1. High Speed Rail in India Path ahead By A.K. Dutta, Director/Infrastructure, DFCCIL B. S. Bodh, GM/ Electrical, DFCCIL 1 DFCCIL

2. HSR In India WHY ? WHERE ? WHEN ? HOW ? 2DFCCIL

3. Critical initiatives 1. Planning policy √ 2. Route /OD identification √ 3. Finance ? 4. technology ? 3DFCCIL

4. Sustainability /viability Case studies  DMRC  Air port express Connectivity  Mega cities ---MDCK  Medium distance up to 700 km  Dispersed daily demand o User Affordability 4DFCCIL

5. Scenario World wide 5DFCCIL

6. Country In operation Under constructionPlannedTotal country China 457656572901 13134 Japan26643785833625 Spain2056176717025525 France189621026164722 Germany12853786702333 Italy92303951318 South Korea41200 USA36209001262 Turkey2355101679 2424 India00495 HIGH SPEED NETWORK -WORLD Source: UIC report Nov 2011; carbon foot print of high speed rail 6DFCCIL

7. HIGH SPEED LINES IN WORLD HIGH SPEED LINES IN WORLD Source: UIC report Nov 2011; carbon foot print of high speed rail 7DFCCIL

8. World's longest high-speed rail route Beijing to Guangzhou opened on December 26 2012 8DFCCIL

9. WHY? 9DFCCIL

10. Why HSR ? Why HSR ?  Speedy, reliable & affordable transport system as an alternative to air travel for distances 500-1500 km  Generate capacity more than air  As national pride; join international club of HSR network.  Modern age needs; transportation which are  Sustainable,  Energy efficient &  having low carbon emission 10DFCCIL

11. Why India needs HSR?  To boost Uniform development of the country  Impact on regional development  To create more business & job opportunities in tier II cities.  To minimize migration to megacities.  Encourage tourism industry.  To meet demand for fast and convenient travel due to growth in Economy. 11DFCCIL

12. Why Indian Railways should introduce HSR?  Saturated freight & passenger services.  Existing network (local, regional, mid-distance and long distance) has limited capacity to carry more traffic ; cater to growth in population and economy.  Higher speed trains will reduce line capacity for local and regional Express trains as well as for Freight trains.  Too many bottlenecks on existing routes to provide sustained high speed connectivity. 12DFCCIL

13. WHERE? 13DFCCIL

14. Selection of corridor  It is an important first step for any HSR project  Preferably radial from mega cities.  Demography: Population & its distribution  Demand  Environmental issues  Entries & exit issues to metros & other mega cities : critical for any HSR 14DFCCIL

15.  IR Vision 2020 document has identified following corridors  Delhi-Chandigarh-Amritsar (450km)  Pune-Mumbai-Ahmedabad (650km)  Delhi-Agra-Lucknow-Varanasi-Patna (991km)  Hyderabad-Dornakal-Vijawada-Chennai (664km)  Chennai-Bangalore-Coimbatore-TVC (649km)  Howrah-Haldia (135km) To be finalized based upon sound cost benefit and social impact analysis. To be finalized based upon sound cost benefit and social impact analysis. Selection of corridor 15DFCCIL

16. HSR likely projects in India High-Speed CorridorRouteSpeedLength (km)Further Extension East India Howrah - Haldia 250-300 135TBD North India Delhi - PatnaDelhi-Agra-Kanpur-Lucknow- Varanasi-Patna 200 - 350991Howrah Delhi - AmritsarDelhi-Chandigarh-Amritsar 450TBD Delhi - JodhpurDelhi-Jaipur-Ajmer-Jodhpur 591TBD South India Chennai - Bangalore - Trivandrum Chennai-Bangalore-Trivandrum350649 Hyderabad - ChennaiHyderabad-Dornakal-Vijayawada- Chennai 664Howrah(ViaVisa khapatnam) Thiruvananthapuram - Mangalore Thiruvananthapuram - Mangalore300585Udupi Bangalore - Mysore High-Speed Passenger Corridor [17] Bangalore - Mysore350110Not planned West India Pune - Mumbai - Ahmedabad High- Speed Passenger Corridor Pune-Mumbai-Ahmedabad300 - 350650Bangalore 16DFCCIL

17. HOW? 17DFCCIL

18. IR- Way forward IR- Way forward  To develop existing indentified routes for 160-200 kmph :up gradation possible.  New high speed network required for sustained higher speeds i.e. 300kmph and above.  Compete with air  Also serve mid distance cities, not practical with air.  Reduce carbon footprint 18DFCCIL

19.  Alignment- fencing, speed restriction, level crossing, trespassing  Track & bridge not designed for 200 kmph as yet.  Light weight high speed rolling stock design  Signaling improvements required  Power supply strengthening & improvements of OHE dynamics.  Better alternative for few routes like Delhi – Agra without much investment Up gradation of existing routes to160-200 kmph * In operation over German, UK, French & European Railways 19DFCCIL

20.  Elevated alignment preferred for India, no trespassing, no level crossing etc.  Least ROW required.  New design rolling stock  New cab signaling for speed guidance for next stop to driver.  High capacity traction power supply > 1.2 MVA/ RKM  New high speed OHE for minimum contact loss ratio. Creation of new routes for 300 plus kmph 20DFCCIL

21.  Terminals :  Terminals : easily accessible Connectivity :  Connectivity : Smooth transfer for the first & last mile via other rail/ road transport.  Track Alignment:  Track Alignment: elevated/surface  Track Gauge:  Track Gauge: BG/Standard How to achieve successful HSR? 21DFCCIL

22.  For minimum transit time, alignment should be as straight as possible.  Surface alignment requires fencing  Social obligation has impeded development of Delhi Agra route for 180-200 kmph couple of decades ago.  Elevated alignment preferred for India, no trespassing, no level crossing etc. leaving local community undisturbed.  Least land for ROW required. How to choose proper alignment 22DFCCIL

23. WHICH? 23DFCCIL

24.  Electric traction system ; 25 kV AT feeding system.  Signaling : Cab; for speed guidance of next stop to driver.  Rolling stock : light weight, new design / tilting bogies  Operation : Automatic train control system. Which technology? 24DFCCIL

25. Electric traction system  High adhesion requirements for sustained high speed.  Expected power density >1.2 MVA/Km.  Power required per train would be about 8- 15 MW.  From voltage drop, reliability & sustainability point of view, 25kV AT feeding system is only alternative. 25DFCCIL

26. Electric traction system  All countries worldwide are adopting 2 x25 kV system for their high speed & heavy haul systems.  OHE design to ensure minimum contact loss ratio, smooth OHE pantograph interaction.  Neutral section negotiability 26DFCCIL

27. To negotiate varying gradients & curvatures at high speed  To negotiate varying gradients & curvatures at high speed  System to be designed to ensure Passenger comfort & minimize  Energy consumption  Green house gas emission Energy Efficient System 27DFCCIL

28. TRAIN CODE TRAIN CONSIST ENERGY SOURCE MAX. SPEED (km/h) Consumptio n (kWh) AVERAGE SPEED (km/h) SPECIFIC ENERGY CONSUMPTI ON TGVRP+8T+PElectric3002639260.563.0 TGVMP+8T+PElectric3503143291.275.0 TGVXP+8T+PElectric5005221339.9123.1 GMGL4MElectric5002853396.5112.8 Energy Efficient System 28DFCCIL

29. Mode of travel Carbon foot print in Co2/pkm Road 151.6 gm High speed Rail 55 gm 11 ( 11 for SNCF having only 4.7 % coal generation, India 68 % Air 164.0 gm Carbon foot print Source : UIC carbon foot print of high sped rail. Nov 2011. Source : UIC carbon foot print of high sped rail. Nov 2011. 29DFCCIL

30. TERMINALS To be designed with a vision  Easy accessibility to people  Access & transit time significantly lower than air 30DFCCIL

31. Turin Porta High Speed New Terminal New HSR terminal opened in Turin porta nouva, Italy with metro & regional connectivity recently 31DFCCIL

32. SAFETY  Needs Higher standards  Accidents have severe impact & attract international criticism.  Lesson from high speed accidents  Germany : ICE : 200kmph  China: Hanchou : 350 kmph Reduced the train speeds temporarily on their HSR Revamped their internal safety organization; Especially trained internal qualified Safety Inspectors introduced. Appointed independent safety assessor to recommend safe operation of their high speed trains.. 32DFCCIL

33. ICE accident 33DFCCIL

34. Passenger comfort 34DFCCIL

35. WHEN? 35DFCCIL

36.  Long gestation project  Needs co operation from stakeholders & local govt.  Cost optimization in design construction and maintenance methodology required.  Favorable Land acquisition bill required. Implementation challenges 36DFCCIL

37. Commercial Challenge -Funding  WILL at all levels  Funding models to be finalized.  Model 1: Govt. as Financier, Developer, Owner, Operator  Model 2 : Operation only with private  Model 3 : PPP “: possible mix of public & private parties.  Model 4: Soft tied funding: World Bank/ ADB/Japan.  Model 5 : Based upon review of financial models being adopted for HSR/Heavy haul rail projects worldwide. 37DFCCIL

38. STEPS PRIOR TO CONSTRUCTION OF HIGH SPEED LINE  Feasibility studies  Preliminary project report  Administrative approval of the Govt  Corridor identification  Finalization of route choice  Clearance of various Ministries  Preliminary project design 38DFCCIL

39. CONCLUSIONS  HSR has a large latent demand in India & is superior for distance up to 1500 kms.  It is energy efficient, reliable, sustainable & low carbon emission alternative to air.  First section for HSR should be immediately taken up so as to formalize the parameters 39DFCCIL

40.  HSR project will need  Political vision  Full co operation from stakeholders, Govt. agencies,  Collective will & skill of people of India.  Sustainable funding solutions Hope to see HSR a reality in India by 1 st Feb 2023 (in 10 years) CONCLUSIONS 40DFCCIL

41. Acknowledgment  Special thanks to Shri A.A.Sahay, IRSEE-1958 batch  for his input to the paper  based upon his vast experience of over 50 plus years on IR & foreign railway systems DFCCIL41

42. Thanks for Your attention 42DFCCIL