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Fast Track to Realisation of High Speed Rail System in India A Multi-criteria Approach
Pravin Pradhan, Senior Executive Director Standards Electrical,Ganesh, Director Standards Electrical
Why there is no High Speed Rail (HSR) in India ?
What are ill effects of delay in decision making ?What are the drivers for HSR in India?
What have other countries done for HSR ?What is the Fast Track for HSR in India ?
Introduction Present Scenario of High Speed Trains Infrastructure Requirement of HSR Magnitude of Costs of HSR High Speed Rail as a System Energy Security Operating and Maintenance Cost of HSR Carbon Footprint of High Speed Rail
System Conclusion
Discussion on…
Transport system shall be “Harbinger Of Growth” of the growth of the economy in place of its “Derived Demand” .
Transport being an effective catalyst for economy has led to Transport Oriented Development (TOD) and so future Growth Centers.
SEZs have not brought desirable results – why ?
Fragile Energy Security of our country is the major drivers for energy efficient mode of public transport
Introduction …
Integrated Transport Policy 2001 of Planning Commission of India ◦ public funding for freight corridor ◦ public private partnership (PPP) mode of funding has
been considered for the High Speed Passenger Traffic corridor .
No PPP : because of the high infrastructure cost and longer gestation period.
Operation & maintenance (O&M) cost of passenger traffic is cross-subsidised from freight traffic –an impediment for attracting PPP.
Introduction …
UIC Findings:◦ Worldwide Revenue generation from fares
can’t recover the capital cost leaving few exceptions.
◦ Only O&M cost can be self funding.
◦ Proper planning and optimum use of trains & infrastructures : ensures the O&M costs of high speed trains less than that of existing trains running at 110-130 KMPH
Fragile Energy Security and Most Energy Crisis Scenario 2031-32
Introduction …
Transport Oriented Development (TOD) : Holistic view of HSR system -complimentary with other modes of transport can look for fortune in the bottom of pyramid.
Integrated Transport Policy of 2012 compares the economic and social costs of movement of per passenger per km -supports passenger traffic movement by HSR
Comparable O&M cost - a driver for aggressive fare structure –attracts road transport users with above 500 Km lead to shift to HSR and compels planners to invest public funds.
Public funding is the only Option -financially viable and the most logical.
If infrastructures is built with public funds , at later stage we can attract private funds for owning and O & M of more trains followed by building of infrastructure and O&M of high speed trains.
Introduction …
Present Scenario of High Speed Rails in India
Indian Railways is prepared for running trains at speed 160 kmph on existing infrastructure (NDLS-Mumbai and NDL-HWH) and with existing rolling stocks.
Can we classify train running at 160 kmph as High Speed Trains as per UIC standards ? Does it meet our requirements ?
For 200 kmph train running on existing track , majority of infrastructures are yet to be realised. These are : Preparedness of track ,bridges, OHE barricading of tracks cab signalling ,etc.
HSR on Existing Infrastucture
Problems of Running Mixed Speed Traffic:
◦ Differential speeds ranging from 75 kmph to 160 kmph (or 200 kmph) requires precedence , so frequent braking and acceleration.
◦ NDLS-Mumbai and NDL-HWH routes have utilisation even above 100%. Capacity utilisation on 62% of total BG sectional links is above 80%.
◦ Running high speed trains and freight trains on the same track will increase maintenance requirements of infrastructure , which adversely effect the section capacity and increase O & M costs.
◦ It is an energy inefficient propositions ,also.
HSR on Existing Infrastucture
Infrastructure Requirement for HSR
Infrastructure RequirementsParameter V= 200 kmph V= 300 kmph
Minimum Ideal Minimum Ideal
Curve Radius 2500 m 3500 m 5500 7000 m
Center to Center of lines 4m 3.8 m 4.5 m 5.0 m
Max. Cant 150 170 150 170
Max. Gradient with Passenger Traffic only
35mm/m 40mm/m 35mm/m 40mm/m
Track Super Structure : (Typical Ballasted track)Rail type: Usually 60kg/m, weldedType and number of ties: Concrete monobloc or bi-bloc, 1,666 per kmFastening types: Elastic, many typesTurnouts: Depending on the functionality of the line, they can have movable or fixed crossingsSignaling, communications and other equipment: above 200km/h, a full on-board signaling system
Rolling Stock Configuration :Train Set
Traction: Electrification: Single phase. :25kV, 50 or 60Hz or 15kV, 16 2/3Hz.
Infrastructure requirements for High speed trains and heavy haul freight trains are diverse.
Not recommended to have mixed operation and high speed trains require dedicated infrastructure.
Operating trains at high speed requires:◦ Special trains. : require “train sets” instead of conventional trains
(locomotive and cars), because of the power-to-weight ratio and various other technical reasons, such as aerodynamic conditions, reliability and safety.
◦ Special dedicated lines :Conventional lines, even with major upgrades, are unable to operate at more than 200-220km/h. The layout parameters, transverse sections, track quality, OHE and power supply, and special environmental conditions must be able to sustain high operational speeds.
◦ Special signalling system: In-cab signalling is absolutely necessary for high speed operation as Line side signals are no longer useable at more than 200km/h because they may not always be observed in time.
Diverse Requirements
Costs of High Speed Rails
Cost of a new HSR corridor depend on a large number of parameters , such as ◦ topography through which the corridor passes , ◦ length of elevated tracks , tunnels , OHE, Signalling Arrangement ◦ development of connections between stations and city centres,◦ type of rolling stocks ,etc. ◦ Consequently, detailed studies on traffic forecasting, costs and benefits
which examine all the positive and negative impacts of a project —including calculating the costs of doing nothing— are needed.
Average costs in Europe◦ Construction of 1 km of new high speed line €12-30M◦ Maintenance of 1 km of new high speed line €70,000 per year◦ Cost of a high speed train (350 places) €20-25M◦ Maintenance of a high speed train €1M per year (2€/km -
500,000km / train & year)
Costs of High Speed Rails
As per International Standards, the approximate cost of constructing a HSR corridor ( based on year 2008 ):
Costs of High Speed Rails
Item Cost in Million € per KM
Infrastructure ( Land , Station, maintenance facilities)
12
Track ( Formation ,tunnels, etc) 3.5Electrification 2.0Safety & Signaling 2.5Total 20Rolling Stocks 4 per coach or
80,000 Euro per seat.
Cost of Not Taking Decision◦ Social and environmental costs, -appear to be
intangible in nature, but have much higher costs, are neither being considered nor quantified.
◦ These costs favour HSR on electric traction, when compared with road, air and diesel traction .
Hence, HSR shall be considered as a system and a change in perception is required for deciding investment pattern.
Costs of High Speed Rails
High Speed Rail as a System
HSR comprises of the state of the art of many different elements:
Railway System : Railway Infrastructure ( civil engineering structures , tracks, OHE, Signaling system) , Rolling Stock ( appropriate technology, comfort), Train O & M , Railway Stations.
Decision Railway stations/terminals is to be based on – its locations, distance from city centers and its connectivity ,public transport interchange , cost & availability of the land ,issues with land acquisition ,growth of economy , ridership of various other modes of transport ,real state investment, etc.
HSR-a Very Complex System
Finance includes financial support from local bodies , state or central government , projected ridership, projected benefits to non-riders, such as congestion relief on other modes of transportation, cost of technology , quantification of benefits of sustainable development, etc., cost of maintaining status-quo ,i.e. not taking decision in favour of HSR.
Environmental Lobbies opposing land acquisition and deforestation shall be brought in favour of HSR by educating the public about the Carbon Footprint of various modes of transport . HSR as the cleanest mode of transport shall be accepted by everybody .
HSR-a Very Complex System
Take off depend how all the composite elements are considered and adapted. Factors to the considered in Indian context :
◦ TOD shall be part of regional planning & development◦ Integration with existing modes of transport for improving accessibility and
ridership,◦ Inter-operatability on existing lines to connect city centers or population
hubs,◦ Integrated Transport Policy deciding region specific breakeven distances
and optimal traffic flow for various potential/available modes of transport ,◦ geographical spread of the population and demographic changes , ◦ progressively high import bill of crude oil , ◦ excessive pressure on the economic centers◦ oversaturated trunk routes of Indian railways, ◦ Energy Security
High Speed System for India
Therefore, instead of considering High Speed Rail in isolation, it shall be considered as system ,i.e. instead of comparing of advantages & disadvantages of various modes of transport , a transport system shall be considered for maximising the benefits .
Energy SecurityProgressively Growing More
Fragile
Energy Security - a growing concern because India’s energy needs are growing with rising income levels and growing population.
India is one of the world’s fastest-growing economies. Between 2006 and 2010, India’s GDP has a CAGR of 8.2%, while global GDP has a CAGR of 4.5%.
Between 2006 and 2010, India’s primary energy consumption increased at a CAGR of 8.3%, from 381.4 MTOE to 524.2 MTOE.
Coal , oil and natural gas accounts for 52.9%, 29.6% and 10.6%, respectively, of the primary energy consumption.
Oil has been the most critical of all primary sources of energy sources as over the past few years , our dependence on imported oil has increased because of progressively increased gap between demand and stagnant domestic production , which has threatened nation’s Energy Security and affected Economic & Political sovereignty .
Problems
Dependence on Imported Crude
Disruption in crude oil supplies - a cause for concern for India. ◦ Middle East and North Africa, which supplies 60% of India’s oil requirements,
have witnessed high degree of geopolitical volatility in recent times. ◦ Triggered a drop in crude oil production resulting in increased crude oil prices
driving up inflation in India .
According to Goldman Sachs, the increase in oil price by US$10 per barrel could potentially slow India’s GDP growth by 0.4%.
In addition, the increase in oil prices results in fluctuations in foreign exchange reserves.
Recent depreciation of the rupee raised the cost of crude oil imports for India, which in turn has led to increase inflationary pressure on the economy.
Further , rising oil import raises our trade deficit.
External Factors
Notably, the import of crude oil and oil products rose from US$50.3 billion in FY06 to US$115.9 billion in FY11. Widening trade deficit may result in the paucity of foreign exchange reserves for the country to deploy in other critical infrastructure and social projects.
Acquisition of oil assets abroad is emerging as a competition, especially from China, in its quest to secure oil resources.
Aggressive acquisitions of oil assets by China Investment Corp., which has a corpus of around US$375 billion is a matter of concern.
Chinese companies are supported by diplomatic initiatives of Chinese Government-they offer to invest in social infrastructure projects and the provision of soft loans to oil rich countries .
GoI is also encouraging Indian companies to expand their overseas operations.
India’s overseas investments in oil and gas lag behind that of Chinese companies.
GoI Policy on Oil Asset Acquisition
While Indian companies view overseas projects as a commercial activity and mostly acquire assets based on returns, Chinese national oil companies are often ready to overpay for assets economics.
Indian companies currently follow a strategy to purchase additional assets in relatively safe countries. In contrast, Chinese companies are not averse to invest in unstable regions.
From January 2010 to September 2011, Indian companies acquired US$8 billion while Chinese companies acquired assets worth nearly US$47 billion.
About to lose control of our economy to country like China, which have been always threat to our sovereignty.
GoI Policy on Oil Asset Acquisition
Second largest commercial energy consumer is transport sector .
Within the road transport sector, the consumption of subsidized diesel by private vehicles has increased substantially; a trend that is further exacerbated by the price difference between petrol and diesel.
Prices of diesel are controlled primarily to keep a check on the cascading inflationary impact of higher freight and transportation charges on the prices of essential commodities.
Although this is a channel through which diesel prices affect the poor, the exact causal relationship between diesel price and inflation is yet to be quantified conclusively.
Share of Transport in Oil Consumption
Per-Capita Energy consumption (PEC) and Energy intensity in India
Decrease in energy intensity consistently from 1985-86 represents inappropriate use of energy or increase on non-productive share of energy . This trend has to be controlled with immediate effect in order to prevent worsening scenario of Energy Security.
During FY 08-11 , the cumulative subsidy borne by oil companies , GoI and upstream companies was ` 2,943 billion.
Liquid fuel consumption in the transport sector accounted for 35% (approx. ` 1030 billion) of our total petroleum products consumption.
This is tax payer’s money , half of it which could have been used to create approx. 500 km of High Speed Lines @ Euro 15 million per Km. ( UIC Report.)
Subsidy by GoI
Existing Foreign exchange rate of the currencies is in favour of a few developed countries , which makes dollar many times costlier in comparison with rupee .
Higher GDP drives higher demand of diesel – progressively increased dependence on imported fuel.
Creates further pressure on economy , by exporting our natural resources in order to achieve a reasonable Balance of Trade.
These all leads to the exploitation of our country.
Vicious Cycle
Existing Foreign exchange rate of the currencies is in favour of a few developed countries , which makes dollar many times costlier in comparison with rupee .
Creates further pressure on economy , by exporting our natural resources in order to achieve a reasonable Balance of Trade.
These all leads to the exploitation of our country. Energy security can be increased by reducing the need for imported
energy by substituting it with other forms of energy. Though this does not reduce the need for total energy, it reduces import dependence.
If the domestic substitutes increase dependence on one particular fuel, however, it can increase domestic supply risk. Conversely, if substitutes diversify the domestic energy mix, they can also reduce supply risk particularly if the substitutes are local renewable. Some important options include:
◦ Electrification of railways can replace diesel trains.With crude oil at US$70 a barrel, electric traction can be economically attractive on routes with lower traffic density than before.
◦ Such electrification can lead to the substitution of imported diesel with domestic coal.
◦ Use of Rapid Mass Transit System for Cities and HSR for Intercity Transport
Vicious Cycle
Key method for improving energy security in the transport sector is to reduce the overall demand for energy by the sector. Three key ways :
◦ Strategic decision to reduce dependence on imported oil by shifting to Electrical Mobility, i.e. HSR , Rapid Mass Transit System, Electric Buses, Electric Traction, etc.
◦ Improving the energy efficiency of individual transport modes.
◦ Modal shift away from transport modes with high energy consumption per passenger kilometer or per tonne kilometre.
◦ Reduction in the demand for transport.
Measures for Energy Security
Operating and Maintenance Cost of HSR
There is very high operating and maintenance ( O & M) cost of high speed trains.
Normally , we consider the specific energy consumption per seat or per tons. Energy cost is just one of the factors in O&M costs.
Department of Research, Training and Cientific Cooperation of UIC has a Study and Research group for economics and transport operation , which has carried out an detailed study on “Relationship between rail service operating direct costs and speed” .
This study reveals the fact that O&M cost of high speed is cheaper than train running at low speed 110-130 Kmph .
General Perception- Wrong ?
Cost Components for HSR O & M
Operating direct costs (Train movement cost)
1. Train ownership cost
Train repaymentCosts of own and external capitalTrain Insurance
2. Rolling stock maintenance and cleaning
Train maintenance fixed costsWorkshop variable costsWorkshop fixed costsWorkshop maintenance variable costCost of exterior and interior cleaning
3. EnergyTraction energyEnergy returned to the network(Negative)Auxiliary Energy
4. Operating personnel costs
Train operation personnelTrain Manning personnel
5. Marginal cost of infrastructure
Marginal cost of infrastructure Cost for station use
Cost Components for HSR O & MCommercial costs of customer services (not direct costs)
6. Distribution (sales) and access control
Distribution & sales ( Fixed Part)
Distribution & sales (variable part)
Agency commission (included in ticket price)
Access control
7. Passenger serviceTravel services (per passenger)
Travel services (variable part per train) Travel assistance
Travel Insurance
8. Advertising Advertising and promotion
9. General and structural expenses
General and structural expenses
10. Working capital costs bank and credit changes
Interest on working capital
Bank charges and loyalty cards
Cost Components for HSR O & M
Other costs for infrastructure use
11. Station and security charges
Station charge per passenger
Security charge
12. Infrastructure charges above marginal cost
Fixed access charge
Charge per passenger
Charge per seat-km
Charge for parking
Relationship among various Cost Components
Direct Operating Costs and Maximum and Average Speed
Direct Operating Costs and Lead
Direct Operating Costs and Turnaround Time
Carbon Footprint of High Speed Rail
System
Economy :External Costs
Energy Efficiency & Emission
Land Use
Conclusion
Holistic and Futuristic Nation Oriented Approach is required for planning of infrastructure in our country giving due weightage to important stake holders and actors.
High Sensitivity of GDP growth to oil price , which is out of control.
Most Energy Crisis Scenario by 2031-32 ,if we are not able to make our transport system 50% more efficient and winning back traffic to Railways.
Visionary like Dr A P J A Kalam has been advocating for Energy Security and Energy Independence since 2005.
Proper Demand Side Management and Energy Efficiency measures such as High Speed Rails and Commutor Trains on Electric Traction and more and more Electrification can save us from Energy Crisis Scenario of 2031-32 by reducing the requirement of oil import by 26%.
Conclusion
HSR system is to be considered in totality , investment on these projects is financially lucrative.
Planning of development of a region shall be Transport Oriented Development which strikes a balance among various available and future modes of transport.
Such integrated transport system for the region decides the optimum lead for various modes of transport, which will not only makes the fare affordable for the mass , but make it a sustainable development.
Public Funding is must to start with . O & M can be outsourced with optimum utilisation of assets and aggressive planning.
Only then PPP will follow.
Reduction in dependence on imported oil will save precious foreign exchange , which can be used for more productive work.
Conclusion
Questions …..?
Let’s pledge to make this earth a better place to
live.
THANKSTHANKS
THANKS
RDSO’s Report: 160 kmph
Report No. CT-20 Rev.1 on ‘Introduction of trains at speed upto 160 kmph on New Delhi-Howrah & New Delhi-Mumbai Central RoutesRecommendations : tracks, consisting of 60Kg/90UTS rails laid on PRC/ST sleepers with
1660/Km sleeper density and 300mm ballast cushion on routes having annual GMT of 5 OR more and 52 Kg/ 90 UTS rails on PRC/ST sleepers with 1540/Km sleeper density and 250mm ballast cushion on routes having annual GMT less than 5, maintained to C&M-1 Vol. I Standards - are fit for trains consisting of LHB coaches, hauled by WDP4 or WAP5 locomotives.
Certain requirements - to be fulfilled before introduction of these trains as recommended in this report .
Some of these requirements - as desirable or recommendatory shall also be achieved ,in a programmed manner , before introduction of additional trains .
Additional Requirements for
Running Trains at 200 kmph
Structural / aerodynamic design and bogie of WAP5 locomotive is fit for 225 kmph test speed and maximum service speed of 200 kmph with half-worn wheels.
Transmission system of the locomotive : required to
be changed
RB approved manufacturing of two WAP5 locos with modified transmission system at CLW in Feb 2009.
Upgradation of cattle guard
Issues related with Locomotive
◦ Detailed design and simulation studies done to develop simplified and superior suspension design using air springs. Specification for Air spring developed on basis of intensive simulations and discussions with manufacturers.
◦ Air spring at secondary stage and four coil springs at primary stage finalised, greatly simplifying the design from maintenance view point, beside reducing diversity and attendant problems of procurement and storage.
◦ Simulation studies carried out upto 225 kmph trial speed, results predict satisfactory ride.
◦ Prototype coaches manufactured by RCF have already undergone oscillation trials on run down main line standard track upto trial speed of 135 kmph with satisfactory results.
Issues related with Carriage
Contd…
◦ Oscillation trials with these prototypes are planned shortly upto test speed of 180 kmph in the first phase, for which CRS sanction has already been obtained. Speed certificate for trials upto 225 kmph is under process.
◦ Regarding brake system, coaches are fitted with axle mounted disc brake system having SGCI brake disc and composite brake pads having EBD of 1060 metre at 160 kmph speed.
◦ EP assisted brakes are planned which will reduce the EBD by 10% i.e. upto 950 metre at 160 kmph speed.
◦ At 200 kmph, EBD with EP assisted brake system, cast steel brake discs and sintered brake pads will be nearly 1500 metre. Trains can run only on routes with double distant signals.
◦ If the EBD is required to be less than 1080 metre, a magnetic track brake
is necessary to operate above speed of 180 kmph.
Issues related with Carriage ( contd..)
Technical know-how for assessing requirements for operation of trains at 200 kmph. is presently not available/ scantily available. - need to upgrade the knowledge for associated components e.g. turnout ,fastening, bridge, sleeper etc.
Key issues pertaining to track structure, track geometry, values of dynamic augment, track tolerances and assessment criteria for deciding the riding characteristics as satisfactory or otherwise.
Joint less track required.
Barricading of track which is essential for 160 kmph is mandatory.
Issues related with Tracks
Detailed study on Dynamic Analysis of existing bridges and tendency of Resonance phenomenon has to be done.
Design provisions for speed higher than 160 kmph speeds are required to be studied.
Issues related with Bridges
Presently, SEM does not incorporate signaling requirements for speeds above 160kmph. However, requirement of signaling for upgradation of existing system upto 200Kmph for high speed corridor on Indian Railways is given below-
• Requirement which are same as for speed upto 160kmph except TPWS.• Multiple aspect colour light signaling with two distant signals or automatic
signaling. • Electrical operation of points and means for locking both switches. • Electrical means for lock detection and independent switch detection by
signals.• The interlocking between signals and points by electrical or electronic
means (PI/RRI/EI). • Complete track circuiting of running lines. • Means for verifying complete arrival of train by provision of Block proving
by axle counter (BPAC), where automatic signaling is not provided.• Provision of Clamp lock on points.• Additional Requirement : Provision of Cab Signaling
Issues related with Signalling
Dynamics of the existing OHE , studied by Transmark Calculations indicates amplification co-efficient up to
250 kmph as 0.984, which is less than limiting value of 1.7 for reliable operation of service. - exiting OHE is suitable for running of trains of 225 kmph.
However, following precaution is proposed to ensure reliability of the operation-
• No cross type OHE• Use of BFB steady arm with 25 mm drop bracket• Adjustment of Presage of OHE to 100 mm for trials followed
by reduction to 50 mm for improved current collection.• Aims to use modular type OHE fittings
Issues related with Traction Installation
