58 62

Total 417 477 565 614

Line Capacity Issues

Line capacity calculations are based upon the

universally adopted Scott‟s Formula for planning

purposes.

a) Ruling Block section,

b) Ruling gradients,

c) slowest train on the section and

d) its running time for the Ruling block section,

e) 70% efficiency factor etc are the salient elements

constituting the formula

Transit Time of Passenger Trains

Sl. No. Section Transit time in Hrs.

and Mts

1 Gaddhachowki-Tamsariya-Kathmandu 10.32

2 Kakarbita-Tamsariya-Kathmandu 9.53

3 Birgunj -Simara-Tamsariya-Kathmandu 5.36

4 Gaddhachowki-Tamsariya 7.05

5 Kakarbita-Tamsariya 6.18

6 Tamsariya-Pokhara 3.25

7 Kathmandu-Pokhara 3.54

8 Nepalgunj-Kohalpur-Gaddhachowki 5.59

9 Lumbini-Butwal-Kohalpur 7.21

10 Bhairahawa-Butwal-Simara-Birgunj 6.05

11 Birgunj-Simara-Bardibas-Janakpur 4.31

12 Kakarbita-Itahari-Biratnagar-Janakpur 7.52

Line Capacity Issues • Calculations for both scenarios

i. without maintenance block and

ii. with maintenance block of 4 hours per day,

• These show utilisation more than 100% on

Kathmandu-Pokhara and Abukharenei-Tamsariya

section.

• Steps to increase line capacity should be taken

based on experience of first 5 years i.e. from 2019-

20 to -2024-25.

Maintenance and Operation Organisation

Maintenance and Operation Organisation Three tier organisation

One central organisation for overall control of Railway

system – at Kathmandu-headed by DG.

Divisions responsible for day to day management

operation of trains in their jurisdiction

Sub-divisions, depots, sick lines -to carry out routine

maintenance of infrastructure & rolling stock

If Mechi-Mahakali Railway constructed in first phase,

HQ of Central Organisation can be kept at Simara

Departments Infrastructure (Civil Engineering, S & T

Engineering)

Operations (Operations, Commercial, Rolling Stock

including locomotives, Electrical Engineering

General services, Safety)

Human Resources (Man power Management,

Health Services, Training)

Finance

‘Commissioner for Railway Safety' who shall be

the watch dog of safety issues.

Workshops All Major workshops located at Simara

Electric loco shed

Freight wagon workshop

Passenger car workshop

Diesel loco shed

Track Machine workshop

Divisional Structure Division HQ - Mugling, Kohalpur and Bardibas. Each

division headed by Divisional Railway Manager.

Divisional heads of all the branches located at the

Divisional HQ

Sub division for infrastructure maintenance

Pokhara, Kathmandu & Mugling under Mugling

division

Attariya, Kohalpur & Butwal under Kohalpur division

Simara, Bardibas & Itahari under Bardibas division

Base units at distance of about 60 kms

Track Maintenance Structure Three tier system

Top tier (on track heavy machines)-at HQ,

Middle tier (Duomatic tamping machines & mobile maintenance units)-at Sub division

Base tiers (sectional gangs supervised by sectional engineers)

Monitoring of track parameters by computerised track recording car,

Ultrasonic testing of rails to detect cracks

Regular inspection by supervisors and engineers – footplate and trolley

Track Parameters Track Gauge

Track Alignment

Longitudinal unevenness

Cross levels

Twist

Tolerances very small and very regular watch required

S&T and OHE Maintenance Signalling, Telecommunication & Train control

systems maintained periodically as per OEM

technical parameters, maintenance practices.

Maintenance leased to OEMs for specialised

equipment

Every alternate OHE base depot provided with self

propelled vehicle named as „Tower Wagon‟

Electric Locomotive Maintenance Locomotives maintenance

Quarterly, half yearly, nine monthly, one and half

yearly, maintenance at Electric Loco Shed, Simara.

Intermediate OverHaul

POH after Nine year (Passenger Locomotive) &

Twelve years (Goods Locomotive)

For trip inspections of locomotives, four trips sheds

at terminal stations -Pokhara, Kathmandu,

Gaddachowki and Kakarvitta and one at Simara.

Freight Car (Wagon) Repair & Maintenance Freight car (Wagon) repair & maintenance carried

out at 3 stages.

Train yard attention and running repair,

Depot repair (Routine Overhaul)

Heavy repair (Periodic overhaul). In addition, repair

has also to be carried out for out-of-course failures,

accident damaged wagons etc.

Facilities for train yard examination in the yards and

sickline at: Kakarvitta, Birganj, Bhairawaha,

Biratnagar, Pokhara, Kathmandu, Nepalgunj

Freight Car (Wagon) Repair & Maintenance Wayside monitors for freight cars - to analyze

component conditions as the trains pass.

Types of rolling stock defects proposed to be

monitored are Dragging Equipment, Derailment, Flat

wheel/impact, Hot bearing, Acoustic bearing, Hot

wheel, Wheel profile and Hunting and skewed truck.

Installation of wayside monitoring equipment at:

Simra, Butwal, Mugling

Passenger Car (Coaches) Repair & Maintenance Passenger Car (Coaches) maintenance - 3 stages:

Train yard attention including running repair and

cleaning/washing,

Depot repair (Intermediate Overhaul),

Heavy repair (Periodic overhaul)

Facilities for washing, train examination in the yards

and repairs including IOH maintenance at

Gaddachowki, Nepalgunj, Bhairawaha, Lumbini,

Tamsariya, Kathmandu, Pokhra, Birganj, Kakarvitta

Diesel Locomotive (Shunting) Maintenance Diesel locomotive maintenance (Shunting

locomotives) schedules

Trip inspection, monthly inspection,

Quarterly inspection, half-yearly inspection, yearly inspection, three yearly inspection and six yearly schedule (POH)

For carrying out fuelling, trip inspection and monthly scheduled maintenance, facilities provided at Gaddachowki, Butwal, Kakarvitta, Pokhara, Kathmandu, Chandranigahpur, Itahari, lahan and Tamsariya.

Abstract Cost Estimates

Abstract Cost Estimates Capital Cost Estimate (Fixed Infrastructure)

Capital Cost Estimate (Rolling Stocks)

Operation and Maintenance Cost

Capital Cost of Fixed Infrastructure (Section wise)

S. No. Section Length (KM) COST (Crore of

NPRs.)

1 Gaddachowki - Atariya –Mahadevpur 202.665 4,303.87

2 Mahdevpur - Bhaluwang - Mahuwa 139.163 9,793.56

3 Mahuwa - Butwal - Tamsariya 123.500 4,030.85

4 Tamsariya - Madi - Simara-

Chandarnigahapur 176.937 4,568.86

5 Chandranigahapur - Lahan 119.129 2,788.68

6 Lahan - Mechi 183.850 4,098.14

7 Tamsariya - Bharatpur - Abukhaireni 71.729 5,271.11

8 Pokhara - Kathmandu 187.083 28,294.39

9 Connection to Indian Border Towns 113.419 2,264.65

TOTAL 1,317.475 65,414.12

Section Wise Cost Break-up

7% 15%

6%

7%

4%

6% 8%

43%

4%

Gaddachowki - Mahadevpur

Mahdevpur - Mahuwa

Mahuwa - Tamsariya

Tamsariya -Chandarnigahapur

Chandranigahapur - Lahan

Lahan - Mechi

Tamsariya - Abukhaireni

Pokhara - Kathmandu

Connection Indian Border Towns

Capital Cost of Fixed Infrastructure for Various Systems

S. No. SYSTEM COST

(Crore of NPR)

COST per Km of

project length

(Crore of NPR )

1 Land & Associated Activities 2,682.29 2.04

2 Earthwork 8,213.38 6.23

3 Protection Works (Retaining Walls) 210.16 0.16

4 Blanketing 1,350.62 1.03

5 Bridges 13,463.41 10.22

6 Permanent Way (Track items including

ballast & P. Way Machinery) 6,271.98 4.76

7 Station, Buildings, Sheds, Offices etc. 696.46 0.53

8 Tunnels 19,326.59 14.67

9 Electrical Engineering Works 1,605.20 1.22

10 Signaling, Train Control &

Telecommunication Works 2,114.76 1.61

11 Maintenance Facilities for rolling stock 947.00 0.72

12 Preliminary Expenditure like DPR,

Detailed Engineering & Supervision etc. 5,688.18 4.32

13 Contingencies 2,844.09 2.16

TOTAL 65,414.12 49.65

System Wise Cost Break-up

12%

21%

10%

19%

29%

9% Earthwork

Bridges

Permanent Way

Others

Tunnels

Preliminary Expenditure

Cost of Rolling Stocks

Cost of Rolling Stock has been calculated for 4

components

Cost of Wagons

Cost of Coaches

Cost of Shunting (Diesel) Locomotives &

accident relief crane and

Cost of Electrical Locomotives

Capital Cost of Rolling Stock

S. No. Type of Rolling Stock

Cost of Rolling Stock for different

Horizon Years

(Crore of NPR )

2019-2020 2024-25 2029-30 2034-

35

1. Wagons 672 991 1408 1982

2. Coaches 1609 1836 2169 2355

3. Diesel Locos & Accident

Relief Crane 505 505 505 505

4. Electric Locos 2540 3418 4610 6115

Total 5326 6750 8692 10958

Operation and Maintenance Cost S. No. Name of Activity

HORIZON YEAR (NPR Crore)

2019-20 2024-25 2029-30 2034-35

1 Operation & Commercial Activities

62

65

69

74

2 Operation & Maintenance Cost of

Electrical Locomotives

130

147

212

279

3 Maintenance Cost of Civil Engg.

Structures

125

154

183

213

4

Maintenance Cost of Signalling,

Train Control & Telecommunication

Works

49

59

81

81

5 Maintenance Cost of Electrical Engg.

Works

29

37

45

45

6 Maintenance Cost of Wagon

35

50

84

116

7 Maintenance Cost of Coaches

59

73

92

99

8 Operation & Maintenance Cost of

Shunting (Diesel) Locomotives

38

40

41

42

Total

527

626

807

949

Institutional Frame Work for Construction and Schedule

Main Activities Involved

Preparation of Detailed Project Report

Tendering & Award for Civil Engineering Works

Land Acquisition

Construction of Civil Engg. Infrastructure i.e. formation,

bridges, tunnel, tracks, buildings etc.

Tendering & Award of Overhead Electrification and

Other Electrical Works

Execution of OHE Works

Tendering & Award of Signalling, Telecommunication

and Train Control Works

Execution of Signalling, Telecommunication and

Train Control Works

Finalisation of Rolling Stock Specification &

placements of Orders

Supply & Testing of Rolling Stock

Preparation of Manuals, Training of Staff, etc.

Testing, Commissioning of the Whole System

Main Activities Involved (contd..)

Construction Schedule

Project divided into three parts for construction

planning.

Pokhara-Kathmandu & Tamsariya-Abukhaireni

Gaddachowki-Simara (including connection to Indian

border falling in this reach)

Simara-Kakatvitta (including connection to Indian

border falling in this reach)

Construction Schedule (Pokhara - Kathmandu & Tamsariya – Abukhairani)

Construction Schedule (Gaddachowki-Simara)

Construction Schedule (Simara-Kakkarbita)

Preparation of DPR

Project execution in phases as:

The requirement of funds is huge

There is no trained manpower in Nepal for

construction of Railway line

Prioritisation of sections

Work of DPR to be outsourced

Dedicated team of Engineers for overseeing DPR

Components of DPR Marking the centre line of alignment on the ground.

Detailed Geological mapping of the tunnel portion

Detailed hydrological investigation of the major bridges

including model analysis

Geotechnical investigation at the location of major

bridges, tunnels, deep cuttings and high

embankments.

Detailed design criteria for various systems and

structures.

Components of DPR

Preliminary design of tunnels, bridges, track, signalling and electrification system etc.

Environmental Impact Assessment

Detailed operation plan.

Detailed Yard Plans

Recommendations regarding specification of rolling stock & other components.

Detailed cost of the project.

Recommendation regarding constitutional and legal provision to be made.

Recommendation regarding packaging of contracts.

Financing arrangements of the project.

Institutional Arrangement for Preparation of DPR

Team composition

Chief Executive Officer [A senior Civil Engineer of Govt. of Nepal]

Finance Adviser [A Senior Finance professional]

Railway Advisor

Assisting professionals

Civil Engineers – 3 Nos.

Electrical Engineer – 1 No.

Mechanical Engineer – 1 No.

Electronics/Computer Engineer– 1 No.

General Consultants for Execution

Team composition

Project Director

Chief Project Managers

Resident Engineer (Track)

Resident Engineer (Bridges)

Resident Engineer (Tunnels)

Resident Engineer (Electrification)

Resident Engineer (Signalling & Telecommunication)

Experts for Rolling Stock

Design experts

Financial and Economical Appraisal

Broad Assumptions • Base Year : 2009-10

• Construction Period : 9 years

• Start of Rail Operations : 2019-20

• Traffic Projection upto : 2034-35

• Project Life : 30 Years

• New Rail Connections with India to be in

Place by 2019-20

Traffic Projections - Goods

Item Unit 2019-20 2034-35

Tons Million 14.22 40.39

Ton-Km Billion 4.57 12.77

Av. Lead Km 321.5 316.2

Traffic Projections – Diverted Passengers (Million)

Year From

Air

From

Bus

From

Car Total

2019-

20 0.20 18.78 2.94 21.91

2034-

35 0.51 34.74 6.33 41.58

Financial Appraisal Infrastructure Development Cost

S

# Item of Cost Cost (Million NR) Contribution (%)

1 Civil

Engineering 522148.9 79.82%

2 Electrical 16052.0 2.45%

3 S & T 21147.6 3.23%

4 Maintenance

Facilities 9470.0 1.45%

5 Preliminary Exp. 85322.8 13.04%

6 Grand Total 654,141.0 100.00%

Financial Appraisal (Contd.) Rolling Stock Cost (NPR Million)

Year Wagons

Coaches

Electric

Locos

Diesel

Loco

Total Cost

2019-20 6719.7 16089.0 25401.6 5048 53258.3

2024-25 3187.9 2273.2 8780.8 0 14241.9

2029-30 4177.2 3326.6 11916.8 0 19420.6

2034-35 5740 1863.6 15052.8 0 22656.4

Total 19824.8 23552.4 61152.0 5048 109577.2

Financial Appraisal (Contd.) Residual Value (NPR Million)

Item Rate of

Residual

Value (% Range)

Residual Value (NPR Million)

Infrastructure

Development 20%-80% 263,138.50

Rolling Stock 10% - 61% 35808.61

Total 298,947.11

Financial – Rail Freight Charges (NR/TKM)

Commodity

Classification

Terrain

Plain Plain+ Hilly

Heavy 2.61 2.78

Normal 2.93 3.11

Light 3.21 3.41

Liquids 4.58 4.87

Overall Average (2019-20)

3.21

Financial – Rail Fare Charges S. #

Class of Travel Fare (NR /P-KM)

1 Ordinary (Seating + Sleeper) 0.89

2 AC - Chair, AC 2/3-Tier Sleeper

2.57

3 AC - First 9.00

4 Overall Average Fare (2019-20) 1.28

Financial Appraisal : Total Earnings (NPR Million)

Year Freight Passenger Others Total

2019-20 14,472.6 3,361.9 356.7 18,191.2

2024-25 21,152.0 4,421.1 511.5 26,084.6

2029-30 29,986.4 5,664.7 713.0 36,364.0

2034-35 42,012.0 6,841.4 977.1 49,830.5

2049-50 42,012.0 6,841.4 977.1 49,830.5

Financial Appraisal (NPR Million)

Year Expenditure Earnings Net Benefit

Capital 763,718.2 - -763,718.2

2019-20 5,274.2 18,191.2 12,917.0

2024-25 20,499.0 26084.6 5,585.6

2029-30 27,486.8 36364.0 8,877.2

2034-35 32,145.1 49830.5 17,685.3

2049-50 -289,458.3 49830.5 339,288.8

FIRR NA

Economic Appraisal

Carried out “With” and “Without” the Project

Approach

With the Project - Covers Year to Year Entire Capital

and Operation Costs by Proposed Rail services

Without the Project- Relates to Costs involved in

Handling Estimated traffic by Alternative mode

(Road)

Gap Between the Two Costs Brings out Net Margin

to the Economy Due to the Project.

Economic Appraisal (Contd.)

With The Project : (On Rail Services)

Direct Costs: Construction, Rolling Stock, Operation & Maintenance, Road VOC- Feeder services, Transshipment & Inventory

Without the Project : (On Road Movement)

Direct Costs: Road Augmentation, Highway, Road VOC, Transshipment & Inventory.

Indirect Costs for Both : Environment & Accident

Economic Appraisal (NR Million)

Year With Project Without Project Net Benefit

Capital 648,865.3 46,095.0 -602,770.3

2019-20 11,351.1 30,130.2 18,779.2

2024-25 28,028.5 42,894.1 14,865.6

2029-30 37,901.8 59,406.9 21,505.1

2034-35 46,710.0 80,713.5 34,003.5

2049-50 -249,165.2 62,275.5 311,440.7

EIRR 4.45%

Sensitivity Analysis - Financial

S# Sensitivity Criteria FIRR

1 Base Case NA

2 With 10% Financial Support in

Capital Cost NA


Capital Cost NA


Capital Cost NA


Capital Cost 4.48%


Capital Cost 5.38%

Sensitivity Analysis - Economic

S# Sensitivity Criteria EIRR

1 Base Case 4.45%


Capital Cost 5.06%

3 With 20% Financial Support in Capital

Cost 5.77%


Cost 6.62%


Cost 7.65%


Cost 8.97%

Conclusions

•Project feasible on ERR basis

•Further, additional advantages • Induced Traffic

• Trans Asian Railways (TAR) : Southern

Corridor (Europe to Southeast Asia) • Nepal is a Member

• No Rail System

• Services Can Directly be Extended to Nepal

With the Proposed Rail Links.

• India and China for Transiting Traffic

• Carbon Credit

Recommendations

• Project Should Not be Assessed in Isolation.

• Project is of International Importance, Financial

Support/Contribution From Other Benefiting

Economies may be Drawn

• With 50% capital support - 5.38% FIRR on

Balance Investment

• Further Increase due to additional advantages

not Quantified in the study

Thanks

Previous Studies Development of East-West Electric Railway in Nepal:

Pre-feasibility Study concluded by Promotion of Renewable Energy,

Energy Efficiency and Greenhouse Gas Abatement (PREGA) in May-

2006.

•Length : 1027 km, Single Track, Broad Gauge (1.676m)

•Station inter-distance : 50 KM (19 Stations)

•Land : To be located in the land available with Mahendra Rajmarg

•Phases of construction : 3 Phase I - from Kakkrbita to Narayangadh (473km)

Phase II – from Narayangadh to Kohalpur (351km)

Phase III- from Kahalpur to Gaddachowki (203km)

•Total cost of System : US $ 2.07 billion (about US $ 20 lakhs per km)

•Fare: Passenger NRs 0.9 per passenger-km, Freight NRs 5 per ton

km

•FIRR : 6.9% over a period of 27 (including 6 years of construction)

•EIRR : 10.62% without carbon credits

Previous Studies

Kathmandu-Birgunj Electrified Railway Project:

Report concluded by M/s Benchmark, Nepal in February 2007

•Length : 160 km, Single Track, Broad Gauge (1.676m)

•Stations : 13

•Designed Speed : 100km/h (Max degree of curvature 4-deg)

•Ruling Gradient : 1 in 100

•Number of Tunnels : 53 (length 46km)

•Construction Period : 5 years

•Total cost of System : NPR 2320 Crores without land (about NRs 14.5 crore

per km)

•Project IRR : 10.56% (Diesel)

•Project IRR : 8.69% ( Electrical)

Above data is based on review of report and technical report on the

project is not available

Comparison Bharatpur-Mugling and Simara-Kathmandu

Item Bharatpur-

Mugling Simara-Kathmandu

Length of alignment 30km 130km

Level Difference

between end points 50m 1180m

Length of tunnels 20km 70km

Geology of the area Sensitive

Multiple thrusts zone

including plenty of

Faults, Crossing high

grade metamorphic

rocks of Lesser

Himalaya for greater

length

nepal east west rail project-feasibility study draft report presentation

Design

alternate alignment

selection of alignment

kakarbitarecommended

length of kathmandu

alignments of section

length of connections

longer length

salient features of