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High Speed Rail Corporation of India Ltd.A subsidiary of RVNL

HIGH SPEED RAIL NEED, CHALLENGES, KEY ISSUES & OPTIONS: -INDIAN PERSPECTIVE

byRajesh Prasad, IRSEChief Project Manager & Group General ManagerRail Vikas Nigam Limited, Kolkata

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ContentsI. Need of High Speed Rail in IndiaII. Key Issues, Challenges and Few experiencesIII. Implementation Options

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Foot plate inspection between Madrid and Cordoba in high speed train

Comparison of HSR System in the worldFirst Inauguration yearCountry YearJapan1964France1981Italy1988Germany1991Spain1992South Korea2004Taiwan2007China2008India-

WHAT IS HIGH SPEED RAIL?

As per UIC definition, trains running at speed of 200kmph on upgraded track and 250kmph or faster on new track are called High Speed Trains.

These services may require separate, dedicated tracks and "sealed" corridors in which grade crossings are eliminated through the construction of highway underpasses or overpasses.

JapanFranceItalyGermanySpainSouth KoreaTaiwanChinaIndiaTrack Gauge (mm)1,4351,4351,4351,4351,4351,6681,4351,4351,435-Minimum Curve Radius2,500-4,0004,000-6,2505,4004,000-4,6704,0007,0006,2504,000-9,000-Max. Gradient35358.54012.5152535-Max Axle load (T)16-17171716-19.517.21725.520-Distance btw Centres of Tracks4.2-4.34.2-4.85.04.5-4.74.3-4.75.04.55.0-X-Sec. of Double Track tunnel 62.8 -63.571 -1007682-92751079090-100-Track StructureBallasted/BallastlessBallastedBallastedBallasted/BallastlessBallastedBallasted/BallastlessBallasted/BallastlessBallasted/Ballastless

Comparison of HSR System in the world

JapanFranceItalyGermanySpainSouth KoreaTaiwanChinaIndiaRolling Stock TypeEMULOCOLOCO/EMULOCO/EMULOCO/EMULOCO/EMULOCOEMU-Car Body width3,350-3,3802,814-2,9042750-30002950-30202830-29602904-297033803200-3380-Max. Operation Speed (Km/H)320320300300300300300300-Power/Seat (KW/seat)13.1323.4716.6718.6521.8424.2410.3720.00-Body materialAluminumSteelAluminumAluminumAluminumAluminumAluminumAluminum-Power Supply KVAC 2x25AC 2x25AC 2x25AC 2x15AC 2x25AC 2x25AC 2x25AC 2x25-Overhead CatenaryHeavy Compound/Simple CatenarySimple CatenaryTwin Simple CatenaryStitched CatenaryStitched CatenarySimple CatenaryHeavy Compound CatenarySimple/Stitched CatenarySignal TypeCab Single ContinuousCab Single ContinuousCab Single ContinuousCab Single ContinuousCab Single ContinuousCab Single ContinuousCab Single ContinuousCab Single Continuous

Comparison of HSR System in the world

WHy HSR IS REQUIRED In India ?

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Commercial vs SocialRailway has social obligation to run transport service for all the area of country irrespective of profit motive. It can not close uneconomic lines

It can not increase fare due to adverse political impact even though high fuel cost latest reaction on dynamic pricing

It has to generate enough resources for efficient maintenance & replacements of assets on its own

ENERGY EfficiencyHigh Speed saves Energy Costs and reduces Greenhouse Gases

0102030405060Fuel equivalent grams per passenger-kilometerHigh SpeedRailwayBusPlane

51.129.918.317.612.1

Classic TrainPrivate Car

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Land requirementA HSR-line allows more passengers than an six lane highway per hour Elevated rail corridors reduce the hassle of Land Acquisition.Land requirements are Smaller

35 m

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Decongestion and capacity addition

High Speed RailMotorwayDouble Track2x3 Lanes12 Trains per hour per Direction4000 Cars per hour per direction1200 Pax/Train2.0 (Average) Passengers per carCapacity = 14400 Passengers per hourCapacity = 8000 Passenger per Hour

Reduction in commuting time between cities and added capacity gives an excellent opportunity for decongestion of the mega urban centers and growth of smaller towns and other cities.

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Increasing UrbanizationThe major challenges faced are:

Major Urban centers are severely congested:Dramatic growth in vehicle ownership in the past decade.Accessing jobs, education - becoming increasingly time-consuming. Billions of man-hours are lost with people stuck in traffic.

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Explosion in Inter City Travel

Indias urban population - 285 million reported in the 2001 census and 377 million in 2011 census.

McKinsey Global Institute (MGI) projects - 590 million by 2030 (40% of Indias total projected population).

Increasing Urbanization

The rapid urbanization in the country has triggered a growing demand for inter city traffic between metropolitan cities and 2nd and 3rd tier cities.

In absence of HSR, passenger traffic of Airlines/ Car users is growing at 15-20%

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DECONGESTION of Metropolitan cities

Tier I City

Without HSRWith HSR

Tier II

Tier I City

Small towns and Tier II & III Cities

Tier I City

Tier II city

Tier II city

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TRAVEL TIME ( Trigger for modal shift)

Delhi (city centre)

(city centre)

Delhi AirportChandigarh Airport

.75 hr30 min1.25 hrs at Terminal + 1 hr Flying timeTotal time: 3.5 hrsPlane

Delhi (city centre)Chandigarh(city centre)Total time: 1 hrHigh Speed RailwayJourney time for air travel involves travel to airport, away from city centers and waiting time at Airports. Distance between DELHI to CHANDIGARH is 245 Km.

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HSR is energy efficient and is less polluting than Road/Air travel. India imports about 80% of its oil requirement. HSR will use indigenous energy resources like thermal/hydel/nuclear based energyEconomically as well environmentally, Rail based Transport system is ideally suited for India.

NEED FOR HSR IN INDIA

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Decreasing modal shareIndia became a decidedly road-dominant economy in the beginning of the eighties with the railways losing out in respect of both freight traffic and passenger traffic.

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Introduction of TGV service in 1981-83Evolution of first Class rail traffic in France Before and after opening of the first HSR line

Existing long distance rail services have difficulties in competing with road and air modes of transport,

The new HSR lines can stop the decline of the railways share on the long distance transport segment along those corridor.

It provides an attractive transport offer in terms of reduced travel times and comfortable journey.

Despite the high investment cost it is economically sustainable and need of the hour.

IMPACT OF INTRODUCTION OF HSR

Railways rescue plan through

HSRC & NHSRC

RAIL VIKAS NIGAM LIMITED

Delhi

SecunderabadMumbaiChennaiBengaluruKolkata (3 PIUs)Jodhpur

Ahmedabad

Lucknow

Pune

Bhubaneswar (2 PIUs)

Bhopal (3 PIUs)

Waltair

Rishikesh

Raipur(2 PIUs)

Corporate Office at Delhi27 Project Implementation Units

KotaKanpur

RVNL has a lean and thin organization.Only 446 employees as on 31st March 2016.

Varanasi(2 PIUs)

Chandigarh

Ambala

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PROJECTS WITH RVNLProjects completed as on 31st March 2016 50Projects in hand as on 01.04.2016 78

Projects under implementation by Railways 2Projects under execution by RVNL 42+3 part (including projects partially commissioned)Projects for which tenders have been or are being invited 5

Projects where execution could not be taken up for various reasonsProjects on hold due to constraint of funds 4Projects adversely affected/held up due to land 7acquisition, forest clearance, law and order & other issues Clearances from Central & State Governments 1+2 part (Metro projects)shifting of utilities etcUnder Planning & Development 14+1 part

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PROJECT LENGTH COMPLETED UPTO MARCH 2016

S. No.Plan HeadsCompleted (km)1.New Line 213.822.Gauge Conversion1590.23.Doubling2051.244.Railway Electrification2712.07Total6567.335.RE as part of Doubling/GC/NL1421.736.Workshop projects37.Cable Stayed Bridge1

ORDER BOOK Rs. 40,000 Cr.

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TURNOVERCumulative-Rs 21975.89

RVNL & HIGH SPEED RAILInitially Ministry of Railways has directed RVNL to form a SPV for planning and implementation of High Speed Rail projects.

High Speed Rail Corporation of India Ltd. (HSRC) incorporated on 25th July, 2012 as a 100% subsidiary of RVNL.

NHSRC has now been incorporated for implementation of High Speed Rail

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NHSRC has been incorporated

Key Issues & Challenges

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Key Issues & ChallengesSystem Integration(1) Political Will

(4) Financing HSR Project(s) (5) Land Acquisition(3) Economic & Financial Viability

(7) Selection of Technology

High Speed Rail Development

(2) Selection of Project Corridor(s)

(6) Policy Framework

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(1) POLITICAL WILL

Each HSR corridor will have a long gestation period and will be highly capital intensive, so, strategic thinking is required at the Apex level for implementing in a programmed manner

Coordination among Central Government Ministries, State Governments and Government Agencies

Success stories- National Highways, Airport up-gradation, Yamuna express-way

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(2) Selection of Project Corridor(s) for Implementation

Vast country Many potential corridors - Selection of pilot Project;

Economically/financially viable projects to be given priority;

Willingness of local governments to participate in the project by way of land and funding support.

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(3) Economic & Financial Viability of the Project

High capital cost will impact viability

HSR will be a dedicated line; High demand risk due to higher tariffs as compared to conventional rail.

Emphasis on other alternative revenue sources like Real estate revenues, carbon credits, cross-subsidy from road/air travelers.

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(4) Financing of the Project(s)

The high capital costs of HSR makes it a financing challenge.

GOI may not fully fund the corridors.

Most state governments will have to raise finances by extra levies, real estate etc. even for part funding

Private sector may not have adequate financing capability to fund the large HSR projects. Proper project structuring by unbundling the projects into smaller packages may be essential.

Funding by multilateral and bilateral funding agencies

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(5) Land Acquisition

Critical due to stringent alignment requirements

HSR corridors pass through conurbations or sensitive land;

Strong public protests adversely affecting large number of projects.

Mix of alignment choice- grade/ elevated/ tunnels

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(6) POLICY FRAMEWORK

Robust policy framework for: Seamless implementation of projects

Assurance for attracting International investors

Creation of National High Speed Rail Authority

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(7) Selection of TechnologyChoice of Technology:A) Fixed Infrastructure:Mix of Embankment/Elevated/ Underground Structures and their dimensional control;Construction Gauge;Fencing of the complete track/elevated track;Electrical Installations. B) Fast Upgrading TechnologyRolling StockSignaling and Communication Train Control Fare Collection

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INTERNATIONAL CASE STUDIES

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TGV, France French Govt.

SNCF - French national rail operator

Rseau Ferr de France (RFF) State ownedAccess Charges(for use of rail infrastructure)Infrastructure ManagerOperatorThe first opened in 1981 between Paris and Lyon (480 Km) and now total network 1887 km. French govt. plan to have new 2000 km HSR lines by 2020. Borrowing from the international markets to enable it to undertake major projects but not on a particular project basis. This funding is supported by government guarantee but is restricted to the amount that RFF can repay from the access feesThe rolling stock for the TGV lines is procured by SNCF and is funded through lease commitments

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TGV, France In addition to borrowings, the TGV lines have also been developed with grant funding from local sources. Funding pattern for three TGV lines are: Funding by SourceTGV EstEast Rhine RhoneBrittany loireFrench State39%31%32%Regional funding24%29%35%RFF22%26%33%SNCF2%4%n/aEU10%8%n/aLuxembourg4%n/an/aSwitzerlandn/a3%n/a

Concession modelPartnership contract

Rail operators pay an access charge based on their actual use of the infrastructure Demand risk lies with the concessionaireRFF pays a rental or availability fee based on the performance of the private sector partner Demand risk remains with RFFForms of PPP models followed by RFF to create Infrastructure

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Infraspeed Consortium: Fluor Daniel BV, Koninklijke BAM/NBM Amstelland NV, Siemens Nederland NV, Siemens Transportation Systems, Innisfree Limited and Charterhouse Project Equity Investment Limited 30 years Concession on DBFM (PPP) basis

HSL Zuid, Netherland HSADutch govt 6 D&C contractors

One D&C contractor

Rail SystemsNetwork ConnectionsSubstructurePassenger Transport 125 km line between the Netherlands (Amsterdam) and Belgium border (Schiphol). This lines provides connectivity of Amsterdam to Brussels and Paris

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TAIWANConsortium led by Kawasaki Heavy Industries A concession to finance, construct, and operate the High Speed Rail System for a period of 35 years and a concession for HSR station area development for a period of 50 years.

Demand risk transferred to the private sector operatorTaiwan High Speed Rail Corporation:Alstom Transport SA of France and Siemens AG of Germany The link Taipei to Kaohsiung - total length of 345km. The project had a construction value of approximately US$18bn.Infrastructure ManagerProcurement of Rolling StockTaiwan Govt.

10 % of yearly earnings to government for further HSR development during the HSR operating concession period regardless of the performance of the concession company. The accumulated amount could not be less than US$3.4bn.

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Diamond Quadrilateral Network IN INDIA

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DelhiAjmer JaipurAgraLucknowVaranasiPatnaHaldiaHowrahHyderabadVijayawadaNelloreChennai

PuneMumbaiAhmedabad

AmritsarChandigarhBengaluru

Diamond QuadrilateralDiagonalsLegendVishakapatnamBhubaneshwarGoaHubliKolhapurVadodara

Surat

Diamond Quadrilateral of High Speed Rail Network

NagpurJamshedpur

Tirupati

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Feasibility studies for Diamond Quadrilateral NetworkRailway Board has entrusted the feasibility studies of Diamond Quadrilateral of HSR network to RVNL/HSRC, Delhi-Mumbai (1357 Km), Mumbai-Chennai (1260 Km), Chennai-Kolkata (1649 Km), Kolkata-Delhi (1429 Km) and both the diagonals i.e. Mumbai-Kolkata (1968 Km) Delhi-Chennai (2182 Km)

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Status of HSRC projectsS No.Corridor/ ConsultantStatus1Delhi-Chandigarh-Amritsar M/s Systra -RITESDraft Final Report of Pre-Feasibility study was submitted by consultant 04.03.16. Presentation made to the Railway Board on 01.04.2016 and the remarks on the DFR have been sent to the Consultant on 26.4.16 and the Final report to be submitted by September 2016. 2New Delhi-Mumbai M/s TSDI,China -LehmeyerInception report was submitted on 2.11.2015 and was accepted on 17.11.2015. Interim Report 1 to be submitted by first week of June 16.Interim Report 2 to be submitted by December 2016.Draft final report is to be submitted to Railway Board by March 20173Mumbai-ChennaiM/s Systra, France- RITES - E & YInception report was submitted on 30.10.2015 and accepted on 13.11.2015. Interim Report 1 submitted in May 2016Interim Report 2 to be submitted by December 2016.Draft final report is to be submitted to Railway Board by March 20174Delhi-KolkataM/s Ineco-Typsa SpainInterim Report 1 submitted on 16.02.2016 Interim Report 2 to be submitted by December 2016.Draft final report is to be submitted to Railway Board by March 2017

Status of Projects with HSRC S No.CorridorStatus5Mumbai-Kolkata (Mumbai-Nagpur section as Phase-I)Feasibility study is being done under Government to Government cooperation with Spain by M/s ADIF-INECO. In the first phase, study for only Mumbai-Nagpur section of the corridor is being taken up.

6Delhi-ChennaiFeasibility study is being done under Government to Government cooperation and Financed by China by M/s SIYUAN. The Planning Study for feasibility study has been completed and the Report submitted by them in July, 2015. MORs decision is awaited regarding Indian counterpart funding to take up certain activities of the Study7Chennai-KolkataYet to be decided by MOR.

Note:- S.N. 2 to 7 are the studies of Diamond Quadrilateral of High Speed Rail Network

Feasibility studies on Kolkata new delhi High Speed Railway Corridor

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NEW delhi kolkata HIGH Speed Rail corridor

NEW delhi kolkata HIGH Speed Rail corridor Infrastructures Total investment costsAlternative AAlternative BAlternative CAlternative DDemolitions196,943,500238,736,800290,973,600235,257,800Earthworks81,570,838,15884,817,935,86587,733,432,31685,781,431,911Drainage5,323,800,0005,928,000,0005,871,000,0005,943,200,000Structures192,291,160,000208,321,664,000190,525,704,000184,095,147,000Tunnels8,008,000,0006,854,400,0008,008,000,0008,008,000,000Track Superstructures133,122082000151042700000148052800000150939300000Electrification535570000005958750000058870000000Safety and Signaling installationsArchitectureEasement ReplacementEnvironmental integration and waste managementUtilitiesComplementary worksHealth and safetyIncidents

The best option & main features :-This alternative is the longest one (1,565 Km)

Alternative D is the best one in terms of Investment and Territorial Structure, and the second one in terms of Environment

This alternative is the one with more commercial stops (17) which determines the number of passengers available along the corridor

In terms of social benefits, alternative D is the one that allow more benefit impact in the society (less cost per kilometre and more demand)

Mumbai Ahmedabad High Speed Railway Corridor

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Implementation OptionsConsidering the case studies, following could be the implementation optionsNon PPP Option: The project are implemented by the Government on EPC basisPPP OptionsOption 1: Design, Build, Finance, Operate and Transfer (DBFOT) of the entire project by a single Private DeveloperOption 2: 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:B&T (Fixed infrastructure)DFOT (Train operations)

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Implementation OptionsWhether project is implemented through PPP or partial Government funding route, pre-construction activities should be started in a programmed manner Government guidelines

MOR has already created a company named High Speed Rail Corporation of India as a subsidiary of RVNL.

MOR has further created company called NHSRC for implementation of Mumbai-Aahmedabad High Speed Railway Corridor

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Funding OptionsProject Development ActivitiesA separate fund may be createdTo be recovered from viable projects along with additional feeRolling fund for further project development activities

Funding Support for PPP projects:Viability Gap FundingMultilateral/Bilateral loans by providing Centre government guaranteesCentre government guarantee for Long term Bonds of Project SPVs

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Funding OptionsFunding Support for Non-PPP Projects Directly funded by Centre/State Governments

Other Sources of Funds Revenue share from Concessionaires (train operators) Contribution from State Governments Real Estate Development

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State: Maharashtra/Dadra-Nagar-Haveli (UT)/ Gujarat

Main Features

Route length 546 km

Maharashtra -176 kmDadra-Nagar-Haveli (UT) 6 kmGujarat -364 Km

NHSRC is the nodal and implementing agency

MUMBAI-AHMEDABADHigh Speed Rail

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MUMBAI-AHMEDABAD : Main Features

Stations and Terminals:

2 Main Terminal Stations in Mumbai, and Ahmedabad

3Intermediate Stations in Navi Mumbai, Surat and Vadodara.

1 Depot : Main Depot in Ahmedabad (Geratpur)

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MUMBAI-AHMEDABAD : Main Features

Speed:The operation speed has been assumed to be 350kmph.

The best travel times at this speed (without stops)152.(Avg commercial speed will be 286 kmph)

At the horizon year 2021, this operation speed will be the worldwide standard.

A 350 Km/h operation speed provides 12 minutes time savings between Mumbai and Ahmedabad compared to a 300 Km/h speed although energy consumption increases by 27%

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Travelling Time and Stopping StationStationDistance (KM)Travelling time and Stopping stationTypical Rapid trainEach Stop TrainMumbai (B.K.C.)0 K 0000:000:00Thane27 K 950-0:10Virar65 K 170-0:24Boisar104 K 260-0:39Vapi167 K 940-0:59Bilimora216 K 580-1:15Surat264 K 5800:581:32Bharuch323 K 110-1:52Vododara397 K 0601:322:14Anand/Nadiad447 K 380-2:32Ahmedabad500 K 1901:592:50Sabarmati505 K 7502:072:58

Stopping time at Surat, Vadodara and Ahmedabad : 2 Minutes Other Stations: 1 minute

Train Operation PlanYear2023203320432053Train configuration1010 -161616Traffic volume(person/day/one-direction)17,90031,70056,80092,900Number of trains(day/one-direction)355164105Numbers of trains (train/hour/one-direction)Peak hour Off peakPeak hour : about 3Off peak: about 2Peak hour : about 4Off peak: about 3Peak hour : about 6Off peak: about 3Peak hour : about 8Off peak: about 6

Structure arrangementType of StructureLengthShareEmbankment313.0 Km64.6 %Cut8.9 Km1.8 %Viaduct122.5 Km25.3 %Bridge12.8 Km2.6 %Tunnel27.5 Km5.7 %Total484.7 Km100.0 %

Proposed main specification for rolling stockItemsMain specificationsTrain TypeEMUTrain formation10 Cars ( at the beginning), 16 Cars (future)Car body width3.4 mAxel load17 T or lessPassenger capacity10 Cars 750 seats or more16 Cars 1200 seats or moreBogieBolster less type with air spring suspension systemPropulsion systemVVVF inverter control systemBraking systemRegenerative brake, Electric/Pneumatic blending brake

Functions of Depot and WorkshopInspectionLight maintenanceHeavy maintenanceOtherDaily(48 Hrs)Regular(30 Hrs)Bogie(18 Hrs)General(36 Hrs)Special & BreakdownThane Depot Sabarmati Depot/Workshop

Maintenance facility plan depends on Rolling stocks specifications and maintenance system.Maintenance system consists of preventive and breakdown maintenance.Depot and workshop will be constructed in Thane and Sabarmati.

Total Design Management

HSR is an integrated system, composed of Hardware, Software and Human-ware, and factors affect each other.Total design management, aiming at overall optimization, Ultimate safety, Reliability, LCC and Environmental friendly, is essential.Safety is the top priority for HSR.Not only Construction cost but also O & M cost affect success of HSR.Overall optimization can minimize necessary structure and facilities and reduce total life cycle cost.The key is appropriate interfacing on the entire HSR system with technical standards and human resource development.

Project Cost :- Mumbai Ahmedabad (Sabarmati)

Project Cost :- Mumbai Ahmedabad (Sabarmati)

Project Cost per KM = 1,312 billion JPY/508.5 KM = 2.58 billion JPY/KMProject cost per KM = 709 billion INR/ 508.5 KM = 1.40 billion INR/Km

Assumptions:1) Construction period is assumed as seven (7) years from2017 to 2023.2) Escalation in capex cost during Construction period: 60% of WPI Inflation forecast. A WPI forecasts by IMF is 6.2% per annum.3) IDC is calculated with option 1(Public Sector + ODA) case.

Project Implementation Schedule

Talgo Model

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Revolutionary concept Lightweight constructionArticulated union between carsLow floor coachesIndependent wheelsAerodynamic design

Speed: 130 km/h in testsFirst commercial Talgo service in SpainAluminium constructionHigh comfort level for passengersOpen gangway between carsOn-board services and AC equipmentTalgo Maintenance services

Speed: 120 km/h in comercial serviciesGuidance systemAutomatic variable gauge system in 69Night and day services Quality in manufacturing and maintenance (more than 45 years of commercial service)

Speed: 200 km / hNatural Tilting Pneumatic suspensionIncreased speed to 30% while maintaining a high level of comfortMunich test bench: 500km / h.

Speed: 220 km / hPush-Pull Diesel Intercity trainAutomatic variable gauge system in power headsMultiple possible configurationsWorld Record in traction diesel 256 km / h

Speed: 220 km / hVery High SpeedLowest energy consumption in HSLowest noise emissions in HSLowest weight in HSGreat interior spaceBest in the world in accessibility

Speed: 350 km/hHigh Speed100% Spanish TechnologyFirst locomotive with variable gauge systemDual voltage

Speed : 260 km/h High SpeedInteroperabilityChange widthLow energy consumptionLow noiseAccessibilityT250: Dual VoltageHybrid: two diesel engines (1800, vel 220 km /h)

Speed: 250 km / hLow consumption High capacity 3+2ModularityFlexibilityUse of recyclable materialsTSI European Standards

Speed: 380 km / h1942 TALGO I1950 TALGO II1968 TALGO III1980 PENDULAR TRAIN1998 TALGO XXI2001 TALGO 350TRAVCATALGO 250, 250 Hybrid 2012 NEW TALGO HIGH SPEED PLATFORM AVRIL

PASSENGERS COACHES Seats and Night Couches Tourist, 1st Class, 1st Class PMR, Etc., Couches Bistro and Restaurant Couches Tourist , 1st Class, 1st Class PMR, Etc., Cabins Super Reclining Seats Couches

Speed: 160-220 km / h

TALGO TECHNOLOGICAL DEVELOPMENTS

Very High Speed

High Speed

Intercity

Locomotives

THEIR TRAINS PORTFOLIO

PRINCIPLES OF TALGO TECHNOLOGYLightweight constructionLower traction cost and higher accelerationArticulated unionGuided axlesIndependent wheelsNatural tiltingHigher acceleration and increased safetyHigher acceleration, increased safety and lower maintenance costIncrease comfort, decrease noise and track adaptabilityHigher speed on curves and higher confort

LIGHTWEIGHT CONSTRUCTION

Lower traction cost Higher acceleration

Lower track interaction Less aerodynamics dragHigher passive securityGuidance facility Lower maintenance and higher reliabilityARTICULATED UNION BETWEEN CARS

ADVANTAGES:

ADVANTAGES:

ADVANTAGES OF THEIR TRAINS

GUIDED AXLES

Higher acceleration Increased safety Lower maintenance costINDEPENDENT WHEELS

ADVANTAGES:

Increases comfort Decreases noise High track adaptability

ADVANTAGES OF THEIR TRAINS

Zero energy consumptionMaximum reliability due to its simplicityZero maintenance and manufacturing costImproved passenger comfortNo additional investment on infrastructure neededHigher speed in curvesNATURAL TILTING SYSTEM

ADVANTAGES OF THEIR TRAINS

Change of gauge while movement

Few Experience

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SNCF WORKSHOP AT ROUBEN

Visit of talgo maintenance depot

This is a 380 kms of high speed construction site between Jinan to Shedong. 86% of the corridor is elevated with viaduct and remaining are either tunnel or embankment with BLT. A typical pier is having 8 piles with 40 m depth. Casting of girders are done in casting yard which are generally located 15 kms apart. Casting yard is spread over 7 hectares and production rate is 2 girders per day. One typical girder weighs 180 T having a span of 31.5 m.

World wide HSR

SAFETY

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Derailment of Santiago de Compostela Train Crash - Spain

Spain disaster: Train jumps off the tracks on approach to north-western city of Santiago de Compostela Spain killing 80 PassengersIn Spain there is a provision of refund of 100% fare if the train is late by more than 5 min. In this case destination was about 5 kms and only 5 min was left to reach platform at destination. European Rail Traffic Management System (ERTMS) is normally available for High Speed route to take care of such eventuality. In this case it was about to be provided in next few days. The conventional system AFSA by Dymetronics was discontinued only few days back and the new system ERTMS was not in place. The driver was under pressure to reach destination within the permitted time and Technology was not there to check and control. It seems to be Human Error with System Failure and gives a feeling .

We really need to do like this.

We might have been doing like that

We may not achieve everything that we dream

But

We will not achieve anything unless we dream

THANK YOU

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