HIGH SPEED RAIL – CHALLENGES & OPTIONS: INDIAN PERSPECTIVE Rajesh Prasad, IRSE Rajesh Prasad, IRSE High Speed Rail Corporation of India Ltd. High Speed Rail Corporation of India Ltd. A subsidiary of RVNL A subsidiary of RVNL
May 25, 2015
HIGH SPEED RAIL – CHALLENGES &
OPTIONS: INDIAN PERSPECTIVE
Rajesh Prasad, IRSERajesh Prasad, IRSE
High Speed Rail Corporation of India Ltd.High Speed Rail Corporation of India Ltd.
A subsidiary of RVNLA subsidiary of RVNL
CONTENTS
I. Need of High Speed Rail in India
II. Key Issues, Challenges and Few experiencesII. Key Issues, Challenges and Few experiences
III. Implementation Options
WHAT IS HIGH SPEED RAIL?
� As per UIC definition, trains running at speed of 200 kmph onupgraded track and 250 kmph or faster on new track are called HighSpeed Trains.
� These services may require separate, dedicated tracks and "sealed"� These services may require separate, dedicated tracks and "sealed"corridors in which grade crossings are eliminated through theconstruction of highway underpasses or overpasses.
Country In service (Length) Under project/
construction (Length)
Planned (Length)
Spain (Adif) 2,869 KM (1,783 miles) 2050 KM (1,274 miles) 238KM (148 miles)
France 2,036 KM (1,265 miles) 210 KM (130 miles) 2,616 KM (1,626 miles)
Germany 1,285 KM (798 miles) 378 KM (235 miles) 670 KM (416 miles)
Italy 923 KM (574 miles) - 395 KM (245 miles)
Turkey 538 KM (334 miles) 815 KM (50-6 miles) -
Belgium 209 KM (130 miles) - -
United Kingdom 113 KM (70 miles) - 204 KM (127 miles)
HIGH SPEED LINES IN EUROPE
United Kingdom 113 KM (70 miles) - 204 KM (127 miles)
Switzerland 35 KM (22 miles) 72 KM (45 miles) -
Netherlands 120 KM (75 miles) - -
Portugal - - 1,006 KM (625 miles)
Sweden - - 750 KM (466 miles)
Poland - - 712 KM (442 miles)
Russia - - 650 KM (404 miles)
Total 8.128 KM (5,051 miles) 3.525 KM (2,190
miles)
7,241 KM (4500 miles)
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 fuel cost mountingthough fuel cost mounting
• It has to generate enough resources for efficient maintenance & replacements of assets on its own
WHY HSR IS REQUIRED IN INDIA ?WHY HSR IS REQUIRED IN INDIA ?
ENERGY EFFICIENCY
High Speed saves Energy Costs and reduces Greenhouse Gases
Plane 51.1
29.9Private Car
0 10 20 30 40 50 60“Fuel equivalent grams” per passenger-kilometer
High Speed
Railway
Bus 18.3
17.6
12.1
Classic Train
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 4500 Cars per hour per direction
1000 Pax/Train 1.7 (Average) Passengers per car
Capacity = 12000 Passengers
per hour
Capacity = 7650 Passenger per
Hourper hour 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.
285
377
473
590
300
400
500
600
700
decade.
� Accessing jobs, education -becoming increasingly time-consuming.
� Billions of man-hours are lost with people stuck in traffic.
0
100
200
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
projects - 590 million by 2030 (40% of India’s total projected population).
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
Tier IITier IITier I
City
Tier II city
Tier I
City
Small towns and Tier II & III Cities
Tier I
City
Tier II
city
TRAVEL TIME ( Trigger for modal shift)
Delhi (city centre)
(city centre)Delhi AirportChandigarh
Airport
.75 hr 30 min1.25 hrs at Terminal + 1 hr Flying timePlane
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.
Total time: 3.5 hrs
Plane
Delhi (city centre)
Chandigarh(city centre)
Total time: 1 hr
High Speed
Railway
HSR is energy efficient and is less polluting than Road/Air travel.
Indian imports about 80% of its oil requirement. HSR will use indigenous energy resources like thermal/hydel/nuclear based energy
NEED FOR HSR IN INDIA
Economically as well environmentally, Rail based Transport
system is ideally suited for India.
70
80
90
100
Modal share
(%) Road
DECREASING MODAL SHARE
India became a decidedly road-dominant economy in the beginning of the eighties with the railways losing out in respect of both freight traffic and passenger traffic.
0
10
20
30
40
50
60
1950-51 1960-61 1970-71 1980-81 1990-91 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05
(%) Road
Modal share
(%) Railway
Modal share
(%) Airline
Introduction of TGV service in
1981-83 � Existing long distance rail services have difficultiesin 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.
IMPACT OF INTRODUCTION OF HSR
Evolution of first Class rail traffic in France
Before and after opening of the first HSR line
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.
PROJECTS WITH RVNL
�Ministry of Railways has transferred 110 projects� Strengthening of Golden Quadrilateral and Diagonals 58 projects
� Provision of Port connectivity and corridors to hinterland 34 projects
� Kolkata Metro Rail 4 projects
� Workshops & Others 14 projects
�Projects completed upto March’2013 36
�Projects yet to be sanctioned 03
�Project under implementation 71
�Total Cost of Project in hand ~ 45000 cr.
RVNL & HIGH SPEED RAIL
• Ministry of Railways has directed RVNL to form a SPV forimplementation of High Speed Rail projects.
• High Speed Rail Corporation of India Ltd. (HSRC)incorporated on 25th July, 2012 as a 100% subsidiary ofRVNL.
• HSRC will undertake:• HSRC will undertake:
– project activities for Mumbai-Ahmedabad corridor such aspreparation of project related studies
– preparation of the technical standards for High Speed Rail
– providing support to Ministry of Railways and Government ofIndia in finalizing financial and implementation models.
– carry out similar activities for any other corridor decided by theGovernment.
KEY ISSUES & CHALLENGESKEY ISSUES & CHALLENGES
KEY ISSUES & CHALLENGES
System
Integration
(1) Political Will
(3) Economic &
Financial Viability
(7) Selection of
Technology
(2) Selection of
Project Corridor(s)
(6) Policy Framework
(4) Financing
HSR Project(s)
(5) Land Acquisition
High Speed Rail
Development
(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 � 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 � 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.
The first opened in 1981
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
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.
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/aEU 10% 8% n/a
Luxembourg 4% n/a n/aSwitzerland n/a 3% n/aSwitzerland 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
HSL ZUID, NETHERLAND
Dutch govt –
6 D&C contractors
One D&C Network
Substructure
• 125 km line between the
Netherlands (Amsterdam)
and Belgium border
Infraspeed Consortium: Fluor Daniel BV, Koninklijke BAM/NBM AmstellandNV, Siemens Nederland NV, Siemens Transportation Systems, InnisfreeLimited and Charterhouse Project Equity Investment Limited30 years Concession on DBFM (PPP)
basis
HSA
One D&C
contractorRail Systems
Network
Connections
Passenger
Transport
and Belgium border
(Schiphol).
• This lines provides
connectivity of Amsterdam
to Brussels and Paris
HSL ZUID, NETHERLAND
The PPP did not include the transfer of any demand risk. Infraspeed is
remunerated on an availability basis, subject to deductions for unavailability of
the infrastructure.
The Dutch government finances:
� The substructure of the HSL
� The PPP infrastructure payments to Infraspeed
� These are partly financed by revenue from HSA Total costs: €7.2bn.� These are partly financed by revenue from HSA Total costs: €7.2bn.
The value of the PPP element of the project was approximately £1bn. The £1bn
project financing for the PPP includes:
� €605m syndicated term loan (comprised of two Senior loans with a term
of approximately 27 years)
� €119m subordinated debt bridge facility
� €15m working capital facility
.
TAIWAN• 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
• The link Taipei to Kaohsiung - total length
of 345km.• The project had a construction value of
approximately US$18bn.
Taiwan Govt.
10 % of yearly earnings to government for further HSR
Consortium led by
Kawasaki Heavy IndustriesTaiwan High Speed Rail Corporation:
Alstom Transport SA of France and
Siemens AG of Germany
Procurement of Rolling Procurement of Rolling
Stock
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.
IMPLEMENTATION OPTIONS
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� 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.Corporation of India as a subsidiary of RVNL.
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� 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� Contribution from State Governments
� Real Estate Development
STATUS OF PREFEASIBILITY STUDIES
Project Corridors Status of Prefeasibility Studies
Pune – Mumbai - Ahmedabad Final Report submitted.
Delhi – Agra-Lucknow-Varanasi-Patna
Final Report submitted.
Howrah –Haldia Final Report submitted.
Hyderabad-Dornakal-Vijaywada-Chennai
Draft Final Report submitted.
Chennai-Bangalore-Coimbatore-Thirvanantpuram
Draft Final Report submitted.
Delhi – Chandigarh - Amritsar Consultant yet to be engaged
Delhi-Jaipur-Ajmer-Jodhpur Consultant yet to be engaged
State: Maharashtra/Dadra-Nagar-Haveli (UT)/ Gujarat
Main Features
Route length 546 km
Maharashtra -176 km
MUMBAI-AHMEDABAD
HIGH SPEED RAIL
Maharashtra -176 kmDadra-Nagar-Haveli (UT) 6 kmGujarat -364 Km
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 theworldwide standard.
A 350 Km/h operation speed provides 12 minutes time savingsbetween Mumbai and Ahmedabad compared to a 300 Km/hspeed although energy consumption increases by 27%
INVESTMENT COST
• Construction - @ Rs.80 Cr per route Km ˜ Rs 800Million/Km
• Estimated – Rs 45,000 Cr (year base 2009)• Estimated – Rs 45,000 Cr (year base 2009)
• Rolling stock – Rs 5000 Cr for 2021 HSR offer
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
� 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
1942194219421942 TALGO I
1950195019501950 TALGO II
2001200120012001 TALGO 350
TRAVCA
� Seats and Night Couches � Tourist, 1st Class, 1st Class
TALGO TECHNOLOGICAL DEVELOPMENTS
� 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
� 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
1968196819681968 TALGO III
1980 1980 1980 1980 PENDULAR TRAIN
1998199819981998 TALGO XXI
TALGO 250, 250 Hybrid
2012 2012 2012 2012 NEW TALGO HIGH
SPEED PLATFORM “AVRIL”
PASSENGERS COACHES
� 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
Very High Speed
High Speed
THEIR TRAINS PORTFOLIO
Intercity
Locomotives
PRINCIPLES OF TALGO TECHNOLOGY
Lightweight construction Lower traction cost and higher acceleration
Articulated union Higher acceleration and increased safety
Guided axles
Independent wheels
Natural tilting
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
ADVANTAGES:
ADVANTAGES OF THEIR TRAINS
• Lower track interaction
• Less aerodynamics drag
•Higher passive security
•Guidance facility
• Lower maintenance and higher reliability
ARTICULATED UNION BETWEEN CARS
ADVANTAGES:
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
BASEL TO PARIS BY TGV TRAIN IN 2009
HIGH SPEED TRAIN BY SNCF FROM PARIS TO GARE DU
CREUSOT IN 2012
HIGH SPEED TRAVEL MADRID TO CORDOBA IN 2012
VISIT OF TALGO MAINTENANCE DEPOT IN 2012
SNCF WORKSHOP AT ROUBEN IN 2012
FOOT PLATE INSPECTION BETWEEN MADRID AND
CORDOBA IN HIGH SPEED TRAIN ON 05.06.12
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 thetrain is late by more than 5 min. In this case destination wasabout 5 kms and only 5 min was left to reach platform atdestination. European Rail Traffic Management System(ERTMS) is normally available for High Speed route to takecare of such eventuality. In this case it was about to becare of such eventuality. In this case it was about to beprovided in next few days. The conventional system AFSA byDymetronics was discontinued only few days back and thenew system ERTMS was not in place. The driver was underpressure to reach destination within the permitted time andTechnology was not there to check and control. It seems tobe Human Error with System Failure and gives a feeling as ifit had happened in India.
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