HIGH SPEED RAIL CORRIDOR

HIGH SPEED RAIL CORRIDORDELHI-AGRA-LUCKNOW-VARANASI-PATNAInternational Seminaron"High Speed Trains in India - Issues & Options

1st & 2nd February 2013

New Delhi.

GeneralVision 2020 identified 6 HSR corridors for pre-feasibility study (PFS)

Delhi-Agra-Lucknow-Varanasi-Patna is the longest Corridor

1000+ km long corridor passes through densely populated, Northern Indias fertile Gangetic Planes

Connects Delhi with all major cities of UP and Bihars capital Patna;

These cities are also important historical and religious tourist destinations

Kanpur, Allahabad and Mathura are other major cities on the corridor

GENERALMott Macdonald selected for PFS; Submitted report in 2011

JICA submitted a report on HSR between Delhi-Agra-Kanpur in 1987; Speed in the range of 250 kmph

Project dropped in 2001 perhaps because of high cost and financial unviabilityExisting Transport InfrastructureThe corridor generally lies on the densely saturated Delhi-Kolkata IR trunk route

A separate Eastern DFC is being constructed which is expected to free additional capacities for running of passenger trains in the existing IR route

All these cities are also well connected by road (NH-2 and other Highways) as well as airports

Yamuna Expressway ( 6 lane road) between Delhi Agra opened in 2012Noida-Agra Yamuna ExpresswayAccess Controlled, 6-lane, upgradable to 8 lane

Noida-Agra Yamuna Expressway 165 KM ; Total Cost Rs 13300 Crores ( @ Rs 80 Cr/KM)100 mts wide right of way

A Greenfield airport proposed along the expresswayNoida-Agra Yamuna Expressway

Liberal property development rights to promoter Jaypee group

A number of residential and commercial real estate projects coming upNoida-Agra Yamuna Expressway

Conditions for suitability of HSR CorridorExistence of populous cities in the mid distance range of 200-800 km, having high and concentrated demand for travel

High disposable income and paying capacity of the travelling public

Existing transport infrastructure are saturated

High GDP growth rate

Other FactorsNon availability of cheap, local source of oil in plenty

Airports are located far from city centres

Increasing environmental and sustainability concerns

Why HSRWhy HSRSuitability of HSR in Indian ContextSuitability of HSR in Indian ContextHigh population density

Relatively young age profilePopulation growth expected to continueMaximum population in working age group (Low Dependency Ratio)

A number of urban conglomerates within suitable distance range of 200-800 Km

Land becoming a scarce commodity; increasing difficulty in land acquisition

Increasing oil import bills to meet the growing demands from roads/airways; This is affecting Indias trade deficit and exchange rate stability.

Suitability of HSR in Indian Context Connects major cities of UP and Bihar with Delhi; Heavy travel demand in the corridor

The cities on the corridor are important historical and religious tourist places

Very high population density within the cities as well as catchment area

Population growth rate is higher than India average

Delhi-Lucknow-Patna HSR Corridor : Favourable factor Except for Varanasi all other cities are growing at very fast rate

Existing IR corridor, NH-2 and Delhi airport is saturated

The region is fertile plain land and people are generally well off

Plain land so civil cost of HSR will be less

Land is a scarce commodity; resistance to land acquisition

Delhi-Lucknow-Patna HSR Corridor : Favourable factor Delhi-Lucknow-Patna HSR Corridor : Unfavourable factor Many stretch along corridor are low lying and flood prone elevated corridor required

Except Delhi, IT and other high end service and manufacturing industries not well developed

River crossings at many locations (major rivers Ganga, Yamuna, Sone)

Eastern DFCOptions for HSR in the Delhi-Agra-Lucknow-Varanasi-Patna CorridorTwo options1) Upgrade the existing rail corridor upto speed of 160-200 kmph, after segregation of DFC

2) To lay dedicated HSR corridor speed 300-350 KMPH

Study shows that though upgrading the existing rail corridor will meet the short/medium term requirement of 5-10 years, considering overall economical rate of return, a dedicated HSR in the corridor is desirable in long term

Both conventional and HSR corridor will be required to serve to different segment of customersExisting Railway stations are saturated and congestedPopulation of major cities(2011)Population (District)Population - CityDelhi16.816.8Agra4.41.3Lucknow4.62.2Varanasi3.71.2Patna5.81.7Kanpur5.4Allahabad5.962.7Daily Traffic Volume (AC/premium class only)DelhiAgraLucknowVaranasiPatnaTotalCar-370055048036017300Rail(AC)-5602200850150011000Air-1018005007507000Bus(AC)-4002002200Total37500375002010-112019-202044-45DailyAnnualDailyAnnualDailyAnnualCar173506.33720013.615780057.6Rail(AC)1100043180011.62424007.188.5Air70002.6193007.113170048.1Bus(AC)22000.848001.7203007.4Total3750013.79310034552200201.6(2011)

Forecast HSR daily passenger demand in 2020 (Trips per day)

Forcast HSR daily paasenger demand in 2045(Trips per day)Delhi to AgraOption 1 - Follows the existing rail corridor to Mathura and Agra.

Option 2 - Initially follows the existing rail corridor to Faridabad before using a direct (straight line) route to Agra.

Option 3 - Follows the newly constructed Yamuna Express Way from Greater Noida to Agra

Option 4 Starting at Indira Ghandi Airport, follows a corridor to the west of Dehli

Option 5 Follows the existing rail corridor via Aligarh.Route AlignmentAgra to LucknowOption 1 - Follows the existing rail corridor via Kanpur to Lucknow and connects to an intermediate station at Kanpur

Option 2 Follows a direct (straight line) route between Agra and Lucknow (avoiding Kanpur)

Option 3 Follows a direct route to Kanpur and continues on a direct route from Kanpur to Lucknow.Route AlignmentLucknow to VaranasiOption 1 - Follows the existing rail corridor via Sultanpur Option 2 Follows a direct (straight line) route between Lucknow and Varanasi

Option 3 Follows a direct route to Allahabad and also a direct route between Allahabad to Varanasi.Route AlignmentVaranasi to PatnaOption 1 - Follows the existing rail corridor via Arrah

Option 2 Follows a direct route between Varanasi and Patna but uses the existing rail corridor east of Varanasi and also uses the existing rail corridor for the approach to Patna.Route AlignmentDelhiAgra 190 Km 50 minutes 2 Hrs 500 Km 2 Hrs 7 HrsLucknowVaranasi 780 Km 3 hrs 10 HrsPatna 1000 Km 4 hrs 12 HrsKanpurAllahabadCorridor Map: Distance and TimeHSR time Ex Delhi

Fastest conventional Rail TimeFeatures of proposed HSRNo interoperability with existing IR network

Standard Gauge

HSR station of Delhi At Pragati Maidan or close to Nizamuddin

Station at other locations at city outskirts

Features of proposed HSRIndian market is very price sensitive; so it will become essential to keep the fares of HSR about 10-15% less than airfareHSR fare would have to kept in the range of Rs 4-5 per KMTrain frequency every 10 minutesStation dwell time 5 minutes at intermediate stations10-30 minutes at terminating stationsCivil Structure and TrackOn 6 m high embankment wherever possible, at low lying and congested areas on elevated viaduct

Standard Guage Ballastless or Slab track track

Track seperation 5.3 mts

UIC 60 (CEN 60) rail

swing nose crossings turnouts that can be operated at 230km/h on the diverted track.

Horizontal Curves Radius > 6000 mts

TechnologiesMax operating speed 300 kmph (Design Speed 350)8/16 car distributed trainset, (energy efficient, reduced energy and weight/passenger, light axle load 12-16 T, HOG, regenerative brakingTrain length 200/400 mtsPassenger Capacity 650/1300 personsPower requirement 8.5/17 MW per train( 20-23 kW per Tonne or about 13-15 kW per seat)Acceleration from 0-300 Kmph 4-5 minutes, 14-16 KMBraking from 300 0 Kmph- 3 Minutes, 7-8 KMArticulated/Non articulated bogie

TechnologiesRolling Stock2 x 25kV 50hz AC auto transformer feed

TSS - Every 50km (approx), Fed from HV supplies at 220kV, 2 x 80MVA transformers at each supply point.

Autotransformer system (25-0-25kV), Autotransformers located every 10km (approx)

SCADA system provided for control

TechnologiesPower SupplySignalling and communicationsCBTC, In cab signalling, ETCS 2 or ETCS 3(Moving block, high capacity; 3 to 5 min headways)Automatic train control / protection Train detection (Axle counters)

Communication GSM-RTETRA (Voice Communication)Fibre Optic Transmission Network

Technologies

Operation Year 2020 Nineteen 8 car units out of which 15 in operationTrain frequency every 10 minutes

Year 2045 Forty Eight 16 car units out of which forty four in serviceTrain frequency every 5 minutes

Depot Location at Lucknow

The terminal station in Delhi will be at Pragati Maidan. A 6-platform station is recommended with additional passive provision to extend this to 8 platforms when passenger demand justifies it. The station platforms are elevated at approximately 8m above ground level and arranged as 2 island platforms and 2 side platforms.

Agra station will be at grade and located on the left of the NH-2 (Agra - Kanpur), on the right side of the Yamuna Expressway at the intersection of the YEW and NH2. A 2-platform arrangement is provided at Agra that incorporates a turn back siding.

Lucknow station will be at grade and located in proximity to Lucknow Airport along the east part of the National Highway 25 (Lucknow - Kanpur). A 4-platform arrangement is provided which also incorporates a turn back facility.

Allahabad station will be at grade and located adjacent to the existing Phaphamau railway station just east of the NH93. A 2- platform station is recommended at Phapaphamu.

Varanasi station will be at grade and located in the southern outskirts of the city in proximity to Delhi Public School along State Highway98 near its intersection with SH 74. A 2-platform station arrangement is recommended at Varanasi, incorporating a turn back siding.

Patna station will be at grade and located at the site of the Airport (which will be vacated) in close proximity of Phulwari Sharif railway station. A 4 platform terminal station is recommended.FinanceCost Rs 100 to 110 Crs per Route KM with land acquisition - Rs 80-85 Crs per route Km without land acquisition

Unit Cost

Embankment Rs 10 Cr/KmElevated Viaduct- Rs 50/KMBridge- Rs 500/KmTunnel- Rs 600/KmTrainset ( 8 car) Rs 220 Cr

O&M Cost Rs 0.5 per passenger KM (other than rolling stock)

Economic Rate of Return 18-21%

Financial Rate of Return- 10-12%

ConclusionUpgrading of existing IR Delhi-Kolkata line may work for short/medium term of 10 yrs

In long term dedicated HSR is essential for the corridor

The HSR should be on standard gauge

Mobilizing huge initial capital investment will be a big challenge. PPP route is suggested. Still Govt will have to provide for VGF and counter guarantee for Loan

To attract private players PPP framework should allocate risk judiciously.

Adequate provision for non farebox revenue by way of property development and rentals to keep the ticket price competitive

HSR should come up as part of overall development package including land-use, integrated transport. State government would have to play active part.

Associated benefits of HSR along with increased tax revenue to Govt would pay off for the initial capital investment.

ConclusionThank You

The TGV at 574 km/h in 2007

TGV, FranceICE, GermanyFrance has over 1500 km of HSR route serving 9 major cities

Germany has 4 HSR routes covering almost 900 km with 3 further routes planned

Overseas HSRSpain has several HSR routes open or under construction totalling over 1000 km

Japan opened the worlds first HSR in 1964, the Tokyo to Osaka Shinkansen, which has since been expanded (now over 2400 km)

ShinkansenJapanAlaris, SpainCase study of Japan HSR SystemCase study of French HSR SystemCase study of Chinese HSR System

Technologies

Track, Civils and PowerContinuously welded railResilient trackform (quieter)Viaducts, tunnels commonSubstantially straightFairly large gradientsDedicated no mixed train types, little or no freight50kV autotransformer OLENuclear powered.in France.

World Bank Study: High-Speed Rail: The FastTrack to Economic Development?, Paul Amos, Dick Bullock, and Jitendra Sondhi, July 2010Most lines at least recover their operating and maintenance costsDifficult to recover capital costs from passenger revenues alone, but there are strong socio-economic effects:Technologies