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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. CONTENTS. Background & Salient Features Traffic Forecast Concept Design Alignment Station Locations Costs Estimates

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  1. HIGH SPEED RAIL CORRIDORPUNE- MUMBAI- AHMEDABAD Pre-Feasibility Study Presented by: P. K. Gupta, Group General Manager, T&SPradeep Tyagi, SDGM, T&SRITES 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: 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 Earthwork76 millions cu.m • Tunnel betweenLonavala and Karjat 18.3 Km • Mumbai HSR Trans Harbour Link bridge: 17.2 Km • 3 Main Terminal StationsatMumbai, Pune and Ahmedabad • 3 Intermediate Stationsat Navi MumbaiAirport, Surat and Vadodara. • 2 Depots : Main DepotGeratpur (Ahmedabad) /AuxiliaryDepot (Pune)

  5. TRAFFIC FORECAST 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 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 • 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. 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 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

  13. Mumbai-Pune Section

  14. Mumbai Outer Area

  15. Mumbai-Ahmedabad Section

  16. 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

  17. SU-2 SU-2a SU-1

  18. Mumbai Connection- options

  19. CONNEXION TO MUMBAI

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

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

  22. 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 330-340 staff

  23. Cost Estimates 1 - INVESTMENT COST Construction – Rs. 49075 Cr Rolling Stock - Rs. 6783 Crfor 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

  24. Break up of Construction Cost

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

  26. EnvironmentStudies • 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

  27. EnvironmentStudies(Contd..) • Reduction in Air Pollution • Carbon dioxide (CO2) - 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

  28. 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)

  29. LAND revenues Estimated LAND REVENUE Figures (in Rs crore)

  30. Financial Analysis . Key Financial Indicators:

  31. 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.

  32. 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%

  33. 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%

  34. Socio EconomicAnalysis .

  35. 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

  36. Thanks

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