1. HIGH SPEED RAIL – CHALLENGES &
OPTIONS: INDIAN PERSPECTIVE
Rajesh Prasad, IRSE
High Speed Rail Corporation of India Ltd.
A subsidiary of RVNL

2. CONTENTS
I. Need of High Speed Rail in India
II. Key Issues, Challenges and Few experiences
III. Implementation Options

3. 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.

5. HIGH SPEED LINES IN EUROPE
Country
In service (Length)
Spain (Adif)
2,869 KM (1,783 miles)
Under
project/ Planned (Length)
construction (Length)
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)
Switzerland
Netherlands
35 KM (22 miles)
120 KM (75 miles)
72 KM (45 miles)
-
-
Portugal
-
-
1,006 KM (625 miles)
Sweden
Poland
Russia
Total 8.128 KM (5,051 miles)
3.525
miles)
KM
750 KM (466 miles)
712 KM (442 miles)
650 KM (404 miles)
(2,190 7,241 KM (4500 miles)

6. 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 mounting
• It has to generate enough resources for efficient maintenance
& replacements of assets on its own

7. WHY HSR IS REQUIRED IN INDIA ?

8. ENERGY EFFICIENCY
High Speed saves Energy Costs and reduces Greenhouse Gases
Plane
51.1
Private Car
29.9
Bus
18.3
Classic Train
17.6
High Speed
Railway
12.1
0
10
20
30
40
50
“Fuel equivalent grams” per passenger-kilometer
60

9. LAND REQUIREMENT
Land requirements are Smaller
A HSR-line allows more passengers than an six lane highway per hour
Elevated rail corridors reduce the hassle of Land Acquisition.
35 m

10. 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 Capacity = 7650 Passenger per
per 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.

11. 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 timeconsuming.
 Billions of man-hours are lost
with people stuck in traffic.
700
590
600
473
500
377
400
300
285
200
100
0
2001
2011
2021
2030
Urban Population in India (in Million)

12. INCREASING URBANIZATION
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).
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 1520%

13. DECONGESTION of Metropolitan cities
Tier II city
Tier I
Tier II
City
Tier I
City
Tier II
city
Tier I
City
Small towns and Tier II & III Cities

14. TRAVEL TIME ( Trigger for modal shift)
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.
Chandigarh
Airport
(city centre)
Delhi
Delhi Airport
(city centre)
Plane
.75 hr
1.25 hrs at Terminal + 1 hr Flying time
30 min
Total time: 3.5 hrs
Chandigarh
(city centre)
Delhi
(city centre)
Total time: 1 hr
High Speed
Railway

15. NEED FOR HSR IN INDIA
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
Economically as well environmentally, Rail based Transport
system is ideally suited for India.

16. 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.
100
90
80
70
Modal share
(%) Road
60
50
Modal share
(%) Railway
40
30
Modal share
(%) Airline
20
10
0
1950-51
1960-61
1970-71
1980-81
1990-91
1999-00
2000-01
2001-02
2002-03
2003-04
2004-05

17. IMPACT OF INTRODUCTION OF HSR
Introduction of
TGV service in
1981-83
 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.
Evolution of first Class rail traffic in France
Before and after opening of the first HSR line

19. PROJECTS WITH RVNL
Ministry of Railways has transferred 110 projects




Strengthening of Golden Quadrilateral and Diagonals
Provision of Port connectivity and corridors to hinterland
Kolkata Metro Rail
Workshops & Others
58 projects
34 projects
4 projects
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.

20. RVNL & HIGH SPEED RAIL
• Ministry of Railways has directed RVNL to form a SPV for
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.
• HSRC will undertake:
– project activities for Mumbai-Ahmedabad corridor such as
preparation of project related studies
– preparation of the technical standards for High Speed Rail
– providing support to Ministry of Railways and Government of
India in finalizing financial and implementation models.
– carry out similar activities for any other corridor decided by the
Government.

22. KEY ISSUES & CHALLENGES

23. KEY ISSUES & CHALLENGES
(7) Selection of
Technology
(6) Policy Framework
(1) Political Will
(2) Selection of
Project Corridor(s)
System
Integration
(3) Economic &
Financial Viability
(5) Land Acquisition
(4) Financing
HSR Project(s)
High Speed Rail
Development

24. (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 upgradation, Yamuna express-way

25. (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.

26. (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.

27. (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

28. (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

29. (6) POLICY FRAMEWORK
 Robust policy framework for:
 Seamless implementation of projects
 Assurance for attracting International investors
 Creation of National High Speed Rail Authority

30. (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

31. INTERNATIONAL CASE STUDIES

32. TGV, FRANCE
The rolling stock for the
TGV lines is procured
by SNCF and is funded
through lease
commitments
French Govt.
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
Access Charges
(for use of rail infrastructure)
SNCF - French
national rail operator
Réseau Ferré de France
(RFF) – State owned

33. IMPLEMENTATION OPTIONS

34. 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)

35. 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.

36. 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

37. 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

38. STATUS OF PREFEASIBILITY STUDIES
Project Corridors
Status of Prefeasibility Studies
Pune – Mumbai - Ahmedabad
Final Report submitted.
Delhi – Agra-Lucknow-VaranasiPatna
Final Report submitted.
Howrah –Haldia
Final Report submitted.
Hyderabad-Dornakal-VijaywadaChennai
Draft Final Report submitted.
Chennai-Bangalore-CoimbatoreThirvanantpuram
Draft Final Report submitted.
Delhi – Chandigarh - Amritsar
Consultant yet to be engaged
Delhi-Jaipur-Ajmer-Jodhpur
Consultant yet to be engaged

39. MUMBAI-AHMEDABAD
HIGH SPEED RAIL
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

40. 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)

41. 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%

43. INVESTMENT COST
• Construction - @ Rs.80 Cr per route Km ˜ Rs 800
Million/Km
• Estimated – Rs 45,000 Cr (year base 2009)
• Rolling stock – Rs 5000 Cr for 2021 HSR offer

44. TALGO MODEL

45. TALGO TECHNOLOGICAL DEVELOPMENTS






1942 TALGO I
Speed: 130 km/h in tests






1950 TALGO II
1968 TALGO III
2001 TALGO 350
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










Revolutionary concept
Lightweight construction
Articulated union between cars
Low floor coaches
Independent wheels
Aerodynamic design
TRAVCA
Speed : 260 km/h
 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
PASSENGERS COACHES
 Natural Tilting
 Pneumatic suspension
 Increased speed to 30% while maintaining a high
level of comfort
 Munich test bench: 500km / h.
Speed: 220 km / h
1980 PENDULAR TRAIN
Speed: 350 km/h
 High Speed
 100% Spanish Technology
 First locomotive with variable gauge
system
 Dual voltage
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
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
TALGO 250, 250 Hybrid
Speed: 160-220 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




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
1998 TALGO XXI
2012 NEW TALGO HIGH
SPEED PLATFORM “AVRIL”






Low consumption
High capacity 3+2
Modularity
Flexibility
Use of recyclable materials
TSI European Standards
Speed: 380 km / h

46. THEIR TRAINS PORTFOLIO
Very High Speed
High Speed
Intercity
Locomotives

47. PRINCIPLES OF TALGO TECHNOLOGY
Lightweight construction
Lower traction cost and higher acceleration
Articulated union
Higher acceleration and increased safety
Guided axles
Higher acceleration, increased safety and lower
maintenance cost
Independent wheels
Increase comfort, decrease noise and track
adaptability
Natural tilting
Higher speed on curves and higher confort

48. ADVANTAGES OF THEIR TRAINS
LIGHTWEIGHT CONSTRUCTION
ADVANTAGES:
• Lower traction cost
• Higher acceleration
ARTICULATED UNION BETWEEN CARS
ADVANTAGES:
• Lower track interaction
• Less aerodynamics drag
•Higher passive security
•Guidance facility
• Lower maintenance and
higher reliability

49. ADVANTAGES OF THEIR TRAINS
ADVANTAGES:
• Higher acceleration
• Increased safety
• Increases comfort
• Decreases noise
• Lower maintenance cost
• High track adaptability
GUIDED AXLES
INDEPENDENT WHEELS

50. ADVANTAGES OF THEIR TRAINS
NATURAL TILTING SYSTEM
•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

51. CHANGE OF GAUGE WHILE MOVEMENT

52. BASEL TO PARIS BY TGV TRAIN IN 2009

53. HIGH SPEED TRAIN BY SNCF FROM PARIS TO GARE DU
CREUSOT IN 2012

54. HIGH SPEED TRAVEL MADRID TO CORDOBA IN 2012

55. VISIT OF TALGO MAINTENANCE DEPOT IN 2012

56. SNCF WORKSHOP AT ROUBEN IN 2012

61. 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 as if
it had happened in India.

62. THANK YOU

63. 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
French State
Regional funding
RFF
SNCF
EU
Luxembourg
Switzerland
TGV Est
39%
24%
22%
2%
10%
4%
n/a
East Rhine Rhone
31%
29%
26%
4%
8%
n/a
3%
Concession model
► Rail operators pay an
access charge based on
their actual use of the
infrastructure
► Demand risk lies with
the concessionaire
Brittany loire
32%
35%
33%
n/a
n/a
n/a
n/a
Partnership contract
Forms of PPP
models
followed by
RFF to create
Infrastructure
►RFF pays a rental or
availability fee based on
the performance of the
private sector partner
► Demand risk remains
with RFF

64. HSL ZUID, NETHERLAND
Dutch govt –
6 D&C contractors
Substructure
Rail Systems
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
• 125 km line between the
Netherlands (Amsterdam)
and Belgium border
(Schiphol).
• This lines provides
connectivity of Amsterdam
to Brussels and Paris
Passenger
Transport
HSA
Network
Connections
One D&C
contractor

65. 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.
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
.

66. TAIWAN
• The link Taipei to
Kaohsiung - total length
of 345km.
• The project had a
construction value of
approximately US$18bn.
Taiwan Govt.
• 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
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.
Consortium led by
Kawasaki Heavy Industries
Procurement of Rolling
Stock
Taiwan High Speed Rail Corporation:
Alstom Transport SA of France and
Siemens AG of Germany