bullet train

1. 1
Mumbai Ahmadabad High Speed Rail Project

2. Rationale and Background
•The growing transport needs of the country requires construction of
High Speed Railway (HSR) in India.
•Any Railway System having speed potential in excess of 200 kmph
are considered as High Speed Railway.
•The MAHSR project started in 2012 with initial discussions between
Govt. of India and Govt. of Japan. Feasibility study undertaken by
Japanese consultants in December 2013 and report submitted in
July 2015. The project has been approved by Government of India vide
CCEA/31/2015 dated. 09.12.2015

3. Rationale and Background
•National High Speed Rail Corporation (NHSRCL), A Special Purpose
Vehicle under Ministry of Railways, Govt. of India was set up with
partnership of Govt of Maharashtra and Govt. Of Gujarat on 12th
February 2016.
•On 14th September 2017, Hon’ble Prime Minister of India, Shri
Narendra Modi and Hon’ble Prime Minister of Japan Shri Shinzo Abe
laid the foundation stone for first HSR project between Mumbai and
Ahmedabad.
•All out efforts are being made to complete the Project by 15th August
2022.

4. Sabarmati
Mumbai
Delhi
Sabarmati
Ahmedabad
Anand
Vadodara
Bharuch
Surat
Bilimora
Vapi
Boisar
Virar
Thane
Mumbai
Legend
Capital
Majorcities
* DNH: Dadra & Nagar Haveli
Gujarat
Maharashtra
Stations: 12 ( 8 in Gujarat
& 4 in Maharashtra)
All elevated except Mumbai
(underground)
Gujarat: 349.03 Km (8 districts)
DNH* : 4.30 Km (1 UT)
Maharashtra: 154.76 Km (3 districts)
Travel Time:
2.07 Hrs (limited Stops) 2.58 Hrs (all stops)
COST: 1,08000 CRORES
(including all escalation, Interest during Construction, taxes/duties)
Total Length: 508.09 Km
460.3 Km Viaducts (90.6%)
9.22 Km Bridges (1.8%)
25.87 Km Tunneling (5.1%)
(Longest Tunnel: 21 Km with 7 Km
undersea)
12.9 Km Cut/Fill (2.5%)
GAUGE: Standard 1435 mm
SPEED: 350 Km/h (design),
320 Km/h (operating)
GENERAL OVERVIEW OF PROJECT

5. SALIENT FEATURES: TECHNICAL
Project Component Description
Project Cost INR 1.08 Lakh Crores
Funding Agency JICA & MoR, and State
Governments (Maharashtra
and Gujarat)
Total Land Requirement 1415.75 Ha.
Total Length 508.17 km
Elevated Viaduct 469.53 km (9.22 kms Bridges)
Embankment (Cut/Fill) 12.9 Kms
Right of Way (ROW) 17.5 m
Tunnels 25.87 kms (8 Nos.)
Longest Tunnel 21 km (7.0 kms Undersea)
Tunnel Construction Technology TBM & NATM
Railway Crossings 25 locations
Maintenance Depots 7
Rolling Stock Depots 2 - Thane and Sabarmati.
Construction Yards At every 25 km
Track Gauge Standard (1,435 mm)
Maximum Design Speed 350 km/hr
Maximum Operation Speed 320 km/hr
Number of Lines Double Track
Distance between Track Centre 4.5 m
No
.
Stations Ch. (Km)
1 BKC,
Mumbai
0.000
2 Thane 27.950
3 Virar 65.170
4 Boisar 104.207
5 Vapi 167.940
6 Bilimora 216.580
7 Surat 264.580
8 Bharuch 323.110
9 Vadodara 397.060
10 Anand 447.380
11 Ahmedabad 500.190
12 Sabarmati 505.750
Travel Time :
2.07 Hrs (Limited Stops
2.58 Hrs (all stops)

6. • Reduction in travel time between Mumbai and Ahmedabad from 6.5
hrs to 2.5 hrs.
• High carrying capacity of about 750 passenger per train.
• Major connectivity boost to less developed areas, potential for
development of new production bases and townships along the
corridor.
• Boost to construction industry, technological enhancement of
Railways, long term infrastructure development.
• Creation of temporary and permanent employment.
• Decongestion of existing rail, road, and air traffic between Mumbai
and Ahmedabad
• Reduction in Green house gas emissions due to more efficient
transport option mode
Project Benefits

7. Key Alternatives chosen include:
• Route optimization and depot siting to avoid / minimize
environmentally and socially sensitive areas (such as forests and
mangroves, sanctuaries, hospitals, schools, densely populated
areas, etc.)
• Embankment option changed to Viaduct, thus substantially
reducing RoW and subsequent Land Acquisition requirement
• Elevated viaduct ensures continuity within spans, across the
alignment (LHS and RHS) without any physical severance for local
community as well as livestock
• Japanese Shinkansen technology chosen, which is one of the
most optimal among HSR, as regards noise emissions and energy
efficiency
Project Alternatives

8. SALIENT FEATURES: OPERATIONAL
TRAIN OPERATION PLAN (Source: Feasibility Study)
Year 2023 2033 2043 2053
Train Configuration 10 10/16 16 16
Number of Rakes 24 24 +11 44 71
Number of Trains
(per day/one-direction)
35 51 64 105
Train Capacity 750 750/1250 1250 1250
Traffic Volume (day/one direction) 17,900 31,700 56,800 92,900
Number of Trains
(per day/hour/one-direction)
Peak Hour: 3 4 6 8
Off peak: 2 3 3 6
Operational Control Centre: Sabarmati
Maintenance Depot/Workshop (Rolling Stock): Thane, Sabarmati 4

9. Inspection Light Maintenance Heavy Maintenance Others
(Period) Daily
(48 h)
Regular (30
days)
Bogie
(18 months)
General
(36 months)
Special &
Breakdown
Thane Depot √ √ √
Sabarmati Depot
& Workshop
√ √ √ √ √
• Power supply: 12 Traction substations, 2 Depot substations and 16
Distribution sub stations (12 Stations, 2 Depots & 2 Tunnel)
• OHE: 2X25 KV, Heavy Compound Catenary System
• Signalling: DS- ATC similar to Shinkansen
• Fitted with Disaster Prevention System for safe operation.
• State of the art High Speed Railway Training Institute at Vadodara
• Annual Energy requirements (Trains, Stations etc) -1100 million units 5
SALIENT FEATURES: MAINTENANCE
MAINTENANCE SCHEDULE

10. Shinkansen E7 Series JR East
X
Construction Methodology: Tunnel/ Via-duct Adopted
• Tunnel about 25-40 meters below ground
level,
• Elevated viaducts ensures continuity within
spans, across the alignment (LHS& RHS)
without any physical severance.
“THERE IS NO BIFURCATION OF
FOREST LAND”

11. Typical Cross Section in Tunnel & Via Duct

12. ALIGNMENT STUDY
•Minimum Radius (Horizontal): 6000m for 320 km/h
•Minimum Radius (Vertical): 25000m
•Over Head Clearance:7.7 m
•Maintainability of Asset
Technical
•Future Expansion to new area
•Connectivity with existing important places
•Development potential
Operational
•Location of station, River Bridges
•Minimum Disturbance to Forest & Wild Life
•Minimum Interference with existing structures i.e.
highway, metro, Location of Bridges
Obligatory
Points

13. Selecting 3
Most
Feasible
Options

14. ALIGNMENT OF
MAHASAMRIDHI
MARG

15. S.N. Alignment Alternative-1
(Tunnel)
Alternative -2
(Via Duct)
Alternative -3
(Along IR)
1 Proposed Terminal Bandra Kurla Complex
(Business Center)
Bandra Kurla Complex
(Business Center)
Lokmanya
Tilak (IR station)
2 Passenger
Connectivity
Connected With Metro
2B, Metro 3, Metro 8
(proposed), Airport
(Santacruz Chembur Link
Road)
Connected With
Metro 2B, Metro 8
(proposed), Airport
(Santacruz Chembur
Link Road)
Connected with
Lokmanya Tilak Station
of IR
3 Possibility of future
extension
Possible connection with
Pune, Nagpur
Possible connection
with Pune, Nagpur
Possible connection with
Pune, Nagpur
4 Development
Potential
Very High Due to
Integration with IFSC
Very High Due to
Integration with IFSC
Low, Since terminal is
heavily populated
Most Feasible Alignment: Operational Issues

16. S.
N.
Alignment Alternative-1
(Tunnel)
Alternative -2
(Via Duct)
Alternative -3
(Along IR)
1 Horizontal Curve Min 6000R Min 6000R Radius 1500 R
2 Vertical Curve 25000 m 25000 m 25000 m
3 Infringement with
Ex/ Pro Structure
Metro 5, Metro 4 Metro 2B, Metro 5, Metro 4,
Eastern Expressway, CSMT
Kalyan Line- 2 locations, Trans
Harbour 2 locations and other
flyovers
• 22 different
locations of Road
Over Bridges &
Foot Over Bridge
4 Speed Potential Speed Potential: 320
km/h
Speed Potential: 320 km/h Speed Potential: 110
km/h
Most Feasible Alignment: Technical Aspects

17. S.N. Alignment Alternative-1
(Tunnel)
Alternative -2
(Via Duct)
Alternative -3
(Along IR)
1 Wild Life Alignment Passes
through ESZ and PA of
TCFS, ESZ of SGNP &
TWLS. The alignment
also touches PA 0f TWLS
(0.11 Ha). The
construction is proposed
as under ground tunnel
in TCFS, thus minimal
impact on wild life.
Alignment Passes
through ESZ and PA of
TCFS, ESZ of SGNP &
TWLS. The alignment
also touches PA of
TWLS (0.11 Ha).
Alignment Passes
over existing
alignment of IR thus
completely avoiding
the TCFS.
2 Wildlife The alignment is along existing PWD road while passing through ESZ of
TWLS & SGNP.A wildlife overpass & underpass will also be provided, as
per suggestion of NBWL, to bridge lost connectivity of SGNP & TWLS.
3 Forest The alignment passes through Reserved Forest, Protected Forest, Private
Forest etc. at various locations.
Most Feasible Alignment: Obligatory Points

18. Finalization of Alignment
• A detailed study of 3 alternatives has been done
during feasibility study by dedicated team of
Engineers and Technicians of NHSRCL & Japanese
Consultants.
• Minimum use of forest land, minimal disturbance to
wild life and human habitation were considered.

19. FINALIZED
ALIGNMENT
Alt-2 & 3
(Viaduct/ IR)
Alt-1 (Tunnel)

20. MAHSR Alignment in Thane District – Ch: 7.043 to Ch: 46.700 (39.657 Km)

21. MAHSR Alignment in Palghar District – Ch:46.700 to CH:155.642 (108.942 Km)

22. Thanks….
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