civil engineering

1. RITES Ltd (India) &
SILT Consultants (Nepal)
Feasibility Study of Mechi - Mahakali & Pokhara - Kathmandu Electrical Railway
FINAL
PRESENTATION

2. Objectives of Study

3. Objectives of Study
Assisting GoN through MPPW for the Construction of Railway line in a cost effective, efficient and sustainable manner by means of
Selection of alignment and preliminary engineering designs for the Railway System
Traffic survey and determining the existing and future transportation demand
Formulation of train operation plan, requirements of rolling stock, electrification, signaling and telecom system

4. Cost estimates for track, bridges, power supply arrangement, overhead electrical lines, rolling stock, signaling and telecommunication, stations etc.
Specifications of the Project
Assessment of technical and economic feasibility
Assessment of environmental and socio-economic impacts and recommendation of impact management plans
Project implementation and operation modalities
Objectives of Study (contd..)

5. Structure of Presentation
Alignment
Geological Studies
Tunnels
Environmental & Social Impact
Design Parameters
Transport Demand Forecast
Signaling, Train Control and Telecommunication
Electric Traction
Selection of Wagons, Coaches, and Shunting (Diesel) Locomotives

6. Structure of Presentation
Train Operations Plan
Maintenance and Operation Organisation
Abstract Cost Estimates
Institutional Frame Work for Construction and Schedule
Financial and Economic Appraisal
Conclusions and Recommendations

7. Alignment

8. Index Plan of Proposed Nepal Railway
1
2
3
4 7
8
5
6
Sections:
1 - Gaddachowki-Mahadevpur
2 - Mahadevpur Bhalubang-Mahuwa
3 - Mahuwa-Butwal-Tamsariya
4- Tamsariya-Madi-Simara- Chandranigahapur
5 - Chandranigahapur-Lahan
6 – Lahan-Mechi
7 – Tamsariya-Abu Khairaini (Link)
8 – Pokhara-Kathmandu Connections to India: I – Kohalpur-Nepalganj II A- Butwal-Bhairahawa II B – Bhairahawa-Lumbini III- Simara-Birganj IV- Bardibas V – Itahari-Biratnagar VI – Kakarbita
IIA
IIB
I
III
IV
V
VI
Sections:
1 - Gaddachowki-Mahadevpur
2 - Mahadevpur Bhalubang-Mahuwa
3 - Mahuwa-Butwal-Tamsariya
4- Tamsariya-Madi-Simara-Chandranigahapur
5 - Chandranigahapur-Lahan
6 – Lahan-Mechi
7 – Tamsariya-Abu Khairaini (Link)
8 – Pokhara-Kathmandu

9. Length of Railway Alignment
Length of Mechi-Mahakali Route (km)
945.244
Length of Kathmandu-Pokhara Route (km)
187.083
Length of Link (Tamsariya-Abukhaireni) (km)
71.729
Length of Connections to India at six locations(km)
113.419
Grand Total (Km)
1317.475

10. Summary of Important Features
Terminal Stations (Kathmandu, Pokhara, Gaddachowki, Lumbini, )
4
Junction Stations (Kohalpur, Manikapur, Butwal, Tamsariya, Simara, Madhawaliya, Bardibas, Itahari, AbuKhairani)
9
Intermediate Stations
123
No. of Tunnels
56
Length of Tunnels (km)
154.4
Major Bridges
401
Minor Bridges
1469
Road Under Bridge (RUB)
327
Road Over Bridge (ROB)
19
Level Crossings
340
Note:
Nepalganj, Bhairawah, Birganj, Janakpur, Biratnagar, Kakarbitta are already planned stations on the planned connections with India, hence not included in this list.

11. Alignments of Section-1
To Kakarbita
Tanakpur not connected being flood prone area & space for Terminal Station not available
Recommended alignment between Guleriya Krishanpur and Tikapur shorter by 2.3km and runs close to East-West Highway
Recommended alignment between Sukhkhad and Baidi shorter by 11.5km.
Chisapani on Alternate Alignment not connected due to difficult topogrpahy, longer length, longer bridging length over Karnali River
Recommended alignment between Machad and Mahadevpuri shorter by 1.8km & runs close to East-West Highway.

12. Salient Features of Section -1
Description
Remarks
Total Length (km)
202.665
Major towns en-route
Gaddachowki, Mahendernagar,Attariya, Tikapur, Kohalpur
Major water bodies crossed
Chaudar, Doda, Shivganga, Karnali, Geruwa, Babai
No. of Major bridges
70
Longest bridge (m)/Name
1067 / Geruwa Nadi
No. of terminal stations/Junction Stations/Intermediate Stations
1/1/25

13. Mahendranagar Station

14. Y-Arrangements at Kohalpur

15. Alignments of Section-2
To Kakarbita Due to the topographic constraints like hilly terrain , presence of Rapti River and East-West Highway only one alignment shown above is feasible in this section.

16. Salient Features of Section -2
Description
Remarks
Total Length (km)
139.163
Major towns en-route
Mahadevpuri, Lamahi, Bahlubang, Shivapur
Major water bodies crossed
Muguwa, Gabar, Arjun, Rapti
No. of Major bridges
55
Longest bridge (m)/Name
671 / Rapti River
No. of tunnels/Length of tunnels (km)
3 / 17.742
No. of terminal stations/Junction Stations/Intermediate Stations
0 / 0 / 18

17. Alignments of Section-3
To Kakarbita To Gaddachowki
Recommended alignment between Shiwapur and Tilakpur shorter by 1.5km & 1.3km from alternate alignment -6 & alternate alignment -7 respectively.
Recommended alignment runs closer to East-West Highway

18. Salient Features of Section -3
Description
Remarks
Total Length (km)
123.5
Major towns en-route
Gorusinge, Butwal, Dumkibas, Kusunde
Major water bodies crossed
Banganga, Tinou, Binai, Arun
No. of Major bridges
37
Longest bridge (m)/Name
427/Arun Khola
No. of tunnels/Length of tunnels (km)
2 / 6.22
No. of terminal stations/Junction Stations/Intermediate Stations
0 / 1 / 14

19. Butwal Junction

20. Alignments of Section-4
Recommended alignment between Tamrariya and Simara shorter by 5.4km even after considering 42 km long Tamsariya -Bharatpur line of section -7.
Tunneling requirements on recommended alignment would be 2.75 km against 35km on alternate alignment.
Recommended alignment travels on south of Royal Chitwan Park while alternate alignment runs along East-West Highway.

21. Salient Features of Section -4
Description
Remarks
Total Length (km)
176.937
Major towns en-route
Tamsariya, Simara, Kanchanpur, Chandranighapur
Major water bodies crossed
Gadar, Narayani, Rewa, Amuwa, Joroyo
No. of Major bridges
64
Longest bridge (m)/Name
488 / Narayani
No. of tunnels/Length of tunnels (km)
5 / 2.747
No. of terminal stations/Junction Stations/Intermediate Stations
0 / 2 / 16

22. Tamsariya Junction

23. Simara Station and Y-Junction

24. Proposed Nijgadh Airport Location

25. Alignments of Section-5 To Kakarbita
Recommended Alignment shorter by 10km.
Recommended Alignment runs closer to East-West Highway.
Both the alignments pass through similar topography and cross the same Waterbodies

26. Salient Features of Section -5
Description
Remarks
Total Length (km)
119.129
Major towns en-route
Chandranigahapur, Bardibas, Lahan
Major water bodies crossed
Bagmati, Rato, Kamla
No. of Major bridges
43
Longest bridge (m)/Name
793 / Bagmati
No. of terminal stations/Junction Stations/Intermediate Stations
0 / 1 /10

27. Bardibas Junction Bardibas

28. Alignments of Section-6
Recommended Alignment shorter by 10km.
Recommended Alignment passes through plain area while Alternative Alignment- 10 passes through undulating/hilly terrain necessitating higher embankments, deeper cuttings and a tunnel of about 1.25km.
In addition to bridge over Saptkoshi river, lot of other bridges would be required over tributaries of Saptkosi in alternative alignment.
Speed potential in parts of Alternative Alignment-10 via Chatara 75 km/h, against 160 km/h via barrage.

29. Salient Features of Section -6
Description
Remarks
Total Length (km)
183.850
Major towns en-route
Rajbiraj, Itahari, Biratmod, Kakarbita
Major water bodies crossed
Saptkosi, Kankaimai, Ratuwa
No. of Major bridges
65
Longest bridge (m)/Name
1171 / Saptkosi
No. of terminal stations/Junction Stations/Intermediate Stations
0 / 1 / 16

30. Saptkosi River To Lahan
Length of Bridge = 1171m

31. Itahari Junction To Kakarbita
Itahari

32. Kakarbitta
Kakarbitta Station

33. Alignments of Section-7 To Kathmandu
Connection between Mechi-Mahakali Railway line and Pokhara- Kathmandu Railway line
 Suitable locations for connecting at these lines were Tamsariya and Abu- khairani .
Important to connect to twin towns namely Bharatpur and Narayangadh .
Only one alignment is found feasible Mugling

34. Salient Features of Section -7
Description
Remarks
Total Length (km)
71.729
Major towns en-route
Tamsariya, Bharatpur, Abu Khaireni,
Major water bodies crossed
Marahi, Kaligandki
No. of major bridges
9
Longest bridge (m)/Name
1250 / Kaligandki
No. of tunnels/Length of tunnels
2 / 20.416
No. of terminal stations/Junction Stations/Intermediate Stations
0 / 0 / 6

35. Bharatpur Station
Bharatpur

36. Abu-khaireni Junction

37. Recommended alignment shorter by 2.7km than Alternate Alignment -1.
Recommended alignment shorter by 8.5km than Alternate Alignment -2.
Recommended alignment shorter by 10.5km than Alternate Alignment -3.
Alternate Alignment-1, 2 & 3 passes through remote area and more difficult topography.
Alternate Alignment 2 passes through submergence area of proposed Upper Seti Dam.
Alignments of Section-8

38. Salient Features of Section -8
Description
Remarks
Total Length (km)
187.083
Major towns en-route
Pokhara, Damauli, Abukhaireni, Kathmandu
Major water bodies crossed
Madi, Marsyandi, Budhigandki, Trishuli
No. of major bridges
42
Longest bridge (m)/Name
1295 / Madi Nadi
No. of tunnels/Length of tunnels
44 / 107.277 (57.34%)
No. of terminal stations/Junction Stations/Intermediate Stations
2 / 1 / 12

39. Pokhara Station
Proposed International Airport Pokhara

40. Madi River Crossing
Length of Bridge = 1295m
Height of bridge 77m (Lowest point)

41. Trishuliganga River To Pokhara Length of Bridge = 1143m Height of bridge 172m (Lowest point)

42. Kathmandu Station
Proposed Kathmandu Station Airport
7km

43. Kathmandu Station

44. Geological Studies

45. Geological Studies
Mechi-Mahakali –
Loose fluvial sediments of the Indo-Gangetic Plain (Terai) and sedimentary rocks of the Siwalik Group (mudstone, sandstone, pebbly sandstone and conglomerate)
Through the Himalayan Frontal Thrust (HFT).
Strike of bedding plane extends nearly northeast to southwest direction and dips toward north direction.
Soil erosion in the Indo-Gangetic Plain may affect the alignment during the flood disaster because of presence of loose sediments.
Tunnel alignment through the rocks of the
Lower Middle and Upper Siwaliks
10 to 30% very poor rock
10- 40% poor rock
20-30% fair rock.

46. Geological Studies (contd..)
Tamsariya – Abu-khairani
Rocks of the Siwalik and Lesser Himalaya as well as the sediments of the Indo-Gangetic Plain.
Rocks of Lower Siwalik and comprise of thick mudstone and sandstone. At Bharatpur, the Dun valley sediment found
Dip direction of the foliation plane and direction of the tunnel alignment are nearly perpendicular.
Kathmandu-Pokhara
Low- to high-grade metamorphic and sedimentary rocks of the Lesser Himalaya, Central and Western Nepal Himalaya.
Dip direction of the foliation plane and direction of the tunnel alignment are nearly perpendicular
Connection to Indian Border
Through Indo-Gangetic Plain
Loose as well as thick silty sand

47. Tunnels

48. Total Route length - 187Km
Length of Tunnelling - 107Km
Length of Longest tunnel - 14.525km
Maxm Overburden - 1050m
Pokhara – Kathmandu Tunnels

49. Total Route length - 945 Km
Length of Tunnelling - 27 Km
Length of Longest tunnel - 14.2 km
Maxm Overburden - 573 m
Mechi – Mahakali Tunnels

50. Total Route length - 72Km
Length of Tunnelling - 20Km
Length of Longest tunnel - 11.7Km
Maxm Overburden - 1587m
Tamsariya – Abukhaireni Tunnels

51. 2585 3560
R3560 O
6695
3660
1676
5911
1188 1188
MAIN DRAIN
EXCAVATION LINE
SHOTCRETE LINING
INNER LINING
MAINTENANCE RESERVATION
Proposed Tunnel Cross
section tunnel ≤ 1000m

52. Proposed Tunnel Cross section tunnel > 1000m
25853800 O 6385 16763450OF TRACK1256OF TUNNEL300R3800 Ø1400 3474 1856 R6700 EXCAVATION LINESHOTCRETE LININGINNER LININGMAINTENANCE RESERVATION

53. O
O
A
B
Parallel safety tunnel with cross
passage @ 500m in tunnel >1000m

54. Drill & Blast
Conventional
Suitable for non-varying Geology
NATM (New Austrian Tunnelling Method)
Excellent adaptability to varying geology
Can be used in drill and ballast, excavator and road header excavation
No special equipment required except 3-D and geotechnical monitoring
Construction Methodology

55. Tunnel Excavators (can be used in conjunction with NATM)
Road Header Machines (can be used in conjunction with NATM)
Tunnel Boring Machines (TBM )
•not likely in PKR-KTM section due to high probability of various geotechnical problems e.g. squeezing, water inrush, rock burst etc.
•Transport and Installation Logistics is a big challenge in hilly terrain.
Machines for Tunneling

56. Environmental & Social Impact

57. Environmental & Social Impact
The elevation ranges from 80m to 120m in Mechi- Mahakali alignment and 260m to 1300m Pokhara -Kathmandu alignment respectively
Mechi Mahakali alignment - tea garden, mango garden. Shuklaphanta Wildlife Reserve, Chitawan National Park, Parsa Wildlife Reserve, Koshi Tappu Wildlife Reserve
These ecologically sensitive areas are rich in floral and faunal diversity.
Tamsaria-Abukhaireni Alignment consists of sal forest, nearby Abukhaireni a patch of Scima-Castenopsis forest also exists.

58. Environmental & Social Impact (Contd..)
Kathmandu- Pokhara –
hill sal forest, subtropical deciduous hill forest and subtropical conifer forest.
Forest is the prime source of fuel-wood, fodder, timber, medicinal herbs and even agriculture manure
Passes through many community forests
Protected species - Sal, Khayar, Chanp, and Okhar

59. Requirement of Land
Forest Area – 2661 ha
Agriculture – 4527 ha
River – 222 ha
Barren – 56 ha
Settlement – 239 ha
Tunnel – 312 ha
Others – 9 ha
Total – 8027 ha
Environmental & Social Impact (Contd..)

60. Details of settlements falling in (1km wide influence area)
Mechi-Mahakali
Population-3,40,113
Households-58,327.
Tamsaria-Abukhaireni
Population-24,380
Households-4160
Pokhara- Kathmandu
Population-58,036
Households-10,104
Connections to Indian border town
Population-8,508
Households-1,418
Environmental & Social Impact (Contd..)

61. Main occupation of Mechi-Mahakali area is agriculture. Also, people are involved in cash crop production, commercial livestock, poultry farming, horticulture, business, cottage industry etc.
Similar occupation profile in Pokhara- Kathmandu alignment also.
Majority of the people in the Mechi-Mahakali corridor are local inhabitants. Only a few households constitute the immigrants from the distant area or neighbouring districts. In Pokhara- Kathmandu area only a few households constitute the immigrants from the distant area or neighbouring area.
Environmental & Social Impact (Contd..)

62. The proposed railway alignment will change the land use pattern of the project area. Both adverse and beneficial impacts are expected
Mechi-Mahakali alignment - 2247 ha. of forest
Tamsaria-Abukhaireni - 187 ha. of forest
Pokhara -Kathmandu -151 ha of forest
In Connections to Indian border towns-75.15 ha. of forest
Environmental & Social Impact (Contd..)

63. Positive impacts
Creation of employment opportunity.
May check out migration of the area.
Better connectivity
will improve industry competitiveness
reduce cost of production and
reduce pollution
Approximate cost of land and mitigation - NPR 2682Crore
Environmental & Social Impact (Contd..)

64. Design Parameters

65. Design Parameters
Broad gauge (1676 mm) has been proposed – Railways connected to IR at 6 locations
Axle load - 25t for bridges and 22.9t for track
Ruling gradient:
1 in 150, generally & exceptionally upto 1 in 80 in Mechi- Mahakali
1 in 110 in Tamsariya-Abu-khairani
1 in 80, generally & exceptionally upto 1 in 65 Pokhara- Kathmandu
Yard gradient – 1 in 1200, and 1 in 260 in hilly sections

66. Group D routes – Hilly sections
Mahadevpur – Bhalubang – Mahuwa (Section-2),
Tamsariya – Simara (Section-4),
 Tamsariya – Bharatpur – Muglin (Section-7)
 Pokhara – Kathmandu (Section-8)
Max speed 100 km/h, booked speed 90 km/h
Balance all routes are Group A
Max speed 160 km/h, booked speed 145 km/h
Design Parameters (Contd..)

67. Preliminary Design of Civil Engg. Structures
Ballasted track –
60 Kg 90 UTS rail with long welded Rails (LWR).
Prestressed concrete sleepers (PSC monoblock)
Elastic type of fastenings
Ballast
hard stone (65mm size) 350 mm (main line) and 250 mm (loop line)
Points and crossing
60 kg rail, 1 in 12 thick web curved switches and CMS crossings on fan shaped layout PSC sleepers. For loop lines and non- running lines, 1 in 8 ½ turnouts

68. Switches/points are moved by point machines as per direction of Train
Signals will be off for the direction in which switches/points have been set

69. Ballastless track will be provided in Tunnels.
Rheda-2000 type with vossloh fastenings
Formation width 6.85 m
Blanket - average thickness of 600 mm
Preliminary Design of Civil Engg. Structures

70. Bridges
On straight and where height of Piers is less, simply supported PSC girders planned.
On Hilly area & deep Valleys, Steel and composite super structure planned.
Bridge design to IRS MBG loading Standards, maximum axle load taken as 25t

71. Intersection Arrangements- Railway Lines and Roads
Road over Bridges- On highway, 18.0 m standard T- Beam superstructure
Road Under Bridges
On un-metalled road, RCC box of 1x5x5 m
On metalled roads, 1x6.25x5.5 or 2x6.25x5.5 m RCC box as per requirement
Manned level crossings

72. TRANSPORT DEMAND FORECAST

73. Project Influence Area*
24 Districts in Mechi – Mahakali section
6 Districts in Kathmandu – Pokhara section
Project influence area covers 40% districts and 66% population of Nepal.
* Project Influence area is taken 50km on either side of the proposed alignment.

75. Study Approach
•Review of Secondary data and previous reports.
•Field surveys at strategic points.
•Meetings with different Government, Non-Government and Private Agencies.
•Opinion surveys among different segments of the potential rail users, both in respect of freight and passenger.
•Assessing and quantifying divertability of freight and passenger traffic from other modes of transport to rail.

76. Primary Surveys
Primary survey was conducted to:
Understand the existing traffic on the corridor
Passengers likelihood to use the new mode viz. Rail
To assess the journey time/costs
To use the proper statistical hypothesis to estimate the likely demand for the new mode.
Primary surveys were conducted at 15 locations.

77. Check-Post Locations

78. Primary Survey Results
TRAFFIC COUNT – No. of Trucks
0
500
1000
1500
2000
2500
3000
3500

79. Primary Surveys
PERCENT SHARE OF ORIGINATING FREIGHT TRAFFIC FROM BORDER LOCATIONS
Bhairahawa 35%
Biratnagar 11%
Birgunj 47%
Kakarbita 5%
Nepalgunj 2%

80. Primary Surveys
MAJOR POTENTIAL PASSENGERS ORIGINATING POINTS PER DAY

81. Most of industries contacted welcomed the new mode of transport.
Qualified their inclination for quantum shift with:
Assured transit time;
Freight handling facilities; and
Integration with other modes of transport for smooth transfer of freight.
Industrial Survey

82. Around 90% of the bus travellers & 75% of the car travellers were in the favour of new rail connectivity in view of:
•Better & safe mode
•Avoid traffic congestion and
•Result in development of country.
Cost of travel, comfort level and time savings are the reasons behind selecting a particular mode of transport.
Passenger Opinion Survey

83. Base Year Traffic : 2009-10
Freight (Million tonne)
38.850
Passenger („000)
Bus
37574
Car/Taxi
9410
Air
1428
Total
48412

84. Origin - Destination Flows not Considered
Following O-D flows not considered for shift to rail:
Origin – Destination not falling in the Project Influence Zone.
Commodities not amenable to rail transport such as perishables, milk & milk products, confectionery, glassware etc.
Commodities moving less than 100 kms distance left for road sector .
Origin – Destination not expected to run on Railways due to higher time & cost.

85. Traffic Projections
Factors Determining Growth :
The past trends of population,
Sectoral Composition of Gross Domestic Product,
Openness Ratio
Vehicle Growth,
Fuel Consumption

86. Sectors
Compounded Annual Growth Rate (CAGR)
Agriculture
3.0%
Non-Agriculture
3.9%
Industry
2.5%
Construction
3.7%
Services
4.3%
Transport, Storage and Communications
6.2%
GDP at producers price
3.6%
Sectoral GDP Growth (2000/01-2008/09)

87. •2.25% for projecting Passengers traffic and Consumption based commodities like Foodgrains, Sugar, Salt etc. till 2019-20 as per the decadal growth and, thereafter, 2 % as per the forecasts made by CBS.
•3% for Manufacturing goods based on Industrial Growth rate of 2.5%
•8% for Automobiles based on the elasticity of automobiles to GDP till 2019-20, thereafter, 7% till 2024-25 and6% till 2034-35
•4% for Construction related Commodities like Cement , iron & steel etc. synonymous with growth of Construction sector of GDP at 3.7%
•10% based on the past trend of POL imports of NOC till 2019-20, thereafter, 8% till 2024-25 and 7% till 2034-35
Growth Rates for Traffic Projections

88. The traffic diversion from road to rail has been based on
Cost of movement to Users
The following factors mainly influence the choice of mode in transport
»Freight / fare Charges
»Transit Time
»Reliability
»Inventory / value of time
 Opinion surveys conducted from the users (passengers and industries).
Rail Share

89. 2019-20
2024-25
2029-30
2034-35
Freight Traffic
25%
30%
35%
40%
Passenger
Car
25%
30%
35%
40%
Bus
40%
45%
50%
55%
AIR (Others)
10%
15%
20%
20%
AIR (Kathmandu- Pokhara)
15%
20%
25%
25%
Traffic Diverted to Railways

90. Wagon Type
Commodity
Open Wagon
Coal
Open / Flat Wagon
Iron & Steel
Covered Wagon
Cement, Fertilizer, Food grains, Salt, Sugar
Tank Wagon
Petroleum and Petroleum Products
LPG Tank Wagon
Gas
Container Wagons –
Flat
Automobile, Beverages & Alcohol, Edible Oils, Electrical Products, Electronic Goods, FMCG, G.I. Pipes, Jute, Leather & Products, Machinery Items, Medicines, Metals, Miscellaneous, Noodles, Paper & Paper Products, Plastic and Plastic Products, Provision & Household Goods, Pulses, Rubber & Goods, Spices & Dry fruits, Stationary, Stone & Marbles, Tea & Coffee, Textiles, Yarn & Products, Tobacco & Product, Wood & Wood Products, Woolen & Wool Products
Commodity Wise Type of Wagons

91. Wagon Type
No. of
Wagons /train
Pay Load (t)
Tare (t) Weight
Net Train Load (t)
Gross Train Load
Open
58
65
22.47
3770
5073
Open/Flat
40
65
23.28
2600
3532
Covered
40
65
24.55
2600
3582
Container – Flat
45
2x 20ft/ 1x40ft
ISO Container
19.1
2700
3600
Tank– POL Products
48
55
27
2640
3936
LPG
33
22.3
41.6
802
2237
Train Composition – Freight

92. Loaded Wagons per Day
Type of Wagon
2019-20
2024-25
2029-30
2034-35
Container Flat
463
670
939
1302
Covered
244
349
479
639
LPG
83
139
220
335
Open
58
79
110
152
Open / Flat
56
79
107
141
Tank –POL
64
114
185
297
Grand Total
968
1430
2039
2866

93. The rail mode was found to be economical for the passengers by bus as they had both time and cost savings.
Though not much of savings in journey time was observed to personalised vehicle passengers, but there was substantial cost savings by switching over to new mode.
Passenger Opinion Survey

94. Traffic
2019-20
2024-25
2029-30
2034-35
Total Traffic
Freight (million Tonnes)
56.87
68.76
83.02
100.99
Passenger (million Nos)
60.48
66.77
73.72
81.39
Rail Traffic
Freight (million Tonnes)
14.22
20.63
29.06
40.39
Passenger (million Nos)
21.91
27.53
34.09
41.58
Total Projected Traffic & Rail Share

95. Signalling, Train Control & Telecommunication

96. Signalling, Train Control &, Telecommunication
Signalling
Multi aspect colour light signals (MACLS)
AC LED signal lighting units for Multi Aspect Colour
Electronic interlocking system
Control Communication, Trunk Circuits, Emergency communication and administrative & commercial communication
Optical Fibre communication system

97. Exchanges at different administrative offices, important stations and maintenance depot
GSM-R system for Emergency Communication
Point to point voice calls, Broad cast voice calls, Group Voice calls, Multi party voice calls, Emergency voice calls, Data Communication
Train control office at each Divisional HQ office
Train control, Dy. Control, Traction Power Control, Traction Loco Control Engineering Control, S&T control and Remote Control
Signalling, Train Control &, Telecommunication (contd..)

98. Absolute block system
Single line tokenless block instruments along with Single Section Digital Axle Counters at each station.
Last stop signals of each station shall be interlocked
Voice data recorder in control office
Signalling, Train Control &, Telecommunication (contd..)

99. Electric Traction

100. AC Traction - 25 kV, 50Hz, Single Phase
Over Head Equipment (OHE) parameters :
Contact wire height at rail level – 5.6m
Approximate length of span – 63m
Cross section of contact wire (copper)-107 sq.mm
Cross section of catenary wire (cadmium copper) – 65sq.mm
Electric Traction

101. Overhead Equipment

102. Electric Traction
Mast implantation – 2.6m from the centre of the track
Portal upright implantation – 3m
OHE and PSI depots at an interval of 120km
Tower Wagon – 8 wheeler

103. Power Supply Installation (PSI) Parameters :
Traction supply through Traction sub-station (TSS).
 25 Nos TSSs at regular interval of 50-60km approx.
Length of transmission lines-250 kms
Every TSS with two Traction transformers of 13.5/21.6MVA.
SCADA - Traction Power Control Room at each Divisional HQs
59 power line crossings to be modified
Electric Traction (contd..)

104. Selection of Electric Locomotives
Passenger and freight locos :
Passenger locos
- WAP 7, HP 6350, max. speed 160kmph – 3 phase
- Single loco is adequate for hauling the load.
Freight locos
- WAG 9, HP 6120, max speed 100 kmph – 3 phase
- For hauling 58 Box-N freight load double headed engines
- For other loads, single loco.
- In graded sections, sometimes banker loco may be required to push the train and overcome the incident of train parting

105. Freight Locomotive, Type WAG – 9, HP – 6120, Max. Speed – 100kMPH, 3 Phase

106. Passenger Locomotive, Type WAP – 7, HP – 6350, Max. Speed – 160 kMPH, 3 Phase

107. Power Requirement
Power requirement – 2019-20
Traffic projection for the year 2019-20
-No. of Freight trains -45
-No. of Passenger trains -32
-Total traction power requirement with
electrical general services at stations and Tunnel Illumination & Ventilation-180 MW (app)

108. Selection of Wagons, Coaches and Shunting (Diesel)Locomotives

109. Wagons
Rolling Stock design considerations include Axle Load, Length of rake, Payload to Tare Ratio and Maximum Speed
The choice of rolling stock (freight cars) is largely driven by the type of commodities and volume to be carried, operational and technical requirements of the system
Proposed rolling stock -5 car consist container wagon (A car/B car), Covered wagon, Open gondola wagon, Tank wagons, Bogie Tank Wagon for LPG, Bogie rail wagon flat
Maximum moving dimension (3250mm/4265mm)
Kinetic envelope (3850mm/4565mm)

110. Container Wagon

111. Open Wagon
10.1 metre long
Cubic capacity – 57 cubic metre
Wheel diameter – 1000 mm
Pay load – 65 tonnes
Height – 3450 mm
Max speed – 100 Kmph
Suitable for tippling
Used for carrying coal,
iron ore, minerals etc.

112. Covered Wagon
14.5 metre long
Cubic capacity – 104 cubic metre
Wheel diameter – 1000 mm
Pay load – 65 tonnes
Height – 4015 mm
Max speed – 100 Kmph
Used for carrying bagged
commodities e.g cement

113. Tank Wagon
12.5 metre long
Cubic capacity – 71 cubic metre
Wheel diameter – 1000 mm
Height – 4265 mm
Max speed – 100 Kmph
Used for carrying POL

114. Passenger cars
Proven coach with long life and excellent maintainability features shall be provided. Comfort, aesthetics, safety and maintenance-friendliness shall be the guiding principles
Maximum operating speed of 160 Km/h
•Car body shall be of stainless steel, provided with flexi-coil springs, H type tight lock centre buffer couplers, crash worthy features and bogie mounted disc type brakes actuated by air pressure.
•Types of coach proposed to be used are AC Upper Class Coach, AC 2 Tier Sleeper Coach, AC Chair Car, 3 tier Sleeper Coach, Sitting ordinary coach, Sitting cum Luggage & Brake van.

115. General Features of Passenger Vehicles
AC Coach
Non AC Coach
Interior
Stainless steel shell

116. Shunting locomotives
It is proposed to have Diesel engine type shunting locomotives and also for emergency services in case of breakdown, accident etc.
Two types of diesel engines are proposed –
Low HP locomotive designated as WDS6 on IR. It develops 1400 HP using 6 cylinder 251D diesel engine, DLW make. Maximum speed 60 km/h
 High HP locomotive designated as WDG2 on IR. It develops 3100 HP using 16 cylinder, V-type 251B diesel engine, DLW make. Maximum speed 100 km/h

117. Shunting locomotives

118. Accident Relief Train
To keep the railway system moving, it is necessary to plan for handling accidents and emergencies
Relief train shall be equipped with crane, mechanical jacks and rerailing equipment, emergency track supply, emergency lighting equipment, traction emergency equipment, emergency communication equipment and medical van.
140 t capacity Gottwald crane with A frame, being manufactured by Jamalpur workshop of Indian Railways is proposed

119. 140 t Crane

120. Train Operations Plan

121. The Network
Physical features of Net work :
Broad Gauge, Single Line,
Electric Traction,
Electronic Interlocking,
Multiple Aspects Colour Light Signaling,
Machine Operated Points,
Points and signals operated from the central panel,
Absolute Block System,
Tokenless Block Working

122. Operating System
The Absolute Block System- Main features:
Section divided into convenient segments
Each segment known as a „Block Section‟;
„Block Station‟ shall have a number of lines and shall be demarcated by a number of signals;
Each Block Section shall have only one train in it at a time.

123. Speed
Section
Passenger Operation
Freight Operation
Maximum Permissible speed
Booked Speed
Maximum Permissible speed
Booked speed
Mahadevpur – Bhalubang – Mahuwa (Shivpur) (Section-2)
100
90
100
90
Pokhra-Kathmandu (Section-8
100
90
100
90
Tamsariya – Abukhaireini (Section 7)
100
90
100
90
Tamsariya-Simara (Section-4)
100
90
100
90
Rest all sections
160
145
100
90

124. Originating Freight Traffic Per Day (Both ways)
In terms of Trains
2019-20
2024-25
2029-30
2034-35
22.49
33.29
47.53
66.80

125. Wagon Turn Round
Minimum WTR
0.94 days
Maximum WTR
2.44 days
WTR less than 1 day
2 - O-Ds
WTR 1 to 2 days
110 - O-Ds
WTR more than 2 days
24 - O-Ds

126. Wagons required to be loaded daily – Type-wise
Type of Wagon
2019-20
2024-25
2029-30
2034-35
Container Flat
463
670
939
1302
Covered
244
349
479
639
LPG
83
139
220
335
Open
58
79
110
152
Open / Flat
56
79
107
141

127. Requirement of Different Type of Wagons
Description
2019-20
2024-25
2029-30
2034-35
Container Flat
627
901
1250
1740
Covered
314
446
609
811
LPG
104
172
273
412
Open
80
109
151
204
Open / Flat
68
99
133
180
Tank -POL
83
146
237
380
Grand Total
1276
1873
2653
3727

128. Requirement of Locomotives
Requirement of Electric locomotives in 2019-20: 81
Requirement of Diesel Shunting Locomotives: 27

129. Passenger Services
The following services have been planned to cover the entire network.
i.Long Distance over night service
ii.Intercity service
iii.Feeder cum medium distance service

130. Type and Capacity of Coaches
S. No.
Type of Coach
Capacity
Seating
Sleeping
1
Upper Class Sleeper Coach - AC
24
24
2
2 – Tier Sleeper Coach - AC
54
54
3
Chair Car
83
-
4
3 – Tier Sleeper Coach
80
80
5
Seating Ordinary Coach
99
-
6
SLR
40
-

131. Number of Coaches Required
Coaches required
2019
2024
2029
2034
Upper first class
26
27
30
33
AC Sleeper
60
69
77
85
AC chair car
55
59
69
69
Non AC Sleeper
129
159
192
226
Ordinary sitting car
101
112
139
139
Sitting cum luggage & brake van
46
51
58
62
Total
417
477
565
614

132. Line Capacity Issues
Line capacity calculations are based upon the universally adopted Scott‟s Formula for planning purposes.
a)Ruling Block section,
b)Ruling gradients,
c)slowest train on the section and
d)its running time for the Ruling block section,
e)70% efficiency factor etc are the salient elements constituting the formula

133. Transit Time of Passenger Trains
Sl. No.
Section
Transit time in Hrs. and Mts
1
Gaddhachowki-Tamsariya-Kathmandu
10.32
2
Kakarbita-Tamsariya-Kathmandu
9.53
3
Birgunj -Simara-Tamsariya-Kathmandu
5.36
4
Gaddhachowki-Tamsariya
7.05
5
Kakarbita-Tamsariya
6.18
6
Tamsariya-Pokhara
3.25
7
Kathmandu-Pokhara
3.54
8
Nepalgunj-Kohalpur-Gaddhachowki
5.59
9
Lumbini-Butwal-Kohalpur
7.21
10
Bhairahawa-Butwal-Simara-Birgunj
6.05
11
Birgunj-Simara-Bardibas-Janakpur
4.31
12
Kakarbita-Itahari-Biratnagar-Janakpur
7.52

134. Line Capacity Issues
•Calculations for both scenarios
i.without maintenance block and
ii.with maintenance block of 4 hours per day,
•These show utilisation more than 100% on Kathmandu-Pokhara and Abukharenei-Tamsariya section.
•Steps to increase line capacity should be taken based on experience of first 5 years i.e. from 2019- 20 to -2024-25.

135. Maintenance and Operation Organisation

136. Maintenance and Operation Organisation
Three tier organisation
One central organisation for overall control of Railway system – at Kathmandu-headed by DG.
Divisions responsible for day to day management operation of trains in their jurisdiction
Sub-divisions, depots, sick lines -to carry out routine maintenance of infrastructure & rolling stock
If Mechi-Mahakali Railway constructed in first phase, HQ of Central Organisation can be kept at Simara

137. Departments
Infrastructure (Civil Engineering, S & T Engineering)
Operations (Operations, Commercial, Rolling Stock including locomotives, Electrical Engineering General services, Safety)
Human Resources (Man power Management, Health Services, Training)
Finance
‘Commissioner for Railway Safety' who shall be the watch dog of safety issues.

138. Workshops
All Major workshops located at Simara
Electric loco shed
Freight wagon workshop
Passenger car workshop
Diesel loco shed
Track Machine workshop

139. Divisional Structure
Division HQ - Mugling, Kohalpur and Bardibas. Each division headed by Divisional Railway Manager. Divisional heads of all the branches located at the Divisional HQ
Sub division for infrastructure maintenance
 Pokhara, Kathmandu & Mugling under Mugling division
Attariya, Kohalpur & Butwal under Kohalpur division
Simara, Bardibas & Itahari under Bardibas division
Base units at distance of about 60 kms

140. Track Maintenance Structure
Three tier system
Top tier (on track heavy machines)-at HQ,
 Middle tier (Duomatic tamping machines & mobile maintenance units)-at Sub division
Base tiers (sectional gangs supervised by sectional engineers)
Monitoring of track parameters by computerised track recording car,
Ultrasonic testing of rails to detect cracks
Regular inspection by supervisors and engineers – footplate and trolley

141. Track Parameters
Track Gauge
Track Alignment
Longitudinal unevenness
Cross levels
Twist
Tolerances very small and very regular watch required

142. S&T and OHE Maintenance
Signalling, Telecommunication & Train control systems maintained periodically as per OEM technical parameters, maintenance practices.
Maintenance leased to OEMs for specialised equipment
Every alternate OHE base depot provided with self propelled vehicle named as „Tower Wagon‟

143. Electric Locomotive Maintenance
Locomotives maintenance
Quarterly, half yearly, nine monthly, one and half yearly, maintenance at Electric Loco Shed, Simara.
Intermediate OverHaul
POH after Nine year (Passenger Locomotive) & Twelve years (Goods Locomotive)
For trip inspections of locomotives, four trips sheds at terminal stations -Pokhara, Kathmandu, Gaddachowki and Kakarvitta and one at Simara.

144. Freight Car (Wagon) Repair & Maintenance
Freight car (Wagon) repair & maintenance carried out at 3 stages.
Train yard attention and running repair,
Depot repair (Routine Overhaul)
Heavy repair (Periodic overhaul). In addition, repair has also to be carried out for out-of-course failures, accident damaged wagons etc.
Facilities for train yard examination in the yards and sickline at: Kakarvitta, Birganj, Bhairawaha, Biratnagar, Pokhara, Kathmandu, Nepalgunj

145. Freight Car (Wagon) Repair & Maintenance
Wayside monitors for freight cars - to analyze component conditions as the trains pass.
Types of rolling stock defects proposed to be monitored are Dragging Equipment, Derailment, Flat wheel/impact, Hot bearing, Acoustic bearing, Hot wheel, Wheel profile and Hunting and skewed truck.
Installation of wayside monitoring equipment at: Simra, Butwal, Mugling

146. Passenger Car (Coaches) Repair & Maintenance
Passenger Car (Coaches) maintenance - 3 stages:
 Train yard attention including running repair and cleaning/washing,
Depot repair (Intermediate Overhaul),
Heavy repair (Periodic overhaul)
Facilities for washing, train examination in the yards and repairs including IOH maintenance at Gaddachowki, Nepalgunj, Bhairawaha, Lumbini, Tamsariya, Kathmandu, Pokhra, Birganj, Kakarvitta

147. Diesel Locomotive (Shunting) Maintenance
Diesel locomotive maintenance (Shunting locomotives) schedules
Trip inspection, monthly inspection,
Quarterly inspection, half-yearly inspection, yearly inspection, three yearly inspection and six yearly schedule (POH)
For carrying out fuelling, trip inspection and monthly scheduled maintenance, facilities provided at Gaddachowki, Butwal, Kakarvitta, Pokhara, Kathmandu, Chandranigahpur, Itahari, lahan and Tamsariya.

148. Abstract Cost Estimates

149. Abstract Cost Estimates
Capital Cost Estimate (Fixed Infrastructure)
Capital Cost Estimate (Rolling Stocks)
Operation and Maintenance Cost

150. Capital Cost of Fixed Infrastructure (Section wise)
S. No.
Section
Length (KM)
COST (Crore of NPRs.)
1
Gaddachowki - Atariya –Mahadevpur
202.665
4,303.87
2
Mahdevpur - Bhaluwang - Mahuwa
139.163
9,793.56
3
Mahuwa - Butwal - Tamsariya
123.500
4,030.85
4
Tamsariya - Madi - Simara- Chandarnigahapur
176.937
4,568.86
5
Chandranigahapur - Lahan
119.129
2,788.68
6
Lahan - Mechi
183.850
4,098.14
7
Tamsariya - Bharatpur - Abukhaireni
71.729
5,271.11
8
Pokhara - Kathmandu
187.083
28,294.39
9
Connection to Indian Border Towns
113.419
2,264.65
TOTAL
1,317.475
65,414.12

151. Section Wise Cost Break-up
7% 15%
6% 7%
4% 6% 8% 43%
4%
Gaddachowki - Mahadevpur
Mahdevpur - Mahuwa
Mahuwa - Tamsariya
Tamsariya -Chandarnigahapur
Chandranigahapur - Lahan
Lahan - Mechi
Tamsariya - Abukhaireni
Pokhara - Kathmandu Connection Indian Border Towns

152. Capital Cost of Fixed Infrastructure for Various Systems
S. No.
SYSTEM
COST (Crore of NPR)
COST per Km of project length (Crore of NPR )
1
Land & Associated Activities
2,682.29
2.04
2
Earthwork
8,213.38
6.23
3
Protection Works (Retaining Walls)
210.16
0.16
4
Blanketing
1,350.62
1.03
5
Bridges
13,463.41
10.22
6
Permanent Way (Track items including ballast & P. Way Machinery)
6,271.98
4.76
7
Station, Buildings, Sheds, Offices etc.
696.46
0.53
8
Tunnels
19,326.59
14.67
9
Electrical Engineering Works
1,605.20
1.22
10
Signaling, Train Control & Telecommunication Works
2,114.76
1.61
11
Maintenance Facilities for rolling stock
947.00
0.72
12
Preliminary Expenditure like DPR, Detailed Engineering & Supervision etc.
5,688.18
4.32
13
Contingencies
2,844.09
2.16
TOTAL
65,414.12
49.65

153. System Wise Cost Break-up
12%
21%
10%
19%
29%
9%
Earthwork
Bridges
Permanent Way
Others
Tunnels
Preliminary Expenditure

154. Cost of Rolling Stocks
Cost of Rolling Stock has been calculated for 4 components
Cost of Wagons
Cost of Coaches
Cost of Shunting (Diesel) Locomotives & accident relief crane and
Cost of Electrical Locomotives

155. Capital Cost of Rolling Stock
S. No.
Type of Rolling Stock
Cost of Rolling Stock for different Horizon Years (Crore of NPR )
2019-2020
2024-25
2029-30
2034- 35
1.
Wagons
672
991
1408
1982
2.
Coaches
1609
1836
2169
2355
3.
Diesel Locos & Accident Relief Crane
505
505
505
505
4.
Electric Locos
2540
3418
4610
6115
Total
5326
6750
8692
10958

156. Operation and Maintenance Cost
S. No.
Name of Activity
HORIZON YEAR (NPR Crore)
2019-20
2024-25
2029-30
2034-35
1
Operation & Commercial Activities
62
65
69
74
2
Operation & Maintenance Cost of Electrical Locomotives
130
147
212
279
3
Maintenance Cost of Civil Engg. Structures
125
154
183
213
4
Maintenance Cost of Signalling, Train Control & Telecommunication Works
49
59
81
81
5
Maintenance Cost of Electrical Engg. Works
29
37
45
45
6
Maintenance Cost of Wagon
35
50
84
116
7
Maintenance Cost of Coaches
59
73
92
99
8
Operation & Maintenance Cost of Shunting (Diesel) Locomotives
38
40
41
42
Total
527
626
807
949

157. Institutional Frame Work for Construction and Schedule

158. Main Activities Involved
Preparation of Detailed Project Report
Tendering & Award for Civil Engineering Works
Land Acquisition
Construction of Civil Engg. Infrastructure i.e. formation, bridges, tunnel, tracks, buildings etc.
Tendering & Award of Overhead Electrification and Other Electrical Works
Execution of OHE Works
Tendering & Award of Signalling, Telecommunication and Train Control Works

159. Execution of Signalling, Telecommunication and Train Control Works
Finalisation of Rolling Stock Specification & placements of Orders
Supply & Testing of Rolling Stock
Preparation of Manuals, Training of Staff, etc.
Testing, Commissioning of the Whole System
Main Activities Involved (contd..)

160. Construction Schedule
Project divided into three parts for construction planning.
Pokhara-Kathmandu & Tamsariya-Abukhaireni
Gaddachowki-Simara (including connection to Indian border falling in this reach)
Simara-Kakatvitta (including connection to Indian border falling in this reach)

161. Construction Schedule (Pokhara - Kathmandu & Tamsariya – Abukhairani)

162. Construction Schedule (Gaddachowki-Simara)

163. Construction Schedule (Simara-Kakkarbita)

164. Preparation of DPR
Project execution in phases as:
The requirement of funds is huge
There is no trained manpower in Nepal for construction of Railway line
Prioritisation of sections
Work of DPR to be outsourced
Dedicated team of Engineers for overseeing DPR

165. Components of DPR
Marking the centre line of alignment on the ground.
Detailed Geological mapping of the tunnel portion
Detailed hydrological investigation of the major bridges including model analysis
Geotechnical investigation at the location of major bridges, tunnels, deep cuttings and high embankments.
Detailed design criteria for various systems and structures.

166. Components of DPR
Preliminary design of tunnels, bridges, track, signalling and electrification system etc.
Environmental Impact Assessment
Detailed operation plan.
Detailed Yard Plans
Recommendations regarding specification of rolling stock & other components.
Detailed cost of the project.
Recommendation regarding constitutional and legal provision to be made.
Recommendation regarding packaging of contracts.
Financing arrangements of the project.

167. Institutional Arrangement for Preparation of DPR
Team composition
Chief Executive Officer [A senior Civil Engineer of Govt. of Nepal]
Finance Adviser [A Senior Finance professional]
Railway Advisor
Assisting professionals
Civil Engineers – 3 Nos.
Electrical Engineer – 1 No.
Mechanical Engineer – 1 No.
Electronics/Computer Engineer– 1 No.

168. General Consultants for Execution
Team composition
Project Director
Chief Project Managers
Resident Engineer (Track)
Resident Engineer (Bridges)
Resident Engineer (Tunnels)
Resident Engineer (Electrification)
Resident Engineer (Signalling & Telecommunication)
Experts for Rolling Stock
 Design experts

169. Financial and Economical Appraisal

170. Broad Assumptions
•Base Year : 2009-10
•Construction Period : 9 years
•Start of Rail Operations : 2019-20
•Traffic Projection upto : 2034-35
•Project Life : 30 Years
•New Rail Connections with India to be in Place by 2019-20

171. Traffic Projections - Goods
Item
Unit
2019-20
2034-35
Tons
Million
14.22
40.39
Ton-Km
Billion
4.57
12.77
Av. Lead
Km
321.5
316.2

172. Traffic Projections – Diverted Passengers (Million)
Year
From Air
From
Bus
From
Car
Total
2019- 20
0.20
18.78
2.94
21.91
2034- 35
0.51
34.74
6.33
41.58

173. Financial Appraisal Infrastructure Development Cost
S#
Item of Cost
Cost (Million NR)
Contribution (%)
1
Civil Engineering
522148.9
79.82%
2
Electrical
16052.0
2.45%
3
S & T
21147.6
3.23%
4
Maintenance Facilities
9470.0
1.45%
5
Preliminary Exp.
85322.8
13.04%
6
Grand Total
654,141.0
100.00%

174. Financial Appraisal (Contd.) Rolling Stock Cost (NPR Million)
Year
Wagons
Coaches
Electric Locos
Diesel Loco
Total Cost
2019-20
6719.7
16089.0
25401.6
5048
53258.3
2024-25
3187.9
2273.2
8780.8
0
14241.9
2029-30
4177.2
3326.6
11916.8
0
19420.6
2034-35
5740
1863.6
15052.8
0
22656.4
Total
19824.8
23552.4
61152.0
5048
109577.2

175. Financial Appraisal (Contd.) Residual Value (NPR Million)
Item
Rate of Residual Value
(% Range)
Residual Value
(NPR Million)
Infrastructure Development
20%-80%
263,138.50
Rolling Stock
10% - 61%
35808.61
Total
298,947.11

176. Financial – Rail Freight Charges (NR/TKM)
Commodity Classification
Terrain
Plain
Plain+ Hilly
Heavy
2.61
2.78
Normal
2.93
3.11
Light
3.21
3.41
Liquids
4.58
4.87
Overall Average (2019-20)
3.21

177. Financial – Rail Fare Charges
S. #
Class of Travel
Fare (NR /P-KM)
1
Ordinary (Seating + Sleeper)
0.89
2
AC - Chair, AC 2/3-Tier Sleeper
2.57
3
AC - First
9.00
4
Overall Average Fare (2019-20)
1.28

178. Financial Appraisal : Total Earnings (NPR Million)
Year
Freight
Passenger
Others
Total
2019-20
14,472.6
3,361.9
356.7
18,191.2
2024-25
21,152.0
4,421.1
511.5
26,084.6
2029-30
29,986.4
5,664.7
713.0
36,364.0
2034-35
42,012.0
6,841.4
977.1
49,830.5
2049-50
42,012.0
6,841.4
977.1
49,830.5

179. Financial Appraisal (NPR Million)
Year
Expenditure
Earnings
Net Benefit
Capital
763,718.2
-
-763,718.2
2019-20
5,274.2
18,191.2
12,917.0
2024-25
20,499.0
26084.6
5,585.6
2029-30
27,486.8
36364.0
8,877.2
2034-35
32,145.1
49830.5
17,685.3
2049-50
-289,458.3
49830.5
339,288.8
FIRR
NA

180. Economic Appraisal
Carried out “With” and “Without” the Project Approach
With the Project - Covers Year to Year Entire Capital and Operation Costs by Proposed Rail services
Without the Project- Relates to Costs involved in Handling Estimated traffic by Alternative mode (Road)
Gap Between the Two Costs Brings out Net Margin to the Economy Due to the Project.

181. Economic Appraisal (Contd.)
With The Project : (On Rail Services)
Direct Costs: Construction, Rolling Stock, Operation & Maintenance, Road VOC- Feeder services, Transshipment & Inventory
Without the Project : (On Road Movement)
Direct Costs: Road Augmentation, Highway, Road VOC, Transshipment & Inventory.
Indirect Costs for Both : Environment & Accident

182. Economic Appraisal (NR Million)
Year
With Project
Without Project
Net Benefit
Capital
648,865.3
46,095.0
-602,770.3
2019-20
11,351.1
30,130.2
18,779.2
2024-25
28,028.5
42,894.1
14,865.6
2029-30
37,901.8
59,406.9
21,505.1
2034-35
46,710.0
80,713.5
34,003.5
2049-50
-249,165.2
62,275.5
311,440.7
EIRR
4.45%

183. Sensitivity Analysis - Financial
S#
Sensitivity Criteria
FIRR
1
Base Case
NA
2
With 10% Financial Support in Capital Cost
NA
3
With 20% Financial Support in Capital Cost
NA
4
With 30% Financial Support in Capital Cost
NA
5
With 40% Financial Support in Capital Cost
4.48%
6
With 50% Financial Support in Capital Cost
5.38%

184. Sensitivity Analysis - Economic
S#
Sensitivity Criteria
EIRR
1
Base Case
4.45%
2
With 10% Financial Support in Capital Cost
5.06%
3
With 20% Financial Support in Capital Cost
5.77%
4
With 30% Financial Support in Capital Cost
6.62%
5
With 40% Financial Support in Capital Cost
7.65%
6
With 50% Financial Support in Capital Cost
8.97%

185. Conclusions
•Project feasible on ERR basis
•Further, additional advantages
•Induced Traffic
•Trans Asian Railways (TAR) : Southern Corridor (Europe to Southeast Asia)
•Nepal is a Member
•No Rail System
•Services Can Directly be Extended to Nepal With the Proposed Rail Links.
•India and China for Transiting Traffic
•Carbon Credit

186. Recommendations
•Project Should Not be Assessed in Isolation.
•Project is of International Importance, Financial Support/Contribution From Other Benefiting Economies may be Drawn
•With 50% capital support - 5.38% FIRR on Balance Investment
•Further Increase due to additional advantages not Quantified in the study

187. Thanks

188. Previous Studies
Development of East-West Electric Railway in Nepal: Pre-feasibility Study concluded by Promotion of Renewable Energy, Energy Efficiency and Greenhouse Gas Abatement (PREGA) in May- 2006.
•Length : 1027 km, Single Track, Broad Gauge (1.676m)
•Station inter-distance : 50 KM (19 Stations)
•Land : To be located in the land available with Mahendra Rajmarg
•Phases of construction : 3 Phase I - from Kakkrbita to Narayangadh (473km) Phase II – from Narayangadh to Kohalpur (351km) Phase III- from Kahalpur to Gaddachowki (203km)
•Total cost of System : US $ 2.07 billion (about US $ 20 lakhs per km)
•Fare: Passenger NRs 0.9 per passenger-km, Freight NRs 5 per ton km
•FIRR : 6.9% over a period of 27 (including 6 years of construction)
•EIRR : 10.62% without carbon credits

189. Previous Studies
Kathmandu-Birgunj Electrified Railway Project: Report concluded by M/s Benchmark, Nepal in February 2007
•Length : 160 km, Single Track, Broad Gauge (1.676m)
•Stations : 13
•Designed Speed : 100km/h (Max degree of curvature 4-deg)
•Ruling Gradient : 1 in 100
•Number of Tunnels : 53 (length 46km)
•Construction Period : 5 years
•Total cost of System : NPR 2320 Crores without land (about NRs 14.5 crore per km)
•Project IRR : 10.56% (Diesel)
•Project IRR : 8.69% ( Electrical) Above data is based on review of report and technical report on the project is not available

192. Comparison Bharatpur-Mugling and Simara-Kathmandu
Item
Bharatpur- Mugling
Simara-Kathmandu
Length of alignment
30km
130km
Level Difference between end points
50m
1180m
Length of tunnels
20km
70km
Geology of the area
Sensitive
Multiple thrusts zone including plenty of Faults, Crossing high grade metamorphic rocks of Lesser Himalaya for greater length