States: Maharashtra/Dadra-Nagar-Haveli (UT)/ GujaratLength: 640 Km double track Maharashtra: 328 Km Dadra-Nagar-Haveli: (UT) 5.5 Km Gujarat: 306.5 KmLength on Bank: 549 Km Length on Bridges: 72 KmLength in Tunnels: 19 KmNo of Road Over Bridges: 130 NosQuantity of Earthwork 76 millions cu.m

Tunnel between Lonavala and Karjat 18.3 KmMumbai HSR Trans Harbour Link bridge: 17.2 Km 3 Main Terminal Stations at Mumbai, Pune and Ahmedabad3 Intermediate Stations at Navi Mumbai Airport, Surat and Vadodara.2 Depots : Main Depot Geratpur (Ahmedabad) /Auxiliary Depot (Pune)

Salient Features

TRAFFIC FORECAST

PUNE-MUMBAI-AHMEDABAD

26.6 Million passengers per year in 2021

104 Million passengers per year in 2041

24.0 passengers – year 2021

AHMEDABAD

VADODARA

SURAT

PUNE

TRAVEL TIMES

Substantially shorter running times

Saving of 2/3 compared to existing running times

Gauge : 1676mm (Broad Gauge)

Speed : 350km/hr

Ruling Gradient : 3%

Radius of Curvature : 6425m

Axle Load : 17 ton

Track structure : Ballastless

Interoprability : Full with existing railway network

Standards of Construction

Signalling & Telecommunication• Signalling:

ETCS Level 2 with GSMR

• Telecommunications:

GSMR

• Operation Control Centre ( OCC)

One single OCC in Mumbai including Train Traffic Control and Sub-Stations Control

9

OVERHEAD CATENARY SYSTEM (O.C.S.)

O.C.S. 2x25 KV - Either French, German / Chinese Technology- 1 Messenger Bz 116mm²- 1 Contact wire Cu Mg150mm²- 1 Negative feeder Al Ac 288mm²- 1 Aerial earth conductor Al Ac 93mm²- Dropper cable Bz 12mm²- Maximum span 63m- Contact wire height 5.08m- Catenary encumbrance 1.40m- Maximum tension length 1400m- Sub-station every 50 to 70 km

Power Supply – 2 x 25 KV PS – 8 no Sub - Stations

ROLLING STOCK

– 1676 mm gauge Rolling Stock– 3300mm car body– EMU– Fleet size: 38 Trains sets in 2021

(Investment cost Rs 6783 Cr)

Alignment is generally away but within 13 km of existing track

Alignment closer to existing track near major cities No Level crossing 2 m high boundary wall on both sides Viaducts in urban areas along existing trackMinimum disturbances to existing infrastructures and private propertiesIntermediate stations in suburbs of the cities to avoid

costly works to reach city centres which do not provide sufficient traffic.

ALIGNMENT

Section Definition Entire route divided in 3 sections

Mumbai-Pune Section (Shedung to Pune) Mumbai Outer (Shedung to Virar) Mumbai-Ahmedabad (Virar to Ahmedabad)

Mumbai-Pune Section

Mumbai Outer Area

Mumbai-Ahmedabad Section

Mumbai-Pune Section

Mumbai Outer Area

Mumbai-Pune Section

Item DetailsTotal length in km 96.5

No. of tunnels 1

Length of tunnels (km) 18.3

No. of viaducts 1 (35m deep)

Length of viaducts (km) 15.09 (6.78 along existing track)

Relocation of houses/properties (km along alignment)

10

Radius of sharpest curve (m)

6425

Speed restriction No speed restriction

Mumbai Outer Area

Item DetailsTotal length in km 83.75

No. of tunnels 1

Length of tunnels (km) 0.785

No. of viaducts 1Length of viaducts (km) 7.83

Relocation of houses/properties (km along alignment) 1.25

Radius of sharpest curve (m) 5556

Speed restriction At 1 place


Item DetailsTotal length in km 423

No. of tunnels NIL

Length of tunnels (km) NIL

No. of viaducts 8Length of viaducts (km) 7.88 (2.2 along existing track)

Relocation of houses/properties (km along alignment) 6

Radius of sharpest curve (m) 5000

Speed restriction At 1 place

Mumbai-Pune Section (Khandala Tunnel)

Plan showing 3-alternatives

Perspective view of Khandala Hills

Longitudinal Profile along MP-1

Alt. MP-1

Alt. MP-2

Alt. MP-3

Lonawala Ex. Railway Station

18.3 km long tunnel

680

m o

ver

burd

en

SU-1

SU-2SU-2a

Description SU-1 SU-2 Part of SU2+SU2a

Length (excluding Links) 32.85 24.5 21.68

Length in tunnels (km) NIL 2.425 2.425

Length on viaducts (km) 17.24 17.24 16.57

Relocation of houses/properties (km along alignment)

3 9.8 3.1

Owner ship of Land of proposed Station Port trust Port trust

Indian Railway

Mumbai Connection- options

CONNEXION TO MUMBAI

Mumbai-Ahmedabad Section (Surat)

Plan showing alternatives at Surat

Alt.

MA

-1

Exi

stin

g R

ailw

ay L

ine

Alt.

MA

-2

DF

C P

ropo

sal

1

21

Surat HSR station2


Plan showing alternatives at Vadodara

Alt.

MA

-1a

2

3

4

1

Vadodara HSR station4

Exi

stin

g R

ailw

ay L

ine

DFC

Pro

posa

l

Padra

Alt.

MA

-1

Alt.

MA

-2Airport

– Maintenance Head Office in Navi Mumbai

– 3 main Track operational units

– 7 No track Maintenance Bases (80 kms interval)

– 2 Main Signalling/Telecom/OCS/PS Units

– 2 Depots for rolling stock : Main Depot Geratpur (Ahmedabad) /Auxiliary Depot (Pune)

– Approximately 330-340 staff

Infrastructures Maintenance

1 - INVESTMENT COST– Construction – Rs. 49075 Cr

– Rolling Stock - Rs. 6783 Cr for 2021

2 - OPERATION COSTS – Rs. 205 Cr, in year 2021

3 - MAINTENANCE COSTS– Rolling Stock - Rs. 145 Cr, in year 2021

– Infrastructure - Rs. 254 Cr, in year 2021

Cost Estimates

Items Amount (Rs Cr)

1- Civils (including Land and Environment)

27,243

2- Station 890

3- Systemsk 12,3274- Depots 5235- Project Management/ Risks 8,092

TOTAL 49,075

Break up of Construction Cost

44

16

12

25

1

2

Cost Breakup

Civil

Project Mgmt.

Land/ Environment

Systems

Depots

Station

– Does not encroach into wildlife sanctuaries and national parks

– Requires 2560 Ha land• Agriculture – 1926 Ha (75%)• Forest - 116 Ha (5%)• Barren - 262 Ha (10%)• Settlement - 51 Ha (2%)• Water Body - 205 Ha (8%)

– Compensatory reforestation for 97,632 trees

Environment Studies

– Reduction in Air Pollution• Carbon dioxide (CO2) - 257,300 Tonnes/Annum

• Carbon Mono oxide (CO) - 1,320 Tonnes / Annum

• Hydro Carbon (HC) - 154 Tonnes / Annum

• Nitrogen Oxide (NoX) - 354 Tonnes / Annum

• Particulate Matters (PM) - 24 Tonnes / Annum

– Noise Level at 15 m from centre line - 76.2 dBA

(75/70 for industrial, 50/40 for silence zone)

– Vibration - 80-85 VdB (60-65)

Environmental Cost– INR 292.3 Crore

Environment Studies (Contd..)

FARE PolicyFARE in 2021• 7Rs/Km (75% of the seats capacity)• 7 Rs/Km + 30% for 1st Class• 4.5 Rs/Km (25% of the seats capacity)• 25% extra charge for short trips (< 150 Km)

FARE evolution+ 4% /year + 5% every 5 years(over and above)

LAND revenues

Estimated LAND REVENUE Figures (in Rs crore)

Revenues 2021 2026 2031 2036 2040

Mumbai HSR station 267.4 561.1 805.6 1156.5 1544.5

Pune HSR station 36.6 76.8 110.2 158.2 211.3

Ahmedabad HSR station 63.4 133.0 190.9 274.1 366

Total Revenues 367.4 770.9 1106.7 1588.8 2121.8

Financial Analysis.

Key Financial Indicators:

Pre-Tax Project FIRR

11.42%

PPP Project StructuringThe Project Structures proposed under PPP mode are:

OPTION I - Design, Build, Finance, Operate and Transfer (DBFOT) of the entire project by a single Private Developer, who will be responsible for construction , operations and maintenance, thus there will be no interface risk and all revenue risk can be transferred to the private developer.

OPTION II - 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.

PPP Project Structuring (Contd.)

OPTION I

DBFOT of the entire project by a single Developer

key parameters

• Land provided by IR,• VGF - 17% of Project Cost,• Soft Loan - 20% of total Debt. • Equity IRR – 16%

PPP Project Structuring (Contd.)OPTION II

A. Build and Transfer of Civil Works

• VGF - 40 % of project Cost,

• Annual Grant - Rs. 2,700 crore,

• Soft Loan - 20% of total Debt.

• Equity IRR – 16%

B. Build, Operate and Transfer of Systems, Stations, Trains and Depots

• VGF - 17% of Project Cost,

• Revenue share - 53% of fare box collections

• Soft Loan - 20% of total Debt.

• Equity IRR – 16%

Socio Economic Analysis.

Pre-Tax Project EIRR

12.80%

Project is justifed due to following reasons :

Necessary to compete with road and air modes of transport

Stops the decline of the railway on the long distance transport segment

Provides an attractive transport offer in terms of reduced travel times and connectivity with the existing networks.

Despite the high investment cost it is financially and economically sustainable

Conclusion

Thanks

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