HIGH SPEED RAIL CORRIDOR

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HIGH SPEED RAIL CORRIDOR




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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 corridor

Slide3

Slide4

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

unviability

Slide5

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 2012

Slide6

Noida

-Agra Yamuna Expressway

Access Controlled, 6-lane, upgradable to 8 lane

Slide7

Noida

-Agra Yamuna Expressway

165 KM ; Total Cost Rs 13300

Crores

( @ Rs 80

Cr/KM)

100

mts

wide right of way

Slide8

A Greenfield airport proposed along the expressway

Noida

-Agra Yamuna Expressway

Slide9

Liberal property development rights to promoter

Jaypee

group

A number of residential and commercial real estate projects

coming up

Noida

-Agra Yamuna Expressway

Slide10

Slide11

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 concerns

Slide12

Why HSR

Slide13

Why HSR

Slide14

Suitability of HSR in Indian Context

Slide15

Suitability of HSR in Indian Context

Slide16

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 Context

Slide17

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 DFC

Slide20

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 congested

Slide21

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

2.7

Slide22

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 Alignment

Slide26

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 Alignment

Slide27

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 Alignment

Slide28

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 Alignment

Slide29

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 Time

Slide30

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 outskirts

Slide31

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 stations

Slide32

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

Technologies

Slide33

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 Stock

Slide34

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 Supply

Slide35

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

Technologies

Slide36

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

Lucknow

Slide37

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.

Conclusion

Slide42

Thank You

Slide43

The TGV at 574 km/h in 2007

Slide44

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 planned

Slide45

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, Spain

Slide46

Case study of Japan HSR System

Slide47

Case study of French HSR System

Slide48

Case study of Chinese HSR System

Slide49

Slide50

Slide51

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


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