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High Speed Rail- Need, Challenges, Key Issues and Options: Indian Perspective

The document discusses the need for high-speed rail (HSR) in India, covering its definition, global comparisons, and importance for economic and social benefits. It addresses various challenges such as financing, land acquisition, and the necessity for political will to implement HSR projects effectively. Additionally, it outlines the status of different proposed corridors and the involvement of Rail Vikas Nigam Limited in planning and executing HSR initiatives.

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HIGH SPEED RAIL – NEED, CHALLENGES, KEY ISSUES & OPTIONS: -INDIAN PERSPECTIVE by Rajesh Prasad, IRSE Chief Project Manager & Group General Manager Rail Vikas Nigam Limited, Kolkata
Contents I. Need of High Speed Rail in India II. Key Issues, Challenges and Few experiences III. Implementation Options
Foot plate inspection between Madrid and Cordoba in high speed train
Comparison of HSR System in the world First Inauguration year Country Year Japan 1964 France 1981 Italy 1988 Germany 1991 Spain 1992 South Korea 2004 Taiwan 2007 China 2008 India -
WHAT IS HIGH SPEED RAIL?  As per UIC definition, trains running at speed of 200 kmph on upgraded track and 250 kmph 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.
Japan France Italy Germany Spain South Korea Taiwan China India Track Gauge (mm) 1,435 1,435 1,435 1,435 1,435 1,668 1,435 1,435 1,435 - Minimum Curve Radius 2,500- 4,000 4,000- 6,250 5,400 4,000- 4,670 4,000 7,000 6,250 4,000- 9,000 - Max. Gradient 35 35 8.5 40 12.5 15 25 35 - Max Axle load (T) 16-17 17 17 16-19.5 17.2 17 25.5 20 - Distance btw Centres of Tracks 4.2-4.3 4.2-4.8 5.0 4.5-4.7 4.3- 4.7 5.0 4.5 5.0 - X-Sec. of Double Track tunnel 62.8 - 63.5 71 - 100 76 82-92 75 107 90 90-100 - Track Structure Ballasted/ Ballastles s Ballasted Ballaste d Ballasted/Ball astless Ballaste d Ballaste d/Ballast less Ballasted/B allastless Ballasted/ Ballastles s Comparison of HSR System in the world
Japan France Italy Germany Spain South Korea Taiwan China India Rolling Stock Type EMU LOCO LOCO /EMU LOCO/E MU LOCO /EMU LOCO /EMU LOCO EMU - Car Body width 3,350- 3,380 2,814- 2,904 2750- 3000 2950- 3020 2830- 2960 2904- 2970 3380 3200- 3380 - Max. Operation Speed (Km/H) 320 320 300 300 300 300 300 300 - Power/Seat (KW/seat) 13.13 23.47 16.67 18.65 21.84 24.24 10.37 20.00 - Body material Alumi num Steel Alumi num Aluminum Alumi num Alumi num Aluminu m Alumin um - Power Supply KV AC 2x25 AC 2x25 AC 2x25 AC 2x15 AC 2x25 AC 2x25 AC 2x25 AC 2x25 - Overhead Catenary Heavy Compoun d/Simple Catenary Simple Catenary Twin Simple Catenary Stitched Catenary Stitched Catenary Simple Catenary Heavy Compound Catenary Simple/S titched Catenary Signal Type Cab Single Continuo us Cab Single Continuous Cab Single Continuou s Cab Single Continuous Cab Single Continuou s Cab Single Continuou s Cab Single Continuous Cab Single Continuous Comparison of HSR System in the world
WHY HSR IS REQUIRED IN INDIA ?
Commercial vs Social • Railway 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 EFFICIENCY High Speed saves Energy Costs and reduces Greenhouse Gases 0 10 20 30 40 50 60 “Fuel equivalent grams” per passenger-kilometer High Speed Railway Bus Plane 51.1 29.9 18.3 17.6 12.1 Classic Train Private Car
LAND REQUIREMENT A 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
DECONGESTION AND CAPACITY ADDITION High Speed Rail Motorway Double Track 2x3 Lanes 12 Trains per hour per Direction 4000 Cars per hour per direction 1200 Pax/Train 2.0 (Average) Passengers per car Capacity = 14400 Passengers per hour Capacity = 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.
Increasing Urbanization The 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. 285 377 473 590 0 100 200 300 400 500 600 700 2001 2011 2021 2030 Urban Population in India (in Million)
Explosion in Inter City Travel India’s 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 India’s 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%
DECONGESTION of Metropolitan cities Tier I City Tier II Tier I City Small towns and Tier II & III Cities Tier I City Tier II city Tier II city
TRAVEL TIME ( Trigger for modal shift) Delhi (city centre) (city centre)Delhi Airport Chandigarh Airport .75 hr 30 min1.25 hrs at Terminal + 1 hr Flying time Total time: 3.5 hrs Plane Delhi (city centre) Chandigarh (city centre) Total time: 1 hr High Speed Railway Journey 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.
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 energy Economically as well environmentally, Rail based Transport system is ideally suited for India. NEED FOR HSR IN INDIA
Introduction of TGV service in 1981-83 Evolution 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 railway’s 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
Railway’s rescue plan through HSRC & NHSRC
RAIL VIKAS NIGAM LIMITED Delhi Secunderabad Mumbai Chennai Bengaluru Kolkata (3 PIUs) Jodhpur Ahmedabad Lucknow Pune Bhubaneswar (2 PIUs) Bhopal (3 PIUs) Waltair Rishikesh Raipur (2 PIUs) Corporate Office at Delhi 27 Project Implementation Units Kota Kanpur • RVNL has a lean and thin organization. • Only 446 employees as on 31st March 2016. Varanasi (2 PIUs) Chandigarh Ambala 268 178 Number of officers Number of staff
PROJECTS WITH RVNL Projects completed as on 31st March 2016 50 Projects in hand as on 01.04.2016 78 Projects under implementation by Railways 2 Projects 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 reasons  Projects on hold due to constraint of funds 4  Projects adversely affected/held up due to land 7 acquisition, forest clearance, law and order & other issues  Clearances from Central & State Governments 1+2 part (Metro projects) shifting of utilities etc  Under Planning & Development 14+1 part
PROJECT LENGTH COMPLETED UPTO MARCH 2016 S. No. Plan Heads Completed (km) 1. New Line 213.82 2. Gauge Conversion 1590.2 3. Doubling 2051.24 4. Railway Electrification 2712.07 Total 6567.33 5. RE as part of Doubling/GC/NL 1421.73 6. Workshop projects 3 7. Cable Stayed Bridge 1 ORDER BOOK – Rs. 40,000 Cr.
TURNOVER 843.35 985.26 1423.11 1654.16 1749.08 1444.65 1597.92 2116.85 2492.37 3141.97 4527.17 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 Rscrore Cumulative-Rs 21975.89
RVNL & HIGH SPEED RAIL • Initially 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
NHSRC has been incorporated
KEY ISSUES & CHALLENGES
Key Issues & Challenges System 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
(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
(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.
(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.
(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
(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
(6) POLICY FRAMEWORK  Robust policy framework for:  Seamless implementation of projects  Assurance for attracting International investors  Creation of National High Speed Rail Authority
(7) Selection of Technology Choice 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 Technology  Rolling Stock  Signaling and Communication  Train Control  Fare Collection
INTERNATIONAL CASE STUDIES
TGV, France French Govt. SNCF - French national rail operator Réseau Ferré de France (RFF) – State owned Access Charges (for use of rail infrastructure) The 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 fees The rolling stock for the TGV lines is procured by SNCF and is funded through lease commitments
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 Source TGV Est East Rhine Rhone Brittany loire French State 39% 31% 32% Regional funding 24% 29% 35% RFF 22% 26% 33% SNCF 2% 4% n/a EU 10% 8% n/a Luxembourg 4% n/a n/a Switzerland n/a 3% n/a Concession model Partnership contract ► Rail operators pay an access charge based on their actual use of the infrastructure ► Demand risk lies with the concessionaire ►RFF pays a rental or availability fee based on the performance of the private sector partner ► Demand risk remains with RFF Forms of PPP models followed by RFF to create Infrastructure
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 HSA Dutch govt – 6 D&C contractors One D&C contractor Rail Systems Network Connections Substructure Passenger Transport • 125 km line between the Netherlands (Amsterdam) and Belgium border (Schiphol). • This lines provides connectivity of Amsterdam to Brussels and Paris
TAIWAN Consortium 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 operator Taiwan 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. Procurement of Rolling Stock Taiwan 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.
DIAMOND QUADRILATERAL NETWORK IN INDIA
Diamond Quadrilateral Diagonals Legend Diamond Quadrilateral of High Speed Rail Network 44
Feasibility studies for Diamond Quadrilateral Network • Railway Board has entrusted the feasibility studies of Diamond Quadrilateral of HSR network to RVNL/HSRC, (i) Delhi-Mumbai (1357 Km), (ii) Mumbai-Chennai (1260 Km), (iii) Chennai-Kolkata (1649 Km), (iv) Kolkata-Delhi (1429 Km) and both the diagonals i.e. (v) Mumbai-Kolkata (1968 Km) (vi) Delhi-Chennai (2182 Km)
Status of HSRC projects S No. Corridor/ Consultant Status 1 Delhi-Chandigarh- Amritsar M/s Systra -RITES Draft 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. 2 New Delhi- Mumbai M/s TSDI,China - Lehmeyer Inception 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 2017 3 Mumbai-Chennai M/s Systra, France- RITES - E & Y Inception report was submitted on 30.10.2015 and accepted on 13.11.2015. Interim Report 1 submitted in May 2016 Interim Report 2 to be submitted by December 2016. Draft final report is to be submitted to Railway Board by March 2017 4 Delhi-Kolkata M/s Ineco-Typsa Spain Interim 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. Corridor Status 5 Mumbai-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. 6 Delhi-Chennai Feasibility 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 Study 7 Chennai-Kolkata Yet 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
NEW DELHI – KOLKATA HIGH SPEED RAIL CORRIDOR
NEW delhi – kolkata HIGH Speed Rail corridor
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
Implementation Options Considering the case studies, following could be the implementation options  Non – PPP Option: The project are implemented by the Government on EPC basis  PPP Options  Option 1: Design, Build, Finance, Operate and Transfer (DBFOT) of the entire project by a single Private Developer  Option 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)
Implementation Options  Whether 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
Funding Options  Project Development Activities  A separate fund may be created  To be recovered from viable projects along with additional fee  Rolling fund for further project development activities  Funding Support for PPP projects:  Viability Gap Funding  Multilateral/Bilateral loans by providing Centre government guarantees  Centre government guarantee for Long term Bonds of Project SPVs
Funding Options  Funding 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
State: Maharashtra/Dadra-Nagar-Haveli (UT)/ Gujarat Main Features Route length 546 km Maharashtra -176 km Dadra-Nagar-Haveli (UT) 6 km Gujarat -364 Km NHSRC is the nodal and implementing agency MUMBAI-AHMEDABAD High Speed Rail
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)
MUMBAI-AHMEDABAD : Main Features Speed: The operation speed has been assumed to be 350kmph. The best travel times at this speed (without stops)1’52”. (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%
Travelling Time and Stopping Station Station Distance (KM) Travelling time and Stopping station Typical Rapid train Each Stop Train Mumbai (B.K.C.) 0 K 000 0:00 0:00 Thane 27 K 950 - 0:10 Virar 65 K 170 - 0:24 Boisar 104 K 260 - 0:39 Vapi 167 K 940 - 0:59 Bilimora 216 K 580 - 1:15 Surat 264 K 580 0:58 1:32 Bharuch 323 K 110 - 1:52 Vododara 397 K 060 1:32 2:14 Anand/Nadiad 447 K 380 - 2:32 Ahmedabad 500 K 190 1:59 2:50 Sabarmati 505 K 750 2:07 2:58 Stopping time at Surat, Vadodara and Ahmedabad : 2 Minutes Other Stations: 1 minute
Train Operation Plan Year 2023 2033 2043 2053 Train configuration 10 10 -16 16 16 Traffic volume (person/day/one- direction) 17,900 31,700 56,800 92,900 Number of trains (day/one-direction) 35 51 64 105 Numbers of trains (train/hour/one- direction) Peak hour Off peak Peak hour : about 3 Off peak: about 2 Peak hour : about 4 Off peak: about 3 Peak hour : about 6 Off peak: about 3 Peak hour : about 8 Off peak: about 6
Structure arrangement Type of Structure Length Share Embankment 313.0 Km 64.6 % Cut 8.9 Km 1.8 % Viaduct 122.5 Km 25.3 % Bridge 12.8 Km 2.6 % Tunnel 27.5 Km 5.7 % Total 484.7 Km 100.0 %
Proposed main specification for rolling stockItems Main specifications Train Type EMU Train formation 10 Cars ( at the beginning), 16 Cars (future) Car body width 3.4 m Axel load 17 T or less Passenger capacity 10 Cars – 750 seats or more 16 Cars – 1200 seats or more Bogie Bolster –less type with air spring suspension system Propulsion system VVVF inverter control system Braking system Regenerative brake, Electric/Pneumatic blending brake
Functions of Depot and Workshop Inspection Light maintenance Heavy maintenance Other Daily (48 Hrs) Regular (30 Hrs) Bogie (18 Hrs) General (36 Hrs) Special & Breakdown Thane Depot      Sabarmati Depot/Works hop       Maintenance facility plan depends on Rolling stock’s 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/KM Project 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
 Revolutionary concept  Lightweight construction  Articulated union between cars  Low floor coaches  Independent wheels  Aerodynamic design Speed: 130 km/h in tests  First commercial Talgo service in Spain  Aluminium construction  High comfort level for passengers  Open gangway between cars  On-board services and AC equipment  Talgo Maintenance services Speed: 120 km/h in comercial servicies  Guidance system  Automatic variable gauge system in ’69  Night and day services  Quality in manufacturing and maintenance (more than 45 years of commercial service) Speed: 200 km / h  Natural Tilting  Pneumatic suspension  Increased speed to 30% while maintaining a high level of comfort  Munich test bench: 500km / h. Speed: 220 km / h  Push-Pull Diesel Intercity train  Automatic variable gauge system in power heads  Multiple possible configurations  World Record in traction diesel 256 km / h Speed: 220 km / h  Very High Speed  Lowest energy consumption in HS  Lowest noise emissions in HS  Lowest weight in HS  Great interior space  Best in the world in accessibility Speed: 350 km/h  High Speed  100% Spanish Technology  First locomotive with variable gauge system  Dual voltage Speed : 260 km/h  High Speed  Interoperability  Change width  Low energy consumption  Low noise  Accessibility  T250: Dual Voltage  Hybrid: two diesel engines (1800, vel 220 km /h) Speed: 250 km / h  Low consumption  High capacity 3+2  Modularity  Flexibility  Use of recyclable materials  TSI European Standards Speed: 380 km / h 1942 TALGO I 1950 TALGO II 1968 TALGO III 1980 PENDULAR TRAIN 1998 TALGO XXI 2001 TALGO 350 TRAVCA TALGO 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 TECHNOLOGY Lightweight construction Lower traction cost and higher acceleration Articulated union Guided axles Independent wheels Natural tilting Higher acceleration and increased safety Higher acceleration, increased safety and lower maintenance cost Increase comfort, decrease noise and track adaptability Higher speed on curves and higher confort
LIGHTWEIGHT CONSTRUCTION • Lower traction cost • Higher acceleration • Lower track interaction • Less aerodynamics drag •Higher passive security •Guidance facility • Lower maintenance and higher reliability ARTICULATED UNION BETWEEN CARS ADVANTAGES: ADVANTAGES: ADVANTAGES OF THEIR TRAINS
GUIDED AXLES • Higher acceleration • Increased safety • Lower maintenance cost INDEPENDENT WHEELS ADVANTAGES: • Increases comfort • Decreases noise • High track adaptability ADVANTAGES OF THEIR TRAINS
•Zero energy consumption •Maximum reliability due to its simplicity •Zero maintenance and manufacturing cost •Improved passenger comfort •No additional investment on infrastructure needed •Higher speed in curves NATURAL TILTING SYSTEM ADVANTAGES OF THEIR TRAINS
CHANGE OF GAUGE WHILE MOVEMENT
FEW EXPERIENCE
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………
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 Passengers In 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
THANK YOU

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High Speed Rail- Need, Challenges, Key Issues and Options: Indian Perspective

  • 1.
    HIGH SPEED RAIL– NEED, CHALLENGES, KEY ISSUES & OPTIONS: -INDIAN PERSPECTIVE by Rajesh Prasad, IRSE Chief Project Manager & Group General Manager Rail Vikas Nigam Limited, Kolkata
  • 2.
    Contents I. Need ofHigh Speed Rail in India II. Key Issues, Challenges and Few experiences III. Implementation Options
  • 4.
    Foot plate inspectionbetween Madrid and Cordoba in high speed train
  • 5.
    Comparison of HSRSystem in the world First Inauguration year Country Year Japan 1964 France 1981 Italy 1988 Germany 1991 Spain 1992 South Korea 2004 Taiwan 2007 China 2008 India -
  • 7.
    WHAT IS HIGHSPEED RAIL?  As per UIC definition, trains running at speed of 200 kmph on upgraded track and 250 kmph 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.
  • 8.
    Japan France ItalyGermany Spain South Korea Taiwan China India Track Gauge (mm) 1,435 1,435 1,435 1,435 1,435 1,668 1,435 1,435 1,435 - Minimum Curve Radius 2,500- 4,000 4,000- 6,250 5,400 4,000- 4,670 4,000 7,000 6,250 4,000- 9,000 - Max. Gradient 35 35 8.5 40 12.5 15 25 35 - Max Axle load (T) 16-17 17 17 16-19.5 17.2 17 25.5 20 - Distance btw Centres of Tracks 4.2-4.3 4.2-4.8 5.0 4.5-4.7 4.3- 4.7 5.0 4.5 5.0 - X-Sec. of Double Track tunnel 62.8 - 63.5 71 - 100 76 82-92 75 107 90 90-100 - Track Structure Ballasted/ Ballastles s Ballasted Ballaste d Ballasted/Ball astless Ballaste d Ballaste d/Ballast less Ballasted/B allastless Ballasted/ Ballastles s Comparison of HSR System in the world
  • 9.
    Japan France ItalyGermany Spain South Korea Taiwan China India Rolling Stock Type EMU LOCO LOCO /EMU LOCO/E MU LOCO /EMU LOCO /EMU LOCO EMU - Car Body width 3,350- 3,380 2,814- 2,904 2750- 3000 2950- 3020 2830- 2960 2904- 2970 3380 3200- 3380 - Max. Operation Speed (Km/H) 320 320 300 300 300 300 300 300 - Power/Seat (KW/seat) 13.13 23.47 16.67 18.65 21.84 24.24 10.37 20.00 - Body material Alumi num Steel Alumi num Aluminum Alumi num Alumi num Aluminu m Alumin um - Power Supply KV AC 2x25 AC 2x25 AC 2x25 AC 2x15 AC 2x25 AC 2x25 AC 2x25 AC 2x25 - Overhead Catenary Heavy Compoun d/Simple Catenary Simple Catenary Twin Simple Catenary Stitched Catenary Stitched Catenary Simple Catenary Heavy Compound Catenary Simple/S titched Catenary Signal Type Cab Single Continuo us Cab Single Continuous Cab Single Continuou s Cab Single Continuous Cab Single Continuou s Cab Single Continuou s Cab Single Continuous Cab Single Continuous Comparison of HSR System in the world
  • 10.
    WHY HSR ISREQUIRED IN INDIA ?
  • 11.
    Commercial vs Social •Railway 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
  • 12.
    ENERGY EFFICIENCY High Speedsaves Energy Costs and reduces Greenhouse Gases 0 10 20 30 40 50 60 “Fuel equivalent grams” per passenger-kilometer High Speed Railway Bus Plane 51.1 29.9 18.3 17.6 12.1 Classic Train Private Car
  • 13.
    LAND REQUIREMENT A HSR-lineallows more passengers than an six lane highway per hour Elevated rail corridors reduce the hassle of Land Acquisition. Land requirements are Smaller 35 m
  • 14.
    DECONGESTION AND CAPACITYADDITION High Speed Rail Motorway Double Track 2x3 Lanes 12 Trains per hour per Direction 4000 Cars per hour per direction 1200 Pax/Train 2.0 (Average) Passengers per car Capacity = 14400 Passengers per hour Capacity = 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.
  • 15.
    Increasing Urbanization The majorchallenges 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. 285 377 473 590 0 100 200 300 400 500 600 700 2001 2011 2021 2030 Urban Population in India (in Million)
  • 16.
    Explosion in InterCity Travel India’s 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 India’s 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%
  • 17.
    DECONGESTION of Metropolitancities Tier I City Tier II Tier I City Small towns and Tier II & III Cities Tier I City Tier II city Tier II city
  • 18.
    TRAVEL TIME (Trigger for modal shift) Delhi (city centre) (city centre)Delhi Airport Chandigarh Airport .75 hr 30 min1.25 hrs at Terminal + 1 hr Flying time Total time: 3.5 hrs Plane Delhi (city centre) Chandigarh (city centre) Total time: 1 hr High Speed Railway Journey 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.
  • 19.
    HSR is energyefficient 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 energy Economically as well environmentally, Rail based Transport system is ideally suited for India. NEED FOR HSR IN INDIA
  • 20.
    Introduction of TGV servicein 1981-83 Evolution 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 railway’s 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
  • 21.
  • 22.
    RAIL VIKAS NIGAMLIMITED Delhi Secunderabad Mumbai Chennai Bengaluru Kolkata (3 PIUs) Jodhpur Ahmedabad Lucknow Pune Bhubaneswar (2 PIUs) Bhopal (3 PIUs) Waltair Rishikesh Raipur (2 PIUs) Corporate Office at Delhi 27 Project Implementation Units Kota Kanpur • RVNL has a lean and thin organization. • Only 446 employees as on 31st March 2016. Varanasi (2 PIUs) Chandigarh Ambala 268 178 Number of officers Number of staff
  • 23.
    PROJECTS WITH RVNL Projectscompleted as on 31st March 2016 50 Projects in hand as on 01.04.2016 78 Projects under implementation by Railways 2 Projects 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 reasons  Projects on hold due to constraint of funds 4  Projects adversely affected/held up due to land 7 acquisition, forest clearance, law and order & other issues  Clearances from Central & State Governments 1+2 part (Metro projects) shifting of utilities etc  Under Planning & Development 14+1 part
  • 24.
    PROJECT LENGTH COMPLETED UPTOMARCH 2016 S. No. Plan Heads Completed (km) 1. New Line 213.82 2. Gauge Conversion 1590.2 3. Doubling 2051.24 4. Railway Electrification 2712.07 Total 6567.33 5. RE as part of Doubling/GC/NL 1421.73 6. Workshop projects 3 7. Cable Stayed Bridge 1 ORDER BOOK – Rs. 40,000 Cr.
  • 25.
  • 26.
    RVNL & HIGHSPEED RAIL • Initially 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
  • 27.
    NHSRC has beenincorporated
  • 28.
    KEY ISSUES &CHALLENGES
  • 29.
    Key Issues &Challenges System 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
  • 30.
    (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
  • 31.
    (2) Selection ofProject 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.
  • 32.
    (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.
  • 33.
    (4) Financing ofthe 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
  • 34.
    (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
  • 35.
    (6) POLICY FRAMEWORK Robust policy framework for:  Seamless implementation of projects  Assurance for attracting International investors  Creation of National High Speed Rail Authority
  • 36.
    (7) Selection ofTechnology Choice 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 Technology  Rolling Stock  Signaling and Communication  Train Control  Fare Collection
  • 37.
  • 38.
    TGV, France French Govt. SNCF- French national rail operator Réseau Ferré de France (RFF) – State owned Access Charges (for use of rail infrastructure) The 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 fees The rolling stock for the TGV lines is procured by SNCF and is funded through lease commitments
  • 39.
    TGV, France  Inaddition to borrowings, the TGV lines have also been developed with grant funding from local sources. Funding pattern for three TGV lines are: Funding by Source TGV Est East Rhine Rhone Brittany loire French State 39% 31% 32% Regional funding 24% 29% 35% RFF 22% 26% 33% SNCF 2% 4% n/a EU 10% 8% n/a Luxembourg 4% n/a n/a Switzerland n/a 3% n/a Concession model Partnership contract ► Rail operators pay an access charge based on their actual use of the infrastructure ► Demand risk lies with the concessionaire ►RFF pays a rental or availability fee based on the performance of the private sector partner ► Demand risk remains with RFF Forms of PPP models followed by RFF to create Infrastructure
  • 40.
    Infraspeed Consortium: FluorDaniel 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 HSA Dutch govt – 6 D&C contractors One D&C contractor Rail Systems Network Connections Substructure Passenger Transport • 125 km line between the Netherlands (Amsterdam) and Belgium border (Schiphol). • This lines provides connectivity of Amsterdam to Brussels and Paris
  • 41.
    TAIWAN Consortium led by KawasakiHeavy 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 operator Taiwan 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. Procurement of Rolling Stock Taiwan 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.
  • 42.
  • 43.
  • 44.
    Feasibility studies forDiamond Quadrilateral Network • Railway Board has entrusted the feasibility studies of Diamond Quadrilateral of HSR network to RVNL/HSRC, (i) Delhi-Mumbai (1357 Km), (ii) Mumbai-Chennai (1260 Km), (iii) Chennai-Kolkata (1649 Km), (iv) Kolkata-Delhi (1429 Km) and both the diagonals i.e. (v) Mumbai-Kolkata (1968 Km) (vi) Delhi-Chennai (2182 Km)
  • 45.
    Status of HSRCprojects S No. Corridor/ Consultant Status 1 Delhi-Chandigarh- Amritsar M/s Systra -RITES Draft 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. 2 New Delhi- Mumbai M/s TSDI,China - Lehmeyer Inception 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 2017 3 Mumbai-Chennai M/s Systra, France- RITES - E & Y Inception report was submitted on 30.10.2015 and accepted on 13.11.2015. Interim Report 1 submitted in May 2016 Interim Report 2 to be submitted by December 2016. Draft final report is to be submitted to Railway Board by March 2017 4 Delhi-Kolkata M/s Ineco-Typsa Spain Interim 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
  • 46.
    Status of Projectswith HSRC S No. Corridor Status 5 Mumbai-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. 6 Delhi-Chennai Feasibility 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 Study 7 Chennai-Kolkata Yet to be decided by MOR. Note:- S.N. 2 to 7 are the studies of Diamond Quadrilateral of High Speed Rail Network
  • 47.
    FEASIBILITY STUDIES ON KOLKATA–NEW DELHI HIGH SPEED RAILWAY CORRIDOR
  • 48.
    NEW DELHI –KOLKATA HIGH SPEED RAIL CORRIDOR
  • 49.
    NEW delhi –kolkata HIGH Speed Rail corridor
  • 50.
    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)
  • 51.
    MUMBAI – AHMEDABAD HIGHSPEED RAILWAY CORRIDOR
  • 52.
    Implementation Options Considering thecase studies, following could be the implementation options  Non – PPP Option: The project are implemented by the Government on EPC basis  PPP Options  Option 1: Design, Build, Finance, Operate and Transfer (DBFOT) of the entire project by a single Private Developer  Option 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)
  • 53.
    Implementation Options  Whetherproject 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
  • 54.
    Funding Options  ProjectDevelopment Activities  A separate fund may be created  To be recovered from viable projects along with additional fee  Rolling fund for further project development activities  Funding Support for PPP projects:  Viability Gap Funding  Multilateral/Bilateral loans by providing Centre government guarantees  Centre government guarantee for Long term Bonds of Project SPVs
  • 55.
    Funding Options  FundingSupport 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
  • 56.
    State: Maharashtra/Dadra-Nagar-Haveli (UT)/Gujarat Main Features Route length 546 km Maharashtra -176 km Dadra-Nagar-Haveli (UT) 6 km Gujarat -364 Km NHSRC is the nodal and implementing agency MUMBAI-AHMEDABAD High Speed Rail
  • 57.
    MUMBAI-AHMEDABAD : MainFeatures 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)
  • 58.
    MUMBAI-AHMEDABAD : MainFeatures Speed: The operation speed has been assumed to be 350kmph. The best travel times at this speed (without stops)1’52”. (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%
  • 59.
    Travelling Time andStopping Station Station Distance (KM) Travelling time and Stopping station Typical Rapid train Each Stop Train Mumbai (B.K.C.) 0 K 000 0:00 0:00 Thane 27 K 950 - 0:10 Virar 65 K 170 - 0:24 Boisar 104 K 260 - 0:39 Vapi 167 K 940 - 0:59 Bilimora 216 K 580 - 1:15 Surat 264 K 580 0:58 1:32 Bharuch 323 K 110 - 1:52 Vododara 397 K 060 1:32 2:14 Anand/Nadiad 447 K 380 - 2:32 Ahmedabad 500 K 190 1:59 2:50 Sabarmati 505 K 750 2:07 2:58 Stopping time at Surat, Vadodara and Ahmedabad : 2 Minutes Other Stations: 1 minute
  • 60.
    Train Operation Plan Year2023 2033 2043 2053 Train configuration 10 10 -16 16 16 Traffic volume (person/day/one- direction) 17,900 31,700 56,800 92,900 Number of trains (day/one-direction) 35 51 64 105 Numbers of trains (train/hour/one- direction) Peak hour Off peak Peak hour : about 3 Off peak: about 2 Peak hour : about 4 Off peak: about 3 Peak hour : about 6 Off peak: about 3 Peak hour : about 8 Off peak: about 6
  • 61.
    Structure arrangement Type ofStructure Length Share Embankment 313.0 Km 64.6 % Cut 8.9 Km 1.8 % Viaduct 122.5 Km 25.3 % Bridge 12.8 Km 2.6 % Tunnel 27.5 Km 5.7 % Total 484.7 Km 100.0 %
  • 62.
    Proposed main specificationfor rolling stockItems Main specifications Train Type EMU Train formation 10 Cars ( at the beginning), 16 Cars (future) Car body width 3.4 m Axel load 17 T or less Passenger capacity 10 Cars – 750 seats or more 16 Cars – 1200 seats or more Bogie Bolster –less type with air spring suspension system Propulsion system VVVF inverter control system Braking system Regenerative brake, Electric/Pneumatic blending brake
  • 63.
    Functions of Depotand Workshop Inspection Light maintenance Heavy maintenance Other Daily (48 Hrs) Regular (30 Hrs) Bogie (18 Hrs) General (36 Hrs) Special & Breakdown Thane Depot      Sabarmati Depot/Works hop       Maintenance facility plan depends on Rolling stock’s specifications and maintenance system.  Maintenance system consists of preventive and breakdown maintenance.  Depot and workshop will be constructed in Thane and Sabarmati.
  • 64.
    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.
  • 65.
    Project Cost :-Mumbai – Ahmedabad (Sabarmati)
  • 66.
    Project Cost :-Mumbai – Ahmedabad (Sabarmati) Project Cost per KM = 1,312 billion JPY/508.5 KM = 2.58 billion JPY/KM Project 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.
  • 67.
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  • 69.
     Revolutionary concept Lightweight construction  Articulated union between cars  Low floor coaches  Independent wheels  Aerodynamic design Speed: 130 km/h in tests  First commercial Talgo service in Spain  Aluminium construction  High comfort level for passengers  Open gangway between cars  On-board services and AC equipment  Talgo Maintenance services Speed: 120 km/h in comercial servicies  Guidance system  Automatic variable gauge system in ’69  Night and day services  Quality in manufacturing and maintenance (more than 45 years of commercial service) Speed: 200 km / h  Natural Tilting  Pneumatic suspension  Increased speed to 30% while maintaining a high level of comfort  Munich test bench: 500km / h. Speed: 220 km / h  Push-Pull Diesel Intercity train  Automatic variable gauge system in power heads  Multiple possible configurations  World Record in traction diesel 256 km / h Speed: 220 km / h  Very High Speed  Lowest energy consumption in HS  Lowest noise emissions in HS  Lowest weight in HS  Great interior space  Best in the world in accessibility Speed: 350 km/h  High Speed  100% Spanish Technology  First locomotive with variable gauge system  Dual voltage Speed : 260 km/h  High Speed  Interoperability  Change width  Low energy consumption  Low noise  Accessibility  T250: Dual Voltage  Hybrid: two diesel engines (1800, vel 220 km /h) Speed: 250 km / h  Low consumption  High capacity 3+2  Modularity  Flexibility  Use of recyclable materials  TSI European Standards Speed: 380 km / h 1942 TALGO I 1950 TALGO II 1968 TALGO III 1980 PENDULAR TRAIN 1998 TALGO XXI 2001 TALGO 350 TRAVCA TALGO 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
  • 70.
    Very High Speed HighSpeed Intercity Locomotives THEIR TRAINS PORTFOLIO
  • 71.
    PRINCIPLES OF TALGOTECHNOLOGY Lightweight construction Lower traction cost and higher acceleration Articulated union Guided axles Independent wheels Natural tilting Higher acceleration and increased safety Higher acceleration, increased safety and lower maintenance cost Increase comfort, decrease noise and track adaptability Higher speed on curves and higher confort
  • 72.
    LIGHTWEIGHT CONSTRUCTION • Lowertraction cost • Higher acceleration • Lower track interaction • Less aerodynamics drag •Higher passive security •Guidance facility • Lower maintenance and higher reliability ARTICULATED UNION BETWEEN CARS ADVANTAGES: ADVANTAGES: ADVANTAGES OF THEIR TRAINS
  • 73.
    GUIDED AXLES • Higheracceleration • Increased safety • Lower maintenance cost INDEPENDENT WHEELS ADVANTAGES: • Increases comfort • Decreases noise • High track adaptability ADVANTAGES OF THEIR TRAINS
  • 74.
    •Zero energy consumption •Maximumreliability due to its simplicity •Zero maintenance and manufacturing cost •Improved passenger comfort •No additional investment on infrastructure needed •Higher speed in curves NATURAL TILTING SYSTEM ADVANTAGES OF THEIR TRAINS
  • 75.
    CHANGE OF GAUGEWHILE MOVEMENT
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  • 78.
    VISIT OF TALGOMAINTENANCE DEPOT
  • 79.
    • This isa 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.
  • 81.
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  • 83.
    Derailment of Santiagode Compostela Train Crash - Spain
  • 84.
    Spain disaster: Trainjumps off the tracks on approach to north- western city of Santiago de Compostela Spain killing 80 Passengers In 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 ….
  • 85.
    We really needto do like this….
  • 86.
    We might havebeen doing like that
  • 88.