DELHIAGRALUCKNOWVARANASIPATNA International Seminar on High Speed Trains in India Issues amp Options 1st amp 2nd February 2013 New Delhi General Vision 2020 identified 6 HSR corridors for prefeasibility study PFS ID: 194060
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Slide1
HIGH SPEED RAIL CORRIDOR
DELHI-AGRA-LUCKNOW-VARANASI-PATNA
International Seminar
on
"High Speed Trains in India - Issues & Options“
1st & 2nd February 2013
New Delhi.Slide2
General
Vision 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 India’s fertile
Gangetic
Planes
Connects Delhi with all major cities of UP and Bihar’s capital Patna;
These cities are also important historical and religious tourist destinations
Kanpur, Allahabad and Mathura are other major cities on the corridorSlide3Slide4
GENERAL
Mott Macdonald selected for PFS; Submitted report in 2011JICA 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
unviabilitySlide5
Existing Transport Infrastructure
The 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 2012Slide6
Noida
-Agra Yamuna Expressway
Access Controlled, 6-lane, upgradable to 8 laneSlide7
Noida
-Agra Yamuna Expressway
165 KM ; Total Cost Rs 13300
Crores
( @ Rs 80
Cr/KM)
100
mts
wide right of waySlide8
A Greenfield airport proposed along the expressway
Noida
-Agra Yamuna ExpresswaySlide9
Liberal property development rights to promoter
Jaypee
group
A number of residential and commercial real estate projects
coming up
Noida
-Agra Yamuna ExpresswaySlide10Slide11
Conditions for suitability of HSR Corridor
Existence 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 Factors
Non availability of cheap, local source of oil in plenty
Airports are located far from city centres
Increasing environmental and sustainability concernsSlide12
Why HSRSlide13
Why HSRSlide14
Suitability of HSR in Indian ContextSlide15
Suitability of HSR in Indian ContextSlide16
High 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 India’s trade deficit and exchange rate stability.
Suitability of HSR in Indian ContextSlide17
Connects major cities of UP and Bihar with Delhi; Heavy travel demand in the corridorThe 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 Slide18
Except for Varanasi all other cities are growing at very fast rateExisting 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 Slide19
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 DFCSlide20
Options for HSR in the Delhi-Agra-Lucknow-Varanasi-Patna Corridor
Two options
1) 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 customers
Existing Railway stations are saturated and congestedSlide21
Population of major cities(2011)
Population (District)
Population
-
City
Delhi
16.8
16.8
Agra
4.4
1.3
Lucknow
4.6
2.2
Varanasi
3.7
1.2
Patna
5.8
1.7
Kanpur
5.4
Allahabad
5.96
2.7Slide22
Daily Traffic Volume (AC/premium class only)
Delhi
Agra
Lucknow
Varanasi
Patna
Total
Car
-
3700
550
480
360
17300
Rail(AC)
-
560
2200
850
1500
11000
Air
-
10
1800
500
750
7000
Bus(AC)
-
400
200
2200
Total
37500
37500
2010-11
2019-20
2044-45
Daily
Annual
Daily
Annual
Daily
Annual
Car
17350
6.33720013.615780057.6Rail(AC)1100043180011.62424007.188.5Air70002.6193007.113170048.1Bus(AC)22000.848001.7203007.4Total3750013.79310034552200201.6
(2011)Slide23
Forecast HSR daily passenger demand in 2020 (Trips per day)Slide24
Forcast
HSR daily
paasenger
demand in 2045(Trips per day)Slide25
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 AlignmentSlide26
Agra to Lucknow
Option 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 AlignmentSlide27
Lucknow to Varanasi
Option 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 AlignmentSlide28
Varanasi to PatnaOption 1 - Follows the existing rail corridor via
ArrahOption 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 AlignmentSlide29
Delhi
Agra
190 Km
50 minutes
2 Hrs
500 Km
2 Hrs
7 Hrs
Lucknow
Varanasi
780 Km
3 hrs
10 Hrs
Patna
1000 Km
4 hrs
12 Hrs
Kanpur
Allahabad
Corridor Map: Distance and Time
HSR time Ex Delhi
Fastest conventional Rail TimeSlide30
Features of proposed HSR
No interoperability with existing IR network
Standard Gauge
HSR station of Delhi – At
Pragati
Maidan
or close to
Nizamuddin
Station at other locations at city outskirtsSlide31
Features of proposed HSR
Indian 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 KM
Train frequency – every 10 minutes
Station dwell time 5 minutes at intermediate stations
10-30 minutes at terminating stationsSlide32
Civil Structure and Track
On 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
TechnologiesSlide33
Max 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 braking
Train length 200/400
mts
Passenger Capacity – 650/1300 persons
Power 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 KM
Braking from 300 – 0
Kmph
- 3 Minutes, 7-8 KM
Articulated/Non articulated bogie
Technologies
Rolling StockSlide34
2 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
Technologies
Power SupplySlide35
Signalling and communications
CBTC, 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-R
TETRA
(Voice Communication)
Fibre Optic Transmission Network
TechnologiesSlide36
Operation
Year 2020 –
Nineteen 8 car units out of which 15 in operation
Train frequency every 10 minutes
Year 2045 –
Forty Eight 16 car units out of which forty four in service
Train frequency every 5 minutes
Depot Location at
LucknowSlide37
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.Slide38
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.Slide39
Finance
Cost – 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/Km
Elevated Viaduct - Rs 50/KM
Bridge - Rs 500/Km
Tunnel - Rs 600/Km
Trainset
( 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%Slide40
Conclusion
Upgrading 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.Slide41
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.
ConclusionSlide42
Thank YouSlide43
The TGV at 574 km/h in 2007Slide44
TGV, France
ICE, Germany
France has over 1500 km of HSR route serving 9 major cities
Germany has 4 HSR routes covering almost 900 km with 3 further routes plannedSlide45
Overseas HSR
Spain has several HSR routes open or under construction totalling over 1000 km
Japan opened the world’s first HSR in 1964, the Tokyo to Osaka
Shinkansen
, which has since been expanded (now over 2400 km)
ShinkansenJapan
Alaris, SpainSlide46
Case study of Japan HSR SystemSlide47
Case study of French HSR SystemSlide48
Case study of Chinese HSR SystemSlide49Slide50Slide51
Technologies
Track, Civils and Power
Continuously welded rail
Resilient trackform (quieter)
Viaducts, tunnels common
Substantially straight
Fairly large gradients
Dedicated – no mixed train types, little or no freight
50kV autotransformer OLE
Nuclear powered….in France.Slide52
World Bank
Study
:
High-Speed Rail: The
FastTrack
to
Economic
Development
?
,
Paul Amos, Dick
Bullock
, and
Jitendra
Sondhi
, July 2010
Most
lines
at
least
recover
their
operating and maintenance
costs
Difficult
to
recover
capital
costs
from
passenger
revenues
alone
, but
there
are
strong
socio-economic
effects
:Slide53
Technologies