KHSRC Pre Feasibility Report

l FmWv AXnthK sdbn?
aWnqdn 200 Intemaodntesd thKn kcnmhp sdbnth kwhn[m\ amWv

AXnthK sdbn. \psS cmPyv km[mcW s{Sbn\pI ]camh[n 150 Intemao hsc
thKnemWv kcnpXv . ZoLZqc XohnIfn Npcpw Nneham{XamWv Cu
thKntemSpXv. km[mcWbmbn 80 apX 100 Intemao hsc thKXbnemWv an
XohnIfptamSpXv. AXym[p\nI kmtXnI hnZybpsS ]n_etmsS cq]Iev]\
sNbvXnpff AXnthK sdbn, bm{Xmkabw KWyambn IpdbvpXn\p]pdsa kpcIvjnXhpw
kpJ{]Zhpamb bm{X Ddp \Ip-p.
l AXnthK sdbn Aev]w Ncn{Xw
temInse BZy AXnthK sdbn {]h\aambXv 1964 Pm\nemWv. tSmtIym
apX Hkm hscbpff 515 Intemao. Fm imkv{XkmtXnI cwKfnepmb h
IpXnp Nmw AXnthK sdbnens Imcynepw hn]vfhIcamb amfpmn. Pm\p ]pdsa
{^mkv, Pa\n, bp.sI, Cen, kvs]bn, sImdnb, ssXhm, ssN\ XpSn \nch[n cmPyfn
eWn\p bm{XnI Cv AXnthK sdbnens\ B{ibnpp. {^mknse AXnthK
sdbn kwhn[m\amb Sn.hn.Pn. tcJ-s-Sp-nb aWnqdn 574.8 IntemaodmWv AXnthK
sdbnense dntmUv thKw. aWnqdn 400 Intemaodne[nIw thKntemSp AXnthK
s{Sbn\pI Cv km[mcWamWv.
l Fv s Im- v AXnthK sdbn ?
AXymhiyambn Hcp esWsan hnam\n t]mbm t]msc F
kwibapmIpI kz`mhnIamWv. Fm Fm efnepw hnam\mhfsa Bibw
{]mtbmKnIa. {]tXyInv `qhnkvXrXnbnepw `qD]tbmKnepw Htsd {]mtbmKnI ISIfpff,
P\km{XIqSnb tIcfw t]mepff efn . AXpt]mse tdmUv amtKW kcnptm,
tdmUns KpW\nehmcw, KXmKXns km{X t]mepff \nch[n LSI bm{Xm kabw
IqSpXn\v ImcWamIpp. hnp hcp tdmU]ISfpw tdmUv amKapff ZoLZqc bm{X
HgnhmpXn\pff t{]cI LSIamWv. Ccw {]iv\pff Ghpw \ DcamWv
AXnthKsdbn. Xncph\]pcv \nv FdWmIpftbvv s{Sbn aptJ\ t\ct \mev
apX AcaWnqhsc kabsaSpncpsn P\iXm_vZnt]mse IpdpIqSn thKapff
Xohn kkohv XpSnbtXmsS bm{Xmkabw tIhew aqpaWnqdmbn NpcpnbXv \psS
ap]nepv. AXnthK sdbn hcp-tm CXv shdpw apm aWnq am{XamIpw. AXn-thK
sdbn {ItaW km[m-c-W-mv thK-n k-cn-p--Xn-\p kwhn-[m-\-ambn amdpsav
Dd-m-Wv. Hcp AXn-thK sdbn-en\v Fv sse tdmUn km-cn-m-hp--b{X bm{Xn-Iv KXm-K-
X-ku-I-cy-sam-cp-m Ign-bpw. Fv sse {Sm^n-p Hcp tdmUv \nm-W-n\v icm-icn 80
apX 100 ao hsc hoXn-bn `qan Bh-iy-ambn hcp-tm AXn-thK sdbn-en\v tIhew 20 ao
hoXn-bn am{Xw `qan- aXn-bm-Ipw.
-1-
l AXnthK sdbn kpcnXamtWm ?
Ghpw B[p\nIamb kmtXnI kwhn[m\amWv AXn-thK sdbnen D]tbmKnpXv.
s{Sbn\pIfpsS bm{X, knenwKv kwhn[m\ Iyq \nb{nXamWv. 1964 Pm\n BZy
AXnthK sdbn Bcw`ntijw Pm\nepw, bqtdmnepw Imcyamb Hc]IShpw Dmbnn.
XmcXtay\ henb Hc]ISw DmbXv ssN\bn am{XamWv. tdmU]ISn {]Xnhjw 5,000
tmfw Poh\pI s]menbp tIcfn AXoh kpcbp Hcp bm{Xm _ZemIm
AXnthKsdbnen\p Ignbpw.
l C\ Du aX F{Xtmfap- v ?
CXc KXmKX amKsf At]nv AXn-thK sdbn D]tbmKnp C\ntbpw
Duntbpw Afhv KWyambnpdhmWv. Ghpw ]cnnXn kulyZambnpff Hcp
]XnbmWv AXnthK sdbn. hnam\ tdmUv KXmKXhpambn Xnpt\mptm Im_
hnIncWw Xptemw XpamWv. s]t{SmUok t]mse CdpaXnmbn [mcmfw hntZi\mWyw
thnhcp C\fpsS D]tbmKw hensbmcfhphsc Ipdbvm AXnthK sdbn m]np
XneqsS Ignbpw. hensbmcfhphsc Ipdm AXnthK sdbn m]np XneqsS Ignbpw.
l Fv sIm- v tIcfw ?
Xncph\]pcw apX ImkdtKmUv hsc \ofp GXmv 560 Iotemao ssZLyapff
kwm\amWv tIcfw. XzcnXthK-n \Sp hcp \KchXvcWw, {Kmafpw \Kcfpw
Xnepff Acw IpdpsImphcpp. cmPyv Ghpw IqSpX bm{X sNp P\fpff
efn HmWv tIcfw. \nehn s{Sbn, tdmUv amKsfbmWv Gsdtcpw B{ibnpXv.
{]Xnhjw kwm\s hml\fpsS Fw 12 iXam\w Iv hfcpIbmWv. \nehn aqv
hnam\mhfapsnepw AXv kwm\n\Is bm{Xbvv Gsd {]tbmP\sSpn.
CXpImcWw tdmUv, sdbn bm{Xbvpff Xncv A\pZn\w s]cpIpIbmWv. kwm\s
ag IqSpXepff Imemhbn Ghpw anI coXn- b n \nn tdmUpI t]mepw
s]mnsmfnbpp. CXpImcWw hml\m]IShpw AXpaqeapff acWhpw hnp hcpp. Cu
]men ZoL{lkz Zqcbm{Xn Iv kpcnXhpw thKnepapff bm{Xbvpff
Ghpw \ _Z AXnthK sdbnemWv.
l FvsIm-v \nehnse sdbn D]tbmKnpIqSm ?
AXnthK sdbnens\n ]dbptm kzm`mhnIambn Dbcp kwibamWv Fv
sImv \nehnse sdbnth kwhn[m\n AXnthK XohnI HmSnpIqSm Fv Ctmgpff
sdbnth {SmpI ]camh[n 150 Intemao hsc thKn Xoh-n-Iv kcnm
Ignbhn[w m]nXambXmWv. Fm s{Sbn\pIfpsS Fw s]cpInbtXmsS \nehnse
{SmpIfn ]camh[n thKn bm{X sNbvXmt]mepw t{ImknwKv, knKv\enwKv Fnh
{IaoIcntXpaqew bm{Xbvv IqSpX kabsaSptnhcpp. s{Sbn\pI sshIn
HmSpI FXv \s kw_-n-n-St- mfw Hcp km[mcW kw`hambnoncnpp. CybpsS
sdbnth `q]Sn GsSp ]XnI ]qoIcnm Xs ccew tImSnbncw
cq] BhiyamWv. F{X apKW\ Innbmepw 2050HmsS am{Xta tIcfnse sdbnth
kwhn[m\w ]qWambpw Imcyaamm Ignbq. CXn\p ]pdsa \nehnepff sdbnth
ebn\pI AXnthK Xohn\pkrXambn ]pXpnWnbpI {]mtbmKna. cnepw hyXykvX
kmtXnI hnZybmWv D]tbmKnpXv FXp Xs ImcWw. IqSmsX \ne-hn-ep sdbn
-2-
]mXbn ]e--e--fnepw hh-f-hp-I-fp-v. CXpw Cu ]mX-bneqsS AXn-thK sdbn HmSn-p--
Xn-\v X-SamWv.
l AXnthK sdbn sImpff {]tbmP\w
AXnthK sdbn sImv tIcfns\mWv {]tbmP\sa tNmZyw
Dbcppv. kwm\nsd ka{K hfbvv \nehnse KXmKX kuIcy Xosc
A]cym]vXamWv bm{XnIcpw, hmWnPy hyhkmb taJeIfnepffhcpw Cv KXmKX kuIcyfnse
]cnanXnaqew _pnappp. kwm\s \KchXv cWw \nb{nXamb coXnbn
XzcnXsSpm AXnthK sdbn klmbnpw. sdbnth ISpt]mIp efn
sF.Sn.bpw av hyhkmb kwcw`fpw Bcw`npXn\pw, CXc tkh\taJeIfptSbpw hnt\mZ
kmctaJebptSbpw ka{K hnIk\w Ddp hcppXn\pw km[n-pw. CtXmsSmw ImjnI
]mccy taJeIfnse DXv]v henb hn]W\ kmyXIfpw Xpdv Inpw. Zqcefn
]WnsbSpv aSphv ]Xn Gsd {]tbmP\w sNpw.
l AXnthK sdbn tIcfw Fns\ ?
Xncph\]pcw apX sImnhscbpw, sImn apX awKem]pcw hscbpw cv
Lfmbn ]Xn \Smm\mWv DtinpXv. BsI 560 Intem aodmbncnpw ssZLyw.
CXn tIc-f-n Imk-dtKmUv hsc 526.8 Intem-ao--dmWv Zqcw.
l AXnthK sdbn tIcfw kmtXnIhnhcw
km[mcW sdbnthbvpff ]mf-fpsS AtX hoXnbnepff mtUv sKbnPv
Bbncnpw AXnthK sdbnen\pthn m]npI. Htcm s{Sbn-\nepw Fv tImpI
hoXapmIpw. 3.4 ao hoXnbpff Fb IojUv tImpIfn ^v mv, _nkn\kv
mpIfpmIpw. ]camh[n 350 Intemaombncnpw thKw. icm-icn thKw 300 Intem-ao--dm-bn-cn-
pw.
l C\w
hnZyp--n-bmWv AXn-thK sdbn-en-\mbn D]-tbm-Kn-p C\w.
l bm{Xmkabw tmpI
Xncph\]pcw apX awKem]pcwhsc \nnjvS AXnthK sdbnens bm{X
kabw 156 an\nmWv. AXmbXv cv aWnqdpw apnbmdv an\npw. Xncph\]pcn\pw
awKem]pcn\panSbn Ggv tj-\pIfpmIpw. tmpIfpw Xncph\]pcv \npff
bm{Xmkabhpw, sImw 15 an\nv, tImbw 37 an\nv, sImn 53 an\nv, Xrq 72 an\nv,
tImgntmSv 98 an\nv, Iq119 an\nv, ImkdtKmUv142 an\nv, awKem]pcw PwKvj 156
an\nv. cmw L-n sN-qcpw Xncqcpw tj-\p-I Dm-Ipw. Hcp tj\n cv an\nv
hoXambncnpw tmv. icmicn 300 Intemao thKn kcnmsep kabamWv apIfn
sImSpnpffXv.
l AXnthKsdbn m]np coXn
`qanbnepw, `qK`nepw, Dbn sIp XqWpIfnepambnmIpw AXnthK
sdbn m]npI. CXn 300 Intemaotdmfw `qcw XqWpIv apIfn IqSnbpw, 130
-3-
Intemaotdmfw `qK`nepw (S-W) _mn km[mcW sdbnt]mse `qanv apIfnepambncnpw.
GXmv ]Xnt\gv Intemaotdmfw `qcw Pemibpw ]pg Ipw apIfnep ]me--fn-
eqsSbmhpw sdbn ISp t]mIpI. icm-icn 20 ao hoXn-bn CXn-\mbn `qan Bhiyw hcpw.
l AXnthK sdbn bm{Xm\ncpI
AXnthK sdbnen cv mkpIfmWv koIcnpI. _nkn\kv mkpw ^v mkpw
_nkn\kv mkns \ncv iXm_v Z n s{Sbn\pIfnse FIv k nIyqohv mkns Hc
Ccnbmbncnpw. ^v mkv NmPv _nkn\kv mkns Ccnbpw.
l `qK]mX \nanXnIv tISp]mSp- m ptam ?
AXnthKsdbn XpcneqsS ISp t]mIptm apIfnepff \nanXnIv
tISp]mSpmptam F Bi Nne tI{ Dbnppv. Ghpw \qX\amb
ktXap]tbmKnv \nanp SWepI `qIstmepw {]Xntcm[nm Ignb
hn[amWv cq]-I\ sNp-I. `qK` SWeneqsS s{Sbn ISpt]mIptm AXns
{]I\w t]mepw ]pdv A\p`hsSn. A{X I\apff `nnItfmsSbmbncnpw Xpc
\namWw.
l Bhiyw hcp `qan
km-ssev kt-{]-Imcw cv Ln\pambn GI-tZiw 794 slIvS `qanbmWv {]m-Y-
anI \nK-a-\-{]-Imcw Bhiyambn hcnI. Xncph\]pcw apX sImnhscbpff BZyLn\v
242 Dw sImn ImkdtKmUv cmwLn\v 552 Dw sl. 6306 Fw kzImcy`qantbbpw
\nanXnItfbpamWv ]Xn _m[npI. tj\pIv icmicn 20 slIvS eamWv
BhiyambnhcnI. UntmIqSn DsSp Xncph\]pcw tj\v Dtiw 54 sl `qan
thnhcpw. ]Xn ]qnbmbngnm ]mXbvncphihpambn XqWp-I m]n-n-cn-
pXv HgnsIbpff ew DSav hyh--Iv hnt[-b-ambn Xncnp\Ipw. tdmUv
hnIk\nteXpt]mse `mhn hnIk\n\v A[nIew AXnthK sdbnen\v Bhiyan.
l `qan GsSp Fns\ ?
tZiob]mX hnIk\n\v etasSpptm \Inhcp AtX ]cnjvIcn
]mtPmWv AXnthK sdbnens esaSpn\pw ]p\c[nhmkn\pw \SmpI. UntmI
Ignm XqWpI \nm Bhiyamb ew am{Xta GsSpq. DSav Db
\jvS]cnlmcn\p]pdsa ]p\c[nhmkn\v Bhiyamb `qanbpw \Ipw. ItmfhnebpsS
ASnm\n s\tKmtjysUv ]tkn\pff \ntihpw ]cnKW\bnepv. AXnthK
sdbnen\v Bhiyamb `qan GsSpptm ew \tInhcphpff ]mtPn\mbn
{]tXyI \nba \namWhpw ]cnKW\bnepv. ]c-am-h[n s\tKmkntb-j\ - n-eqsS Bbn-cnpw `qan
Gs-Sp-p-I. `qan ZoL-Ime ]m-nsSp-m-\p \nt-i-hpw Bh-iy-sa-n ]cn-K-Wnpw.
l ]p\-c-[n-hmkw
km-cns ]pXnb \b-a-\p-k-cnv hmk-kvY-ew hnp-sIm-Sp-tn hcp--hv 100 iX-
am\w ]p\-c-[n-hmkw Dd-mWv.
l ]XnbpsS sNehv, t{kmXv
-4-
]XnbpsS samw sNehv 1.18 ew tImSn cq]bmWv. CXn\mhiyamb XpI Ipd
]eni \ncn hmbv]bmbn e`yampw. temIsamSpw AXnthK sdbn ]Xnv kmnI
klmbhpw hmbv]bpw e`yamm Hpan Acmjv{S kmnI m]\fpw Xmdmbnpv.
Ipd ]enibpw IqSpX XncnShv Imehpw Cu hmbv]IfpsS khntijXbmWv.
l ]Xn]qnbmIm F{XImesaSppw ?
]Wn XpSngnm Xncph\]pcw apX sImnhscbpff Lw Bdphj
n\Iw ]qnbmIpw. XpSv tImgntmSphsc ASp Hcp hjn\Ihpw awKem]pcw
hsc AXn\Sp hjhpw ]qnbmIpw. 2014 ]Xn Bcw`nm Ignm 2022HmsS
]qWambpw Ioj sNm Ignbpw.
l Ncv \o-n\v AXn-thK sdbn klm-b-I-
amtWm ?
km[m-cW KpUvkv s{Sbn-\p-I-fn sImp-t]m-Ip Af-hn Ncv km[-\- AXn-
thK sdbnen sImp-t]m-hpI kmy-a- .- bm{Xm-_m-Kp-Iv ]pdta sN-dnb ]mgvke- p-I, Ip-
I Fnh am{Xta sImp-t]m-Im Ign-bq. Fm AXn-thK sdbn hcp-tm ZoL-Zqc
tdmUv KXm-K-X-n-ep-m-Ip Ipdhv tdmUv amtKWbp Ncv \ow kpK-a-am-pw. A\y
kwm-\--fn \npw amp-sa-p Ncv temdn-I tZiob ]mX-bnse Xnc-p-aqew cm{Xn-Im-
e--fn am{X-ambn bm{X ]cn-an-X-s-Sp-p Ah CsXmsS amdpw. Ahiy km[-\--fp-sS
\ow, e`yX Fnh hn-p--Xn\v CXv kmlm-b-I-am-Ipw.
\ne-hn-ep tdmUv KXm-K-X-n-\p _Z-emtWm
l
AXn-thK sdbn ?
tdmUv amtK-W-bp bm{Xm-amK-n-\p ]qW_Z-e AXn-thK sdbn. \ne-hn
ZoL-Zq-c-bm-{X-bvp hml\-fpsS s]cpw ImcWw lrkz-Zq-c-bm-{X-mp-m-Ip _pn-
apv hen-sbm-c-f-hp-hsc ]cn-l-cn-m AXn-thK sdbn-en-\m-Ipw. tZio-b-]m-X-bnepw av {][m\
tdmUp-I-fn-epap ZoL-Zq-c-bm-{X-hml-\--fpsS Fw Ipd-bp--tXmsS lrkz-Zq-c-bm{X IqSp-
X kpK-a-am-Ipw.
l kwm\ns hnIk\n\v ]Xn
klmbamtWm ?
kwm\ns apJmb amphm ]cym]vXamb ]XnbmWv AXnthKsdbn. Fm
taJebpsSbpw hnIk\n\v anI KXmKX kuIcyw A\nhmcy LSIamWv. tdmUvsdbn
hnIk\n\v tIcfn H\h[n ]cnanXnIfpv Cu ]cnanXnIsf AXnPohnm\pw
hnIk\ns shfnw kwm\ns Fm ZnpIfnepsanm\pw klmbIamb
]XnbmWv AXnthKsdbn. BtcmKyhnZym`ymk taJeIfn hnIknX cmPysmw
hft\Snb tIcfns `mhn IqSpX tim`\amm ]Xn hgnsXfnpw.
-5-
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
0.1 IINTRODUCTION
0.1.1 Kerala is considered the Gateway of South India. This is one of the states of
India attracting large number of tourists and having the highest literacy rate
among all the states of India. State is Located between north latitudes 8 degree
18' and 12 degree 48' and east longitudes 74 degree 52' and 72 degree 22'.
This land of eternal beauty encompasses 1.18 per cent of the country.
Kerala is a union state located in the southwestern part of India. With an

Arabian sea coastline on the west, it is bordered on the north by Karnataka and
by Tamil Nadu on the south and east. Kerala extends over an area of 38,863
sq. km. It has a total coastline of 580 km. Its width varies from 120 kilometers
at its maximum and just 30 kilometers at its minimum.
0.1.2 Decadal Growth of Population
An analysis of the decadal growth of all India population shows that it

increased from 1921 to 1971 and since then it started declining gradually. In
Kerala the decadal growth rate had been higher rate from 1941 to 1971 and
since then growth rate has been declining. The average annual growth in
population of Kerala during 1992 to 2001 was 0.91% as against the average
annual growth rate of 1.93% in India. In addition to achievements, such as low
infant mortality rate and high life expectancy the population growth rate in the
State remains lowest in the country.
Kerala High Speed Rail between Thiruvananthapuram and Kasargod- Pre Feasibility Report Dec. 2011 1/55
EXECUTIVE SUMMARY
0.1.3 District wise Population of Kerala State
The District wise population of Kerala state as per census 2011 is given in
table 0.1
Table 0.1
District Population Males Females

Thiruvananthapuram 3307284 1584200 1723084
Kollam 2629703 1244815 1384888
Alappuzha 2121943 1010252 1111691
Pathanamthitta 1195537 561620 633917
Kottayam 1979384 970140 1009244
Idukki 1107453 551944 555509
Ernakulam 3279860 1617602 1662258
Thrissur 3110327 1473665 1635662
Palakkad 2810892 1360067 1450825
Kozhikode 3089543 1473028 1616515
Wayanad 816558 401314 415244
Malappuram 4110956 1961014 2149942
Kannur 2525637 1184012 1341625
Kasargod 1302600 626617 675983
Malappuram is the most populated district and has a population of

4110956 persons. Second comes Thiruvananthapuram with a
population of 3307284 persons followed by Ernakulam with 3279860
persons. Wayanad is the least populated district followed by Idukki and
Pathanamthitta.
0.1.4 KERALA TRANSPORT
Kerala has 145,704 kilometers of roads (4.2% of India's total). There is about
4.62 kilometers of road per thousand population, compared to an all India
average of 2.59 kilometers. Most Kerala's villages are connected by road.
Traffic in Kerala has been growing at a rate of 1012% every year, resulting in
high traffic and pressure on the roads. Kerala's road density is nearly four
times the national average, reflecting the state's high population density.
Three major international airports at Thiruvananthapuram, Kochi, and

Kozhikode, link the state with the rest of the nation and the world. A new
international airport is coming up at Kannur. The Cochin International Airport at
Kochi is the first international airport in India that was built without Central
Government funds, and is also the country's first publicly owned airport. The
backwaters traversing are also an important mode of inland navigation. The
EXECUTIVE SUMMARY
Indian Railways' Southern Railway line runs throughout the state, connecting
all major towns and cities except those in the highland districts of Idukki and
Wayanad. About th of Kerala population lives in urban areas
0.1.5 State road network
On the road front, traffic has been growing at a rate of about 11 percent every
year, resulting in excessive pressure on the roads in the state. The total road
length in Kerala during 2006-07 increased to 162149 km from 160944 km in
the previous year, Road density in the state is 417 km/100 sq.km and it is far
ahead of national average of 100.39 km/100 sq.km. The length of road per
lakh population is 509.23 km and it is much higher than the national average of
321.3 km.
0.1.6 Railway Lines in Kerala
The history of Railway line started in Kerala with the commissioning of first
Railway line between Tirur and Beypore (port) on the Malabar coast on 12-03-
1861. Further it was extended from Tirur to Kultipuram on 01/5/1861 and
Kuttipuram to Pattambi 23/09/1861.The further development of the Railways
in the state took place on the dates as mentioned in table 0.2.
Table 0.2
S. No. Section Date of Remarks
Commissioning
1. Pattambi Podanur 14/04/1862 Provided direct

connection to
Madras
2. Kodalundy to Calicut 2/1/1888
(Kozhikode)
3. Calicut to Mangalore in From 1/10/1901
Stages to 3/7/1907.
4. Shoranur Ernakulam MG line 16/07/1902 Converted to

BG in 1934
5. Tirunalveli Quilon (Kollam) 1/03/1904
6. (Kollam) Quilon Trivandrum 4/11/1931
7. Ernakulam Kottayam MG 17/10/1956
8. Kottayam to Quilon 6/1/1958
EXECUTIVE SUMMARY
9. Ernakulam to Trivandrum Converted to

BG on
13.9.1976
Total route length of Railways in the state is 1148 Kms. There are
200 Railway stations in Kerala . This extensive network connects places both
within and outside the state of Kerala . However, there are no frequent Rail
services available for travelling intrastate from one city to other.
Hence as the present Rail Infrastructure not being sufficient to meet the public
demand for the State and also large number of tourists, it was desired by Kerala
Government to have a High Speed route covering entire length of the State from
South to North vide their G.O. No Go No. 1107/2010/ID dated 02.08.2010 and the
Pre feasibility study was entrusted to Delhi Metro Rail corporation..
0.1.7 Economic Benefits of High-speed rail

High speed trains require dedicated track at a cost substantially higher than the
conventional rail line. Infrastructure maintenance cost is comparable with
conventional rail but the building costs and the acquisition, operation and
maintenance costs of specific rolling stock make this transport alternative an
expensive option.
HSR infrastructure is associated with lower total travel time, higher comfort and
reliability, reduction in the probability of accident, and in some cases the release
of extra capacity which helps to alleviate congestion in other modes of
transport. HSR investment reduces the net environmental impact of transport
and boosts regional development. The following table briefs the possible
benefits that can be accrued by having high speed rail.
0.1.8 OBJECTIVE OF THE STUDY
The objective of the Pre- Feasibility Study is to assess the transport demand
forecast of various rail corridors in the study area and formulation of a dedicated
Railway route with the upgraded technical specification, for enabling to run the
High Speed train.
The proposed corridor starts at Trivandrum in Kerala state and ends at Mangalore
in Karnataka with nine major stations initially and three more stations adding in the
future. Trains will run at an average speed of about 250 KMPH with nine stations
proposed in the first phase including Thiruvananthapuram, Kollam, Kottayam,
Ernakulam,Thrissur, Calicut, Kannur Kasaragod and Mangalore. Three more
stations are planned in the next phase at Chengannur, Tirur and Thalassery. The
proposal for the consent of Karnataka Government for connecting the High Speed
EXECUTIVE SUMMARY
route to Mangalore covering about 50 Kms. distances in Karnataka State has been
sent to GoK and being pursued. Earlier, as desired by Government of Kerala, pre-
feasibility report was prepared for the portion between Thiruvananthapuram and
Ernakulam as Stage I. However, this report is for the entire section between
Thiruvananthapuram and Kasargod. The index plan of the entire section is
put up at Fig. 0.1.Accordigly this report is prepared.
0.2 HIGH SPEED RAIL WORLDWIDE
0.2.1 Globally, there are about fifty purpose-built high-speed lines on which trains
regularly travel with a maximum speed of 250 km/hr or more. In most cases they
are dedicated high-speed lines. Nearly all of these lines have provided a quantum
improvement in service level and travel time, as well as often providing a more
direct route. Newer high-speed railways generally aim for 300 km/h or above
some Chinese, Spanish and French lines are designed for 350 km/h. Commercial
speeds are typically around three-quarters of maximum speed.
A high-speed rail service can deliver competitive advantage over airlines for
journeys of up to about 3 hours or 750 km, particularly between city pairs where
airports are located far from city centres. One suitable type of corridor is that which
connects two large cities 250-500 km apart. But another promising situation is a
longer corridor that has very large urban centres located, say, every 150-300 km
apart. On these longer corridors, typical of some being built in China, high-speed
rail has the ability to serve multiple city-pairs, both direct and overlapping.
0.2.2 ADVENT OF HIGH SPEED

The modern era of fast train travel (charted in Figure 0.2 below) opened in the
1950s in Japan. The conventional, mixed-use (passenger and freight) line between
Tokyo and Osaka had become very congested. More capacity was needed. As
part of a project partly financed by the World Bank, it was decided not to provide
additional capacity in the conventional manner of multiple-tracking the line.
Instead, Japan built a new 515 kilometer-long, passenger-dedicated, electrified
high-speed line on a new alignment. Construction began in 1959, so that the
service could open in time for the 1964 Tokyo Olympics.
EXECUTIVE SUMMARY
Fig 0.2
0.2.3 Country wise High Speed rail in the World

Table 0.3 High Speed Rail World wide
Country In operation (km) Under construction (km) Total Country (km)

China 6,158 14,160 20,318
Spain 2,665 1,781 3,744
Japan 2,118 377 2,495
France 1,872 730 (140+106+302+182) 2,602
Germany 1,032 378 1,410
Italy 923 92 1,015
Russia 780 400 1180
Turkey 447 591 1038
Taiwan 345 0 345
South Korea 330 82 412
Belgium 209 0 209
Netherlands 120 0 120
United Kingdom 113 0 113
Switzerland 35 72 107
EXECUTIVE SUMMARY
0.2.4 High Speed Rail Planning in India
The Indian Ministry of Railways' white-paper Vision 2020 submitted to Indian

Parliament by Railway Minister Mamata Banerjee on December 18 2009]
envisages the implementation of regional high-speed rail projects to provide
services at 250-350 km/h, and planning for corridors connecting commercial,
tourist and pilgrimage hubs. Six corridors have already been identified for technical
studies on setting up of high-speed rail corridors: Delhi-Chandigarh-Amritsar,
Pune-Mumbai-Ahmedabad, Hyderabad-Dornakal-Vijayawada-Chennai, Howrah-
Haldia, Chennai-Bangalore-Coimbatore-Kochi, Delhi-Agra-Lucknow-Varanasi-
Patna. These high-speed rail corridors will be built as elevated corridors in keeping
with the pattern of habitation and the constraint of land. Two new routes were later
proposed by Indian Railways, namely Ahmedabad - Dwarka, via Rajkot, Jamnagar
and other from Rajkot to Veraval via Junagadh.Details are given in the table
below.
Table 0.4 High Speed Rail Planning in India
Average Speed
Train Stops Further Extension
Expected
Delhi-Chandigarh-Amritsar TBD 250 km/h TBD
Pune-Mumbai-Ahmedabad TBD 300 km/h TBD
Hyderabad-Dornakal-Vijayawada-
TBD 300 km/h Visakhapatnam
Chennai
Delhi-Agra-Lucknow-Varanasi-Patna TBD 350 km/h TBD
Chennai-Bangalore-Coimbatore- Mumbai (via Hubli),
TBD 300 km/h
Ernakulam Mysore
Howrah-Haldia TBD 350 km/h TBD
Ahmedabad - Rajkot - Jamnagar -
TBD 350 km/h TBD
Dwarka
Rajkot - Junagadh - Veraval TBD 350 km/h TBD
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
In summary, high-speed rail is now a tried and tested technology that

delivers real transport benefits and can dominate market share against
road and airline transport over the medium distances that many inter-city
travelers confront. However, the demographic and economic
circumstances that could support the viability of high-speed rail are, in
global terms, limited. The number of passenger transport corridors of the
requisite length, that are already capacity constrained, and where there is
sufficiently dense potential demand by people of adequate purchasing
power, is limited; some may be in countries where the implementation
capacity may be lacking.
0.3 TRAFFIC PROJECTIONS
0.3.1 Kerala has been attracting huge investments in the past few years in
various sectors. Kerala has achieved a superior position through its Kerala
model of development with its high human development index, influential
and widely used indices to measure human development across countries.
This represents the state's achievement of significant improvements in
material conditions of living, reflected in indicators of social development
that are comparable to that of many developed countries.
M/S Wilbursmith Associates was appointed by Delhi Metro rail Corporation
to establish the forecast methodology for the proposed high-speed rail
between Thiruvananthapuram and Kasaragod with the help of a forecast
framework which can test and appraise many options for the system. The
forecasting framework was developed having in-house discussion with the
experts and having further refinements with guidance from DMRC officials.
0.3.3 Scope of services:
The scope of Traffic projections includes:
A site reconnaissance of the study area and the proposed high

speed rail corridor to appraise the land use along and around the
proposed corridor
Evolve the database for establishing the present level traffic and
travel characteristics of the study area. This include secondary and
primary data collection
Carryout primary traffic surveys such as traffic volume counts, origin

destination survey, road network inventory survey, willingness to pay
survey, and speed and delay survey
Map the development potentials for the study area, for the proposed
stations and carry out the forecast
EXECUTIVE SUMMARY
Perception of users on high speed rail and formulate the optimal fare
for the proposed system
Development of mode choice model to estimate the shift towards the

proposed system
Travel demand forecast for the next twenty years for the available
modes using appropriate forecast framework
Forecast ridership on the High Speed Rail corridor

As the high-speed rail is an entirely new concept in India, the successful
models in other countries like UK, China, and Europe etc were referred.
Challenges that need addressing are:
Does high speed rail attract significant mode shift from other modes?
Who are the target passengers for the High speed rail- car, rail, or bus?
Does the socioeconomic characters of the users play a part in the
decision?
Does purpose of the trip makes any difference?

Will the shift towards the HSR corridor between Thiruvananthapuram
and Kasargod is based on different journey times and service patterns?
What level of economic benefits would accrue to passengers for HSR?
Would it give any capacity release on the existing network?
What will be the optimal fare?
Integration with the present long-distance services
Will the feeder services to the HSR corridor stations affect the ridership?
With the limited number of access points to the HSR Corridor, how to
compete with the open access operators on the existing modes?
What is the most cost-efficient way of attracting the trips to the High
Speed Rail?
0.3.4 Methodology
A systematic approach has been adopted in developing a firm methodology
which will provide a realistic forecast at the feasibility level. For the fulfillment of
the desired objectives, the study has been divided into the following tasks taking
into consideration the available time and money resources. These tasks are the
major activities which are inter linked with each other. The activities are detailed
out in the subsequent chapters.
EXECUTIVE SUMMARY
Step1: Data collection and Analysis: This includes the delineation of study
area, development of network and zone, collating the socioeconomic
indicator of the study area, establishing the present travel pattern
through primary traffic surveys and data processing & analysis.
Step2: Model development: Comprises of replicating the present travel pattern
through development of partial trip end and trip distribution parameters.
Key task in the overall process is the development of Logit model. This
will be developed from the opinion of different categories of users by
mode, class of travel, income etc to the various HSRL options in the
stated preference survey.
Step3: Mapping the development potentials and socioeconomic forecast:
Government has been in the process of establishing new investment
scenarios through polices in sectors like IT, Tourism, Industry etc. This
has attracted many investments in the recent past. To account the
impact of the same in the transport demand, we need to collate these
investments or proposals. This step explores the existing land use and
the growth trends to establish the transport demand due to the same.
Step 4 : Travel Demand forecast: With the transport proposals and the
forecasted socioeconomic indicators in place, the mode wise travel
demand will be predicted with the help of calibrated trip end and trip
distribution models. Appropriate assumptions will be used for the
forecast network, and the cost parameters.
Step 5: Ridership forecast on HSRL: Logit models will be applied to the
candidate traffic for the HSRC for different users by income, class
and purpose. Mode wise shift will be generated. The outputs include
station OD, sectional load, boarding and alighting, trip length, and
revenue.
The methodology is framed in such a way as to address the above listed
analytical challenges in the forecast.
Model will be able to predict the HSRC ridership from Car, existing rail, and
bus for different purpose and trip lengths
Should be able to account the impact of changes in economy on the overall

mode shift over a period of time
Demand and economic impacts of activity based developments around the

proposed high speed rail station locations
Sensitive to the fare structure for the proposed HSRL and be able to give
the impact of that on ridership, trip length and revenues
EXECUTIVE SUMMARY
The ability to provide a wide range of outputs to support the decision making
process of the Government
0.3.5 Passenger Km and Trip Length Distribution for Candidate Trips
Table 0.5 Trip Length Distribution Private Car
Passenge Trips
Distance Trips
r km (%)
< 50 99664 3778 6%
51 To 100 2218004 31995 52%
101 To 150 1589912 12707 21%
151 To 200 1018864 5914 10%
201 To 300 1030639 4373 7%
301 To 400 744887 2220 4%
> 400 425270 901 1%
Total 7127240 61888 100%
Table 0.6 Trip Length Distribution Taxi
Passenge Trips
Distance Trips
r km (%)
< 50 22318 826 3%
51 To 100 970178 14093 49%
101 To 150 707184 5468 19%
151 To 200 561298 3324 11%
201 To 300 730568 3070 11%
301 To 400 257835 737 3%
> 400 638950 1418 5%
Total 3888331 28936 100%
Table 0.7 Trip Length Distribution Airport Car
Passenge Trips
Distance Trips
r km (%)
< 50 0 0 0%
51 To 100 606723 6328 38%
101 To 150 547133 4389 26%
151 To 200 729944 4169 25%
201 To 300 444801 1883 11%
301 To 400 8581 25 0%
EXECUTIVE SUMMARY
> 400 0 0 0%
Total 2337181 16793 100%
0.3.6 Public transport-Bus

Table 0.8: Total Daily Trips by Bus
Mode Category Total Daily Trips

Super Express 9,885
Super Deluxe 643
Luxury 301
KSRTC
Volvo 460
Bus
Limited Stop Ordinary 241,773
Super Fast 76,355
Fast Passenger 296,230
Volvo 1,968
Semi Sleeper 75,552
Private Bus
Ordinary 232,669
KSRTC 625,647
Total Trips Private 465,302
KSRTC + Private 1,090,949
Table 0.9: Trip Length Distribution KSRTC Bus
Passenger Trips
Distance Trips
km (%)
< 50 169,979 5,764 2%
51 To 100 9,815,603 139,248 54%
101 To 150 6,306,772 49,783 19%
151 To 200 4,860,771 28,389 11%
201 To 300 4,981,187 21,302 8%
301 To 400 2,779,533 8,383 3%
> 400 2,106,047 4,635 2%
Total 31,019,892 257,502 100%
Table 0.10: Trip Length Distribution Private Bus
EXECUTIVE SUMMARY
Passenger
Distance Trips Trips (%)
km
< 50 341,419 13,223 5%
51 To 100 9,284,030 126,411 47%
101 To 150 8,494,241 62,995 24%
151 To 200 5,020,528 28,841 11%
201 To 300 7,345,164 32,613 12%
301 To 400 721,264 2,162 1%
> 400 217,945 522 0%
Total 31,424,592 266,768 100%
0.3.7 Public transport-Rail

Ticket sales details from Southern Railway (Palakkad and Thiruvananthapuram
Division) for eighteen months (2009 April to 2010 September) are collected to
capture the passenger movement pattern in the study area. This has been
coded to the study zoning system. Class wise Origin Destination matrices were
developed and the OD matrices prepared. Total train trips by class are
presented in Table 0.11 and Table 0.12 gives the distribution of trip length.
Table 0.11: Total Trips by Train
Category Daily Trips

First Class Express or Mail 135
First Class AC + Second
Class AC 608
First Class Ordinary 1198
Sleeper Express or Mail 24094
Second Class Express or Mail 107030
Second Class Ordinary 341606
AC Chair Car 1637
Third Class AC 1991
Total 478299
Table 0.12: Passenger Km and Trip Length Distribution for Candidate

Trips
Passenger Trips
Distance Trips
km (%)
< 50 298927 10140 4%
51 To 100 8930378 128437 56%
EXECUTIVE SUMMARY
101 To 150 4797284 38171 17%

151 To 200 3518704 20155 9%
201 To 300 5944030 24646 11%
301 To 400 1639907 4771 2%
> 400 2180892 4761 2%
Total 27310123 231081 100%
Total daily trips by train are 478299. Majority of the trips (70%) are carried by
second class ordinary followed by second class in Express or Mail trains.
Average trip length by rail is found to be 118 Km. About 56% of the trips are
made between a distances of 51 to 100 Km.
0.3.8 Potential Modes
The potential modes identified for the study corridor in Kerala include bus, car,
taxi and rail. Each potential mode is categorized by service type. So the trip
matrices were segregated by mode and service to get varied shift by service.
The details of mode categorization by service are presented in table 0.13. The
ordinary service for the bus and rail was not considered as the analysis showed
the shift as nearly nil.
Table 0.13 Mode and services considered
Sl.No Mode Service
Super Express
Super Deluxe
Luxury
1 Bus VOLVO
LSORD
Super Fast
Fast Passenger
Big Car
2 Car
Small Car
Big Taxi
3 Taxi
Small Taxi
First Class Express or Mail
First Class AC
First class ordinary
Second class AC
4 Rail Sleeper Express or Mail
Second Class Express or Mail
Second class ordinary
AC Chair Car
Third Class AC
EXECUTIVE SUMMARY
Sl.No Mode Service

5 Airport Car All
0.3.9 Candidate Traffic

The candidate trip matrices were prepared from total trip matrices based on the
influential zones identified. The summary of total trips & candidate trips by mode
as presented in Table 0.14.
Table 0.14 Base Year Trips (2010)
Mode Total Trips Candidate Trips
Car (Own Car +

Taxi) 178252 90824
Private Bus 425437 266768
KSRTC Bus 564171 257502
Rail 443218 231081
Airport Car trips 23848 16793
Total Trips 1634926 862968
0.3.10 The recommended traffic on High Speed Rail Corridor

between\Thiruvananthapuram and Kasargod
M/s Willbur Smith using the logit model, assessed the trips on High Speed Rail
Corridor between Thiruvananthapuram Kasargod as given in the Table 0.15.
Table 0.15
Year Base Optimistic Pessimistic
2010 27341 36792 14605
2016 38933 52243 20171
2021 48310 65074 24805
2056 58626 79005 29453
2031 68791 92629 34097
The above scenarios i.e. base, optimistic and pessimistic have been defined in the
traffic assessment as under.
Variables
Scenarios Frequency in
Fare* Travel Time Reduction
minutes
Scenario II: Base
3X 40 60%
Case
Scenario I: Optimistic 3X 20 80%
EXECUTIVE SUMMARY
Scenario III:
5X 40 60%
Pessimistic
In the above Table, X has been assumed the fare of Second AC i.e. Rs. 2/- per
KM. Therefore, the fare recommended in the Report is uniformly Rs.6/- per KM i.e.
only one class. However, it has been decided that fares three time of AC Chair
Car of Shatabdi Express should only be charged from the passengers traveling in
business class and six times of AC Chair Car fare to be charged from the
passengers traveling in First Class. Therefore, to-days fare of Business Class
comes to Rs. 4.3 per Km and for Business Class it comes to Rs.8.7 per Km. Due
to the reduction in the fares to be charged as compared to the fares taken in the
modeling by M/S Wilbur, the traffic figures projected above will increase. Therefore
considering the approximate shift to High Speed Rail from various classes of the
passengers, the likely number of travel of high speed rail has been calculated in
Table 0.16.
Table 0.16
Traffic
in 2020
Mode 2010 Candidate Total %age Projected
Trips candidate shift traffic
withmore Trips (2010)
than 150 between
Kms Lead 100 Km
and 150
Kms Lead
Car (Own Car 90,824 21,957 30.00% 6587.1
+ Taxi)
Private Bus 266,768 64,139 30.00% 19241.7
KSRTC Bus 257,502 62,707 30.00% 18812.1
Rail 231,081 54,333 50.00% 27166.5
Airport Car 16,793 6,076 2.00% 121.52
Total Trips 792,473 209,212 71,929
Add for the
trips between
the lead of
100 Km to 150
Km. likely to
shift to HSR
Trips to TVC- 89,280 108,832
Kasargod
Trips for TVC- 99,280 121,022
EXECUTIVE SUMMARY
Mangalore
In calculation of revenue it has been assumed that 95% of the passengers

can afford only business class and only 5% of the passengers will be in
position to afford first class. With the increase of total trips, the daily
passengers boarding and alighting of various stations, will also get
increase. Accordingly the sectional load will also be more. The revised
station boarding and alighting with this increase of the traffic has been
calculated only for 2021 and furnished in the Table 3.55 and 3.56.Base for
calculation of these traffic projections has been the the figures worked out
by our traffic consultants i.e. M/S Wilbur Smith, Bangalore. The revised
figures of boarding and alighting have been calculated only by applying the
incremental factor as arrived from the revised total traffic projection for the
section i.e. (1.67=108832/65074).
Table 0.17 Thiruvananthapuram to Kasargad Boarding & Alighting (2021)-

Optimistic Case
Sectional
Station Name Boarding Alighting Load

Kollam 7585 0 28392
Chengannur 5997 3153 31236
Kottayam 4871 4795 31313
Ernakulam 6748 13317 24744
Thrissur 2764 5606 21902
Valanchery 3647 5633 19916
Kozhikode 987 7851 13053
Thalassery 499 2672 10880
Kannur 0 6035 4845
Kasargod 0 4845 0
Total 53906 53906
Table 0.18 Kasargad to Thiruvananthapuram Boarding & Alighting (2021)-

Optimistic Case
Sectional Load
Station Name Boarding Alighting
Kasargod 3634 0 3634
Kannur 5832 0 9466
EXECUTIVE SUMMARY
Kozhikode 9703 705 20807

Valanchery 7224 1890 26141
Thrissur 5212 3191 28161
Ernakulam 11643 10068 29736
Kottayam 5042 4955 29823
Chengannur 3736 4265 29293
Kollam 0 5837 23457
Total 54766 54766 0
Revised traffic figures only for optimistic scenerio for the entire section i.e.
Thiruvananthapuram to Ernakulam are given in table 0.19
Table 0.19 Thiruvananthapuram to Kasargod
Year Base Optimistic Rev Optimistic
2021 48310 65074 108673.6

2056 58626 79005 131938.4
2031 68791 92629 154690.4
Our Traffic Consultants M/s Wilbur Smith have taken the fare to be charged
of Rs.6/- per KM. However it has been revised to Rs.4.35 per KM for
business class and Rs.8.7 Km for 1st Class. The sectional loads for
Thiruvannathapuram to Kasargod as worked after assignment with the
revised fare, are given in the Table 0.20. The total ridership of this Section
and also average lead are given in Table 0.21 and 0.22 It is assumed that 95%
of the passengers will be in position to afford business class only and 5%
capable of paying First Class fare. It is also assumed that the optimistic
figures of traffic projection will materialize.
Table 0.20 Sectional Load for Thiruvananthapuram to Kasargod section
erala High Speed Rail- PHPDT for Thiruvananthapuram to Kasargod
Daily link loads and PHPDT for 2021
2021 2021 2021 2031 2031 2031
STATION A STATION B UP DN PHPDT UP DN PHPDT
THRUVANANTAPURAM QUILON 17200 12283 1720 23164 17410 2316
EXECUTIVE SUMMARY
QUILON KOTTAYAM 32819 24804 3282 42680 34304 4268
KOTTAYAM ERNAKULAM 34488 27434 3449 45219 37876 4522

ERNAKULAM TRISSUR 38742 31997 3874 52935 44361 5294
TRISSUR CALICUT 33343 29814 3334 46076 40387 4608
CALICUT KANNUR 26444 29630 2963 38964 40537 4054
KANNUR KASARGOD 14564 18979 1898 22188 26087 2609
Table 0.21 Origin Destination matrix for Thiruvanthapuram to Kasargod
2021 THRUVA QUILON KOTTA ERNA TRISSUR CALICUT KANNUR KASA

NANTHA YAM KULA RGOD
PURAM M
THIRUVAN 0 866 2521 4184 1495 1857 999 363
ANTHAPURAM
QUILON 1120 0 1568 5488 1894 2050 1044 478

KOTTAYAM 4248 1548 0 0 1277 1275 661 282
ERNAKULAM 5864 4642 0 0 2086 4283 1639 642
TRISSUR 2256 6652 900 2027 0 2452 4193 844

CALICUT 2179 1653 999 5329 3232 0 3807 2761
KANNUR 1122 738 654 2026 1483 3207 0 1266
KASARGOD 412 386 237 667 392 1728 1512 0
2031 THIRUVA QUILON KOTTA ERNAKUL TRISSUR CALICUT KANN KASAR

NANTHAP YAM AM UR GOD
URAM
THIRUVAN 0 1101 3321 6002 2012 2636 1804 533
ANTHAPURAM
EXECUTIVE SUMMARY
QUILON 1441 0 2032 7265 2531 2874 1529 661

KOTTAYAM 5295 1944 0 0 1595 1777 924 376
ERNAKULAM 7570 5848 0 0 2536 5860 2538 904
TRISSUR 2925 7704 1191 2645 0 3235 4998 1061

CALICUT 3119 2360 1558 7787 4079 0 5331 3493
KANNUR 2191 1142 915 3542 1955 5097 0 1933
KASARGOD 622 518 316 982 525 2256 2127 0
Daily ridership and Average lead for the the year 2021 and 2031 is given in the
table below.
Table 0.22 RIDERSHIP SUMMARY FOR 2021 AND 2031

PARAMETER 2021 2031
TOTAL PASSENGER TRIPS= 1260779 1651996
TOTAL HIGH SPEED METRO
109487 148522
RIDERSHIP=
AVERAGE TRIP LENGTH IN KM= 186.01 189.85
DIVERTED PASSENGER (%) 8.68 8.99
0.4 PLANNING PARAMETERS

On Indian Railways so far there are no high speed tracks. The maximum speed of
the trains on Indian Railways is 160 KMPH i.e. on A; routes. Normally, the speed
of 200 Kmph and more is considered as High Speed. The track gauge followed on
Indian Railways is Broad Gauge. Hence, there are no planning parameters as
such for High Speed tracks in our country However, most of the high speed routes
available worldwide are being run on Standard Gauge (Track Gauge: 1435 Kms).
The speed of high speed trains worldwide and the gauge used threin is given in
the Tables below:
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY
Table 0.23 Construction Standards of Major High-speed Railways in the World (1)
Country Japan France
Section Tokaido Sanyo Tohoku Hokuriku Sud-Est Atlantique Mediterrane
Shin Osaka- Paris-Le Mans
Tokyo-Shin Osaka Tokyo-Morioka Takasaki-Nagano Paris-Lyon Valence-Marseille
Hakata /Tours
Length of New Line km 515 563 496 117 410 284 250
Construction Period Year 1959-1964 1965-1975 1971-1982 1989-1997 1976-1983 1985-1990 1995-2001
Design Criteria
Gauge mm 1435 1435 1435 1435 1435 1435 1435
Max Design Speed km/h 210 250 260 260 300 350 350
Max Commercial Speed km/h 270 300 275 260 300 300 300/320
Min Curve Radius m 2,500 4,000 4,000 4,000 4,000 6,250 6,250
Min Longitudinal Curve Radius m 10,000 10,000 15,000 15,000 25,000 25,000 25,000
Max Cant mm 200 180 180 200 180 180 180
Permussible Cant Defficiency mm 90 60 60 90 85 60 65
Max Gradient 20 15 15 30 35 25 35
Distance between Track Centers m 4.2 4.3 4.3 4.3/4.2 4.2 4.2 4.8
Car Width m 3.4 3.4 3.4 3.4 2.9 2.9 2.9
Max Axle Load ton NP-16 NP-16 NP-16 P-16 17 17 17
Width of Track Formation m 10.9 11.6/11.4 11.6 11.2 13.6 13.6 14.2
Tunnel Cross Section (Standard
m2 63.5 63.5 63.4 62.8 None 71 100
DoubleTrack)
New Line Earth Work km 274 53% 101 18% 27 5% 16 14% 405 99% 265 93% 220 88%
Bridge & Viadnct km 173 34% 194 35% 354 71% 38 32% 5 1% 3 1% 17 7%
Tunnel km 69 13% 268 47% 115 23% 63 54% 0 0% 16 6% 13 5%
Track Structure Ballast Ballast/Slab Ballast/Slab Slab Ballast Ballast Ballast
Traction Power AC 25kV 60Hz AC 25kV 60Hz AC 25kV 50Hz AC 25kV 50/60Hz AC 25kV 50Hz AC 25kV 50Hz AC 25kV 50Hz
Passenger & Passenger & Passenger &
Remark Freight (only for Freight (only for Freight (only for Passenger Passenger Passenger Passenger
design) design) design)
EXECUTIVE SUMMARY
Table 0.23 Construction Standards of Major High-speed Railways in the World (2)
Country Germany Italy Spain Korea Taiwan
Section ICE Direttissima AVE KTX THSR
Hannover-
Mannheim-Stuttgart Kln-Frankfurt Rome-Firenze Madrid-Sevilla Seoul-Busan Taipei-Kaoshung
Wrzburg
1992-2010
Construction Period Year 1976-1991 1979-1991 1995-2002 1970-1992 1987-1992 1999-2005
1st Section opened
Design Criteria
Gauge mm 1435 1435 1435 1435 1435 1435 1435
Max Commercial Speed km/h 280 280 300 250 300 300 300
Max Cant mm 160 160 160 160 140 180 160
Max Gradient 12.5 12.5 40 8.5 12.5 15 25
Distance between Track Centers m 4.7 4.7 4.5 5.0 4.3 5.0 4.5
Car Width m 3.1 3.1 3.1 2.9 2.9 2.9 3.4
Max Axle Load ton 19.5 19.5 20 22.5 17.2 17 25.5
Width of Track Formation m 13.7 13.7 12.1 13.0 13.3 14.0 13.0
m2 82 82 92 54/60/68 75 107 90
DoubleTrack)
Tunnel km 30 30% 120 37% 47 22% 71 30% 16 3% 189 46% 65 19%
Enbeded Direct
Track Structure Ballast Ballast Ballast Ballast Slab/Ballast Slab/Ballast
Track
Traction Power AC 15kV 16 AC 15kV 16 AC 15kV 16 DC 3kV AC 25kV 50Hz AC 25kV 60Hz AC 25kV 60Hz
Passenber & Passenber & Passenber & Passenber &
Remark Passenger Passenger Passenger
Freight Freight Freight Freight
EXECUTIVE SUMMARY
On review of High Speed Rail Technology worldwide, it was felt that Shinkansen
technology is the best and safest where no major accident since its inception has
taken place. The latest implementation of this technology has been in Taiwan High
Speed Rail by THSRC and hence, it is recommended to adopt for Kerala High
Speed rail all the specifications of Taiwan High Speed Rail. Hence, the standard
specifications for Kerala High Speed Rail are given in table 0.24.
Table 0.24 planning Parameters

Section Thiruvananthapuram-
Ernakulam
Length of New Line km 194
Design Criteria
Gauge mm 1435
Max Design Speed Km/h 350
Max Commercial Speed Km/h 300
Min Curve Radius m 6,250
Min Longitudinal Curve Radius m 25,000
Max Cant mm 160
Permissible Cant Deficiency(desirable) mm 60
Permissible Cant Deficiency(maximum) mm 100
Max Gradient / 25
Distance between Track Centres m 4.5
Car Width m 3.4
Max Axle Load Tonne 25.5
Width of Track Formation m 13.0
Tunnel Cross Section (Standard Double Track) m 90
Track Structure Slab/Ballast
Traction Power AC 25 kV 60 Hz
0.5 ROUTE PLANNING
0.5.1 Approach and Methodology

The study has been carried out along the corridor from Thiruvananthapuram to
Mangalore. The length of corridor is about 571km out of up 535km falls in Kerala state
and remaining length falls in the Karnataka state. As the Karnataka government is still
to respond on the extension of High Speed corridor in the Karnataka State, The Route
planning is limited only upto Kasargod.
EXECUTIVE SUMMARY
0.5.2 Route Description

High Speed Rail connection between Thiruvananthapuram and Kasargod will start
from Thiruvananthapuram with this station located on the east side of existing
Trivendrum Airport. The distance of any point on this line will be reckoned from centre
line of Thiruvananthapuram HSR station with its Chainage (- ) 0.350. The tracks will
be extended for 675 m in the rear of proposed High Speed Rail Thiruvananthapuram
Station for reversal of the trains. Horizontal alignment has been designed for the
speed of 350kmph and maximum operational speed of 300 kmph. Design parameters
adopted for the design of horizontal alignment are the same as being followed for the
similar projects worldwide. Thus the radius desirable for centre line of system for such
high speed works out 6250 m. The limiting value for the same is 5500 m. However
there are certain locations where this requirement could not be achieved.
While designing the horizontal alignment, efforts have been made to avoid habitated
areas to minimise the demolition. However it is not possible at all the locations. There
are certain locations where alignment passes through the densely habitated areas, at
these locations alignment has been proposed underground. Settlements along the
corridor are generally scattered; therefore affecting some of such structures is
inevitable. Alignment in these stretches has been planned elevated. Main advantage
of elevated alignment is that there is no physical occupation of ground strip along the
alignment, so there is no requirement of cross passage structures such as flyovers
etc. That is why at grade alignment has been kept absolute minimum except at
location of depot entry or at the beginning/end of elevated/underground/bridge
locations.
. All the curve details, gradients, waterways etc. are given in Chapter 5 on Route
Planning. The breakup of the alignment (at grade(cutting, banking), elevated, Bridges,
underground ) is given in table 0.25.
Table 0.25 Break up of alignment
S. No. Type Length (m)
1 At Grade 86984
2 Elevated 296676
3 Bridge 16986
4 Underground 126159
5 Total 526805
0.5.3 Horizontal Curve

Horizontal curves are used flatter as far as possible. There are total 16 curves out
of which only 3 curves are of 5500m radius, which is limiting value for 350kmph
design speed. Largest radius of curve used in this section is 20000m. Details of
horizontal alignment are given in the following table 0.26.
EXECUTIVE SUMMARY
Table 0.26 Details of Horizontal Curve

Curve Direction Radius Deflection Tangent Transition CIRCULAR Total Straight
No. of Curve (m) Angle Length Length(m) Length(m) Curve
D M S (m) L1 L2 Length
(m)
1 Right 20000 1 43 55 377.301 150 150 454.554 754.554
2 Right 6250 24 2 12 1580.903 500 500 2121.979 3121.979 1752.710
3 Left 6500 17 4 35 1226.086 500 500 1437.247 2437.247 188.583
4 Right 6250 26 37 38 1729.389 500 500 2404.584 3404.584 9235.853
5 Left 7000 56 20 57 4000.157 500 500 6384.350 7384.350 13504.654
6 Right 20000 1 21 35 312.349 150 150 324.674 624.674 6590.764
7 Right 6250 35 44 52 2266.080 500 500 3399.488 4399.488 2102.402
8 Right 5500 78 42 44 4787.556 550 550 7005.831 8105.831 584.511
9 Left 7350 67 57 27 5199.581 490 490 8227.704 9207.704 2075.098
10 Right 5500 29 19 55 1714.988 550 550 2265.671 3365.671 25572.710
11 Left 5500 16 0 39 1048.802 550 550 986.926 2086.926 106.384
12 Left 8500 13 57 31 1223.129 365 365 1705.800 2435.800 1245.641
13 Right 7500 10 16 40 924.603 500 500 845.355 1845.355 24536.028
14 Left 8000 54 46 6 4394.663 500 500 7147.094 8147.094 30292.329
15 Right 7400 51 17 23 3803.281 500 500 6124.294 7124.294 8242.114
10465.52
16 Right 9750 59 42 30 5748.841 305 305 9855.526 782.945
6
17 Left 8000 47 37 11 3780.638 500 500 6148.979 7148.979 7250.046
18 Left 6860 28 26 3 1988.388 500 500 2904.394 3904.394 1210.839
19 Left 12500 5 22 22 711.507 250 250 922.135 1422.135 20811.602
20 Right 6850 35 24 24 2437.021 500 500 3733.036 4733.036 8039.089
21 Left 16700 29 58 4 4562.262 185 185 8549.745 8919.745 7671.497
22 Left 6250 11 9 25 860.591 500 500 717.023 1717.023 21368.763
23 Left 8250 9 18 46 854.498 365 365 975.933 1705.933 14493.562
24 Right 5500 18 50 2 1187.542 550 550 1257.913 2357.913 526.111
25 Left 15000 1 29 42 295.710 200 200 191.396 591.396 214.451
26 Right 6250 30 23 13 1947.770 500 500 2814.716 3814.716 41983.164
27 Left 6250 32 59 41 2101.499 500 500 3099.160 4099.160 3464.854
EXECUTIVE SUMMARY
Curve Direction Radius Deflection Tangent Transition CIRCULAR Total Straight

No. of Curve (m) Angle Length Length(m) Length(m) Curve
D M S (m) L1 L2 Length
(m)
28 Right 4500 18 6 5 959.638 485 485 936.686 1906.686 43902.539
29 Left 4200 37 42 34 1670.004 470 470 2294.257 3234.257 485.775
30 Right 6250 15 38 14 1108.432 500 500 1205.765 2205.765 864.538
31 Left 6250 13 28 58 988.975 500 500 970.757 1970.757 14680.956
32 Right 6400 11 13 4 878.678 500 500 753.045 1753.045 206.213
33 Right 6250 5 47 57 566.637 500 500 132.591 1132.591 157.050
34 Right 6650 14 53 20 1119.115 500 500 1228.055 2228.055 5204.651
35 Right 6250 12 15 32 921.339 500 500 837.223 1837.223 8273.977
36 Left 6250 37 2 5 2343.870 500 500 3539.859 4539.859 625.755
37 Right 11220 13 34 54 1466.126 260 260 2399.669 2919.669 4284.774
38 Left 4000 15 58 31 794.078 465 465 650.293 1580.293 50477.385
39 Right 4000 23 16 50 1056.947 465 465 1160.281 2090.281 218.035
0.5.4 stations
Stations planned in this section of alignment are Thiruvananthapuram, Quilon
Changannur, Kottayam and Erankulam. Changannur station has been planned as
future station. Latitudes and longitudes of station locations are given in the following
table 0.27.
Table 0.27 Station Details
S.No Chainage Station Name Longitude Latitude

1 (-)350.00 Thiruvananthapuram
2 56568.500 Quilon 7638'33.44"E 852'31.27"N
3 108296.200 Changannur Future 7636'23.23"E 918'25.16"N
Station
4 139315.700 Kottayam 7631'07.68"E 934'23.01"N
5 192595.500 Erankulam 7619'31.65"E 958'08.97"N
6 257772.2 Trissur 7615'34.90"E 1029'8.67"N
7 314157.2 Tirur Future Station 7601'59.19"E 1055'33.63"N
8 360277.4 Calicut 7548'19.75"E 1116'36.83"N
9 422453.0 Thalssery Future Stn 7530'43.98"E 1144'49.00"N
10 439340.1 Kannur 7524'47.45"E 1151'52.07"N
11 524956.2 Kasaragod 7500'5.90"E 1231'00.55"N
12 568632.0 Mangalore Junction 7453'06.02"E 1252'09.71"N
EXECUTIVE SUMMARY
0.5.5 Depot
1) In Stage I report , a Car depot with workshop was proposed at
Thiruvananthapuram, and also a small depot at Ernakulam.
2) In addition, it is proposed to have a depot at Thrissur and also at Mangalore once

the line get extended further.
Major Features of Depot and Workshop
Daily inspection facilities shall be installed at Trivandrum , Thrissur, and

Mangalore Depots. Regular inspection and dismantling facilities shall be installed
at all the three depots.
The number of storage tracks at Trivandrum, Thrissur and Mangalore depot will
be 16, 10 and 10 respectively. However, the numbers will be further worked at
DPR stage. Once the line is extended to Kasargod/Managalore, no stabling line
will be needed at Ernakulam.
Land for stabling lines and maintenance facilities for future increase of train sets
should be reserved.
0.5.6 Approximate Land requirement

The calculation of land requirement has been done with the following assumptions:
1. For alignment of High Speed Rail at-grade (cutting/filling), it is proposed to

acquire a width of 23 m for the Section between Thiruvnanthapuram and
Kasargod . Based on the route planning on the base map prepared with the
help of Satellite Images, it is estimated that 86984 m of the length will be at-
grade.
2. For elevated portion it has been estimated that 2/3rd length of this stretch will
pass through fields and 1/3rd through habitated area wherein it is assumed that
there will be need to acquire 23 m strip of the land i.e. 11.5 m on either side of
High Speed Rail route centre line. While for the elevated alignment passing
through farming land, it has been assumed that only right to locate the pillars in
such stretches, will be taken allowing the farmers to continue with the farming
even under viaduct. Based on the estimates it is found that 296676 m length
of the route will be on elevated viaduct
3. In case of Waterways no land acquisition is proposed except the approaches.
It has been estimated that 10% of the total length of Waterways as the length
of approaches of these bridges will need land acquisition. The width to be
acquired in this length will be 13 m.
4. In underground portion it has been assumed that there will be no need to

acquire the land. For Thruvananthapuram to Kasargod section it is assessed
EXECUTIVE SUMMARY
that 74808 m length of the route will be as tunnel by way of Tunnel Boring
Machines/New Austrian Tunneling Method depending on the type of strata
beneath. The length of 42978 will be done underground but by cut and cover
method.
The calculation for the land requirement is given in the Table 0.28 .
Table 0.28 Land requirement for Thiruvananthapuram- Kasargod Corridor

S.No Type of alignment Route Width of Land area Remarks
Length the land to required
(m) be (Hectares)
acquired(m)
1 At-grade 86984 23 200.06
2 Elevated 296676 0.00
Only 5 %
taken
passing
through
Passing through farming
a farming land 198437.9 13 12.90 land
Passing through
b habituated area 97738.08 23 224.80
Only 10%
of W/Way
taken for
calculation
3 Bridges 16986 13 2.21 of land
4 Underground(TBM) 74808 0 0.00
5 Underground(NATM) 8373 0 0.00
6 Underground(C&C) 42978 23 98.85
7 Stations(8 Nos.) 500 100 40.00
Depot(20
8 Ha.+10Ha.+20 Ha.) 50.00
628.82
Assuming that 25% will be Government land and 75% private land,
Govt Land : 157.25 Hectares
Private Land : 471.75 Hectares.
0.6 CIVIL ENGINEERING
The history of high-speed railways started in 1964 with the opening of the Tokaido
Shinkansen (however, the highest operating speed at that time was 210 km/h),
EXECUTIVE SUMMARY
followed afterwards by France (TGV) in 1981, Italy (ETR) in 1988, Germany (ICE) in
1991, and Spain (AVE) in 1992. Besides these countries, high-speed railways are
also running in Belgium, the United Kingdom, Korea, Taiwan, China, Turkey, Holland
and Russia. .
It is proposed to adopt the construction technology used for Shinkansen for Kerala
High Speed Rail after making necessary changes for making it suitable as per the
local conditions. However, it is considered appropriate to detail the various
components of Shinkansen Technology. Table 6.1 gives the standard specifications for
major High Speed Rails in the world and thereafter the description of different civil
Engineering component of Shinkansen Rail are detailed.
0.6.1 Underground Construction

As in the underground section most of the area is either built-up or passing under
Road, it is proposed to tunnel through Tunnel Boring Machine (TBM) or New Austrian
Tunneling Method (NATM) in the overburden soil mass. Tunnel excavation for a major
part of this underground section is expected to be carried out by Tunnel Boring
Machines. There will be some smaller stretches along the underground part of the
alignment where Cut & Cover method has to be considered for construction before
and after Switch Over Ramp (SOR) and at the start of the alignment. Tunnel boring
machines (TBMs) capable of drilling in soft soil with a finished internal diameter of 8
m. can be successfully employed for boring tunnels through this stratum. The tunnels
are proposed with a minimum soil cover of 7-8 m.
0.6.2 Structural System of Viaduct
Superstructure
The superstructure of a large part of the viaduct comprises of simply supported spans.
However at major crossing over or along existing bridge, special steel or continuous
unit will be provided.
Normally the Box Girder having a soffit width of about 4.0 m (approx) accommodates
the two tracks situated at 4.2m center to center (c/c). The Box Girder superstructure
for almost all the simply supported standard spans will be constructed by precast
prestressed segmental construction with epoxy bonded joints.
The standard spans c/c of piers of simply supported spans constructed by precast
segmental construction technique has been proposed as 28.0m. The usual segments
shall be 3.0m in length except the Diaphragm segments, which shall be 2.0m each.
The other spans (c/c of pier) comprises of 31.0 m, 25.0 m, 22.0 m, 19.0 m & 16.0 m,
which shall be made by removing/adding usual segments of 3.0 m each from the
center of the span.
EXECUTIVE SUMMARY
- The pier segment will be finalized based on simply supported span of 31.0m and
the same will be also kept for all simply supported standard span.
- For major crossing having spans greater than 31.0m, special continuous units
normally of 3 span construction or steel girders have been envisaged.
- All these continuous units (in case provided at obligatory location) will be
constructed by cast-in-situ balanced cantilever construction technique.
Substructure
The viaduct superstructure will be supported on single cast-in-place RC pier or double
pier depending upon the location where the alignment passes. For the standard
spans, the pier gradually widens at the top to support the bearing under the box webs.
In absence of detailed design, it is expected that pier size will be of 1.8 m to 2.0 m
diameter of circular shape for most of its height. However, it may be beneficial to
provide double piers in the locations where the alignment will pass through the vacant
areas. The shape of upper part of pier has to be so dimensioned that a required
clearance of 5.5 m is always available on road side beyond vertical plane drawn on
outer face of crash barrier. However, these details are to be worked out at the time of
preparation of Detailed project report.
0.6.3 Foundation
In general, the soils of Kerala are acidic, kaolintic and gravelly with low CEC(Cation
Exchange Capacity), low water holding capacity and high phosphate fixing capacity.
Climate topography, vegetation and hydrological conditions are the dominant factors
of soil formation. Hence, pile foundations with varying pile depths depending on soil
characteristic have to be provided on a case-by-case basis.
0.7 Rolling Stock for High speed Rail Kerala
1) It is recommended to select EMU (Electronic Multiple Unit) for HSR because it will
enable full use of the floor area of a train for passengers, and thus increase the
transportation efficiency. This also has the effect of minimizing the design load for
construction if EMU for HSR are chosen. Moreover, this choice would allow a
cost reduction.
2) In a view of cost effectiveness it will be preferable to adopt the specifications
without changing those of trains that are already operational in other countries
(the design of the color of the body and interior and the types of fabric for seating
may be selected without additional cost) and to adopt the propulsion system
which has reduced mechanical systems for decreasing potential malfunction and
minimizing maintenance costs.
3) Specification of Rolling Stock Series N700(Shinkansen)
EXECUTIVE SUMMARY
Table 0.29
Series No. N700
Train formation 14M2T
(3M1T X 2unites, 4M X 2unites)
Overall length (16 cars) 404.7 m
Seating Capacity (First / standard class 1,323 (200 / 1,123)
Electric System 25kV 60 Hz
Maximum service speed 300 km/h
Starting acceleration 2.6 km/h/s
Carbody: Material Aluminum alloy
Length; (Leading car) 27,350 mm
(Intermediate car) 25,000 mm
Width 3,360 mm
Height; (Single level) 3,600 mm, 3,500 mm
Bogie center distance 17,500 mm
Bogie: Suspension Bolsterless Air-spring
Gauge 1,435 mm
Wheel diameter 860 mm
Wheel base 2,500 mm
Vibration control device Yes
Series No. N700

Train output 17,080 Kw
Traction motor: Type Asynchronous
Rating output 305kW x 56sets
Powering: Circuit control Converter Inverter
PWM control
Element adopted IGBT
Braking: AC regenerative brake M: 56 axles
Eddy current brake Not used
Air brake (axle disk) Not used
Air brake (wheel disk) M/T: 2 sets/axle
Pantographs type (sets/train) Single arm low noise type
x2
Air conditioning equipment (sets/car) Under-floor
Semi-centralized x 2
Ventilation system Continuous, Pressure sealed
ATC system Double-frequency combination
(Digital ATC)
The above specification is for 16 Car trains. However, Kerala High Speed will need
only 8 car trains due to the PHPDT being comparatively less than Japan and Taiwan.
Even ultimately, it may require only 12 car trains for catering to the demand. Hence
EXECUTIVE SUMMARY
for KHSR, some modification will be needed as done on Shinkansen trains for Taiwan
high speed trains. The modifications will be needed as per the changed climatic
conditions for having the effective ventilation systems etc.
Unit Unit
Train Formation of Series N700
0.7.1 Rolling stocks specification
The calculation will be based on full operation in 2021.

Table 0.30 Rolling Stock specifications
Number of trains 48 trains per day per direction
Maximum Speed 300 km/h
Train set configuration 8 cars to start with and 12 cars ultimately
Weight of train 588 tons
Power factor 0.99
Maximum current of train 565A
Pantograph voltage 25 kV 50Hz
Feeding Voltage 27.5 kV
Feeding distance Maximum 40 km, minimum 30 km
0.8 Power Supply

0.8.1 Feeding Technology
Since the Tokaido Shinkansen started commercial operation in Japan in October
1964, the Sanyo Shinkansen, Tohoku Shinkansen and Joetsu Shinkansen also
entered service one after another. In recent years, the Hokuriku Shinkansen
(Takasaki-Nagano) was launched in 1997, followed by the Kyushu Shinkansen
(Yatushiro-Kagoshima-Chou). The operation of these Shinkansens has been very
successful.
The system being proposed here is the latest system and is highly reliable. It
combines the proven technology of Japanese Shinkansen developed over many years
and the cutting edge technology of power electronics, which has made tremendous
advances in recent years.
0.8.2 Voltage of Overhead Contact Lines

Table 0.31 shows the voltage of overhead contact line for the TM HSR proposed.
EXECUTIVE SUMMARY
Table 0.31 Voltage of Overhead Contact Line

Classification Voltage
Highest Voltage 27.5 (kV)
Standard Voltage 25 (kV)
Lowest Voltage 22.5 (kV)
Instantaneous lowest voltage 20 (kV)
0.8.2.1 Feeding System
Electricity is supplied to the electric rolling stock through overhead contact lines and
rails for operation. Because the rails, which are in contact with the ground, become the
return circuit of the feeding circuit, a portion of the return current flows to the ground
through the rails.
In the case of an AC electric railway, the outflow current is induced to the nearby
communication lines, causing inductive problems to the communication lines. A
feeding system shall be adopted as a measure to control the outflow of current.
There are four major types of feeding systems: simple feeding systems, booster
transformer feeding system, auto transformer feeding system and coaxial cable
feeding system. Table 1.2 shows the characteristics of each system.
Of the systems, the auto-transformer feeding system has many characteristics that are
suitable for the TM HSR. For example, it can have a longer interval between sub
stations, it is effective in reducing induction to communication lines, and it can
control the leakage of current from the rails of the ground.
For this reason, the auto Transformer (AT) feeding system is recommended for the
TM HSR, which requires high density/high volume power supply.
In general, the auto-transformers are installed at a standard interval of 10 to 15 km.
For this project, the auto transformer will be installed at substations, sectioning posts,
sub sectioning posts and AT-posts. The rated power self capacity of each auto-
transformer is 5MVA.
Table 0.32 Characteristics of Various Feeding systems

Type Characteristics Conceptual Drawing
Simple The simplest feeding system
feeding Little induction to communication
system lines
Higher rail potential than other
feeding systems
EXECUTIVE SUMMARY
A feeding system that uses a

booster transformer
Booster Effective in reducing induction to
Transformer communication lines
feeding Need a BT section
system Complicated contact wiring in the
BT section
Considerable impedance in the
feeding system
Suitable for supplying high electricity
volume because it can carry feeding
Auto voltage (power sent out from a
Transformer substation) higher than that carried
feeding by an overhead contact line
system Can have a longer interval between
substations than the other sections
Approximately a 10-km interval
between two auto-transformers
High inverse barometer effect is
effective in reducing induction to
communication lines
Do not need BT or other sections,
Coaxial
simple conductor arrangement,
cable
suitable for narrow and small
feeding
sections
system
Expensive cables
Reciprocating impedance is about
1/7 of the overhead contact line
Need to pay attention to resonance
with the harmonic current
0.9 SIGNALLING , TRAIN CONTROL, TELECOM AND FARE COLLECTION

0.9.1 Signaling and Train Control
0.9.1.1 The Signaling and Train Control system shall provide the means of an efficient Train
Control, ensuring safety in train movements. It assists in optimization of rail
infrastructure investment and running of efficient train services on the network.
On high speed lines in Europe and Asia, there are mainly two types of signaling
systems presently in service. Europe is shifting towards ERTMS Level 2 on high
speed lines and is becoming the standard in Europe. This is true for some Non-
European countries also. Whereas the countries which already have high speed
EXECUTIVE SUMMARY
lines in Asia like Japan, Taiwan etc are using the older proven signaling system
having ATC based on track circuits.
Any of these systems can be deployed on a high speed line in order to have
Centralized Train Control System.
0.9.1.2 Overview
High speed rail is expected to carry large number of passengers by maintaining

shorter spacing between trains requiring a very high level of safety enforcement and
reliability. At the same time heavy investment in infrastructure and Rolling stock
necessitates optimization of its capacity to provide the best services to the people.
These requirements of the High Speed Rail are planned to be achieved by adopting
ATC sub-systems. This will:
Provide high level of safety with trains running at high speed at shorter headways
ensuring continuous safe train separation.
Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal /
warning by the driver.
Provides safety and enforces speed limit on section having permanent and
temporary speed restrictions.
Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed in his cab enabling him to optimize the speed potential of
the track section. It provides signal / speed status in the cab even in bad weather.
Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
Improve maintenance of Signalling and Telecommunication equipments by
monitoring system status of trackside and train born equipments and enabling
preventive maintenance.
Signalling & Train Control system on the line shall be designed to meet the required
headway during peak hours.
EXECUTIVE SUMMARY
0.9.2 TELECOMMUNICATIONS
The telecommunication system acts as the communication backbone for Signalling
systems and other systems such as AFC etc and provides telecommunication
services to meet operational and administrative requirements of metro network.
0.9.2.1OVERVIEW
The telecommunication facilities proposed are helpful in meeting the requirements for
1. Supplementing the Signalling system for efficient train operation.

2. Exchange of managerial information
3. Crisis management during emergencies
4. Passenger information system
The proposed telecom system will cater to the following requirements:
Train Traffic Control

Assistance to Train Traffic Control
Maintenance Control
Emergency Control
Station to station dedicated communication
Telephone Exchange
Integrated Passenger Announcement System and Passenger Information and
Display System within the station and from Central Control to each station.
Centralised Clock System
Train Destination Indicator
Instant on line Radio Communication between Central Control and Moving Cars
and maintenance personnel.
Data Channels for Signalling, SCADA, Automatic Fare Collection etc.
0.9.2.2 Technology
The Technologies proposed to be adopted for telecommunication systems are
shown in Table 0.33 :
TABLE 0.33
System Standards
Transmission Optical Fibre system as the main bearer for bulk of the
Media telecommunication network
Telephone EPABX of minimum 30 ports is to be provided at all Stations, an
Exchange Exchange of 60 Ports to be provided at Terminal Station
Train Radio Digital Train radio (GSM-R) communication between motorman of
EXECUTIVE SUMMARY
System Standards
System moving cars, stations, maintenance personnel and central control.
Train LED/LCD based boards with adequate visibility to be provided at

Destination convenient location at all stations to provide bilingual visual
Indicator indication of the status of the running trains, and also special
System messages in emergencies.
Accurate display of time through a synchronisation system of slave
Centralized clocks driven from a master clock at the OCC and sub master
clock system clock in station. This shall also be used for synchronisation other
systems.
Passenger
Passenger Announcement System covering all platform and
Announcement
concourse areas with local as well as Central Announcement.
System
Redundancy on Radios in the Base Stations,
Redundancy
Path Redundancy for Optical Fibre Cable by provisioning in ring
(Major System)
configuration.
Environmental
All equipment rooms to be air-conditioned.
Conditions
System to have, as far as possible, automatic switching facility to
alternate routes/circuits in the event of failure.
Philosophy of preventive checks of maintenance to be followed.
Maintenance System networked with NMS for diagnosing faults and co-
Philosophy ordination.
Card/module level replacement shall be done in the field and
repairs undertaken in the central laboratory/manufacture's
premises.
0.9.3 AUTOMATIC FARE COLLECTION

High Speed Rail Systems is expected to handle large number of passengers. Ticket
issue and fare collection play a vital role in the efficient and proper operation of the
system. To achieve this objective, ticketing system shall be simple, easy to
use/operate and maintain, easy on accounting facilities, capable of issuing
single/multiple journey tickets, amenable for quick fare changes and require overall
lesser manpower. In view of above, computer based automatic fare collection system
is proposed.
For Multiple Journey, the Store Value Contactless Smart Card can be utilized and for
the Single Journey, Smart Contactless Token can be utilised.
EXECUTIVE SUMMARY
AFC system proves to be cheaper than semi-automatic (manual system) in long run
due to reduced manpower cost for ticketing staff, reduced maintenance in comparison
to paper ticket machines, overall less cost of recyclable tickets (Smart Card/Token) in
comparison to paper tickets and prevention of leakage of revenue
0.10 TRAIN OPERATION PLAN AND TRANSPORT PLANNING
0.10.1 Outline of Transportation
Details of Stations with their chainages, are given in table 0.33.
Table 0.33 Station Details
S.No Station Name Chainage Elevated/UG

1 Thiruvananthapuram -350.000 Elevated
2 Quilon 56568.500 56.919 Elevated
3 Chengannur Future 108296.200 51.73 Elevated
Station
4 Kottayam 139315.700 31.02 Elevated
5 Erankulam 192595.500 53.28 Elevated
6 Thrissur 257772.2 65.17 Elevated
7 Tirur Future Station 314157.2 56.39 Elevated
8 Calicut 360277.4 46.12 Elevated
9 Thalessery Future Stn 422453.0 62.17 Elevated
10 Kannur 439340.1 16.89 Elevated
11 Kasaragod 524956.2 85.62 Elevated
1) The proposed train set is an 8 (eight) car train, which consists of six motor cars
and two trailer cars, designed considering technical features of rolling stock of
HSR and to provide adequate frequency of train operation for HSR users.
2) All of commercial trains will stop only on one station in between to get the higher
average speed. Few trains may be allowed to stop even on both the intermediate
stations.
3) A period of time between 24.00 hrs. and 6:00 am is strictly allocated for
maintenance work only. No commercial train operation shall be allowed during
this time zone from view point of safety of maintenance work at the site, which is
essential for safety train operation and comfortable riding quality.
4) Consideration for transfer to/from other transport modes and transit to/from
conventional railway lines shall be taken into account at the HSR
stations/terminals.
EXECUTIVE SUMMARY
Shuttle service will be provided for the transit railway passenger using existing
conventional railway when the HSR station is apart from the station of the
existing railway line.
Change of operation plan or change of the origin/destination of trains will be

required to formulate effective railway network system.
0.10.2 Maximum Speed and Traveling Time
0.10.2.1 Design Speed
Design speed of 350 kmph is proposed for the HSR system.
0.10.2.2 Traveling Time
1) With the average speed of 250 Kmph, the traveling time will be 46 minutes
between Thiruvananthapuram and Ernakulam
2) The proposed HSR trains will be operated at its maximum speed of 300 kmph
throughout the route between Trivandrum and Ernakulam with due observance to
permanent and temporary speed restrictions
3) The number of stations of the HSR line will be Eight, namely Trivandrum, Quilon,
Kottayam, Ernakulam, Thrissur, Kozhikode, kannur and Kasargod and the
stopping time at each station is assumed to be two to two and half minutes.
Consequently, traveling time between Trivandrum and Kasargod is estimated at
approximately 115 minutes without any stop en-route .The duration required from
one station to other is given in the table below.
From To Stoppages at Travel

Time*
Non
Travel Time* Stop
TVC Quilon 15
TVC Kottayam Quilon 37

TVC Kochi Quilon, Kottayam 53 42
TVC Thrissur Quilon, Kottayam, Kochi 72
Quilon, Kottayam, Kochi
TVC Kozhikode Thrissur 98 79
EXECUTIVE SUMMARY

TVC Kannur Thrissur, Kozhikode 119 96
Thrissur, Kozhikode,
TVC Kasaragod Kannur 142 115
Mangalore Thrissur, Kozhikode,
TVC Junction Kannur, Kasargod 156 124
* Considering dwell time of two minutes at each station,
operational Speed: 300 Kmph
0.10.3 Train Operation
Table 0.34 Train Operation Plan

S.N Item Value
1.0 Maximum permissible speed 300 kmph

2.0 End to end distance (Thiruvanantha 526.806 kms
Puram to Kasaragod)
3.0 Headway
Peak Period (0800 to 1100 & 1700 15 mins
to 2100 hrs)
30 mins
Non Peak (0600 to 0800, 1100 to
1700 and 2100 to 2300)
4.0 Dwell time at intermediate station 2 mins
5.0 Dwell time at terminal stations 30 mins
6.0 Maintenance time for emergency 30 mins
checks per round trip
7.0 Engineering Recovery time 3 mins
8.0 Traffic Recovery time 3 mins
9.0 End to end run time 131 mins
10.0 Average speed (end to end) 250 kmph
11.0 Total round trip time per rake 352 mins*
12.0 Bare minimum requirement of rakes 22
13.0 Traffic reserve (one standby at each 1
terminal)
14.0 Maintenance requirement of rakes 2
(@ 8 % maintenance )
15.0 Total rake requirement 25
It is planned that time between 00.06 hrs and 06.00 hrs. will be strictly allocated
for maintenance work only. No commercial train operation shall be allowed
during this time.
EXECUTIVE SUMMARY
0.11 ENVIRONMENTAL IMPACT ASSESSMENT

Due to the typical coastal terrain, approach roads, bridges and tunnels are to be built
for construction of the rail link. As a result, the excavate that will be generated may
eventuallyslide down into the streams if not disposed off properly. The construction of
the rail link may also lead to instability of some of the slopes which may be vulnerable.
The rail link envisages construction of tunnels and bridges. Due to construction of
tunnels, a significant amount of earth will be generated requiring disposal in an
environmentally sustainable manner. The biodiversity of the region as well as the
virgin landscape of the area are likely to be affected due to the proposed high speed
rail link activity. The existing drainage network is also likely to be affected due to
construction of approach roads. Since the proposed high speed rail link trains will run
at a speed of 275 - 300 kmph through tunnels and decided right of way (ROW), due to
this high speed noise and vibration issues will be of critical importance and will have to
be studied in greater detail.
The environmental baseline data was compiled for:
Land Environment (Physiography, geology and minerals, soils, seismicity)

Water Environment (Water resources, water uses )
Air Environment (Air quality)
Noise/Vibration Environment (Noise/Vibration levels)
Ecological Environment (Flora and Fauna) and
Socio-Economic Environment (Demography, socio economics, etc)
The coastal state of Kerala lying on the south western tip of India has commonly been
called the tropical paradise of India. The Arabian Sea on one side and the Western Ghats
on the other cover the state of Kerala. The area is marked by coastal zone of Arabian
Sea. This coastal state has hot and humid climate during April - May and pleasant, cold
climate during December - January. Kerala has 14 districts. Eleven districts fall on the
alignment. The state has a population of 31.841 million people. Out of this 28.697
millions (90.12%) are in those districts through which the high speed corridor will pass.
Male and female ratio is 0.944. Although Kerala accounts for only 1% of the total area of
India, it contains about 3% of the countrys population. The population density of the state
is about 819 people per square kilometre, three times the national average. Kerala is one
of the densest states in the country and it recorded a decadal population growth of
+9.42% (2,740,101).
The proposed high speed rail project is situated in an environmentally sensitive region
and one of the ecological hot spots of the world/India. The proposed project shall have
significant impacts on all the environmental attributes in different stages of the project
cycle. The proposed high speed rail project shall acquire land in the state of Kerala
where per capita land holding is minimum and the ecology and biodiversity is very rich.
The proposed alignment shall pass through backwaters, estuaries, coastal / riverine,
lakes, sands and the coastal regulated zones. At this stage, the Initial Environmental
EXECUTIVE SUMMARY
Examination has just screened out the environmental issues which require a detailed
environmental and ecological impact study along with detailed Rehabilitation and
Resettlement (R&R) issues. Hence, a more comprehensive Environmental Impact
Assessment (EIA) is recommended for the project. This cannot be ignored as explained
that the project area is a very sensitive zone.
0.12 Capital Cost of Kerala High Speed Rail

From the Capital cost estimates done by the Consultants, it is seen that the cost of
civil works has been taken as Rs. 14.80 Crores per KM, which is considered on a very
low side. Therefore, the cost of Kerala High Speed Rail Corridor has been calculated
by DMRC taking the unit rate of some of the items given by the Consultants worked on
the basis of unit rates of Shikansen and for some of the items the rates estimated by
DMRC based on Delhi Metro. The approximate cost of High Speed Rail Corridor in
Kerala is given in the Table below.
Table 0.35 Basis of costing
S.No Items Basis

1 Land cost Considering at grade and elevated length.2/3rd of the elevated length
has been assumed to pass through the fields and 1/3rd through
township and villages. In field the width for land calculation has been
taken as 13 m with the restriction that no development in 11.5 m on
either side will be allowed. While in towns/ villages. For at
Grade(Cutting/Filling) the width has been taken as 23 m. For tunnel
no acquisition is proposed. For water ways, the acquisition is
proposed only in 13 m width and that too only for 10 % length. The
unit rate for the acquisition of the land has been taken as Rs. 10
Crores per Hectare. Lump sum cost for 8Nos of Construction Depot
has also been provided.
2 Alignment (a) The unit rate for TBM and cut & cover has been adopted as per
and the estimates for Phase-III of Delhi Metro after increasing it for
formation the more size of tunnel and also cut and cover boxes
(b) Elevated viaduct- the basis for the calculation of unit rate of
viaduct has been, the completion cost of Phase-II of Delhi
Metro. These have been increased for increasing viaduct width
Considering that 13 m of total width of pier viaduct will be
sufficient for Kerala High Speed Rail as compared to 10 m in
case of Metro the rates have accordingly been enhanced
Similarly,
EXECUTIVE SUMMARY
3 Bridges The rate for important bridges per Km has been adopted
considering the completion cost of the bridge at Yamuna
river in Delhi.
4 Station buildings The cost of construction of station for Shinkansen has
been approx.Rs.148 Crores. However, as the station
length for Kerala High Speed Rail Corridor will be lesser
than Shinkansen due to ultimate requirement of only 12
coach trains (as against 16 coach trains in Japan), the rate
of Rs.100 Crores per station in the estimate has been
adopted. Provision for interchange facilities on two
stations of High Speed Rail Corridors with Railways has
also been made..
5 E & M Works Provision of Rs. 20 Crores for each station for E & M
works (Lifts, Escalators, DG sets etc.) is made.
6 Depot Based on Shinkansen, after reducing for the smaller trains
length, the provision of Rs. 300 Crores has been made for
the Depot to be located at Trivendrum. Provision for
stabling lines on other end i.e. Kasargod/Mangalore is also
made.
7 Workshop Provision of Rs.500 Crores for the Workshop is also made
based on the Shinkansen Japan where it is worked out as
Rs. 600 crores.
8 Permanent Way The unit rate for ballasted track has been arrived at based
on the rates of Shinkansen.
9 Traction and power The rates for traction and power supply have been worked
supply out based on Shinkansen but reduced due to rate in Japan
being on very high side.
9 Signalling& The rates of Signalling and Telecommunication based on
Telecommunication Shinkansen rates were considered on low side and hence
the rates of Delhi Metro have been adopted.
10 AFC The rates have been adopted based on Shinkansen.
11 Rolling Stock The rates for Rolling Stock have been taken based on
Shinkansen
12 Taxes Taxes have also been calculated on cost of Rs 4583
Crores.
EXECUTIVE SUMMARY
0.12.1 The cost of The High Speed Rail Corridor between Thiruvananthapuram and Ernakulum is
given as under in table 0.36 and taxes in table 0.37.
Table 0.36 Abstract Cost Estimate of Trivendrum to Kasargod

Total length = 526.806 km,
Under Ground Length= 126.159 km(TBM=74.808 Km, C/C=42.978, NATM=8.3731 Km.)
Major Bridge length 16.986 Km
At grade length= 86.984 km
Elevated = 296.676 km
Total Station =8 nos ( All elevated )
(Cost Without Taxes &

Duties), May 2011 price
level
S. Item Unit Rate as Qty. Amount Remarks
No. per Price (`. in Cr.)
level May
2011 (`. In
Crores)
1.0 Land 6246.15

2.0 Alignment and
Formation 32423.99
3.0 Important bridges 1189.02
4 Station Buildings 840.00

5 E&M Works 240.00
6.0 Depot 1000.00

7.0 Permanent Way 11589.73
8 Traction & power
8.1 Traction & power
supply incl. OHE, ASS 10536.10
etc.
EXECUTIVE SUMMARY
9.0 Signalling and

Telecom. 5312.05
10.0 R & R incl. Hutments
and road restoration LS 200.00
etc.
11.1 Misc. Utilities, other
civil works such as
median, road signages LS 300.00
etc.
12 Rolling Stock (SG) set 112.00 24.000 2688.00 Based on
Shinkansen
13.1 Barracks for CISF
including security LS
equipments 0.00
13.2 Staff Qutarters for
LS
O&M 200.00
Sub Total (13) 200.00
14 Special noise &
vibration reduction
treatment
14.2 Elevated section LS 150.00
Sub Total (14) 150.00
15 Noise barrier LS 0.00
Sub Total (15) 0.00
16 Total of all items
except Land 66668.89
17 General Charges incl. Based on
Design and Shinkansen
administration charge
@6% on all items
except land 4000.13
including General
charges 70669.02
19 Total of cost inclusive
land cost 76915.17
20 Contingencies @ 3 % 2307.46
21 Gross Total 79222.63
EXECUTIVE SUMMARY
Table 0.37 Thiruvanantahpuram to Kasargod

Details of Taxes and Duties
Taxes and duties

S. customs excise Total
No. VAT taxes &
duty duty
Total cost without Taxes (Cr.) duties
(Cr.) (Cr.)
Description & duties (Cr.) (Cr.)
Alignment &
1 Formation
Underground 18580.74 1167.60 937.77 1255.29 3360.66
Elevated, at grade &
entry to Depot 15032.27 1083.83 1450.80 2534.63
2 Station Buildings
c) Elevated station -
civil works 1190.00 85.80 114.85 200.65
d) Elevated station-EM
works 240.00 10.05 16.81 22.50 49.37
3 Depot
Civil works 400.00 25.14 20.19 27.02 72.35
EM works 600.00 25.14 42.02 56.25 123.41
4 P-Way 11589.73 1942.10 202.94 271.65 2416.69
Traction & power

5 supply
Traction and power
supply 10536.10 882.77 553.46 740.86 2177.09
6 S and T Works
S&T 5268.05 882.77 108.52 145.27 1136.56
AFC 44.00 6.91 1.13 1.52 9.56
7 R & R hutments 200.00 12.50 12.50
8 Misc.
Civil works 300.00 21.63 28.95 50.58
9 Rolling stock 2688.00 495.47 21.60 28.91 545.98
Total 66668.89 5437.96 3095.69 4156.37 12690.03
Total taxes & Duties 12690
EXECUTIVE SUMMARY
0.13 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY
The Kerala High Speed Rail covering a route length of 526.803 KMs is proposed to be
constructed with an estimated cost of Rs 79223 Crore at May 2011 price level without
taxes and duties but including land cost of Rs. 6434 crores. The estimated cost with
central taxes is Rs. 87757 crores.
For the purpose of calculating the Financial Internal Rate of Return (FIRR), the
completion cost with central taxes have been calculated by taking escalation factor
@5% PA. It has been assumed that Government of Kerala will exempt local taxes or
reimburse the same. The impact of proposed Goods & Service Tax Act (GST) has not
been considered in the calculation.
The project will be taken up for construction in April-2013 and expected to be
completed by 31.03.2020 and Revenue Opening Date (ROD) is expected to be as
01.04.2020. The total completion costs duly escalated and shown in the table 0.38
have been taken as the initial investment. FIRR of the project is given in Table 0.39.
Table 0.38 Corridor-wise & Year wise Investment-With Central Taxes
Figs in Rs./Crore
Financial Year Estimated Cost Completion Cost

2013-14 6211.00 6628.00
2014-15 10277.00 11559.00
2015-16 14342.00 16971.00
2016-17 16265.00 20759.00
2017-18 16265.00 21797.00
2018-19 12198.00 17164.00
2019-20 8133.00 12015.00
2020-21 4066.00 6308.00
Total 87757.00 113201.00
The land cost is divided in initial three years during which it is expected that the land
acquisition work would be over and related payments would have to be released. The
escalation factor used is 5% p.a. excluding on land cost. No escalation has been considered
on Land Cost.
The FIRR with Central taxes only is produced in Table 0.39.
Table No. 0.39 Financial Internal Rate of Return (FIRR)
Particulars Completion Cost with Central Taxes

FIRR (%) 5.25 %
EXECUTIVE SUMMARY
The funding of the project on Government model is given in the table 0.40.
Table 0.40 Funding pattern under SPV model (with central taxes)
Government of India Government of Kerala Total

Particulars
% Rs/Crore % Rs/Crore % Rs/Crore
Equity by GOI & GO
10% 11320.00 10% 11320.00 20% 22640.00
Kerala
SD for land/ land to be
provided free of cost 0% 0.00 6% 6434.00 6% 6434.00
by GO Kerala
SD for Central Taxes
by GOI (50%) & GO 5.5% 6259.00 5.5% 6259.00 11% 12518.00
Kerala (50%)
JICA Loan @ 1.40%
63% 71609.00 0% 0.00 63% 71609.00
p.a.
Total 78.50% 89188.00 21.50% 24013.00 100% 113201.00
Add: State Taxes to
be borne by Govt. Of 0.00 5456.00 5456.00
Kerala
Grand Total 89188.00 29469.00 118657.00
0.14 High Speed Implementation Strategy

This country does not have any experience or background for planning, designing,
execution and operations of a high speed railway network. Credit for ushering high
speed technology into the world goes to Japan. Japan Government gave the go
ahead for a high speed railway line between Tokyo and Shin Osaka a distance of
510 kms. on December 19, 1958 and this line was inaugurated on 1st October, 1964.
They were able to commission such a line in a matter of 6 years. Japan still
dominates the high speed technology and has now upgraded and honed this
technology to an unbelievably perfect standard. The Taiwan high speed line was
basically planned, designed ad executed with the Japanese help and supervision.
0.14.1 We, therefore, strongly recommend that Japanese help should be availed for the high
speed railway line between Thiruvananthapuram and Kasargod and transplant the
Japanese technology in-toto without trying to invent the wheel. This would also pave
the way for a massive aid to flow from Japan to fund the Thiruvananthapuram
Kasargod Project.
0.14.2 The Project can be implemented in either of the two ways:
a. Special Purpose Vehicle
By setting up a Special Purpose Vehicle (SPV) as a joint venture between
Government of Kerala and Government of India with each Government
contributing 10% of the cost of the project as equity to the SPV. The cost of
EXECUTIVE SUMMARY
the land has to be fully borne by the State Government. All state taxes
amounting to Rs.5456 crores leviable on the project should be waived by the
State Government. The Central taxes and duties amounting to Rs.12518
crores should be provided to the SPV as interest free subordinate debt in the
ratio of 50 : 50 by the Central Government and the State Government
respectively. The remaining cost amounting to Rs. 71609.00 crores should be
availed as a soft loan from the Government of Japan through Japan
International Cooperation Agency on similar conditions as for the loan to Delhi
Metro.
On this basis the state governments burden on the project will be Rs.29469
crores (inclusive of land cost, state taxes and 50 % of central Taxes.) The
State Government may raise part of this amount by domestic borrowings.
From the financial analysis it will be seen that there will be sufficient
operational revenue from which the SPV will not have any difficulty in servicing
and paying back the loan taken from Japan.
If this model is followed, work can commence immediately after the project is
approved by the two governments and completed within a period of 7 years.
The operation and maintenance of the high speed network will be done by the
SPV itself with Japanese help in the initial stages.
b. BOT Model
In the BOT model, a concessionaire will be selected with viability gap funding
support. If the concessionaire is to have at least 14% return on his
investments, then the VGF will be Rs.62710 crores (excluding land cost and
State Taxes) as indicated in the financial analysis. As the VGF will be too
much for the two governments to shoulder, this route is not recommended.
Further to finalize the concessionaire agreement it will take at least two years.
Only thereafter the concessionaire will engage general consultants to prepare
the designs and tender documents which will involve a delay of another 18
months. Thereafter the work will commence i.e 3 years after the government
gives approval to the project. It is also highly doubtful whether a suitable
concessionaire can be found for undertaking this project. If the BOT route is
followed the government will not be able to give duty and tax concessions and
the concessionaires financial costs will also be much more than the
governments financial costs. This is likely to result in the cost of the project
going up by 25 to 30%. Hence we do not recommend the BOT route.
EXECUTIVE SUMMARY
In case the project is implemented in the BOT route the concessionaire will
have to engage a suitable operator for running the system.
0.14.3 Implementation Schedule

Table 0.41
S.No Milestone Duration
required
1 Approval of Final Pre-Feasibility Report and D+ 30 days
order for preparation of Detailed Project Report
2 Preparation of Detailed Project Report D+ 360 days
3 Approval of Detailed Project Report by State D+400 days
Cabinet
4 Sending Detailed Project Report to Ministry of D+410 days
Railways
5 Approval of Derailed Project Report by Ministry D+500 days
of Railways
6 Formation of SPV D+500 days
7 Implementation of High Speed Rail D+3000 days
Note: D= Date of submission of Final Pre-Feasibility Report.
0.15 CONCLUSION AND RECOMMENDATIONS
i) The traffic survey indicated that there is willingness to shift to the High
Speed rail corridor if available. There is need of providing more efficient
rail system which will attract the road and air traffic and reduce the load
and congestion on the roads and also be comfortable and quick transport
system.
ii) The road traffic has been growing at a rate of 10 to 12%. The same trend
is seen in the growth of vehicles during 03 to 07 which is at 12%.While the
growth of Road length has been negligible. This has resulted in great
increase in Road congestion.
iii) Study revealed that there is no efficient and fast rail transport system in
the State.
iv) For the success of High Speed Rail, in influence area of residential /
commercial /institutional localities, planned integrated operation of the
EXECUTIVE SUMMARY
system with provision of KSRTC/feeder bus services from / to various

may be required.
v) The Study was started with the marking of route alignment on Topo
Sheets of Survey of India and finally the base map was prepared
making use of Carto-set and QuickBird Images.The base map so
prepared was used for designing the route alignment.
vi) On review of High Speed technology worldwide available, it was found

that Shinkansen technology is the best and adopted by number of
countries like Taiwan, U.K., China , Brazil and Vietnam.
vii) To complete this study, Experts from Japan were engaged for reviewing
the technology worldwide and give their recommendations for various
items to be implemented as part of Kerala High Speed Rail..
viii) High Speed Rail is now a tried and tested technology with deliverables
really transport benefits and can dominate market against road and
Airline transport
ix) The cost of Shinkansen High Speed Rail has been used for costing the
Kerala High Speed Rail .
x) The total cost of Thiruvananthapuram to Kasargod corridor which

includes the stage I Portion of this corridor, comes to Rs. 79223 Crores
at May, 2011 price level.
xi) The traffic projections have been done based on the candidate trips
along Thiruvannathapuram to Kasargod Section and using the logistic
model In 2020, the expected date of commissioning of this line, it is
estimated that 109487 passengers will use High Speed Rail.
xii) It has been assumed that 95% of the passengers can afford to pay only
business Class fare which is Rs.4.35 per KM on date and 5% of the
passengers will be in position to afford 1st class with the fare of Rs.8.70
per KM.
xiii) 100 Hectares of the Government land for P.D.has been considered for
making the Project viable.
EXECUTIVE SUMMARY
xiv) Financial Internal Rate of Return of Thiruvannanthapuram-Kasargod

High Speed Corridor comes to 5.25 % with Property Development land
of 100 Hectares.
xv) The Viability Gap for any private party to take this project on BOT( with
14% return) comes to Rs.74600 Crores (including the cost of land, State
Taxes), which is 63% of the total cost of this Project and hence not
recommended.
xvi) It is recommended that this Project should be done by an SPV owned by

State Govt. and Govt. of India.
EXECUTIVE SUMMARY
Fig 0.1
Executive Summary
EXECUTIVE SUMMARY
0.1 INTRODUCTION
0.1.1 Kerala is considered the Gateway of South India. This is one of the states of
India attracting large number of tourists and having the highest literacy rate
among all the states of India. State is Located between north latitudes 8 degree
18' and 12 degree 48' and east longitudes 74 degree 52' and 72 degree 22'.
This land of eternal beauty encompasses 1.18 per cent of the country.
Arabian sea coastline on the west, it is bordered on the north by Karnataka and
by Tamil Nadu on the south and east. Kerala extends over an area of 38,863
sq. km. It has a total coastline of 580 km. Its width varies from 120 kilometers
at its maximum and just 30 kilometers at its minimum.
An analysis of the decadal growth of all India population shows that it increased
from 1921 to 1971 and since then it started declining gradually. In Kerala the
decadal growth rate had been higher rate from 1941 to 1971 and since then
growth rate has been declining. The details of decadal growth rate of
population at all India and Kerala from 1901 to 2011 are given below Table 0.1
shows decadal growth rates of urban and rural population.
Table 0.1 Figures in Lakhs
ALL INDIA KERALA

Census Decadal Decadal
Year Rural Urban Total Growth Rural Urban Total Growth
Rate (%) Rate (%)
1901 2125.4 258.5 2383.9 - 59.4 4.5 63.9 -
1911 2261.4 259.4 2520.9 5.75 66.2 5.3 71.5 11.75
1921 2232.3 280.9 2513.2 -0.31 71.2 6.8 78 9.16
1931 2455.2 334.6 2729.8 11 85.9 9.2 95.1 21.85
1941 2745.1 441.5 3186.6 14.22 98.3 12 110.3 16.04
1951 2986.5 624.4 3610.9 13.31 117.2 18.3 135.5 22.82
1961 3602.9 789.4 4392.3 21.64 143.5 25.5 169 24.76
1971 4390.5 1091.1 5481.6 24.8 178.8 34.7 213.5 26.69
1981 5238.7 1594.6 6833.3 24.66 206.8 47.7 254.5 19.24
1991 6286.9 2176.1 8463 23.86 214.1 76.8 290.9 14.32
2001 7416.6 2853.6 10270 21.34 235.76 82.67 318.43 9.42
2011 8330.9 3771.1 12102 17.64 174.55 159.32 333.87 4.86
Kerala High Speed Rail Corridor between Thiruvananthapuram and Kannur Detailed Project Report June 2016 1
Executive Summary
0.1.3 Road Safety

Due to non availability of efficient and safe transport system and also narrow
roads, Kerala State has one of the highest road accident rates per 1000
population as evident from the statistics given in the table below.
Table 0.2
Accident Rate per 1000 persons in India ( In the Year 2011)
Accidents POPULATION Accident rate
in the Year as per 2011 per 1000
Sl. No States/UTs 2011 Census persons
1 Andhra Pradesh 44,165 84580777 0.522
2 Arunachal Pradesh 263 1383727 0.190
3 Assam 6,569 31205576 0.211
4 Bihar 10,673 104099452 0.103
5 Chhattisgarh 14,108 25545198 0.552
6 Goa 4,560 1458545 3.126
7 Gujarat 30,205 60439692 0.500
8 Haryana 11,128 25351462 0.439
9 Himachal Pradesh 3,099 6864602 0.451
10 Jammu & Kashmir 6,655 16787941 0.396
11 Jharkhand 5,451 32988134 0.165
12 Karnataka 44,731 61095297 0.732
13 Kerala 35,216 33406061 1.054
14 Madhya Pradesh 49,406 72626809 0.680
15 Maharashtra 68,438 112374333 0.609
16 Manipur 692 2855794 0.242
17 Meghalaya 599 2966889 0.202
18 Mizoram 97 1097206 0.088
19 Nagaland 39 1978502 0.020
20 Odisha 9,398 41974218 0.224
21 Punjab 6,513 27743338 0.235
22 Rajasthan 23,245 68548437 0.339
23 Sikkim 406 610577 0.665
24 Tamil Nadu 65,873 72147030 0.913
25 Tripura 834 3673917 0.227
26 Uttrakhand 1,508 10086292 0.150
27 Uttar Pradesh 29,285 199812341 0.147
28 West Bengal 14,945 91276115 0.164
Andaman & Nicobar
29 Islands 234 380581 0.615
30 Chandigarh 437 1055450 0.414
Dadra & Nagar
31 Haveli 103 343709 0.300
32 Daman & Diu 50 243247 0.206
33 Delhi 7,281 16787941 0.434
34 Lakshadweep 4 64473 0.062
Executive Summary
Accident Rate per 1000 persons in India ( In the Year 2011)

Accidents POPULATION Accident rate
in the Year as per 2011 per 1000
Sl. No States/UTs 2011 Census persons
35 Pondicherry 1,480 1247953 1.186
Total All India 497,686 1215101616 0.410
Source: Data.gov.in and Census India 2011
0.1.4 Kerala Transport
Kerala has 145,704 kilometers of roads (4.2% of India's total). There is about
4.62 kilometers of road per thousand population, compared to an all India
average of 2.59 kilometers. Most Kerala's villages are connected by road.
high traffic and pressure on the roads.

international airport is coming up at Kannur. The Cochin International Airport at
Kochi is the first international airport in India that was built without Central
Government funds, and is also the country's first publicly owned airport. The
backwaters traversing are also an important mode of inland navigation. The
Indian Railways' Southern Railway line runs throughout the state, connecting
all major towns and cities except those in the highland districts of Idukki and
Wayanad. About th of Kerala population lives in urban areas
0.1.5 State Road Network

On the road front, traffic has been growing at a rate of about 11 percent every
year, resulting in excessive pressure on the roads in the state. The total road
length in Kerala during 2006-07 increased to 162149 km from 160944 km in
the previous year, Road density in the state is 417 km/100 sq.km and it is far
ahead of national average of 100.39 km/100 sq.km. The length of road per
lakh population is 509.23 km and it is much higher than the national average of
321.3 km. In spite of this high road density, these are very congested and large
number of accidents.

Railway line between Tirur and Beypore (port) on the Malabar coast on 12-03-
1861. Further it was extended from Tirur to Kultipuram on 01/5/1861 and
Kuttipuram to Pattambi 23/09/1861.The further development of the Railways
in the state took place on the dates as mentioned in table 0.3
Table 0.3
SNo Section Date of Remarks
Commissioning
connection to Madras
Executive Summary
SNo Section Date of Remarks

Commissioning
(Kozhikode)
3. Calicut to Mangalore in From 1/10/1901
Stages to 3/7/1907.
4. Shoranur Ernakulam MG 16/07/1902 Converted to BG in
line 1934
5. Tirunalveli Quilon 1/03/1904
(Kollam)
6. (Kollam) Quilon 4/11/1931
Trivandrum
7. Ernakulam Kottayam 17/10/1956
MG
9. Ernakulam to Trivandrum Converted to BG on
13.9.1976
Total route length of Railways in the state is 1148 Kms. There are
200 Railway stations in Kerala . This extensive network connects places both
within and outside the state of Kerala . However, there are no frequent Rail
services available for travelling intrastate from one city to other.
Hence as the present Rail Infrastructure not being sufficient to meet the public
demand for the State and also large number of tourists, it was desired by
Kerala Government to have a High Speed route covering entire length of the
State from South to North vide their G.O. No Go No. 1107/2010/ID dated
02.08.2010 and the Pre feasibility study was entrusted to Delhi Metro Rail
corporation. DMRC prepared the feasibility report of this corridor and submitted
the report to State Government in the month of August 2012.Subsequently
Government of Kerala decided that Detailed Project Report for this corridor be
prepared and entrusted to DMRC vide their G.O. (MS) No.367/2012/ID, dated
21.03.2012.
0.1.7 Economic Benefits of High-speed rail
High speed trains require dedicated track at a cost substantially higher than
the conventional rail line. Infrastructure maintenance cost is comparable with
expensive option.
HSR infrastructure is associated with lower total travel time, higher comfort
and reliability, reduction in the probability of accident, and in some cases the
release of extra capacity which helps to alleviate congestion in other modes
of transport. HSR investment reduces the net environmental impact of
transport and boosts regional development.
Executive Summary
0.1.8 OBJECTIVE OF THE STUDY

As the Feasibility report already being available, the intent of this report is to
prepare the details technical and financial with which, the proposed High
Speed Corridor can be implemented.
Feasibility report was prepared for the corridor between Thiruvanthapuram and
Kasargod but on further examination during the course of traffic surveys it was
revealed that the traffic projections beyond Kannur are not very encouraging
and hence this DPR is prepared only for the corridor between
Thiruvanthapuram and Kannur.
The proposed corridor starts at Thiruvanthapuram and ends at Kannur with

total nine stations, major being Kochi and Kozhikode. Trains will run at an
average speed of about 250 KMPH. The index plan of the corridor is put up
at Fig. 0.1 in the end of the chapter.
0.2 HIGH SPEED RAIL WORLDWIDE
0.2.1 Globally, there are about fifty purpose-built high-speed lines on which trains
regularly travel with a maximum speed of 250 km/hr or more. In most cases
they are dedicated high-speed lines. Nearly all of these lines have provided a
quantum improvement in service level and travel time, as well as often
providing a more direct route. Newer high-speed railways generally aim for 300
km/h or above some Chinese, Spanish and French lines are designed for 350
km/h. Commercial speeds are typically around three-quarters of maximum
speed.
A high-speed rail service can deliver competitive advantage over airlines for
journeys of up to about 3 hours or 750 km, particularly between city pairs
where airports are located far from city centres. One suitable type of corridor is
that which connects two large cities 250-500 km apart. But another promising
situation is a longer corridor that has very large urban centres located, say,
every 150-300 km apart. On these longer corridors, typical of some being built
in China, high-speed rail has the ability to serve multiple city-pairs, both direct
and overlapping.
0.2.2 Advent of High Speed

The modern era of fast train travel (charted in Figure 0.1 below) opened in the
1950s in Japan. The conventional, mixed-use (passenger and freight) line
between Tokyo and Osaka had become very congested. More capacity was
needed. As part of a project partly financed by the World Bank, it was decided
not to provide additional capacity in the conventional manner of multiple-
tracking the line. Instead, Japan built a new 515 kilometer-long, passenger-
dedicated, electrified high-speed line on a new alignment. Construction began
in 1959, so that the service could open in time for the 1964 Tokyo Olympics.
Thereafter, number of countries have opted for High Speed Rail Transport and
on date, China is having the longest network of High Speed routes
Executive Summary
Fig 0.2 Route Km of High Speed by Country and year

Table 0.4 High Speed Rail World wide
In operation
Rank Country Region
(km)
1 China[4] Asia 19,000
2 Spain Europe 3,100
3 Japan Asia 2,664
4 France Europe 2,036
5 Sweden Europe 1,706[6]
6 Turkey Europe and Asia 1,420
7 United Kingdom Europe 1,377
8 Germany Europe 1,334

[7][8]
9 Italy Europe 923
10 South Korea Asia 819
11 Russia Europe and Asia 645
Executive Summary
In operation
Rank Country Region
(km)
12 Finland Europe 610
13 Uzbekistan Asia 344
14 Taiwan Asia 339
15 Austria Europe 292
16 Belgium Europe 209
17 Netherlands Europe 120
18 Poland Europe 85
19 Norway Europe 64
20 United States America 28
21 Denmark Europe 5
22 Switzerland Europe 80
Source: Wikipedia

tourist and pilgrimage hubs.
India has undergone rapid economic growth in recent years, and along with this
growth, demand for the transport of people and goods has arisen sharply. To
meet this rise, Dedicated Freight Corridors (DFC) to haul freight from Delhi to
Mumbai and Kolkata are being constructed. The existing Rail infrastructure has
not been able to meet the traffic demand of the people transport. There have
been the situations in most of the sectors of Rail where it is difficult to find out
the berth in any class in any of the trains even two months in advance.
Similarly for transportation of people from one place to other, High speed Rail
Corridors as under are at different stages of conceptualization by Ministry of
Railways.
Executive Summary
Fig 0.3:- Proposed High Speed Routes in India
0.2.5 Present Status of High Speed Rail in India

Parliament by Railway Minister on December 18 2009] envisages the
implementation of regional high-speed rail projects to provide services at 250-
350 km/h, and planning for corridors connecting commercial, tourist and
pilgrimage hubs. Six corridors have already been identified for technical studies
on setting up of high-speed rail corridors: Delhi-Chandigarh-Amritsar, Pune-
Mumbai- Ahmadabad, Hyderabad -Dornakal -Vijayawada -Chennai, Howrah -
Haldia, Chennai-Bangalore-Coimbatore-Kochi, Delhi-Agra-Lucknow-Varanasi-
Patna. These high-speed rail corridors will be built as elevated corridors in
keeping with the pattern of habitation and the constraint of land. Two new
routes were later proposed by Indian Railways, namely Ahmadabad -Dwarka,
via Rajkot, Jamnagar and other from Rajkot to Veraval via Junagadh. Details
are given in the table below.
Executive Summary
Table 0.5a- High Speed Rail Corridors Planning in India

S.No Corridor Total Aver. Speed
. kms Expected
1. Pune-Mumbai-Ahmedabad 650 250 km/h
2. Delhi-Agra-Lucknow- 991
300 km/h
Varanasi-Patna
3. Howrah-Haldia 135 300 km/h
4. Hyderabad-Dornakal- 679
350 km/h
Vijayawada-Chennai
5. Chennai-Bangalore- 850
Coimbatore-Kochi- 300 km/h
Thiruvananthapuram
6. Delhi-Chandigarh-Amritsar 591 350 km/h
7. Delhi-Jaipur-Jodhpur 530 300 km/h
The Prime Minister of India while addressing the Joint Session of the
Parliament on June 9, 2014 mentioned that the Government is committed to
launch a Diamond Quadrilateral High Speed Rail Network connecting Chennai,
Delhi, Mumbai and Kolkata.
Further the MoU have been signed between India and China, and it was
agreed that China Railway Siyuan Survey and Design Group will conduct a
Feasibility Study on the Delhi-Chennai corridor. Also, Ministry of Railways
through HSRC has appointed 3 international consortiums to study three
corridors of the Quadrilateral.
Table 0.5b:- High Speed Diamond Quadrilateral Feasibility Studies.
S.No. Corridor Status
Study awarded and Inception report submitted by
M/s INECO-M/s TYPSA -M/s Intercontinental
1. Delhi-Kolkata
Consultants and Technocrats Private Limited
(Consortium)
Inception report submitted and Pre-Feasibility
Report under preparation by Third Rail Survey &
2. Delhi-Mumbai
Design(China)-Lahmeyer Intl Lahmeyer India
Consortium
Inception report submitted and Pre-Feasibility
3. Mumbai-Chennai Report under preparation by SYSTRA-RITES- EY
and Young LLP Consortium.
Delhi-Nagpur as Study being carried out through G2G cooperation
4. part of Delhi- with China Siyuan Group of China. Planning report
Chennai submitted
Mumbai Nagpur
G2G cooperation with Spain. ADIF and INECO are
5. as part of
nominated.
Mumbai-Kolkata
Agency to be finalized.
6. Chennai-Kolkata
Executive Summary
In summary, high-speed rail is now a tried and tested technology that delivers
real transport benefits and can dominate market share against road and airline
transport.
0.3 PLANNING PARAMETERS

On Indian Railways so far there are no high speed tracks. The maximum
speed of the trains on Indian Railways is 160 KMPH i.e. on A; routes.
Normally, the speed of 200 Kmph and more is considered as High Speed. The
track gauge followed on Indian Railways is Broad Gauge. Hence, there are no
planning parameters as such for High Speed tracks in our country However,
most of the high speed routes available worldwide are being run on Standard
Gauge (Track Gauge: 1435 Kms). The speed of high speed trains worldwide
and the gauge used therein is given in the Tables below:
Executive Summary
Table 0.6:- TableStandards

TableConstruction 6-1 Construction
0.6 Construction Standards Standards
of Major of Main High-Speed
High-speed
of Major High-speed RailwaysRailways
RailwaysinintheinWorld
the the World
World (1)(1)
(1)
Hakata /Tours
Design Criteria
Gauge mm 1435 1435 1435 1435 1435 1435 1435
Max Cant mm 200 180 180 200 180 180 180
Max Gradient 20 15 15 30 35 25 35
Car Width m 3.4 3.4 3.4 3.4 2.9 2.9 2.9
m2 63.5 63.5 63.4 62.8 None 71 100
DoubleTrack)
Tunnel km 69 13% 268 47% 115 23% 63 54% 0 0% 16 6% 13 5%
Executive Summary
TableConstruction
Table 0.7:- 0.7 Construction Standards
Standards
Table 6-1 of of
Major
Construction High-speed
Major of MainRailways
High-speed
Standards in the
Railways
High-Speed World (2)
in in
Railways the
theWorld (2)
World (2)

Section ICE Direttissima AVE KTX THSR
Hannover-
Wrzburg
1992-2010
1st Section opened
Design Criteria
Gauge mm 1435 1435 1435 1435 1435 1435 1435
Max Cant mm 160 160 160 160 140 180 160
Max Gradient 12.5 12.5 40 8.5 12.5 15 25
Car Width m 3.1 3.1 3.1 2.9 2.9 2.9 3.4
Max Axle Load ton 19.5 19.5 20 22.5 17.2 17 25.5
m2 82 82 92 54/60/68 75 107 90
DoubleTrack)
Tunnel km 30 30% 120 37% 47 22% 71 30% 16 3% 189 46% 65 19%
Enbeded Direct
Track
Executive Summary
On review of High Speed Rail Technology worldwide, it was felt that

Shinkansen technology is the best and safest where no major accident since its
inception has taken place. The latest implementation of this technology has
been in Taiwan High Speed Rail by THSRC and hence, it is recommended to
adopt for Kerala High Speed rail all the specifications of Taiwan High Speed
Rail. Hence, the standard specifications for Kerala High Speed Rail are given in
table 0.8
Table 0.8:- Planning Parameters
Section Thiruvananthapuram-
Kannur
Length of New Line km 430
Design Criteria
Gauge mm 1435
Max Design Speed Km/h 350
Max Commercial Speed Km/h 300
Min Curve Radius m 6,250
Min Longitudinal Curve Radius m 25,000
Max Cant mm 160
Permissible Cant Deficiency(desirable) mm 60
Permissible Cant Deficiency(maximum) mm 100
Max Gradient / 25
Distance between Track Centres m 4.5
Car Width m 3.4
Max Axle Load Tonne 19 (Design with UIC
loading)
Width of Track Formation m 13.7
Tunnel Cross Section (Standard Double m 90
Track)
Track Structure Slab/Ballast
Traction Power AC 25 kV 60 Hz
0.4 TRAFFIC PROJECTIONS
0.4.1 Kerala has been attracting huge investments in the past few years in various
sectors. Kerala has achieved a superior position through its Kerala model of
development with its high human development index, influential and widely
used indices to measure human development across countries. This
represents the state's achievement of significant improvements in material
conditions of living, reflected in indicators of social development that are
comparable to that of many developed countries.
0.4.2 M/S ICRA was appointed by Delhi Metro rail Corporation to establish the
forecast methodology for the proposed high-speed rail between
Thiruvananthapuram and Kasargod with the help of a forecast framework which
can test and appraise many options for the system. The forecasting framework
was developed having in-house discussion with the experts and having further
refinements with guidance from DMRC officials.
Executive Summary
0.4.3 Scope of services:
The scope of Traffic projections included:
A site reconnaissance of the study area and the proposed high
speed rail corridor to appraise the land use along and around the
proposed corridor
Evolve the database for establishing the present level traffic and
travel characteristics of the study area. This include secondary and
primary data collection
destination survey, road network inventory survey, willingness to pay
survey, and speed and delay survey
Map the development potentials for the study area, for the proposed
stations and carry out the forecast
Perception of users on high speed rail and formulate the optimal fare
for the proposed system
proposed system
Travel demand forecast for the next twenty years for the available
modes using appropriate forecast framework

The forecasting approach needs to consider all these factors associated with
introduction of a high speed services for intercity travel. In economic terms we
could say that we should basically establish the long distance demand and the
availability of present modes and network or in other words supply.
0.4.4 Methodology
which will provide a realistic forecast at the feasibility level. For the fulfillment of
the desired objectives, the study has been divided into the following tasks
taking into consideration the available time and money resources. These tasks
are the major activities which are inter linked with each other. The activities are
detailed out in the subsequent chapters.
Step 1: Data collection and Analysis: This includes the delineation of study
Step 2: Model development: Comprises of replicating the present travel
pattern through development of partial trip end and trip distribution
parameters. Key task in the overall process is the development of Logit
model. This will be developed from the opinion of different categories of
users by mode, class of travel, income etc to the various HSRL options
in the stated preference survey.
Executive Summary
Step 3: Mapping the development potentials and socioeconomic forecast:
Government has been in the process of establishing new investment
scenarios through polices in sectors like IT, Tourism, Industry etc. This
has attracted many investments in the recent past. To account the
impact of the same in the transport demand, we need to collate these
investments or proposals. This step explores the existing land use and
the growth trends to establish the transport demand due to the same.
Step4: Travel Demand forecast: With the transport proposals and the
demand will be predicted with the help of calibrated trip end and trip
distribution models. Appropriate assumptions will be used for the
forecast network, and the cost parameters.
candidate traffic for the HSRC for different users by income, class and
purpose. Mode wise shift will be generated. The outputs include station
OD, sectional load, boarding and alighting, trip length, and revenue.
The methodology is framed in such a way as to address the above
listed analytical challenges in the forecast.
Model will be able to predict the HSRC ridership from Car, existing
rail, and bus for different purpose and trip lengths
Should be able to account the impact of changes in economy on the
overall mode shift over a period of time
Demand and economic impacts of activity based developments
around the proposed high speed rail station locations
Sensitive to the fare structure for the proposed HSRL and be able to
give the impact of that on ridership, trip length and revenues
The ability to provide a wide range of outputs to support the decision

making process of the Government
Table 0.9 Trip Length Distribution Private Car
Distance Passenger km Trips Trips (%)
< 50 99664 3778 6%

51 To 100 2218004 31995 52%
101 To 150 1589912 12707 21%
151 To 200 1018864 5914 10%
201 To 300 1030639 4373 7%
301 To 400 744887 2220 4%
> 400 425270 901 1%
Total 7127240 61888 100%
Executive Summary
Table 0.10 Trip Length Distribution Taxi
< 50 22318 826 3%

51 To 100 970178 14093 49%
101 To 150 707184 5468 19%
151 To 200 561298 3324 11%
201 To 300 730568 3070 11%
301 To 400 257835 737 3%
> 400 638950 1418 5%
Total 3888331 28936 100%
Table 0.11 Trip Length Distribution Airport Car
< 50 0 0 0%
51 To 100 606723 6328 38%
101 To 150 547133 4389 26%
151 To 200 729944 4169 25%
201 To 300 444801 1883 11%
301 To 400 8581 25 0%
> 400 0 0 0%
Total 2337181 16793 100%

Table 0.12 Total Daily Trips by Bus
Super Express 9,885
Super Deluxe 643
Luxury 301
KSRTC Bus Volvo 460
Super Fast 76,355
Volvo 1,968
Semi Sleeper 75,552
Private Bus
Ordinary 232,669
Total Trips KSRTC 625,647
Executive Summary
Private 465,302
Table 0.13 Trip Length Distribution KSRTC Bus
< 50 169,979 5,764 2%

51 To 100 9,815,603 139,248 54%
101 To 150 6,306,772 49,783 19%
151 To 200 4,860,771 28,389 11%
201 To 300 4,981,187 21,302 8%
301 To 400 2,779,533 8,383 3%
> 400 2,106,047 4,635 2%
Total 31,019,892 257,502 100%
Table 0.14 Trip Length Distribution Private Bus
< 50 341,419 13,223 5%

51 To 100 9,284,030 126,411 47%
101 To 150 8,494,241 62,995 24%
151 To 200 5,020,528 28,841 11%
201 To 300 7,345,164 32,613 12%
301 To 400 721,264 2,162 1%
> 400 217,945 522 0%
Total 31,424,592 266,768 100%

Division) for eighteen months (2009 April to 2010 September) are collected to
capture the passenger movement pattern in the study area. This has been
coded to the study zoning system. Class wise Origin Destination matrices were
developed and the OD matrices prepared. Total train trips by class are
presented in Table 0.15 and Table 0.16 gives the distribution of trip length.
Table 0.15 Total Trips by Train

First Class AC + Second Class AC 608
Executive Summary
AC Chair Car 1637
Third Class AC 1991
Total 478299
Table 0.16 Passenger Km and Trip Length Distribution for Candidate

Trips
Passenger
Distance Trips Trips (%)
km
< 50 298927 10140 4%
51 To 100 8930378 128437 56%
101 To 150 4797284 38171 17%
151 To 200 3518704 20155 9%
201 To 300 5944030 24646 11%
301 To 400 1639907 4771 2%
> 400 2180892 4761 2%
Total 27310123 231081 100%
Total daily trips by train are 478299. Majority of the trips (70%) are carried by
second class ordinary followed by second class in Express or Mail trains.
Average trip length by rail is found to be 118 Km. About 56% of the trips are
made between a distances of 51 to 100 Km.
0.4.8 Potential Modes
The potential modes identified for the study corridor in Kerala include bus, car,
taxi and rail. Each potential mode is categorized by service type. So the trip
matrices were segregated by mode and service to get varied shift by service.
The details of mode categorization by service are presented in table 0.17. The
ordinary service for the bus and rail was not considered as the analysis showed
the shift as nearly nil.
Sl.No Mode Service
Super Express
Super Deluxe
Luxury
1 Bus VOLVO
LSORD
Super Fast
Fast Passenger
2 Car Big Car
Executive Summary
Sl.No Mode Service
Small Car
Big Taxi
3 Taxi
Small Taxi
First Class AC
Second class AC
AC Chair Car
Third Class AC
5 Airport Car All
0.4.9 Candidate Traffic
influential zones identified. The summary of total trips & candidate trips by
mode as presented in Table 0.18.
Table 0.18 Base Year Trips
Car (Own Car +

Taxi) 178252 90824
KSRTC Bus 564171 257502
Rail 443218 231081
Airport Car
trips 23848 16793
Total Trips 1634926 862968
0.4.10 Diversion by mode

Three scenarios were considered in the diversion estimation. They are:
Base Case
Optimistic
Pessimistic
The various scenarios considered for estimation of diversion is
presented in Table 0.19.
Executive Summary
Table 0.19 Assumption on variables for Diversion under various
Scenarios
Variables
Frequency in
minutes
Scenario II: Base
Case 3X 40 60%
Scenario III:
5X 40 60%
Pessimistic
* X- Train Second AC Fare i.e. 2 Rs/Km
Table 0.20 Anticipated Diversion in the base year

Airport
Scenario Car Bus Rail
Trips
Base Case 15.4% 21.3% 4% 4.8%
Optimistic 19.6% 29.5% 5.3% 6.1%
Pessimistic 7% 10.1% 2.6% 1.4%
0.4.11 Estimated ridership for various horizon years
Based on the estimated shift to the proposed KHSRC and the growth rates
shown above the ridership for different horizon years for different scenarios
area tabulated below:
Scenario 1: Estimated ridership for HSRC corridor between
Thiruvananthapuram & Mangalore
Table 0.21 Ridership for corridor between Thiruvananthapuram and Mangalore
Years 2028 2040 2051
Ridership 127093 183236 232423
Passenger-km 31914773.39 47449081.99 61320071.55
ATL (km) 251.11 258.95 263.83

Thiruvananthapuram & Kannur
Table 0.22 Ridership for corridor between Thiruvananthapuram and Kannur
Years 2028 2040 2051
Ridership 121462 173390 218894
Passenger-km 25776132.72 36489895.39 45830357.27
ATL (km) 212.22 210.45 209.37
Executive Summary
Thiruvananthapuram &Kasargod
Table 0.23 Ridership for corridor between Thiruvananthapuram and Kasargod
Years 2028 2040 2051
Ridership 121602 173615 219193
Passenger-km 29214927.02 42498015.77 54277379.01
ATL (km) 240.25 244.78 247.62
0.4.12 Recommendations
It is seen that the additional ridership between Kannur and kasargod will not
justify the investment, unless the line is extended to Mangalore.
In view of the above, it is recommended that first phase of the high speed
corridor should be between Thiruvananthapuram and Kannur.
0.5 ROUTE PLANNING
0.5.1 Approach and Methodology

The study has been carried out along the corridor from Thiruvananthapuram to
Kannur. The length of corridor is about 430 km which entire length falls in
Kerala state.
0.5.2 Route Description

High Speed Rail connection between Thiruvananthapuram and Kannur will
start from Thiruvananthapuram with this station located at Grade, on a non-
inhabited land at Kochuveli on the outskirts of Thiruvananthapuram city nearly
8 km from the city centre. The proposed location is very close to the existing
Kochuveli Railway station of Southern Railway under the Thiruvananthapuram
Division.
While designing the horizontal alignment, efforts have been made to avoid
habitated areas to minimise the demolition. However it is not possible at all the
locations. There are certain locations where alignment passes through the
densely habitated areas, at these locations alignment has been proposed
underground. Settlements along the corridor are generally scattered; therefore
affecting some of such structures is inevitable. Alignment in these stretches
has been planned elevated. Main advantage of elevated alignment is that there
is no physical occupation of ground strip along the alignment, so there is no
requirement of cross passage structures such as flyovers etc. That is why at
grade alignment has been kept absolute minimum except at location of depot
entry or at the beginning/end of elevated/underground/bridge locations.
All the curve details, gradients, waterways etc. are given in Chapter 6 on Route
Planning. The breakup of the alignment (at grade(cutting, banking), elevated,
Bridges, underground ) is given in table 0.24.
Executive Summary
Table 0.24 Break up of alignment
No. Particulars Length of Route
in Km in %
1. Thiruvananthapuram and Kannur 430 --
(End to End)
Breakup
(a) Viaduct 180 41.86
(b) Tunnel (Underground) 105 24.42
(c) Cutting 65 12.15
(d) Bank 20 4.65
(e) Cut & Bank 36 8.37
(f) Cut & Cover 24 5.58
0.5.3 Horizontal Curve

Horizontal curves are used flatter as far as possible. There are total 16
curves out of which only 3 curves are of 5500m radius, which is limiting
value for 350kmph design speed. Largest radius of curve used in this
section is 20000m. Details of horizontal alignment are given in the following
table 0.25
Table 0.25 (a) Horizontal Curve Details
STATEMENT OF HORIZONTAL CURVES

TRANSITION TOTAL
INTERSECT LENGTH (m) ARC LENGTH
CURVE RADIU
ION TANGENT LENGTH OF
NO. S (m)
ANGLE L1 L2 (m) CURVE
(m)
1 6250 1207'47" 664.061 500 500 1323.157 2323.157
2 6250 607'32" 334.416 500 500 668.195 1668.195
3 6250 100'40" 55.151 500 500 110.298 1110.298
4 6500 1958'35" 1144.737 500 500 2266.235 3266.235
5 6250 032'21" 29.412 500 500 58.823 1058.823
6 6250 3558'29" 2029.217 500 500 3924.22 4924.22
7 6250 4037'07" 2313.103 500 500 4430.81 5430.81
8 6250 3842'48" 2195.653 500 500 4222.956 5222.956
9 6250 4859'30" 2847.748 500 500 5344.174 6344.174
10 6250 1752'59" 983.363 500 500 1950.734 2950.734
11 6250 541'35" 310.757 500 500 621.002 1621.002
12 6250 756'37" 433.96 500 500 866.529 1866.529
13 6500 1116'09" 641.288 500 500 1278.439 2278.439
14 6500 1347'32" 786.139 500 500 1564.677 2564.677
15 6500 1351'20" 789.79 500 500 1571.875 2571.875
16 6500 1931'22" 1118.242 500 500 2214.803 3214.803
17 6500 518'13" 301.053 500 500 601.675 1601.675
18 6500 925'59" 536.284 500 500 1070.144 2070.144
19 6500 153'17" 107.098 500 500 214.177 1214.177
20 2500 4052'41" 931.681 400 400 1783.642 2583.642
21 2500 2449'31" 550.242 400 400 1083.213 1883.213
Executive Summary
22 6500 939'08" 548.809 500 500 1095.021 2095.021
23 6250 1958'42" 1100.824 500 500 2179.296 3179.296
24 8000 2541'44" 1824.574 500 500 3587.78 4587.78
25 8000 212'46" 154.503 500 500 308.968 1308.968
26 6250 3203'44" 1795.832 500 500 3497.447 4497.447
1670
27 0 2929'59" 4396.715 185 185 8598.312 8968.312
28 6250 737'05" 416.107 500 500 830.988 1830.988
29 6250 559'05" 326.718 500 500 652.841 1652.841
30 6250 2157'32" 1212.557 500 500 2395.356 3395.356
31 8000 2736'21" 1965.415 300 300 3854.491 4454.491
32 8000 812'28" 573.995 200 200 1146.027 1546.027
33 8500 159'55" 148.263 500 500 296.496 1296.496
34 8500 2212'33" 1668.347 500 500 3294.81 4294.81
35 8500 3344'55" 2578.326 500 500 5006.691 6006.691
36 8500 5127'06" 4095.49 500 500 7633 8633
Table 0.25(b) :Abstract of curves
Number of % w.r.t. Total

S.No Radius(m) Length(m)
occurrences curve length
1 up to 3000 2 4466.855 4%
>3000 to 69953.872
2 7000 25 61%
>7000 to 32128.263
10000 8 28%
3 >10000 1 8968.312 8%
Total 36 115517.302 100%
0.5.4 Stations
Stations planned in this section of alignment are Thiruvananthapuram, Kollam
Changannur, Kottayam Kochi, Thrissur Valenchary, Kozhikode and kannur
Details of stations with chainages are given in the Table below.
Executive Summary
Table 0.26 Station List
S.No Name of station Chainage Inter-station Elevated /
(KM) distance(KM) At grade
1 Thiruvananthapuram 000.000 00.000 At grade
2 Kollam 54.150 54.150 At grade
3 Chengannur 100.284 46.130 Elevated
4 Kottayam 131.200 30.916 At grade
5 Kochi 182.600 51.400 Elevated
6 Thrissur 243.200 60.600 At grade
7 Valancherry 311.400 68.200 Elevated
8 Kozhikode 346.200 34.800 Elevated
9 K annur 428.400 82.200 Elevated
0.5.5 Depot
In Stage I report, a Car depot with workshop is proposed at
Thiruvananthapuram, and also a small depot at Kannur.
0.5.6 Approximate Land requirement

Land required for Viaduct shall be for erecting the supporting structure of the
super structure generally twin column of diameter of 1500mm. It is generally
proposed to acquire 20m width of land so that service road of required width
can be provided on either side of the trestle. This will help to get access to the
plots hitherto was not having any approach. This will increase the land value.
The increase in land will increase the revenue to the Government by way
registration fees. However, no permanent structures will be allowed to be
constructed within distance of 15m from the centre line of the system. But
cultivation can be permitted up to 10m from the centre line with certain
conditions.
0.5.6.1 Land for Station Area.

Table 0.27 Land for Stations
S Station Area Property Ownership
No. (Ha)
1. Thiruvananthapuram 16.55 Open land Private
2. Kollam 22.54 Open land Private
3. Chengannur 7.55 Open land Private
4. Kottayam 55.27 Waterlogged Private
5. Kochi 60.15 Open land Govt 5 & 1.5 Pvt.
6. Thrissur 17.35 Waterlogged Private
7. Valancherry 45.50 Open land Private
Executive Summary
8. Kozhikode 37.55 Open land Private
9. Kannur 5.00 Thinly populated Private
10. Total 267.46
11. Government Land 5 Ha. & Private Land 262.46 Ha.
0.5.6.2 Land for Traction and Receiving Station

There are 7 Traction sub-station / 7 Receiving sub-station which are proposed
to be located on en-route at suitable interval. Land will be acquired for 28 nos
of section post and 28 nos. of SSP. It is proposed to acquire a total of 38 Ha. of
private land for this purpose.
0.5.6.3 Land for Depot

Main Depot and workshop is located at Thiruvananthapuram for which 30 Ha.
of private land is identified for a full-fledged maintenance depot. Similarly, a
sub-depot is planned at Kannur for which 12 Ha. of private land identified.
0.5.6.4 Land Requirement for Alignment

The alignment passes through Viaduct, Tunnel, Cutting, Bank, Cut & Bank and
Cut & Cover as detailed below:
Table 0.28 land for Alignment
SN Description Length (km) Width(m) Total Land (Ha.)
1. Viaduct 180.00 20.00 360.00
2. Tunnel 105.00 40.00 -
3. Bank 20.00 27.00 54.00
4. Cut & Bank 36.00 27.00 97.20
5. Cutting 65.00 30.00 195.00
6 Cut & Cover 24.00 35.00 84.00
790.20
0.5.6.5 Land for Temporary Depot

During construction period, huge quantities of construction materials like
reinforcement bars, cement, steel sections, shutters, pre-cast segments, etc.
are to be stored. Sufficient land is required for storage of these materials. It is
proposed to have temporary Depots in the proposed station areas.
0.5.6.6 Land from Railways

Railway land will be required for crossing the KHSRC alignment at six locations
for which a lump sum provision of 0.2 ha is made.
0.5.6.7 Land for Property Development.

To ensure fast implementation of the proposals and optimization of earnings
the following criteria is kept in view:
Land plots to be closed to the proposed corridor,
Land plots should be vacant and owned preferably by Government
Proposed usage to be in conformity with provision of development plans
of the city
Executive Summary
Availability of adequate infrastructural support and optimum potential for
commercial utilization and early high return
As sufficient Government land is not available for the Property Development

the same is proposed over the Station building and on approach road sides
and land requirement for property development is not projected separately.
Presently the details are as follows:
Table 0.29 Floor Area for Property Development
SN Station Area (sq.m) for Total Total Area
each floor floors (Sq.m)
1. Thiruvananthapuram 16584 4 66336
2. Kottayam 20977 2 41954
3. Kochi 60835 4 243340
4. Thrissur 43857 4 175428
5. Kozhikode 39355 4 157340
Total area 684398
0.5.6.8 Summary of Permanent Land Requirement

Table 0.30a Summary for Permanent Land
S. No Type of alignment Route Width of the Land area
Length land to be required
(km) acquired (m) (Hectares)
1 Viaduct * 180.00 20 360.00
2 Cut & Cover 24.00 35 84.00
3 Cut & Bank 36.00 27 97.20.
4 Tunnel 105.00 40 -
5 Bank 20.00 27 54.00
6 Cutting 65.00 30 195.00
7 Approaches of LS 10.51
Tunnels & waterway
bridges
8. Land for TSS & RSS LS 38.00
9 Land for Emergency LS 12.6
Evacuation and S&T
etc.
10. Stations (9 Nos.) LS 267.46
11. Depots 42.00
Total 1160.77
Table 0.30b:- Summary for Distribution of Permanent Land Requirement
SN Description Government Private Total

Land (Ha) Land (Ha) (Ha)
1. Land for Stations, 5.00 314.77 319.77
Depot, Approaches of
Tunnels & waterway
bridges.
2. Land for TSS & RSS Nil 38.00 38.00
3. Land for Evacuation Nil 12.60 12.60
4. Land for Route Nil 790.20 790.20
Executive Summary
alignment
5. Railway land 0.20 nil 0.20
(Approaches and
Crossings)
6. Total 5.20 1155.57 1160.77
0.6 CIVIL ENGINEERING
The history of high-speed railways started in 1964 with the opening of the
Tokaido Shinkansen (however, the highest operating speed at that time was
210 km/h), followed afterwards by France (TGV) in 1981, Italy (ETR) in 1988,
Germany (ICE) in 1991, and Spain (AVE) in 1992. Besides these countries,
high-speed railways are also running in Belgium, the United Kingdom, Korea,
Taiwan, China, Turkey, Holland and Russia. .
It is proposed to adopt the construction technology used for Shinkansen for

Kerala High Speed Rail after making necessary changes for making it suitable
as per the local conditions. However, it is considered appropriate to detail the
various components of Shinkansen Technology. Table 0.8 gives the standard
specifications for major High Speed Rails in the world and thereafter the
description of different civil Engineering component of Shinkansen Rail are
detailed.
0.6.1 Structural System of Viaduct

Superstructure
The superstructure of a large part of the viaduct comprises of simply supported
spans. However at major crossing over or along existing bridge, special steel
or continuous unit will be provided.
Normally the Box Girder having a soffit width of about 4.1 m (approx)
accommodates the two tracks situated at 4.5m center to center (c/c). The Box
Girder superstructure for almost all the simply supported standard spans will be
constructed by precast prestressed segmental or precast prestressed full span
method.
The standard spans c/c of piers of simply supported spans constructed by

precast segmental construction technique has been proposed as 28.0m. The
usual segments shall be 3.0m in length except the Diaphragm segments, which
shall be 2.0m each. The other spans (c/c of pier) comprises of 31.0 m, 25.0 m,
22.0 m, 19.0 m & 16.0 m, which shall be made by removing/adding usual
segments of 3.0 m each from the center of the span. Proposed Cross-sectionis
given in fig 0.4 in the end of Chapter
- The pier segment will be finalized based on simply supported span of

31.0m and the same will be also kept for all simply supported standard
span.
- For major crossing having spans greater than 31.0m, special continuous
Executive Summary
units normally of 3 span construction or steel girders have been
envisaged.
Substructure
The viaduct superstructure will be supported on single cast-in-place RC pier or
double pier depending upon the location where the alignment passes. For the
standard spans, the pier gradually widens at the top to support the bearing
under the box webs. In absence of detailed design, it is expected that pier size
will be of 1.5 m to 2.0 m diameter of circular shape for most of its height.
However, it may be beneficial to provide double piers in the locations where the
alignment will pass through the vacant areas. The shape of upper part of pier
has to be so dimensioned that a required clearance of 5.5 m is always
available on road side beyond vertical plane drawn on outer face of crash
barrier.

As in the underground section most of the area is either built-up or passing
under Road, it is proposed to tunnel through Tunnel Boring Machine (TBM) or
New Austrian Tunneling Method (NATM) in the overburden soil mass. Tunnel
excavation for a major part of this underground section is expected to be
carried out by Tunnel Boring Machines. There will be some smaller stretches
along the underground part of the alignment where Cut & Cover method has to
be considered for construction before and after Switch Over Ramp (SOR) and
at the start of the alignment. Tunnel boring machines (TBMs) capable of drilling
in soft soil with a finished internal diameter of 12 m. can be successfully
employed for boring tunnels through this stratum. The tunnels are proposed
with a minimum soil cover of 7-8 m. Cross-section of Tunnel is given in Fig. 0.5
in the end of Chapter
0.6.3 Foundation
In general, the soils of Kerala are acidic, kaolintic and gravelly with low
CEC(Cation Exchange Capacity), low water holding capacity and high
phosphate fixing capacity. Climate topography, vegetation and hydrological
conditions are the dominant factors of soil formation. Hence, pile foundations
with varying pile depths depending on soil characteristic have to be provided on
a case-by-case basis.
0.7 Transit Oriented Development
There is tremendous scope for further development by providing spaces for
Malls/structures closer to the station location. This value is not indicated since it
is not possible to maintain correct assessment. Since Government of Kerala is
undertaking large scale development activities, it is possible that, the land now
identified for development could be diverted for some other purposes. It is
therefore necessary that the land required for the property development which is
Executive Summary
given in this DPR will have to be necessarily identified immediately on approval
of this project by the State Government and necessary notification given.
Further, as mentioned earlier, the development activities which come in between
Stations and also along the corridor is not been taken into account for arriving at
a quantum of property development. Since the service roads are provided
almost all along the alignment, the development of the area along the entire
length for the Kerala High Speed Rail Corridor especially, those areas hitherto
unconnected by any road will be very high and has also not been quantified at
this stage.
0.8 ROLLING STOCK FOR HIGH SPEED RAIL KERALA

0.8.1 General
1. The proposed train set is an 8 (eight) car train, which consists of six motor cars
2. Train length is to be increased up to 12 cars from the year 2040 onwards to
meet the PHPDT demand by augmentation of additional three motor cars and
one trailer car. Hence, it becomes the combination of nine motor cars and three
Trailer cars
3. The period of time between 24.00 hrs. and 6:00 am is strictly allocated for
this time zone from view point of safety of maintenance work at the site, which
is essential for safety train operation and comfortable riding quality.
4. Consideration for transfer to/from other transport modes and transit to/from
stations/terminals.
5. Approximate Passenger capacity of 560 for 8-car train length and 840 in case
of 12-car train length has been considered. Space has to be earmarked for
service area, pantry, luggage, toilets etc. in each car, thereby reduction in paid
area per car. Also with multiple classes of travel being offered in the train
services, the total passenger capacity gets limited because of 2 seat/3 seat
combinations. Also total available capacity is not always fully utilized on
account of passenger load factor. Exact passenger capacity can be worked out
during detailed design of floor layout
6. Since all curves on the route are with more than radius 6250m (except in the
approach of Kochi where all trains are intended to halt), no speed restriction on
account of curves has been considered.
7. It is recommended to select EMU (Electronic Multiple Unit) for HSR because it
will enable full use of the floor area of a train for passengers, and thus increase
the transportation efficiency. This also has the effect of minimizing the design
load for construction if EMU for HSR are chosen. Moreover, this choice would
allow a cost reduction.
8. In a view of cost effectiveness it will be preferable to adopt the specifications
without changing those of trains that are already operational in other countries
Executive Summary
(the design of the color of the body and interior and the types of fabric for
seating may be selected without additional cost) and to adopt the propulsion
system which has reduced mechanical systems for decreasing potential
malfunction and minimizing maintenance costs.
0.8.2 Rolling stocks Operation Parameters
Table 0.31 Design Parameters for Operation
S.No. Item Value
1 Maximum permissible speed 300 kmph

2 Dwell time at intermediate station 2 mins
3 Dwell time at terminal stations 15 mins
Maintenance time for emergency
4 checks per round trip (included in 30 mins
time mentioned at SN 3 above)
5 Engineering/ Recovery time (contingency) 10 mins
Average speed (if train stop at all
6 1 9 5 kmph
stations)
0.8.3 Rolling Stock Technical Data

Numbers of cars per train: 8/12(8 cars at beginning and 12 cars in future)
Train composition: DTC+MC+MC+ MC+MC+MC+MC+DTC
or:
DT+MC+MC+MC+MC+T+MC+MC+MC+MC+M
C+DT
Power System: 2 x 25 KV AC(Pantograph voltage:25 KV,50Hz)
Starting Acceleration: 0.53 m/s2
Avg.Acceleration: 0.25 m/s2
Avg.Deceleration: 0.61 m/s2
Emergency brake distance from 300km/h: 4100 m
Jerk rate: 0.5 m/s3
Design speed: 350 kmph
Operational speed: 300 kmph
Track Gauge: 1435 mm
Car body width: 3.2-3.4 m
% Motorization: 75%
0.8.4 Approximate Average speed

Running time has been calculated in various mode of operations. Running time
also includes a contingency tolerance of 10 minutes.
A) Mode-1(Train stops at All stations)

If HSR stoppage is at all stations(1-2-3-4-5-6-7-8-9) viz: Thiruvananthapuram,
Executive Summary
Kollam, Chengannur, Kottayam, Kochi, Thrissur, Valancherry, Kozhikode and
Kannur, the Average speed has been worked out to 195kmph.
B) Mode-2(Train stops at Four Intermediate stations: 1-3-5-7-8-9)

If HSR stoppage (Thiruvananthapuram-Kannur) is at four Intermediate stations
(1-3-5-7-8-9) viz: Thiruvananthapuram, Chengannur, Kochi, Valancherry,
Kozhikode and Kannur, and returning stoppage (Kannur- Thiruvananthapuram)
at stations (9-8-6-5-3-1) viz: Kannur, Kozhikode, Thrissur, Kochi, Chengannur
and Thiruvananthapuram, the Average speed has been worked out to
219kmph.
C) Mode-3 (Train stops at Five Intermediate stations: 1-2-4-5-6-8-9 )

If HSR stoppage(Thiruvananthapuram-Kannur) is at five Intermediate
stations(1-2-4-5-6-8-9) viz: Thiruvananthapuram, Kollam, Kottayam, Kochi,
Thrissur, Kozhikode and Kannur and returning stoppage (Kannur-
Thiruvananthapuram) at stations (9-8-7-5-4-2-1) viz: Kannur, Kozhikode,
Valancherry Kochi, Kottayam, Kollam and Thiruvananthapuram, the Average
speed has been worked out to 210 kmph.
D) Mode-4 (train stops at two Important stations)

If train stoppage is at two important stations (1-5-8-9) viz: Thiruvananthapuram,
Kochi, Kozhikode and kannur, the Average speed has been worked out to 238
kmph.
E) Mode-5 (train stops at three Important stations)

If train stoppage is at three important stations (1-3-5-8-9) viz:
Thiruvananthapuram, Chengannur, Kochi, Kozhikode and kannur, the Average
speed has been worked out to 228 kmph.
Table 0.32 Various modes of operation
Mode of Running time Average Speed
operation (Minutes) (KMPH)
Mode- 1 132 195
Mode-2 117 219
Mode-3 122 210
Mode-4 108 238
Mode-5 113 228
0.8.5 Average distance travelled in different speed zones

Average distance has been worked out in various modes of operation and
given below.
Table 0.33 Average Distance travelled in different speed zone
Mode of Distance travelled (in kms)
operation
Speed <275 Speed >275
Mode-1 164 264
Mode-2 102 326
Executive Summary
Mode-3 123 305
Mode-4 61 367
Mode-5 82 346
Rake requirement has been worked out in the most conservative scenario i.e.
Mode-1 assuming that train stops at all stations.
0.8.6 Yearwise Rake Requirement

Based on Train formation and headway as decided above to meet Peak Hour
Peak Direction Traffic Demand, Rake requirement has been calculated and
enclosed as Annexure V & summary given in Table 0.34
Table 0.34 Year wise Rake requirement
Headway No. of No. of car No. of
Corridor Year
(min) Rakes per rake Coaches
2028 10.75 32 8 256
Thiruvanthapuram
to Kannur 2040 10.75 32 12 384
2051 9 38 12 456
0.8.7 Traffic OperationPlan

Peak hour peak direction traffic demands (PHPDT) for the Thiruvanthapuram
to Kannur for the year 2028,2040 and 2051 for the purpose of planning are
indicated in Annexure I/A, I/B & I/C respectively and has been taken as the
maximum of the PHPDT in the forward & reverse directions.
Based on the projected PHPDT demand, train operation has been planned for
Thiruvanthapuram to Kannur for the year 2028, 2040 and 2051 as detailed
below:
Year 2028
Train operation with 8 car Trains with headway of 10.75 min between
Thiruvanthapuram to Kannur is planned in the first year of operation i.e.
2028 with Peak Hour Peak Direction Capacity of 3126 against PHPDT
demand of 3100.
Year 2040
Train operation with 12 car Trains with headway of 10.75 min between
Thiruvanthapuram to Kannur is planned in the year of operation 2040 with
Peak Hour Peak Direction Capacity of 4688 against PHPDT demand of
4425.
Year 2051
Train operation with 12 car Trains with headway of 9 min between
Thiruvanthapuram to Kannur is planned in the year of operation 2051 with
Peak Hour Peak Direction Capacity of 5600 against PHPDT demand of
5587.
The PHPDT capacity provided on Thiruvanthapuram to Kannur corridor in
different years of operation is given below:
Executive Summary
Table 0.35 PHPDT Capacity Provided
Description 2028 2040 2051
Cars/trains 8 12 12
Head way (Minutes) 10.75 10.75 9
Max. PHPDT Demand 3100 4425 5587
PHPDT Capacity Available 3126 4688 5600
Carrying capacity of 560 passengers per train for 8 car train length and 840
passengers per train for 12 car train length have been considered
0.9 Rolling Stock

Lighter weight Rolling stock suitable for High Speed operations upto 350 Kmph
with distributed traction i.e. electrical multiple units has been chosen for this
High Speed Rail. In the proposed stock, 75% of the cars are equipped with
traction motors.
0.9.1 Optimisation of Coach Size

The following optimum size of the coach has been chosen for this corridor as
mentioned in Table 0.36.
Table 0.36 Size of the coach
Car Type Length* Width Height
Leading Car 27.35 m 3.4 m 3.6 m
Intermediate car 25.00 m 3.4 m 3.6 m

*8-car train length: 205 m (approx), 12-car train length: 305 m (approx)
0.9.2 Passenger Carrying Capacity

The interior of each car is an open, bright and comfortable space. Standard
class cars are equipped with five (2 + 3) seats per row and Business class cars
with four (2 + 2) seats per row. All seats can be reclined and turned around.
Another economy class with (3+3) combination for low fares is also proposed.
The vestibule areas are equipped with toilets, washbasins, telephones, vending
machines, luggage areas and so on. For physically handicapped persons,
specially designated benches, toilets, washbasins and private compartments
are also provided. Careful consideration is given to the layout of these facilities.
The train composition of 8 car train with two driving Trailer cars and six motors
cars is recommended in the year 2028 with carrying capacity of approximately
560 passengers.
Train length can be increased up to 12 cars from the year 2040 onwards to
meet the PHPDT demand by augmentation of additional three motor cars and
one trailer car. Hence, it becomes the combination of nine motor cars and three
Trailer cars. Passenger capacity per train is approximately 840 passengers for
12 car train length.
The above passenger capacity is approximate and can be finalize during
detailed floor design layout.
Executive Summary
The number of Business class, standard class or economy class cars in 8-car
or 12 car train can be decided later.
0.9.3 Weight
The weight of an 8-car train have been estimated in Table 0.37 below. The
average passenger weight has been taken as 65 kg. Also, additional Luggage
weight of 15 kg/passenger has been considered. The number of passengers in
an 8 car train has been considered as 560.
Table 0.37 Weight of High Speed Rail (Tonnes)
Description 8 Car train
TARE (maximum) 358
Passenger 44.8
Gross 402.8
Average Axle Load (Design
19
Maximum)
The average axle load works out to 19T based on above noted considerations.
It is, however, mentioned that as different classes of accommodation are
proposed, the passenger capacity of different cars will be different and hence
the axle loads for different cars will be different and may be higher than the
average worked out above. Also, it will be advisable to design the coach with
sufficient strength so that even with overload, the design will not result in over
stresses in the coach. Considering the above, the Coach and bogie will,
therefore, have maximum axle load of 19T (Design as per UIC loading).
0.10 POWER SUPPLY
10.1 Power Requirement

Electricity is required for operation of HSR system for running of trains, station
services (e.g. lighting, lifts, escalators, signaling & telecom, firefighting, tunnel
ventilation etc), workshops, depots & other maintenance infrastructure within
premises of the HSR system. The power requirements are determined by
peak-hour demands of power for traction and auxiliary applications. Broad
estimation of auxiliary and traction power demand is made based on the
following requirements: -
(i) Specific energy consumption of rolling stock 118 KWh/1000 GTKM
(ii) Regeneration by rolling stock 30%
(iii) Elevated station load initially 900KW, which will increase to 1200 KW
in the year 2051, see table 0.38 and 0.39.
(iv) Station Circulating Area load initially 50 kW, which will increase to 70
kW in the year 2041 and 100 kW in the year 2051.
(v) Tunnel ventilation load- This is estimated as 5 MVA for 1.5 km per ASS
at egress location at every 3 km with tunnel ventilation load of 250 kW
per 100 m.
Executive Summary
(vi) Viaduct/tunnel/fencing lighting load 200 kVA per ASS at emergency
egress location at every 3 km, 10 kW per km for the plug points and 5
kW per km for the lighting load.
(vii) Depot auxiliary load - initially 1500 KW, which will increase to 2500 KW
in the year 2051. For OCC and training center at Thiruvananthapuram,
an additional 1.5 MVA load shall be taken. There will be 2 ASS with 3
MVA transformers.
(viii) The property development load has been worked out on the basis of
200 W/sq.m as per area anticipated station wise. The intensity of
utilization is projected to increase from 30% in 2028, 60 % in 2041 and
100% in 2051.
Considering that the fire pumps do not operate under normal working and not
all lifts and escalators are used simultaneously, the Electrical load at stations
and circulation areas is taken as 800 kW in 2028, 1000 kW in 2041 and 1100
kW in .
Keeping in view of the train operation plan and demand of auxiliary and traction
power requirements projected for the year 2028, 2041 and 2051 are calculated
at Table 0.38 and summarized in Table 0.40 below. The energy consumption
estimation is calculated in Table 0.39.
Table 0.38 Power Requirements
POWER
KERALA HIGH SPEED RAIL
REQUIREMENTS
Year 2028 Year 2041 Year 2051
Traction power
1 2 3 4 5 6
requirements
(2DT+1 (2DT+1
(2DT+
No of cars 8 12 T+ 12 T+
6MC)
9MC) 9MC)
Total train weight
403 T 605 T 605 T
(Passenger & Train)
Section length 428.40 KM 428.40 KM 428.40 KM
Headway 10.75 Mts 10.75 Mts 9.0 Mts

KWhr/ KWhr/ KWhr/
Specific Energy
118 1000 118 1000 118 1000
consumption
GTKM GTKM GTKM
No. of trains/hr in both
12 12 14
directions
Peak traction power
244.67 MW 367.00 MW 428.17 MW
requirement
Less Regeneration @
73.40 MW 110.10 MW 128.45 MW
30%
Depot power
3.0 MW 3.5 MW 4.0 MW
requirements
Total traction power
174.27 MW 260.40 MW 303.72 MW
requirement
Executive Summary
POWER
KERALA HIGH SPEED RAIL
REQUIREMENTS
Year 2028 Year 2041 Year 2051
Traction power
1 2 3 4 5 6
requirements
Total traction power
requirement (MVA)
192.61 MVA 287.81 MVA 335.69 MVA
assuming 5% energy
losses and .95 pf
Aux. power
requirements
Elevated/at-grade
station--power 0.80 MW 1.00 MW 1.10 MW
consumption
Undeground tunnel 130
km (light & fan load at 1 3.60 MW 3.60 MW 3.60 MW
egress location)
No. of elevated/at-
9 9 9
grade stations
Undeground tunnel 130
1.00 MW 1.00 MW 1.00 MW
km (lighting load)
Emergency egress @
3km at grade
0.30 MW 0.30 MW 0.30 MW
(considering worst
condition at 3 points)
Total Station Aux
12.1 MW 13.9 MW 14.8 MW
Power requirement
Depot Aux power
3.0 MW 4.0 MW 5.0 MW
requirement
OCC+Traning Centre 1.5 MW 1.6 MW 1.7 MW
Total Aux Power
16.6 MW 19.5 MW 21.5 MW
requirement
Total aux power
requirement (MVA)
assuming 5% energy 20.51 MVA 24.09 MVA 26.56 MVA
losses and .85 pf for
aux loads
Total traction & aux
power requirement 213.12 MVA 311.9 MVA 362.25 MVA
(MVA)
Note: The requirement of PD load is not considered in estimation of power
calculation.
Table 0.39 Energy Consumption

Energy Consumption KERALA HIGH SPEED RAIL
Year Year 2028 Year 2041 Year 2051
1 2 3 4 5 6
LENGTH (KM) 428.40 KM 428.40 KM 428.40 KM
No. of trains per direction in a
66 66 76
day*
Executive Summary
Energy Consumption KERALA HIGH SPEED RAIL

Year Year 2028 Year 2041 Year 2051
WEIGHT OF TRAIN &
403 T 605 T 605 T
PASSENGER
KWH/ KWH/ KWH/
SEC (NET ) with 30% regen 83 1000 83 1000 83 1000
GTKM GTKM GTKM
Yearly Traction Energy
million million 1187.7 million
consumption with 365 days 687.64 1031.46
units units 4 units
working with 30% regen
Station aux power requirement
Elevated/at-grade station 0.80 MW 1.00 MW 1.10 MW
Underground tunnel 130 km
(light & fan load at 1 egress 3.60 MW 3.60 MW 3.60 MW
location)
no. of elevated/at-grade
9 9 9
stations
Underground tunnel 130 km
1 1 1
(lighting load)
Emergency egress @ 3km at
grade (considering worst 0.3 0.3 0.3
condition at 3 points)
Total Station Aux Power
12.1 MW 13.9 MW 14.8 MW
requirement
Depot Aux power requirement 3.0 MW 4.0 MW 5.0 MW
OCC+Traning Centre 1.5 MW 1.6 MW 1.7 MW
Total Aux Power requirement 16.6 MW 19.5 MW 21.5 MW
Total Aux power requirement
(MVA) assuming 5% energy
20.51 MVA 24.09 MVA 26.56 MVA
losses and .85 pf for aux
loads
Diversity factor of aux loads 0.40 0.40 0.40
Yearly Aux Energy
consumption 20 hrs/day and million million million
50.90 59.79 85.92
365 days working (million units units units
units)
Net Annual Energy
million million million
Consumption (Traction & 738.53 1091.25 1253.66
units units units
Aux)
Note: The requirement of PD load is not considered in estimation of power
calculation.
Executive Summary
Table 0.40 Power Demand Estimation (MVA)
Year
Corridor 2028 2041 2051
Traction 193 288 336
Thiruvananthapuram
Auxiliary 20.5 24.1 26.6
Kannur 430 kms, (9
stations) PD 7.8 15.5 25.6
Total 221 328 388
0.11 SIGNALLING AND TRAIN CONTROL

0.11.1 Signaling and Train Control
0.11.1.1 The Signaling and Train Control system shall provide the means of an
efficient Train Control, ensuring safety in train movements. It assists in
optimization of rail infrastructure investment and running of efficient train
services on the network.
On high speed lines in Europe and Asia, there are mainly two types of
signaling systems presently in service. Europe is shifting towards ERTMS
Level 2 on high speed lines and is becoming the standard in Europe. This is
true for some Non-European countries also. Whereas the countries which
already have high speed lines in Asia like Japan, Taiwan etc are using the
older proven signaling system having ATC based on track circuits.
Any of these systems can be deployed on a high speed line in order to have
Centralized Train Control System.
0.11.1.2 Overview
High speed rail is expected to carry large number of passengers by maintaining

shorter spacing between trains requiring a very high level of safety
enforcement and reliability. At the same time heavy investment in
infrastructure and Rolling stock necessitates optimization of its capacity to
provide the best services to the people.
These requirements of the High Speed Rail are planned to be achieved by

adopting ATC sub-systems. This will:
Provide high level of safety with trains running at high speed at shorter
headways ensuring continuous safe train separation.
Eliminate accidents due to driver passing Signal at Danger by
continuous speed monitoring and automatic application of brake in case
of disregard of signal / warning by the driver.
Provides safety and enforces speed limit on section having permanent
and temporary speed restrictions.
Executive Summary
Improve capacity with safer and smoother operations. Driver will have
continuous display of Target Speed in his cab enabling him to optimize
the speed potential of the track section. It provides signal / speed status
in the cab even in bad weather.
Increased productivity of rolling stock by increasing line capacity and
train speeds, and enabling train to arrive at its destination sooner.
Hence more trips will be possible with the same number of rolling stock.
Improve maintenance of Signalling and Telecommunication equipments
by monitoring system status of trackside and train born equipments and
enabling preventive maintenance.
Signalling & Train Control system on the line shall be designed to meet
the required headway during peak hours.
0.12 TELECOMMUNICATIONS
The telecommunication system acts as the communication backbone for
Signalling systems and other systems such as AFC etc and provides
telecommunication services to meet operational and administrative
requirements of metro network.
0.12.1 Overview
The telecommunication facilities proposed are helpful in meeting the
requirements for


Maintenance Control
Emergency Control
Telephone Exchange
Integrated Passenger Announcement System and Passenger Information
and Display System within the station and from Central Control to each
station.
Instant on line Radio Communication between Central Control and Moving
Cars and maintenance personnel.
Executive Summary
0.12.2 Technology
The Technologies proposed to be adopted for telecommunication systems are
shown in Table 0.41 :
Table 0.41
System Standards
Optical Fibre system as the main bearer for bulk of
Transmission Media
the telecommunication network
EPABX of minimum 30 ports is to be provided at all
Telephone
Stations, an Exchange of 60 Ports to be provided at
Exchange
Terminal Station
Digital Train radio (GSM-R) communication between
Train Radio System motorman of moving cars, stations, maintenance
personnel and central control.
LED/LCD based boards with adequate visibility to be
provided at convenient location at all stations to
Train Destination
provide bilingual visual indication of the status of the
Indicator System
running trains, and also special messages in
emergencies.
Accurate display of time through a synchronisation
Centralized clock system of slave clocks driven from a master clock at
system the OCC and sub master clock in station. This shall
also be used for synchronisation other systems.
Passenger Passenger Announcement System covering all
Announcement platform and concourse areas with local as well as
System Central Announcement.
Redundancy
Path Redundancy for Optical Fibre Cable by
(Major System)
provisioning in ring configuration.
Environmental
All equipment rooms to be air-conditioned.
Conditions
System to have, as far as possible, automatic
switching facility to alternate routes/circuits in the
event of failure.
Philosophy of preventive checks of maintenance to
Maintenance be followed. System networked with NMS for
Philosophy diagnosing faults and co-ordination.
Card/module level replacement shall be done in the
field and repairs undertaken in the central
laboratory/manufacture's premises.
Executive Summary
0.13 AUTOMATIC FARE COLLECTION
0.13.1 Introduction
Tickets are most often used for receiving fares in exchange for railway
transportation services provided for users. Tickets, on which the information of
the service contents and the fare is shown, are given users who have paid
fares for getting services. This process is ticket issuing. To get reserved seats,
passengers need to reserve them. In this case, ticket issuing follows
reservation. The Railway business operator can confirm by checking the ticket
that the user has a legitimate right to transportation services. This checking
process is ticket inspection.
High Speed Rail System is expected to handle large number of passengers.
Ticket issue and fare collection play a vital role in the efficient and proper
operation of the system. To achieve this objective, ticketing system shall be
simple, easy to use/operate and maintain, easy on accounting facilities,
capable of issuing journey tickets, amenable for quick fare changes and require
overall lesser manpower.
The Ticketing System shall provide world class ticketing facility to passenger
regarding Booking, Reservation, Boarding, De-boarding, Checking etc. In
Ticketing System, with valid ticket, a passenger shall entry and Exit through
Automatic Gates at board and de-boarding stations without any manual
intervention by HSR staff.
It is also cheaper than semi-automatic (manual system) in long run due to
reduced manpower cost for ticketing staff, reduced maintenance.
0.13.2 Automatic Fare Collection System

The Ticketing System shall provide world class ticketing facility to HSR
passengers. The ticketing process shall be automatic either passenger have
taken tickets online or offline process. This Ticketing System is hereafter called
as Automatic Fare Collection System (AFC System). The proposed
comprehensive ticketing system and services shall ensure transparent, easy,
efficient ticketing system using Information & Communication Technology to
facilitate world class experience in HSR Line.
The AFC System comprises of all equipment associated with AFC system like,
point-of-sale terminals, printed tickets, electronic tickets, ticket scanners and
any other peripherals, including printers, thermal ticket papers etc., are needed
for ticket sales in HSR Line. The proposed AFC system of HSR corridor shall
cater to following requirements:-
a). Central System with redundant configuration.
b). Station Computers with printers.
c). Point of Sale / Ticket Office Machines with accessories
d). Electronic Ticket (E-Ticket), Online Ticketing
e). Ticket Sale vis Mobile Web and Mobile Apps
f). Seat Selection Booking
Executive Summary
g). Self Service Ticketing Kiosks
h). Passenger operated Ticket Vending Machines.
i). Bulk Ticketing
j). Wi-Fi enabled Mobile Ticketing Capability
k). Promotion - Ready
l). Ticket Readers.
m). Retractable Flap type AFC Gates (Entry, Exit & Reversible).
n). Security Features
o). Dynamic pricing facility
p). Financial reporting
q). Central Clearing House System (CCHS).
r). Software and hardware required for AFC including development
system, licenses of all applications and Operating System software,
API, software source code, simulator etc.
0.13.3 Overview of AFC System

The Ticketing System handles reservation, Ticket Issuing and Inspection
processes. The reservation process is a process in which passengers book
tickets in a prescribed way: for example, by using TOM/TVMs or the online
system or desktop & mobile web and app or Self service ticketing Kiosks. In the
ticket issuing process, booked tickets are issued through on line / off line
according to the reservation number. When a reservation is made through a on
line / off line, reservation and ticket issuing are processed in a sequence.
All ticketing methods (On line/Offline) shall share the inventories through
central system via gateway, high speed fiber/data network (HSR) and third
party network.
In the ticket inspection process, passengers tickets are checked to
confirm their validity. Inspection is conducted at the time of both entering and
exiting the concourse, or on board.
The data used throughout the ticketing system is stored in the database
connected to the application server. When any of the process is done, a
relevant channel on the interface layer inquires the application server, and then
receives transaction results as an answer from the server. Multiple requests are
sent concurrently from station machines and the online system, so the
application server needs to effectively respond to them and ensure that no
improper transactions occur, including dual issuing.
These requirements of the Ticketing System for HSR are planned to be
achieved by the following basic principles:-
The system is able to provide comprehensive features and services
running on a user-friendly design and robust platform and architecture,
Executive Summary
covering databases, web services and interfaces to other operating
systems, including web sites, mobile devices, mobile apps, etc.
Provide ticketing facility with centralized ticketing solution.
It should be scalable and modular in a way that additional application,
database and server licenses can be purchased and added on
subsequently to meet business growth and needs.
It shall be installed in a classical client-server model on a network
discussed in Telecom Section.
Flexibility in types of ticket offerings
E-Ticketing To allow for ticketing online, via desktop or mobile web
and app.
Bulk ticketing e.g. corporate, tour groups; in particular to provision a
travel agent site for ticket procurement with pre-defined discount tiers
Promotion-Ready e.g. to be able to integrate with coupons, discounts,
offers and variable incentives
Dynamic pricing to manage passenger motivation / behavior, such as to
lower ticket pricing during low traffic periods.
Financial Reporting - To be able to generate various real-time & built-in
financial reports.
Mobile Ticketing Capability - To equip the ticketing staff with handheld
Scanner & Printer, as well as mobile ticketing cart. This allows for
flexibility in addressing potential crowds with easy-to-deploy mobile
ticketing stations.
Self-Serve Ticketing Kiosks To allow passengers to quickly procure
tickets on their own.
Printing of system generated receipts
The system should be proven to come equipped with strong Security
Features
System shall be integrated with stations Wi-Fi network.
Access Monitoring and Control e.g. to limit platform occupancy in
platform area without deploying any physical barricade.
Central System in redundant configuration shall be connected with
stations equipments on fiber and data network provided in Telecom
Chapter.
The Central Clearing House System (CCHS) shall handle all
transactions for multiple applications and seamlessly integrate HSR
AFC network. The CCHS shall have all the functionalities required,
thereof, for clearing and settlement between different registered
Operators.
Executive Summary
0.14.1 Air Environment

The data on air, noise and vibration environment is important for the proposed
KHSRC as the proposed alignment passes through densely populated cities
&habituated areas, environmental hot spots, ecologically sensitive and rich
biodiversity. The people of Thiruvananthapuram, Kollam, Alappuzha, Kottayam,
Kochi, Thrissur, Palakkad, Kozhikode, Malappuram, Kannur and Kasargod
have already been facing the high level of air and noise pollution due to the
population growth and large scale vehicular movement. Table 0.42 indicates air
quality of few selected cities along the proposed alignment. As observed from
the table, all parameters of the air quality along the alignment are within the
permissible limits, however level of RSPM in Palakkad city is a little higher.
Table 0.42 Air Quality Along the Alignment

SPM RSPM NO2 SO2
S.No Location Average Average Average Average
(g/m3) (g/m3) (g/m3 (g/m3)
1 Kochi 114 66 11 16
2 Thiruvanathpuram 84 74 23 9
3 Kozhikode 93 32.5 BDL BDL
4 Kottayam 48.5 46.5 19 5
5 Palakkad 178 147 BDL BDL
(source: CPCB, 2006); BDL: below detection limit
The level of noise is likely to increase due to the proposed high speed
passenger trains, which needs to be mitigated properly since the alignment is
passing close to densely populated regions.
0.14.2 Ecology, Forest and Vegetation

The major forests types include dry deciduous, moist deciduous, semi
evergreen, ever green and sola forests. The project area has wet land
ecosystem, mangroves ecosystem and marine ecosystem. Western Ghats
through which the proposed Kerala High Speed Rail Corridor are planned fall
under major environmental hotspot. The detail on fauna biodiversity is
presented in Table 0.43, which shows the rich biodiversity of the region.
Approximately 8% of the total fish types of India are found in Kerala, 64% of
total Indias amphibians are noticed in Kerala, 39% of the Indian reptile, 41% of
Indian birds, 35% of Indian Mammals are found in Kerala. These indicate that
the area is ecologically a hotspot and needs special attention while studying
the project.
Executive Summary
Table 0.43 Fauna Statistics
S.NO. FAUNA WORLD INDIA KERALA

1 Fishes 31,000 2439 196
2 Amphibian 6184 277 117
3 Reptile 8734 408 159
4 Birds 9782 1179 484
5 Mammals 5416 410 145
Further, the KHSRC will be crossing 965 roads and railway line at 12 locations.
0.15 CAPITAL COST OF KERALA HIGH SPEED RAIL

0.15.1 The cost of Kerala High Speed Rail Corridor has been calculated by DMRC
taking the
unit rate of some of the items given by the Consultants worked on the basis of
unit rates of Shikansen and for some of the items the rates estimated by DMRC
based on Delhi Metro and other sources. The approximate cost of High Speed
Rail Corridor in Kerala has been worked out on basis of the assumptions and
unit rate for the various items given in the Table 0.44 below:
Table 0.44 Unit Rate for various items
SN Items Remarks
1 Land Cost Considering at grade and elevated length, 2/3rd of the elevated
length has been assumed to pass through the fields and 1/3rd
through township and villages. The width for land to be acquired is
been taken as 20m with the restriction that no development in 11.5
m on either side will be allowed. While in towns/ villages for at Grade
(Cutting/Filling) the top width has been taken as 13.7m. For tunnel
no acquisition is proposed except at entry/exit points. For water
ways, the acquisition proposed is only on the approaches of the
bridges for 20m width and that too only for both approaches which is
taken as 10% 0f the waterway length is taken for acquisition. The
unit rate for the acquisition of the land has been taken as Rs. 8.00
Crores per Hectare.
Govt.land cost taken as 35% of Pvt. land i.e Rs. 2.80 crores per
hectare and Railway land at 90% of Pvt. Land i.e at Rs.7.20 crores
per hectare.
2 Alignment 1. The unit rate for TBM is based on Delhi Metro rate (2010)
and augmented by 25% for escalation to year 2015.. The rate
formation adopted is @ Rs. 160/- per km. & 80% of this rate is taken
for NATM i.e. Rs. 142/- per km.
2. For Cut & Cover - Delhi Metro rate (2010) augmented by
25% which is @ Rs.121/- per km.
3. For Viaduct- Rate is based on the LAR of KC 2 - Kochi
Metro (2013) augmented by 10% for year 2015 which works
out to Rs.70.00 Cr. per km.
Executive Summary
SN Items Remarks
4. For Earth work (Filling/Bank) is based on the LAR for the
Muttom yard in Kochi Metro for year 2013 augmented by
10% for year 2015 which is Rs.6.00 cr.per km.
5. For Cutting (Earth work)
a) Cutting in all soils (40% of 109 km say 41 km)
DSR item 2.6.1 ( year 2014 + escalation 5% X index 1.54) at
Rs.4.20 Cr per km
b) Cutting in Ord. rock (10% of 109 km. say 10.0 km.)
DSR item 2.7.1 (year 2014+ escalation 5% X 1.54 index) at
Rs. 4.20 Cr. per km
c) Cutting in Hard rock (requiring blasting) ;1% of 109km say
10.0km.)
DSR item 2.7.2 ( year 2014+ escalation 5% X index 1.54) at
Rs. 9.00 cr. per km
Average of item a ,b,& c above is Rs.5.75Cr per km
d) Cutting in Hard rock (blasting prohibited); 4% of 109 km say
4.0 km.)
DSR item 2.7.3 (year 2014+ escalation 5% X index 1.54) at
Rs 30.00 cr. per km.
Similarly for hard rock (no blasting) as Rs 30.00 cr. per km
3 Station The cost of construction of station for

buildings
1. Thiruananthapuram, Kollam,Kottayam and Thrissur (4
stations at grade) are assumed at LS rate of Rs.30 Crores
each totaling to Rs.120 crores.
2. Chengannur, Kochi, Valancherry, Kozhikode and Kannur
Elevated stations (5 stations) are assumed as LS rate of
Rs.60 crores each totaling to Rs.300 crores.
3. OCC & Administrative buildings a LS rate of Rs. 200 crores
provided
Provision has been made for the interchange facilities at all
HSRC stations. The above cost includes the cost of Lifts,
Escalators, DG sets etc.
4 Extra for LS amount of Rs. 675 Crores has been provided for Baffle wall/
Baffle wall, Railway Flyover & water ways and LS amount of Rs. 700 Crores has
Fly over been provided for civil works for Egress
and civil
works for
Egress
Executive Summary
SN Items Remarks
5 Depot and LS amount of Rs. 500 Crores has been provided for the Depot and
Workshop work shop located at Thiruvananthapuram and Provision of a LS
amount of Rs.100 crores is made for the daily inspection
/maintenance facility at Kannur.
6 Permanent The unit rate Rs.12.00 cr. per km for slab track and Rs.9.00 cr. per
Way km for ballasted track has been adopted.
7 E&M Provision of a LS amount of Rs.1000 crores is made for E&M Works

Works & at stations , Emergency egress & Mid Section Ventilation Shaft and
Emergency emergency evacuation
Evacuation
8 Traction The rates for traction and power supply have been worked out
and power based on present market trend.
supply
9 Signalling The rates of Signalling and Telecommunication have been adopted

& based on feasibility report along with escalation and also rates of
Telecomm Delhi Metro and from other sources.
unication
10 AFC The rates have been adopted based on Shinkansen and other
sources
11 Rolling The rates for Rolling Stock have been taken based on Shinkansen
Stock
12 Taxes Taxes have also been calculated on cost of Rs 13032 Crores.
0.15.2 The cost of The High Speed Rail Corridor between Thiruvananthapuram and
Kannur is given as under in Table 0.45 and taxes in Table 0.46
Table 0.45
Abstract Cost Estimate of Thiruvananthapuram to Kannur

Under Ground Length= 105.0 km (TBM=80.00 Km, NATM=25 Km.)
Major Bridge (waterways length) = 10.0 Km
Elevated = 180.0 km
At Grade (Bank, Cutting, Cut & Bank, Cut & Cover)=135 Km
Total Station =9 nos. (5 nos. elevated & 4 nos. at grade )
March, 2015 price level
Executive Summary
Rate as
per Price Amount Rema
S. No. Item Unit Qty.
Mar,201 (`` in Cr.) rks
5(In Cr.)
1 Land
1.1 Private land Hact. 8.00 1,155.37 9,242.96
1.2 Government Land Hact. 2.80 5.20 14.56
1.3 Railway Land Hect. 7.20 0.20 1.44

Cost of land for
1.4 rehabilitation (to be LS 750.00
identified)
Sub Total (1) 10,008.96
2 Alignment & Formation
R.
2.1 Tunneling by TBM 160.00 80.00 12,800.00
km.
R.
2.2 Tunneling by NATM 142.00 25.00 3,550.00
km.
R.
2.3 Elevated Viaduct 70.00 180.00 12,600.00
km.
R.
2.3.1 Formation/Bank 6.00 20.00 120.00
km.
2.3.2 Cutting for all Soils and
R.km 5.75 61.00 350.75
(a) Soft Rock
2.3.2
Cutting for Hard Rock R.km 30.00 4.00 120.00
(b)
Cut & Bank : Ramp ( -
2.3.3 3.5 m aboveGL to -10m R.km 5.50 36.00 198.00
below GL)
Cut & Cover (-10m
2.3.4 below GL to-20 m R.km 121.00 24.00 2,904.00
below GL)
2.3.5 Fencing Walls R.KM 3.50 136.00 476.00
Sub Total (2) 33,118.75
3 Bridge and Other ROB/RUB etc.
Extra for Waterway
3.1 Bridges/ ROB/ RUB/ LS 625.00
Railway Flyover
Bridge approach to
3.2 LS 50.00
Kochi Station
Misc. Civil works for
3.3 LS - 700.00
Emergency Egress.
Subtotal (3) 1,375.00
4.1 Elevated stations (including finishes)
Executive Summary
Intermediate Way side
a LS 30 4.00 120.00
Stations At Grade 4 No.
b Elevated stations 5 No. LS 60 5.00 300.00
OCC & Administrative
4.2 LS 200.00
building
Subtotal (4) 620.00
TOTAL FOR CIVIL (1) TO (4) 45,122.71
5 Depot
Depot at
Thiruvananthapuram
5.1 no. 500.00 1.00 500.00
including work shop &
system
Kannur including
5.2 LS 100.00
inspection facility
Maintenance Vehicle,
Track recoding car,
5.3 Rail Grinding Machine, LS 100.00
Cetenary Installation
Car, etc
Accident Relief
5.4 Train,Crane,and Other LS 150.00
Equipmants
Subtotal (5) 850.00
6 Permanent Way
Ballastless track for
elevated , R.
6.1 12.00 437.00 5,244.00
underground and at km.
grade alignment
Ballasted track for
6.2 R.Km 9.00 15.00 135.00
depot
Subtotal (6) 5,379.00
51,351.71
TOTAL FOR CIVIL (1) TO (6)
7 E&M Works AT STATIONS & Emergency Evacuation

Emergency egress &
Mid Section
7.1 LS - - 1,000.00
Ventilation Shaftand
emergency evacuation.
Subtotal (7) 1,000.00
8 Traction & Power supply incl. OHE, ASS etc.
R.
8.1 Under Ground Section 15.00 145.00 2,175.00
km.
Elevated & at grade R.
8.2 12.00 285.00 3,420.00
section km.
Subtotal (8) 5,595.00
9 Signalling and Telecom.
Executive Summary
9.1 Signalling & OCC R.km 12.00 430.00 5,160.00
9.2 Telecom R.Km 5.00 430.00 2,150.00

Automatic Fare
9.3 Each 6.50 9.00 58.50
Collection
Other Safety
9.4 LS 500.00
Equpments
Sub Total (9) 7,868.50
10 Rolling Stock (SG) set 22.00 256.00 5,632.00
Sub Total (10) 5,632.00
11 Staff Qutarters and Barracks
Hardware for
security in stations
11.1 LS 20.00
including security
equipments
Staff Qutarters for
11.2 LS 100.00
O&M
Sub Total (11) 120.00
Special noise &
12 vibration reduction LS 430.00
treatment
Sub Total (12) 430.00
Training Facilities &
Machine in training
13 LS 50.00
centre including
Overseaes Traning
Sub Total (13) 50.00
14 Total of all items except Land 62,038.25
General Charges including. Design and
15 administration charge @6% on all items except 3,722.30
land
16 Total of all items including General charges 65,760.55
17 Total of cost inclusive land cost 75,769.51
18 Contingencies @ 3 % 1,861.15
19 Gross Total 77,630.65
Executive Summary
Table 0.46
Thiruvananthpuram to Kannur High Speed Rail

Customs duty = 23.41550 %
Excise duty = 12.50 %
Sale tax = 6.25 %
Works tax = 6.25 %
VAT = 12.50 %
S. Description Total cost Taxes and duties Total
No. without Taxes Excise taxes &
customs VAT
& duties (Cr.) duty duties
duty (Cr.) (Cr.)
(Cr.) (Cr.)
1 Alignment & Formation
Underground 19254.00 1352.53 1179.31 1326.72 3858.55
Elevated, at grade
& entry to Depot 15239.75 1333.48 1500.16 2833.64
2 Station Buildings
c) Elevated station
- civil works 1170.00 102.38 115.17 217.55
d) Elevated station-
EM works 1000.00 46.83 85.00 95.63 227.46
3 Depot
Civil works 340.00 23.88 20.83 23.43 68.14
EM works 510.00 23.88 43.35 48.77 116.00
4 P-Way
P-Way 5379.00 1007.62 114.30 128.59 1250.51
5 Traction & power supply

Traction and power
supply 5595.00 524.04 356.68 401.27 1281.99
6 S & T Works
S&T 7810.00 1463.00 195.25 219.66 1877.91
AFC 58.50 10.27 1.83 2.06 14.16
8 Misc.
Training etc 50.00 4.38 4.92 9.30
9 Rolling stock
Rolling stock 5632.00 1160.51 54.91 61.78 1277.20
Total 62038.25 5612.56 3491.69 3928.15 13032.40
Total taxes &

Duties 13032
Executive Summary
0.16 OPERATION AND MAINTENANCE PLAN
0.16.1 Management Plan in High-Speed Railway

In High-Speed Railways to run trains at a speed over 200 km/h, signaling
system and the mechanism to prevent train collisions or a train safety system
are different from those of Indian railways & Metro Railways in terms of
concept and content. The safety mechanism in high-speed railway is
constituted based on the concept described below:
Adopt facilities and rolling stock to cope with high-speed operation
and establish a comprehensively harmonized modern mechanism.
Supplement & duplicate the human attentiveness using monitoring
system safety proven devices to eliminate troubles due to human
errors.
Adopt multi-redundancy systems for important safety
equipment/facilities to improve reliability and make the concept of fail-
safe to thoroughly prevail.
Take measures to avoid the effect of windstorms, floods, earthquakes
and other damages caused by natural phenomena as far as possible.
Institute legal/regulatory measures against situations that can
compromise the safety of train operation.
0.16.2 Safety Measures for Prevention of accidents in train operation
a) Prevention of collision between trains
In view of long braking distance, High-speed railways have introduced a
protection mechanism, therefore, to quickly protect trains by using ATC. It is
not possible to protect high-speed railway trains by using fuses or special flash
signals used for existing railways.
b) Prevention of the invasion of obstacles
To prevent people and impeding obstacles from entering the right of
way, high-speed railways install no entry fences along the boundary against
external areas and No Jettisoning fences along the flyovers across high-
speed railways. Level crossings with roads are totally eliminated. Grade-
separated crossings completely wipe off the possibility of invasion by cars or
pedestrians, with only those concerned having a certificate allowed to
enter the right of way of high-speed railways while others are totally shut
out by law.
c) Separation of the time zones for train operation and
maintenance work.
The following three points shall be observed in the maintenance work for HSR:
Mechanical power is utilized as much as possible.
The distance between stations is significantly long.
Trains run at ultra-high speed.
Executive Summary
In view of the above features, a maintenance work time zone when trains dont
run is specified in advance, in which an interval between two trains
dedicated to maintenance work called the maintenance time zone is set
between 23.00 to 5.00 hrs.with overall maintenance control centralized by the
maintenance work dispatcher.
After the completion of maintenance work, a maintenance car is run as
a pilot car to confirm that the permanent way is free from obstacles that
would impede train operation.
d) Prevention of accidents on platforms
Platform width is guaranteed to cope with the demand sufficiently for 30
years. Furthermore, PSDs are installed for all platforms to prevent passengers
from falling onto the track pushed by the train draft.
0.16.3 Operation and Maintenance Plan

To implement safe and stable transport, operation and maintenance of HSR
Corridor shall be closely linked with each other.
0.16.4 Maintenance Mechanism

Some functional requirements are needed to operate a high speed line with a
consistent reliability and punctuality able to give satisfaction to customers at a
reasonable cost. It follows the principles currently applied on existing high speed
lines as well as norms worldwide for Maintenance.
It should be highlighted that the maintenance strategy should be incorporated
since the beginning of the design of a high speed project for all equipment, rolling
stock and civil in order to implement an efficient and cost valuable program once
operations have started.
0.16.5 Principles of maintenance

A well-run operating of a HSR requires a very high level of comfort and safety. To
reduce the costs of induced works to repair and to ensure no troubles to each one,
we shall consider that a railway project is an integrated system. Each stage of the
project is very important and requires to maintain a high level of performances for
rolling stock, superstructures and civil structures.
As it is impossible to insulate one part, each major component need to be
maintained in a high level of performance and only a very high level of quality will
ensure to be inside the limits of reversibility at a low cost even we could have the
temptation to reduce the maintenance during the first years of operating.
Maintenance practices shall be based on existing experiences of global HSR
operations which show that timeline, precise and rational inspection, preventive
and corrective maintenance are required to achieve the objectives of safety,
maintainability, availability and reliability.
Measurement of performances, on regular cycles, is the base of a good knowledge
of the real quality of systems and their expected evolution.
Executive Summary
Maintenance shall be carried out by maintenance organizations working under
the labor laws. A regime of maintenance standards matching with high speed
operations shall be adopted to give a framework to maintenance staff as they will
have to comply with.
0.17 FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY
0.17.1 Introduction
The Kerala High speed Rail (from Thiruvananthapuram to Kannur) Project is
proposed to be constructed at an estimated cost of Rs. 86735.00 Crore with
central taxes and land cost. The route length of the proposed high speed rail
system and estimated cost at March-2015 price level without central taxes, with
central taxes and with all taxes are placed in table 0.47 as under:
Table 0.47 Cost Details
Estimated Estimated
Estimated
cost with cost with all
Name of Distance cost without
S.No. Central taxes taxes, Octroi
Corridor (KMs) taxes
& land cost & land cost
(Rs/Crore)
(Rs/Crore) (Rs/Crore)
Thiruvananthap
1 430 77631.00 86735.00 90663.00
uram to Kannur
0.17.2 Investment Cost
For the purpose of calculating the Financial Internal Rate of Return (FIRR),
the completion cost with central and state taxes has been calculated by
taking escalation factor @5% per annum. The taxes and duties consist of
Custom Duty (CD), Excise Duty (ED) and State Value Added Tax (VAT). It
is assumed that the Kerala High Speed Rail project will be eligible for
availing concessional project import duty under chapter 98.01 of the
Custom Tariff Act. The effective CD works out to 23.4155% (Basic CD
(5%), Countervail Duty (CVD) + Additional Custom Duty (ACD)) on the
imported portions, ED @ 12.50% and VAT @ 12.50% on indigenously
manufactured items. It has been assumed that Kerala State Government
will exempt the state taxes or reimburse the same. The impact of
proposed GST Act has not been considered in the FIRR calculation.
As per the relevant provisions of the service tax rules, works contract
services pertaining to railways is exempted. Therefore service tax implication
has not been considered in the cost.
Considering the fact that obtaining approval from state government, Indian
Railways and GOI may take minimum 2 years period, it is assumed that the
construction work will start on 01.04.2018 and is expected to be completed
on 31.12.2025 with Revenue Opening Date (ROD) as 01.01.2026 for the high
speed corridor. The total completion costs duly escalated and shown in the
table 0.48 have been taken as the initial investment. The cash flow of
investments separately is placed in Table 0.48 as below.
Executive Summary
Table 0.48 Year wise Investment (Completion Cost including cost of
land)
Estimated Cost including cost of Completion Cost including
Financial
land and central taxes & duties at cost of land cost and central
Year
March -2015 Price Level taxes & duties
2018-19 3,247.00 3,759.00
2019-20 4,011.00 4,875.00
2020-21 9,361.00 11,947.00
2021-22 9,361.00 12,545.00
2022-23 10,889.00 15,322.00
2023-24 17,004.00 25,123.00
2024-25 15,285.00 23,712.00
2025-26 9,171.00 14,939.00
2026-27 3,821.00 6,535.00
2027-28 2,293.00 4,118.00
2028-29 2,292.00 4,322.00
Total 86735.00 127197.00
0.17.3 Operation & Maintenance (O&M) Costs

The Operation & Maintenance costs can be divided into three major parts: -
(i) Staff costs
(ii) Maintenance cost which include expenditure towards upkeep and
maintenance of the system and consumables
(iii) Energy costs
The requirement of staff has been assumed @ 10 persons per kilometre. The
escalation factor used for staff costs is 9% per annum to provide for both
escalation and growth in salaries. The impact towards IDA Wage revision due
with effect from 01.01.2017 has not been considered in FIRR calculation.
The cost of other expenses is based on the actual O & M unit cost for the Delhi
Metro Phase-II project. The prevailing rate of electricity in Kerala is Rs. 4.80
per unit which has been used for all calculations. The O&M cost (excluding
staff cost) has been obtained by providing an escalation of 5% per annum. The
O&M costs have been tabulated in Table 0.49 as below:
Table 0.49 Operation and Maintenance Costs ((Rs/Crore)
YEAR Staff Maintenance etc Energy Total
2025 - 2026 563.93 785.95 577.53 1927.4
2026 - 2027 614.68 825.25 606.41 2046.3
2027 - 2028 670.00 866.51 636.73 2173.2
2028 - 2029 730.31 909.84 668.56 2308.7
2029 - 2030 796.03 955.33 701.99 2453.3
2030 - 2031 867.68 1003.09 737.09 2607.8
2031 - 2032 945.77 1053.25 773.95 2772.9
2032 - 2033 1030.89 1105.91 812.64 2949.4
2033 - 2034 1123.67 1161.21 853.28 3138.1
Executive Summary
YEAR Staff Maintenance etc Energy Total

2034 - 2035 1224.80 1219.27 895.94 3340.0
2035 - 2036 1335.03 1280.23 940.74 3555.9
2036 - 2037 1455.18 1344.24 987.77 3787.1
2037 - 2038 1586.15 1411.45 1037.16 4034.7
2038 - 2039 1728.90 1482.03 1089.02 4299.9
2039 - 2040 1884.50 1556.13 1689.59 5130.2
2040 - 2041 2054.10 1633.93 1774.07 5462.1
2041 - 2042 2238.97 1715.63 1862.77 5817.3
2042 - 2043 2440.48 1801.41 1955.91 6197.8
2043 - 2044 2660.12 1891.48 2053.71 6605.3
2044 - 2045 2899.54 1986.06 2156.39 7041.9
2045 - 2046 3160.49 2085.36 2264.21 7510.0
2046 - 2047 3444.94 2189.63 2377.42 8011.9
2047 - 2048 3754.98 2299.11 2496.29 8550.3
2048 - 2049 4092.93 2414.06 2621.11 9128.1
2049 - 2050 4461.29 2534.77 2752.16 9748.2
2050 - 2051 4862.81 2661.51 2889.77 10414.
2051 - 2052 5300.46 2794.58 3485.85 11580.
0.17.4 Traffic
0.17.4.1 The traffic has been moderated to 80% of the projection in view the fact that
being a high speed railway the projected ridership may not materialise.
Accordingly, the ridership moderated and assumed in the financial model is
indicated in table 0.50 below: -
Table 0.50 Projected Ridership
Trips per day

Financial Year
(lakhs)
2025-26 0.89
2028-29 0.97
2040-41 1.39
The growth rate for traffic is assumed @3% Per Annum upto 2040-
41 thereafter @2.10% per annum.
0.17.4.2 Trip Distribution

The trip distribution has been considered based on average trip length of
212.22 KMs.
0.17.4.3 Fare Structure

The fare structure has been assumed @ Rs.5 per KMs for 90% of the
passengers (Standard Class) and @ Rs.10 per KMs for 10% of passengers
(Business Class) for the average trip length of 212.22 KMs. The fare structure
as assumed in 2025 for various distance slabs with 5% escalation once in
every two years from 2018 to 2025 is tabulated below:
Executive Summary
Table 0.51 Fare Structure
Distance Slab Standard Class Business Class
(KMs) Fare (Rupees) Fare (Rupees)
0 54.150 320 880
<54.150 100.284 590 1630
<100.284 131.200 780 2140
<131.200 182.600 1080 2980
< 182.200 243.200 1450 3960
< 243.200 311.400 1850 5070
<311.400 346.200 2050 5640
<346.200 428.400 2540 6980
The above fare structure has been further escalated @ 15% once in every two
years.
0.17.5 Other Sources of Revenues

Other revenues from Property Development and advertisement have been
assumed @ 5% of the fare box revenues. Apart from development of property
on stations and depot it is possible to raise resources through leasing of
parking rights at stations, advertisement on trains and tickets, advertisements
within stations and parking lots and other structures, co-branding rights to
corporate, film shootings and special events on High speed rail system.
0.17.6 Financial Internal Rate of Return (FIRR)

The Financial Internal Rate of Return (FIRR) obtained costs for 30 years
business model including construction period is 4.67%. The FIRR with central
taxes & duties is produced in Table 0.52.
Table 0.52 FIRR with Central Taxes
(Rs/Crore)
Outflow Cash Flow

Running Replace Total
Year Complet Addition Total Fare Box PD &
Expense ment Revenu IRR
ion Cost al Cost Costs Revenue ADVT
s costs e
201 - 201 3759 3759 0 -3759
201 - 202 4875 4875 0 -4875
202 - 202 11947 11947 0 -11947
202 - 202 12545 12545 0 -12545
202 - 202 15322 15322 0 -15322
202 - 202 25123 25123 0 -25123
202 - 202 23712 23712 0 -23712
202 - 202 14939 0 482 15421 1228 61 1289 -14131
202 - 202 6535 0 2046 8581 5061 253 5314 -3267
202 - 202 4118 0 2173 6291 5996 300 6296 5
202 - 202 4322 0 2309 6631 6176 309 6485 -146
202 - 203 0 0 2453 2453 7315 366 7681 5228
203 - 203 0 0 2608 2608 7535 377 7912 5304
Executive Summary
203 - 203 0 0 2773 2773 8925 446 9371 6598
203 - 203 0 0 2949 2949 9193 460 9653 6703
203 - 203 0 0 3138 3138 10889 544 11433 8295
203 - 203 0 0 3340 3340 11216 561 11777 8437
203 - 203 0 0 3556 3556 13285 664 13949 10393
203 - 203 0 0 3787 3787 13684 684 14368 10580
203 - 203 0 0 4035 4035 16209 810 17019 12984
203 - 203 0 0 4300 4300 16695 835 17530 13230
203 - 204 0 0 5130 5130 19776 989 20765 15635
204 - 204 0 0 5462 5462 20369 1018 21387 15925
204 - 204 0 0 5817 5817 23917 1196 25113 19296
204 - 204 0 14258 6198 20456 24419 1221 25640 5184
204 - 204 0 0 6605 6605 28672 1434 30106 23500
204 - 204 0 0 7042 14536 21578 29274 1464 30738 9160
204 - 204 0 0 7510 15263 22773 34372 1719 36091 13318
204 - 204 0 0 8012 0 8012 35094 1755 36849 28837
204 - 204 0 0 8550 0 8550 41207 2060 43267 34717
Total 127197 14258 100275 29799 271531 390507 19526 410033 4.67%
The various sensitivities with regard to increase/decrease in capital costs, O&M

costs and revenues are placed in Table 0.53 below : -
Table 0.53 FIRR Sensitivity Analysis
Capital Cost with Central Taxes
10% increase in 20% increase in 10% decrease 20% decrease

capital cost capital cost in capital cost in capital cost
3.97% 3.33% 5.45% 6.33%
REVENUE
10% decrease in 10% increase 20% increase
20% decrease in
Fare Box in Fare Box in Fare Box
Fare Box revenue
revenue revenue revenue
2.27% 3.56% 5.64% 6.52%
O&M COSTS
10% increase in O&M cost 10% decrease in O&M cost
4.40% 4.93%
These sensitivities have been carried out independently for each factor.
0.17.7 Financing Options
Options for Financing the Project

Broad options for financing the project are
1. Build, Operate and Transfer (BOT)

2. Public Private Partnership (PPP)
Executive Summary
3. Fully through Government funding. That is Government to mobilize all
the funds through equity, grants and debts (borrowings with government
guarantee).
0.17.7.1 Recommended financial model
A private investor will come forward to participate in this project only if he is

satisfied of a fair return of 15% to 20% on his investments. A High Speed
Railway project is essentially a social project. The Railway line cannot be used
for freight carrying and only passengers are carried on the system. The fare
structure therefore has to be affordable to the rail users. World over it is seen
High Speed Railway lines do not make profits. At best, they survive with
operational surpluses. It is also seen that none of the high speed railway lines
world over have been implemented on BOT model. Therefore the BOT option
for funding this project is ruled out.
A hybrid PPP model has some possibility provided the ridership is guaranteed
and sufficient sweeteners are extended such as free lands for property
development, taxes and duty concessions and certain flexibility in fare fixation.
Under the PPP model about 57% of the cost of the project has to be still borne
by the SPV. Since the revenues from train operations are taken by the PPP
concessionaire the SPV will not have any revenue stream based on which
funds can be borrowed. The experience of Delhi Metro Rail Corporation in
building the Airport line on a similar PPP model was a total failure. The cost of
funding for an investor will be almost double of what it costs the Government.
That means, the funds for a private investor will be more expensive which will
increase the cost of the project. Being a social project, mainly meant for
reducing pollution, save travel time and reduce road accidents, it is not
advisable to make the project more expensive through private participation.
Nowhere in the world, a High Speed Railway line has been implemented on a
PPP model and therefore this funding option is also not recommended. Any
exercise to rope in a private partner on PPP basis will therefore be a waste of
time.
0.17.7.2 Entire funding through Government initiative
If the Government is to implement this project, it is possible to extend many

concessions to reduce the cost of the project which are not generally available
to private investors. With a view to reduce the cost of high speed railway
projects, Government should not hesitate to extend total exemption of taxes
and duties, which itself will reduce the cost of the project by 15 to 18%. The
debt component of the project will be guaranteed by the central Government
which again reduces the funding cost considerably. If the law and order cost,
security cost etc are also taken over by the Government, the operational costs
can be considerably reduced. Standardisation, indigenisation and make in
India concepts can contribute considerably to reduce the cost. All these are
possible only if the project is owned and operated as a Government initiative.
Executive Summary
With the above considerations in mind, it is recommended that the
Thiruvananthapuram-Kannur high speed railway project is implemented and
operated fully as a Government initiative. For this purpose a special purpose
vehicle under the name Kerala High Speed Rail Corporation Ltd should be set
up as a joint venture of the State Government and Government of India with
equal share participation. A 50:50 equity participation is strongly
recommended to give the SPV total responsibility, full autonomy, and ample
powers for all decision making. Delhi Metro Rail Corporation has demonstrated
the advantages of such a Corporate set up.
High speed technology is not available in the country. This technology is

available with only a few advanced countries such as, Japan, France, South
Korea, China, Spain, etc. In terms of long years of safe operating experience
and record and best advanced technology, Japan is still in the lead.
Government has already decided to avail Japanese technology and Japanese
financial assistance for the Mumbai-Ahmadabad high speed railway line. The
country should move towards standardisation and indigenisation. It is therefore
recommended that for the Thiruvananthapuram-Kannur high speed Railway
line, same Japanese technology and JICA funding on terms similar to what has
been accepted for the Mumbai-Ahmadabad line, is availed. The soft loan
features of JICA funding such as low interest rates (0.30% p.a), 10 years
moratorium period and a long tenure of 40 years will enable the SPV to be
financially self supporting. In short, the SPV will not have any difficulty to
service and pay back the loans taken from JICA.
20% of the project cost is recommended to be contributed by the 2

governments equally as equity contribution to the SPV. The practice so far has
been the full land cost is borne by Railway for all Railway projects. Here the
land costs will also be shared between the two governments equally. The
remaining 80% of the cost should be met as a soft loan from JICA. Since JICA
will not fund taxes and duties and with a view to keep the cost of the project
down the two Governments should extend full remission of taxes and duties to
the project as was done for the Delhi Metro project in the initial years. In case
of no remission the full central taxes may be shared equally between 2
governments however the state taxes may be reimbursed or exempted by state
government. The financial soundness of Delhi Metro was mainly due to these
concessions extended.
The funding pattern under this model (SPV) is placed in table 0.54 as under: -
Table 0.54 Funding pattern under SPV model (with central taxes and land)
With Taxes & Duties
Particulars
Amount % of contribution
Equity By GOI 11431.00 10.00%
Equity By GOK 11431.00 10.00%
0.30% Loan from Multilateral/Overseas
Development Agencies or 12% Domestic
Market Borrowings 91446.00 80.00%
Executive Summary
With Taxes & Duties
Particulars
Amount % of contribution
Total 114308.00 100.00%
To be exempted by
13541.00
Central Taxes GOI
Total 127849.00
Exemption /
5841.00 Reimbursement by
State Taxes GOK
Grand Total 133690.00
(Rs/Crore)
With the above funding pattern, each Govt. has to contribute Rs.11431 crores
as equity to the SPV.
0.17.8 Year wise fund Contribution
The year-wise fund requirement excluding Central Taxes and state taxes is
indicated in the Table below:-
Table 0.55 Fund Contribution by Each Government
GOI GOK
Year PTA Equity for
Equity Total Total
(JICA Loan) Land
2018-19 1046.00 1670.00 2716.00 1046.00 1046.00

2019-20 1298.00 2287.00 3585.00 1298.00 1298.00
2020-21 1541.00 6178.00 7719.00 1541.00 1541.00
2021-22 1696.50 6667.00 8363.50 1696.50 1696.50
2022-23 1674.50 9329.00 11003.50 1674.50 1674.50
2023-24 2407.50 17705.00 20112.50 2407.50 2407.50
2024-25 1165.00 18833.00 19998.00 1165.00 1165.00
2025-26 602.50 13802.00 14404.50 602.50 602.50
2026-27 0.00 6535.00 6535.00 0.00 0.00
2027-28 0.00 4118.00 4118.00 0.00 0.00
2028-29 0.00 4322.00 4322.00 0.00 0.00
TOTAL 11431.00 91446.00 102877.00 11431.00 11431.00
GRAND TOTAL 114308.00
0.17.9 Recommendations
The FIRR of the corridor with central taxes and land is 4.67%. The pre-tax
Equity FIRR to the BOT operator worked out to 16% with total VGF of
Rs.83728 crore. Apart from the above, the GOK will either reimburse or
exempt the state taxes.
The total fund contribution of GOI & GOK under various alternatives is
tabulated in table 0.56 excluding state taxes.
Executive Summary
Table 0.56 Comparison
Particulars SPV Model BOT Model
GOI 11431.00 22733.00
GOK 11431.00 60995.00
Total 22862.00 83728.00
(Rs/Crore)
GOK will either reimburse or exempt the state taxes.
Considering the difference in the contribution of funds under SPV owned

by GOI & GOK vis-a-vis BOT model, it is recommended to implement the
project under SPV model (completely Government Funded) as per the
funding pattern given in Table 0.46
0.18. ECONOMIC APPRAISAL METHODOLOGY
Economic benefits are social and environmental benefits which are quantified
and then converted into money cost and discounted against the cost of
construction and maintenance for deriving Economic Internal Rate of Return
(EIRR). When actual revenue earned from fare collection, advertisement and
property development are discounted against construction and maintenance
cost, Financial Internal rate of Return (FIRR) is obtained which is an indicator
of pure financial profitability and viability of any project. Economic Appraisal is
discounting socio-economic benefit against the economic cost of the project.
Economic appraisal of a project starts from quantification of measurable socio-
economic benefits in economic money values, which are basically the savings
of resource cost due to introduction of the HSR line. Economic savings are
derived from the difference of the cost of the same benefit components under
with and without project.
In highway construction projects, without is taken as base case and with
implies alternative case. In alternative case a new set of traffic (initial traffic
after project completion and growth rate together with traffic diverted to the new
road) is estimated first. Then the difference between maintenance &
construction cost for base case and for alternative case which is known as
relative road agency cost (RAC) is derived. Difference between road user cost
for base case and of alternative case is also derived which is known as
relative road user cost (RUC). Difference between RAC and RUC calculated for
each year generates net benefit stream. Economic indicators (EIRR, BC Ratio,
NPV) are the obtained.
In this high speed rail project, same principal is followed but procedure is
slightly different. Here, the diverted traffic is nothing but the passengers shifted
from other modes (road and rail) to HSR. Travel time saving is the difference
between time which would be taking on HSR and road based transports for
same destination. Fuel cost saving is the difference between the cost of the
fuel burnt on road / rail based modes by the shifted passengers and the energy
cost of running the HSR which is a component of the maintenance cost. Thus
benefits are directly obtained by correlating with them with the passenger km
Executive Summary
(ridership and average trip length is multiplied to get passenger km). As is done
in highway projects, net benefit is obtained by subtracting the cost of the
project (incurred for construction (capital) and maintenance (recurring) costs for
the HSR) from the benefits derived from pass km savings in each year. The net
benefit value would be negative during initial years but becomes positive as
years pass. Internal rate of return and benefit cost ratio are derived from the
stream.
The sources from where economic savings occur are identified first. Although
there are many kinds of primary, secondary and tertiary benefits, only the
quantifiable components can be taken to measure the benefits. These
components are quantified by linking with the number of passengers shifted
and the passenger km saved by the trips which are shifted from road/rail based
modes to HSR. There are some direct benefits and other are secondary benefit
components are due to decongestion effect on the road, reduction of emission,
accident, saving of fuel and time by remaining road passengers and road
maintenance cost.
Project Costs are first obtained by applying market values of the components in
the estimation year (Fixed Costs) then the cost is distributed year wise
according to project schedule after applying escalation factors. This is
commonly known as completion cost. Tax components are included in the fixed
cost. For financial analysis these exercises are necessary, but for economic
analysis all additional cost components from the asset values are removed.
Project cost without taxes is also derived for obtaining economic cost of the
project.
0.18.2 Economic Performance Indicators
After generating the cost and benefit stream table, values of economic
indicators are derived considering the Project period as 2017-2048.
On the basis of completion cost, EIRR is 14.02%, B/C Ratio is 4.11 and NPV is
725289 Cr. On the basis of economic cost, EIRR is found to be 19.25%, B/C
ratio as 10.17 and NPV as 1007031 Cr. With 12 % discount, EIRR (completion
cost) is 1.81% and B/C ratio is 1.23. NPV is Rs 20406 Cr. and with 12%
discount rate, EIRR (economic cost) is 6.48% and B/C ratio is 2.15. NPV is Rs
58529 Cr.
Table 0.57: Economic Indicator Values (2047-48)
(Completion Cost Basis) (Economic Cost)
HSR
WITH WITH
ECONOMIC WITHOUT WITHOUT
DISCOUNT DISCOUNT
PARAMETERS DISCOUNT DISCOUNT
(12%) (12%)
Cumulative cost (Cr.) 271531 89021 109863 50898
Cumulative benefit(Cr.) 1116894 109427 1116894 109427
Benefit Cost Ratio 4.11 1.23 10.17 2.15
NPV(Cr.) 725289 20406 1007031 58529
EIRR 14.02% 1.81% 19.25% 6.48%
Executive Summary
Main benefit of the project will be coming from the saving of the journey time
which is estimated as 5 hours 41 minutes of journey of 211 km. For passengers
who would like to save time for work or business purpose, this high speed rail
travel will be helpful.
With the EIRR of 14.02 %, the entire cost to Society will come back in 8
years.
0.18 DISASTER MANAGEMENT MEASURES
0.19.1 Introduction
Disaster is a crisis that results in massive damage to life and property, uproots
the physical and psychological fabric of the affected communities and outstrips
the capacity of the local community to cope with the situation.Disasters are
those situations which cause acute distress to passengers, employees and
outsiders and may even be caused by external factors.As per the disaster
management act, 2005 "disaster" means a catastrophe, mishap, calamity or
grave occurrence in any area, arising from natural or manmade causes, or by
accident or negligence which results in substantial loss of life or human
suffering or damage to, and destruction of, property, or damage to, or
degradation of, environment, and is of such a nature or magnitude as to be
beyond the coping capacity of the community of the affected area. As per
world health organization (who):
Any occurrence that causes damage, economic disruption, loss of human life
and deterioration of health and services on a scale sufficient to warrant an
extra ordinary response from outside the affected community or area.
A disaster is a tragic event, be it natural or manmade, which brings sudden and
immense agony to humanity and disrupts normal life. It causes large scale
human suffering due to loss of life, loss of livelihood, damages to property and
persons and also brings untold hardships. It may also cause destruction to
infrastructure, buildings, communication channels essential services, etc.
0.19.2 Need for Disaster Management

The effect of any disaster spread over in operational area of Kerala High Speed
Rail Corridor is likely to be substantial as KHSRC would deal with thousands of
passengers daily. The route alignment would pass through long tunnels,
viaducts and would have large and modern railway stations along the route
Disaster brings about sudden and immense misery to humanity and disrupts
normal human life in its established social and economic patterns. It has the
potential to cause large scale human suffering due to loss of life, loss of
livelihood, damage to property, injury and hardship. It may also cause
destruction or damage to infrastructure, buildings and communication channels
of KHSR system. Therefore, there is an urgent need to provide for an efficient
disaster management plan.
Executive Summary
0.19.3 Objectives
The main objectives of this Disaster Management Measures are as follows:
Save life and alleviate suffering.
Provide help to stranded passengers and arrange their prompt

evacuation.
In still a sense of security amongst all concerned by providing accurate
information.
Protect KHSRC property.
Expedite restoration of train operation.
Lay down the actions required to be taken by staff in the event of a

disaster in KHSRC in order to ensure handling of crisis situation in
coordinated manner.
To ensure that all officials who are responsible to deal with the situation
are thoroughly conversant with their duties and responsibilities in
advance. It is important that these officials and workers are adequately
trained in anticipation to avoid any kind of confusion and chaos at the
time of the actual situation and to enable them to discharge their
responsibilities with alertness and promptness.
0.20 IMPLEMENTATION STRATEGIES AND INSTITUTIONAL ARRANGEMENT
0.20.1 Introduction
This country does not have any experience or background for planning,
designing, execution and operations of a high speed railway network. Credit
for ushering high speed technology into the world goes to Japan. Japan
Government gave the go ahead for a high speed railway line between Tokyo
and Shin Osaka a distance of 510 kms. on December 19, 1958 and this line
was inaugurated on 1st October, 1964. They were able to commission such a
line in a matter of 6 years. Japan still dominates the high speed technology
and has now upgraded and honed this technology to an unbelievably perfect
standard. The Taiwan high speed line was basically planned, designed and
executed with the Japanese help and supervision.
0.20.1 Institutional arrangement

Railways come under the Union list and therefore are the responsibility of
Central Government. After independence all Railway lines meant for carrying
passengers have been funded entirely by Central Government through
successive railway budgets with the sole exception of Konkan Railway.
Construction, operation and maintenance of High Speed Railway lines also
therefore come under the statutory responsibility of the Central Government.
Recently, facing severe fund crunch Indian Railway has come out with a new
policy of State Governments sharing the cost of Railway projects which they
Executive Summary
are keen to take up. The High speed Railway line from Thiruvananthapuram to
Kannur should therefore be taken up under the extension of the same policy.
High Speed Railway Lines are not generally financially viable. Therefore
implementing this project under the BOT or PPP model will not be possible for
reasons explained in Chapter.17. It is therefore recommended that the project
is implemented fully as a Government initiative. The recommended funding
options for taking up this project jointly by the two Governments have been
detailed onder para 0.17.
Such a huge project, with new and complex technologies, cannot be executed
by Indian Railways as a departmental project. Konkan Railway is a shining
example of how a huge Railway project can be implemented and operated by a
Special Purpose Vehicle. A similar strategy for implementing this High Speed
Railway Project is therefore recommended.
For this, a Special Purpose Vehicle should be incorporated with equal equity
participation by Government of India and Government of Kerala under the
name Kerala High Speed Railway Corporation (KHSRC) which is already
there but only purely State Government at present.GOI may now be inducted to
make it 50:50 GOI and State joint venture. This Corporation will execute the
project and operate and maintain the system on behalf of the two Governments
totally independent of Indian Railways. It is imperative the Kerala High Speed
Railway Corporation (KHSRC) is headed by an experienced and dynamic
technocrat with excellent Railway track record and having impeccable integrity.
Such a person should be selected as the Chairman-cum-Managing Director of
the Corporation through a process of open competition. The whole success of
the venture will depend upon the leader chosen to head the SPV.
The CMD of KHSRC will be appointed by Government of India. KHSRC will

have 10 Directors including the CMD and each Government will nominate 5
Directors (part time) to the Board of management. The Board will thereafter
appoint full time Functional Directors as deemed necessary.
Since India does not have any experience of designing and building High
Speed Railway lines, KHSRC will need General Consultants to be appointed.
The General Consultants will assist the SPV in finalising designs,
specifications, tender documents, tender finalisation and supervision of the
works. General Consultants will be engaged based on global competitive
bidding. The General Consultants will function as Engineers to the project.
The SPV will be the owner of the project and will have total responsibility for
executing the project and later for its operation and maintenance as well. The
SPV will also have responsibility to raise funds for the project and servicing and
repayment of the loans taken. It is recommended the Headquarters of the SPV
is located at Thiruvananthpuram. The organisational set up of the SPV is to be
decided by CMD after he assumes charge.
Executive Summary
0.20.2 Implementation Strategy and Implementation Schedule
It is expected about 2 years would be needed for setting up the SPV, selection
of the Chairman-cum-Managing Director, obtaining approval of the project from
the two Governments, engagement of General consultants and taking
possession of lands for commencing the work. The whole project covering a
length of 430 kms shall be divided into 3 reaches as under.
Reach R1 : Thiruvananthapuram to Kochi (183km)
Reach R2 : Kochi to Kozhikode (163 km)

Reach R3 : Kozhikode to Kannur (84 km)
The main Depot and workshop will be located at Thiruvananthapuram.
It is felt reach R1 can be completed in a period of 5 years and reach R2 within
six years, and the entire line within 7 years of commencement of actual work.
The work can commence immediately after the project is approved by the two
governments and completed within a total period of 9 years including initial two
years for project approval, detailing and designing.
0.20.3 Project implementation Options

Estimated cost of the High Speed Railway line from Thiruvananthapuram to
Kannur is Rs. 90663.00 crores including the cost of land, all taxes and duties
but without interest during construction period (IDC). The project is expected to
be commissioned in a period of 9 years from the date of the approval. Physical
work can start only after the project is approved by Government of Kerala and
Government of India, the debt funding is finalized, the special purpose vehicle
(SPV) for implementing the project is set up, consultants are engaged for
assisting the SPV, preliminary designs for civil works are all finalized, and at
least 30% of the private lands are taken possession. It is expected that these
preparatory and preliminary steps would take at least 2 years.
There are three options for the implementation of the project as under.
1) Build, Operate and Transfer (BOT)

2) Public Private Partnership (PPP)
3) Fully through Government funding.(SPV)
These options are detailed in chapter 20
0.20.3 Recommended Financial Models
0.20.3.1 BOT
A private investor will come forward to participate in this project only if
he is satisfied of a fair return of 15% to 20% on his investments. A High
Speed Railway project is essentially a social project. The HSR Railway
line is not used for freight carrying and only passengers are carried on
the system. The fare structure therefore has to be affordable to the rail
users. World over it is seen High Speed Railway lines do not make
profits. At best, they survive with operational surpluses. It is also seen
that none of the high speed railway lines world over have been
Executive Summary
implemented on BOT model. In BOT cost will escalate by 25% to 30%,.
Because of delay in starting the work and likelihood of cost escalation of
25% to 30% on the completion cost , BOT option for this project is not
recommended
0.20.3.2 PPP
A hybrid PPP model has some possibility provided the ridership is
guaranteed and sufficient sweeteners are extended such as free lands
for property development, taxes and duty concessions and certain
flexibility in fare fixation. Under the PPP model about 43% of the cost of
the project has to be still borne by the PPP. Since the revenues from
train operations are taken by the PPP concessionaire the Government
will not have any revenue stream based on which funds can be
borrowed. The experience of Delhi Metro Rail Corporation in building
the Airport line on a similar PPP model was a total failure. The cost of
funding for an investor will be almost double of what it costs for the
Government. That means, the funds for a private investor will be more
expensive which will increase the cost of the project. Being a social
project, mainly meant for reducing pollution, save travel time and
reduce road accidents, it will not be advisable to make the project more
expensive through private participation. Nowhere in the world, a High
Speed Railway line has been implemented on a PPP model and
therefore PPP model for funding option is also not recommended
0.20.3.3 Fully Government funded

By setting up a Special Purpose Vehicle (SPV) as a joint venture
between Government of Kerala and Government of India with each
Government contributing 10% of the cost of the project as equity to the
SPV. The cost of the land has to be equally borne by the State
Government and Govt. of India . All state taxes amounting to Rs.5841
crores leviable on the project should be waived by the State
Government. The Central taxes and duties amounting to Rs.13541
crores should be exempted by Central Govt. The remaining cost
amounting to Rs. 91446.00 crores should be availed as a soft loan from
the Government of Japan through Japan International Cooperation
Agency on similar conditions as for the loan to Delhi Metro
.On this basis the state governments burden on the project will be
Rs.17272 crores (inclusive of land cost & state taxes). The State
Government may raise part of this amount by domestic borrowings.
From the financial analysis it is seen that there will be sufficient

operational revenue from which the SPV will not have any difficulty in
servicing and paying back the loan taken from Japan.
If this model is followed, work can commence immediately after the
project is approved by the two governments and completed within a
period of 9 years. The operation and maintenance of the high speed rail
Executive Summary
network will be the responsibility of the SPV .In the light of above, the
SPV model of implementation is recommended for this project.
0.20.4 Legal Cover
The Indian Railways Act, 1889 is essentially for railway operations in
the country where the speed is limited to 160 kms. per hour. Although
there is no mention in the Railways Act itself, it is obvious that for speed
beyond 160 kms. per hour, special statutory provisions and safeguards
will have to be incorporated. On the lines of the Metro Construction and
Operations Act, a new act can be passed by the Parliament specifically
for high speed operations where the speeds can be more than 160 kms.
An independent assessor can be nominated initially, having support
from the foreign agencies / countries who have vast experience in
running the High Speed trains. After introduction of the services, The
Commissioner of Railway Safety can be nominated as the authority for
inspection and certifying the line for carriage of passengers. The
Project can be commenced under the Railway Act but by the time it is
ready for operation the new High Speed Railway Act should be in
enacted.
0.20.5 Way Forward

On receipt of Detailed Project Report, following action will be required
for implementation of High Speed Rail:
Detailed Project Report is submitted to State Government and
state Cabinet `s approval should be obtained for implementation of
Detailed Project Report.
The approved DPR should be forwarded to Indian Railways for the
approval Kerala High Speed Rail Corridor and also for financial
participation through equity contribution in the SPV.
Signing of MOU between Government of Kerala and Ministry of
Railways giving all the details of the Joint Venture bringing out the
financial involvement of each partys liability for the loans raised ,
administrative control in the SPV, Policy in regard to Fare Structure,
Operational subsidy, if any, etc. Preparation of new Act by Indian
Railways and enactment of the same by Parliament.
State Government to freeze all the developments along the Corridor
suggested for any construction within 30 mtr from the center line of
the proposed alignment. A system of No Objection Certificate to be
introduced for any construction with in 30 mtr from the center line
of the proposed alignment
Executive Summary
0.20.6 IMPLEMENTATION SCHEDULE
Table 0.58:- Implementation Schedule
SN Milestone Duration
required
1. Submission of Final Detailed Project Report to Kerala Govt. D
2. Approval of Detailed Project Report by State Government D+ 2 months
3. Sending Detailed Project Report to Ministry of Railways D+ 3 months
4. Approval of Derailed Project Report by Ministry of Railways D+6 months
5. Approval of Final Detailed Project Report by Government D+10 months
6. Formation of SPV D+10 months
7. Decision of Financing Method / Funding pattern D+24 months
8. Tendering and Detailed designing D+34 months
9. A. Implementation of High Speed Rail : Reach -I D+84 months
B. Implementation of High Speed Rail :ReachII D+96 months
C. Implementation of High Speed Rail ;Reach -III D+108 months
Note: D= Date of submission of Final Detailed Project Report.
For implementation of High Speed Rail Corridor, Kerala High Speed Rail
Corporation (KHSRC) has to monitor this Project strictly as per the time
schedule at every stage. It will have very important role of coordination with
Ministry of Railways and other Government departments. Ministry of
Railways will be also responsible for the enactment of the new Act needed
for Operation and Maintenance of High Speed Trains planned in our
country first time.
0.21. CONCLUSIONS
0.21.1 Introduction
The proposed high speed railway line is 430 km length with 9 stations
proposed at Thiruvananthapuram, Kollam, Chengannur, Kottayam, Kochi,
Thrissur, Valancherry, Kozhikode and Kannur. Provision has been kept for
one more future stations at Nedumbassery. The alignment of the high speed
railways is about 4 to 8 kms east of the existing railway line avoiding heavily
built up areas. Of the 430 kms, 105 kms will be underground in tunnels, 190
kms elevated on viaducts and balance length is at grade/ cut and cover. The
stations have been located in such a way that they can be easily connected to
the existing railway stations and bus stations by feeder bus services so as to
establish a truly integrated transport system.
The 430 kms between Thiruvananthapuram and Kannur is expected to cost
Rs. 127849 crores (Excluding State Taxes) on completion. The financial rate
of return of this project has been assessed as 4.67% and the economic rate of
return. 14.02%. This effectually means the investment on this project will come
back to the society in a period of 8 years.
Apart from these benefits there are other multiplier effects of this high speed
railway line which are listed below
Executive Summary
0.21.1.1 Savings in travel time
The High speed Railway line is expected to carry 0.95 lakhs of passengers per
day in the year 2025-26 and 1.73 lakhs passengers in the year 2040. The
travel time from Thiruvananthapuram to Kollam will be 20 minutes, to Kochi 45
minutes, to Kozhikode 90 minutes and to Kannur 2 hours.
Estimated Daily Trips between Thiruvanantapuram and Kannur by HSR is 5857
in 2025-26. Travel time by train is about 12 hours. When these passengers will
travel in HSR having air-conditioned comfort, fast, safe and with high degree of
reliability each passenger will save10 hours in his travel time. This tantamount
to 58780 man hours saving for the State each day and if man hour cost is
reckoned as Rs. 4.0 per min, this is equal to 1.41 crores of rupees saved
every day.
0.21.1.2 Savings in fuel cost.

Vehicle Operational Cost including energy cost for HSR is estimated as Rs.
1.81 per passenger km while VOC estimated for all road based and rail is Rs.
1.92 per passenger km (as per observed mode share). There about Rs. 0.18
per passenger km will be net saving. Annual saving is derived which is Rs.
79.25 Cr. in the year 2025-26.
0.21.1.3 Road accidents
In Kerala about 40,000 road accidents occur every year and the fatalities are
about 4000. About 30% of these accidents occur on the National highways.
Road based passengers are about 75% of the inter-city trips. By taking away
about 65 thousand trips per day from road to the high speed rail it is expected
that at least 10% of these accidents can be avoided and more than 15 lives
saved every year. This one factor alone will fully justify high speed railway line
from Thiruvananthapuram to Kannur at whatever cost it is constructed.
0.21.1.4 Pollution reduction

By siphoning 0.95 lakh passengers from road to rail will prevent 1867 tons of
pollutants (except CO2 which is 1.61 lakh ton) being let into the air every day.
0.21.1.5 Increase in the average speed of road vehicles

The high speed railway line is expected to reduce 8868 vehicles on the roads.
This will have an immediate effect of reducing road congestions and increasing
the average speed of road vehicles.
0.21.1.6 Economic activity

The completion of the bullet train project between Tokyo and Osaka in 1976
triggered high pitch economic activity along the entire route. The rise of Japan
as the 5th economic power in the world after World War II was largely due to
the high speed train network in the country. A similar boom in economic
activity can be expected in Kerala State as well with the completion of high
speed railway line between Thiruvananthapuram and Kannur. In fact the very
survival of the State depends upon the fast movement of people in the north-
south direction and this is possible only by introduction of high speed trains.
Executive Summary
0.21.1.7 Financial sustainability.
It can be seen from Para 0.17 that the high speed project is financially self-
sustaining and no government support or subsidies will be needed at any time
for operating the system.
On the flip side, there are certain adverse effects also with the high speed
railway line which are trivial considering the other direct and indirect benefits
explained above. The adverse effects are 1155.57 hectares of private land
has to be acquired which will face resistances and has to be handled with
humaneness and understanding. 3868 residential / commercial structures will
have to be relocated for the construction of high speed railway. 36923 trees
have to be felled which can of course be compensated with a resolve to take
up compensatory afforestation at the rate of 10 trees being planted for every
tree cut. Then, there are adverse effects of high noise levels and vibrations
however when high speed trains whizz through. There are effective measures
available to reduce noise and vibration levels due to high speed train
movements.
**************************************
Executive Summary
Fig 0.1 index map of Kerala High Speed Rail
Executive Summary
Fig. 0.4 Proposed Viaduct X-

section
Executive Summary
Fig. 0.5 Proposed Viaduct X-

section
INTRODUCTION
CHAPTER 1
INTRODUCTION
1.1 BACKGROUND
1.1.1 Kerala is considered the Gateway of South India. This is one of the states
of India attracting large number of tourists and having the highest literacy
rate among all the states of India. The map of the Kerala State is put up at
Fig. No. 1.1. State is Located between north latitudes 8 degree 18' and 12
degree 48' and east longitudes 74 degree 52' and 72 degree 22'. This land
of eternal beauty encompasses 1.18 per cent of the country.

Arabian sea coastline on the west, it is bordered on the north by Karnataka
and by Tamil Nadu on the south and east. Kerala extends over an area of
38,863 sq. km. It has a total coastline of 580 km. Its width varies from 120
kilometers at its maximum and just 30 kilometers at its minimum. The Land
is Divided into
Highlands
Midlands
Lowlands
The Highlands accounts for 48 percent of the total land area of Kerala.
The Midlands lie between the mountains and the lowlands.
Lowlands are known as the Coastal Area. This area is very fertile and
most of the paddy cultivation is along this area. Kuttanad region of Kerala
is one of the very few places in India where cultivation is done below sea
level. Major cities are Thiruvananthapuram (the capital), Kochi, and
Kozhikode. The principal spoken language is Malayalam but many other
languages are also spoken.
Kerala High Speed Rail between Thiruvananthapuram and Ernakulam - Pre Feasibility Report Sept 2011 1/17
INTRODUCTION
Kerala has 44 rivers of which 41are flowing to west and three flow to east.
Kerala has large no of lakes and back waters. Vembanadu lake with area of
260 sq.km is the largest in the state. Shastamkotta lake is the largest
natural fresh water lake.
1.1.2 Kerala is mentioned in the ancient epic Mahabharata (800 BC) at several
instances as a tribe, as a region and as a kingdom. The first written mention
of Kerala is seen in a 3rd-century-BC rock inscription by emperor Asoka the
Great, where it is mentioned as Keralaputra. This region formed part of
ancient Tamilakam and was ruled by the Cheras. They had extensive trade
relations with the Greeks, Romans and Arabs. In the 1st century AD Jewish
immigrants arrived, and it is believed that St. Thomas the Apostle visited
Kerala in the same century. The Chera Kingdom and later the feudal Nair
and Namboothiri Brahmin city-states became major powers in the region.
Early contact with Europeans later gave way to struggles between colonial
and native interests. The States Reorganisation Act of 1 November 1956
elevated Kerala to statehood.
1.1.3 The culture of Kerala has persisted through the ages precisely for the
reasons of antiquity, unity, continuity and universality of its nature. In its
widest sense it embraces the highest achievements of the human spirit in
every sphere of life. Thus, in its totality, it represents the quintessence of
the collective achievements of people in the fields of religion and
philosophy, language and literature, art and architecture, education and
learning and economic and social organisation. In fact, all through its
history the genius of Kerala has blossomed forth in all its vigour and
vitality and has helped its people to reach the peak of excellence in all
their endeavours.
1.1.4 Kerela is located on the western coast of south-western India. The

biodiversity of Kerela is protected by the Agasthyamalai Biosphere Reserve
of the eastern hills. One fourth of India's 10,000 plant species along with 900
species of different medicinal plants could be found in National Parks &
Wildlife Sanctuaries in Kerala. The 9,400 sq km space that is covered by the
forest here in Kerela comprises of the tropical wet evergreen and semi-
evergreen forests, tropical moist and dry deciduous forests, and montane
subtropical and temperate forests. The other types of flora that can be
noticed at National Parks & Wildlife Sanctuaries in Kerala includes the
bamboo, wild black pepper (Piper nigrum), wild cardamom, the calamus
INTRODUCTION
rattan palm (Calamus rotang - a type of climbing palm), and aromatic vetiver
grass (Vetiveria zizanioides)
1.1.5 Kerala has been attracting huge investments in the past few years in
various sectors. Kerala has achieved a superior position through its
Kerala model of development with its high human development index,
influential and widely used indices to measure human development
across countries. This represents the state's achievement of significant
improvements in material conditions of living, reflected in indicators of
social development that are comparable to that of many developed
countries.But the growth of infrastructure in the transport sector doesnt
seem to be in pace with the investment, leads to imbalance in the system
which seek more focus in that sector.
Kerala Government has taken initiative to carry out a pre-feasibility study
for 550-km high-speed rail corridor linking Thiruvananthapuram and
Kasaragod. The Delhi Metro Rail Corporation (DMRC) has been engaged
by the State Government to examine the viability of having a high speed
rail in the state by estimating the possible ridership while establishing the
other technical components.
1.2 KERALA DEMOGRAPHY
1.2.1 Kerala population and Census
Census 2001 put Kerala's population at 318.4 lakhs persons which included
154.7 lakh males and 163.7 lakh females. Although Kerala accounts for
only 1 per cent of the total area of India, it contains about 3 per cent of the
country's population. The population density of the state is about 819
people per square kilometres, three times the national average. Kerala is
one of the densest States in the country and it recorded a decadal
population growth of + 9.42% (2,740,101 persons). Kerala, with a sex-ratio
(females per 1000 males) of 1058, is the only state in India with a positive
figure. In the human development and related indices it occupies prime
position among the Indian States.The provisional population of Kerala in
2011 is 33387677, with a sex-ratio (females per 1000 males) of 1084,
population density of the state is about 819 people per square kilometres.
INTRODUCTION
An analysis of the decadal growth of all India population shows that it

increased from 1921 to 1971 and since then it started declining gradually. In
Kerala the decadal growth rate had been higher rate from 1941 to 1971 and
since then growth rate has been declining. The details of decadal growth
rate of population at all India and Kerala from 1901 to 2001 are given below
Table 1.1 shows decadal growth rates of urban and rural population.
Table 1.1
All India Kerala

Census Year Rural Urban Total Decadal growth Rural Urban Total Decadal growth
Rate(%) Rate(%)
1 2 3 4 5 6 7 8 9
1901 2125.40 258.50 2383.90 - 59.40 4.50 63.90 -
1911 2261.40 259.40 2520.90 5.75 66.20 5.30 71.50 11.75
1921 2232.30 280.90 2513.20 -0.31 71.20 6.80 78.0 9.16
1931 2455.20 334.60 2729.80 11.0 85.90 9.20 95.10 21.85
1941 2745.10 441.50 3186.60 14.22 98.30 12.0 110.30 16.04
1951 2986.50 624.40 3610.90 13.31 117.20 18.30 135.50 22.82
1961 3602.90 789.40 4392.30 21.64 143.50 25.50 169.0 24.76
1971 4390.50 1091.10 5481.60 24.80 178.80 34.70 213.50 26.69
1981 5238.70 1594.60 6833.30 24.66 206.80 47.70 254.50 19.24
1991 6286.90 2176.10 8463.0 23.86 214.10 76.80 290.90 14.32
2001 7416.60 2853.60 10270.20 21.34 35.70 82.70 318.40 9.42
1.2.3 Annual Population Growth Rate
The average annual growth in population of Kerala during 1992 to 2001

was 0.91% as against the average annual growth rate of 1.93% in India. In
addition to achievements, such as low infant mortality rate and high life
expectancy the population growth rate in the State remains lowest in the
country.
INTRODUCTION
1.2.4 District wise Population of Kerala State
The District wise population of Kerala state as per census 2001 is given in
table 1.2
Table 1.2
District Population Males Females

Kollam 2585208 1249621 1335587
Alappuzha 2109160 1014529 1094631
Pathanamthitta 1234016 589398 644618
Kottayam 1953646 964926 988720
Idukki 1129221 566682 562539
Ernakulam 3105798 1538397 1567401
Thrissur 2974232 1422052 1552180
Palakkad 2617482 1266985 1350497
Kozhikode 2879131 1399358 1479773
Wayanad 780619 391273 389346
Malappuram 3625471 1754576 1870895
Kannur 2408956 1152817 1256139
Kasargod 1204078 588083 615995
Total 31,841,374 15,468,614 16,372,760
Malappuram is the most populated district and has a population of 3625471

persons. Second comes Thiruvananthapuram with a population of 3234356
persons followed by Ernakulam with 3105798 persons. Wayanad is the
least populated district followed by Idukki and Kasargod.
Whereas, Alappuzha with a population density of 1496 persons per sq.km

is the most densely populated district in Kerala followed by
Thiruvananthapuram with 1476 persons per sq.km and Kozhikode with
1228 persons per sq.km. Idukki with a density of just 252 persons per
sq.km is the least densely populated district followed by Wayanad with a
density of 369 persons. The average density of population of the state is
819 persons per sq.km.
INTRODUCTION
1.3 KERALA TRANSPORT
Kerala has 145,704 kilometers of roads (4.2% of India's total). There is

about 4.62 kilometers of road per thousand population, compared to an all
India average of 2.59 kilometers. Most Kerala's villages are connected by
road. Traffic in Kerala has been growing at a rate of 1012% every year,
resulting in high traffic and pressure on the roads. Kerala's road density is
nearly four times the national average, reflecting the state's high population
density.

international airport is coming up at Kannur. The Cochin International
Airport at Kochi is the first international airport in India that was built without
Central Government funds, and is also the country's first publicly owned
airport. The backwaters traversing are also an important mode of inland
navigation. The Indian Railways' Southern Railway line runs throughout the
state, connecting all major towns and cities except those in the highland
districts of Idukki and Wayanad. About th of Kerala population lives in
urban areas
1.3.1 National highway in Kerala
National Highways form the prime arterial routes and span about 66,590
km throughout the country and cater to 45 percent of the total road
transport demand. The National Highway network in Kerala is of the length
of 1523.954 kms. This is only 2.3% of total National Highways in the
country. There are eight National Highways in the State
1.3.2 State road network
On the road front, traffic has been growing at a rate of about 11 percent
every year, resulting in excessive pressure on the roads in the state. The
total road length in Kerala during 2006-07 increased to 162149 km from
160944 km in the previous year, Road density in the state is 417 km/100
sq.km and it is far ahead of national average of 100.39 km/100 sq.km. The
length of road per lakh population is 509.23 km and it is much higher than
the national average of 321.3 km. Growth of road and Rail is given in the
table No. 1.3.
INTRODUCTION
Table 1.3 Growth of Road and Transport sector
Item Unit 1980 1985 1991 1996 2001 2004

Road length (PWD) kms 17408 19107 20237 22863 21508 2299
1
Road length (PWD) kms 0.45 0.51 0.52 0.57 0.55 0.59
per sq. km
Road length kms 66158 81515 99022 106920 87094 9897
(panchayats) 3
Motor vehicles Nos. 174704 319259 647742 1170241 211188 2792
5 0
9
4
Motor vehicles per kms 450 821 1667 3011 5434 7184
100 sq km
Railway route kms 916 914 998 1198 1198 1198
length
Railway line between Tirur and Beypore (port) on the Malabar coast on 12-
03-1861. Further it was extended from Tirur to Kultipuram on 01/5/1861
and Kuttipuram to Pattambi 23/09/1861.The further development of the
Railways in the state took place on the dates as mentioned in table 1.4.
Table 1.4
S. Section Date of Remarks

N Commissioning
o
.
connection to
Madras
(Kozhikode)
3. Calicut to Mangalore in Stages From 1/10/1901 to
INTRODUCTION
3/7/1907.
4. Shoranur Ernakulam MG line 16/07/1902 Converted to BG in
1934
5. Tirunalveli Quilon (Kollam) 1/03/1904
6. (Kollam) Quilon Trivandrum 4/11/1931
7. Ernakulam Kottayam MG 17/10/1956
9. Ernakulam to Trivandrum Converted to BG
on 13.9.1976
There are 200 Railway stations in Kerala . This extensive network connects places
both within and outside the state of Kerala . Local train services and long distance
express trains ply all over the state making it a convenient and quick method of
transport. Long distance trains connect the state to major Indian cities like Kolkata,
Coimbatore, Chennai, Hyderabad , Mumbai, and New-Delhi.
They also connect Jammu and Kashmir and the North- East. The entire length of the
rail route is around 1050 kms and covers 13 Railway routes within its fold. Broad
gauge lines measure up to 933 kms while meter gauge lines cover 117kms.
INTRODUCTION
Fig. 1.1
From the Early days Railway development itself, it can be seen that the Malabar
Coast and areas centered around Ernakulam played a very vital role in the
development of the area. The Coastal area between Cannanore to Alleppey is well
developed and full of habitation all along the under mentioned Railway lines but
with no effective Rail based mass transportation system.
Ernakulam Shornur is Double line Electrified
INTRODUCTION
Ernakulam Alleppey (Alappuzha) is Single line Electrified

Ernakulam Kottayam is Single line Electrified and Double line Electrified
line work expected to be completed in 3 years.
Shoranur Kannur is Double line non Electrified.
Hence the Kerala Government felt the need of providing the suburban rail
services on the existing Railway tracks..
Considering the above, Government of Kerala vide their G.O. No.
163/2007//Tran dated 10.5.2007, entrusted the Feasibility Study for
introduction of Suburban Services for Ernakulam and Kozhikode cities, to
Delhi Metro rail Corporation (DMRC). The copy of the order is put up as
annexure 1.1 to this chapter. This study was mainly for the rail network to
be used as suburban. However, the Kerala Government felt that there is
need to provide the fast Rail connection for the public of Kerala and tourist
coming from other part of India and abroad.
A rail based mass rapid transport system is preferred over the road based
for the following regions.
1. Rail system being more energy efficient

2. More economical in land use
3. Damage to environment is much lesser than the road traffic
4. High carrying capacity
5. Quick conveyance
6. More comfortable and safe
7. Journey much cheaper than road
Therefore, it is always desirable to take advantage of existing rail system

and make use of the existing line capacity to provide the comfortable
journey to the public but it may be only for normal trains. The High speed
trains need the dedicated tracks with upgraded track parameters and
different technology.
INTRODUCTION
Fig. 1.2 The map of Kerala State with District details
INTRODUCTION
The state has three major international airports at Thiruvananthapuram, Cochin,

and Kozhikode, that link the state with the rest of the nation and the world. A fourth
international airport is proposed at Kannur. The share of air trips for the intercity
travel is negligible. Even though the rail is connected from North to south with
stations at all major towns, the frequency of the long distance fast commuting train
service is very less. This made the priority of mode more towards the private mode
i.e. four wheeler and bus.
Traffic in Kerala has been growing at a rate of 1011% every year, resulting in high
traffic and pressure on the roads resulting in increased travel time for the users.
Kerala's annual total of road accidents is among the Nations highest. Widening of
the National Highways is still not accomplished due to Resettlement and
Rehabilitation issues.
An efficient transport network is vital to a strong economy - locally, regionally and
nationally - by providing high quality access to labour, suppliers and customers. It is
very important that substantial investment is needed to improve the existing
network, focusing on road transport, on heavy rail and public transport and airports.
Here the present effort is to establish the viability of a high speed rail link proposed
between Southern end of the Kerala state i.e. Thiruvananthapuram to the Northern
end of the Kerala state i.e. Kasargod. The analytical challenges are the higher
dependence on the present travel pattern and the attractiveness of the proposed
mode against many factors like travel time, cost, connectivity, land use of the
access points, comfort etc.
This situation doesnt warrant for a comfortable ride by road due to its capacity
constraint, congestion and ultimately the riding quality and safety. In this
background, Kerala Government has taken initiative to carry out a pre-feasibility
study for 550-km high-speed rail corridor linking Thiruvananthapuram and
Kasaragod.
High Speed Rail (HSR) is a new rail technology which allows trains to run at a speed
of 200-350 kilometers per hour much higher than the conventional rail. This railway
technology is particularly popular in the European Union. Specific definitions by the
European Union include 200 km/h for upgraded track and 250 km/h or faster for new
track.
Investing in HSR is on the front line of action to revitalize the railways. The ultimate
objective is to provide infrastructure for the public to change modal split in favor of
passenger transport with the aim of reducing congestion, accidents and
environmental impacts.
Prima facie, the need for HSR depends on the existing volume of inter city traffic
where the new lines are proposed, the likely time savings, generated traffic,
willingness to pay of potential users, and release of capacity in congested roads,
airports or conventional rail lines.
INTRODUCTION
1.4 Economic Benefits of High-speed rail

High speed trains require dedicated track at a cost substantially higher than the
conventional rail line. Infrastructure maintenance cost is comparable with
expensive option.
HSR infrastructure is associated with lower total travel time, higher comfort and
reliability, reduction in the probability of accident, and in some cases the release of
extra capacity which helps to alleviate congestion in other modes of transport. HSR
investment reduces the net environmental impact of transport and boosts regional
development. The following table briefs the possible benefits that can be accrued
by having high speed rail.
Goal Benefits of HSR
lower energy consumption per passenger

kilometer
reduced land usage for a given capacity
Economic compared to motorways
efficiency
reduction in travel time
It would be a high quality system with seated
accommodation of good comfort
Displaced usage from more environmentally

Environment
damaging modes of transport
Regional Integrated development of region and allow the

development commuters to move across the region efficiently
high-speed rail has the added advantage of

being much simpler to control due to its
predictable course, even at very high passenger
Safety loads high speed rail systems reduce the
possibility of collisions with automobiles or
people, while lower speed rail systems used by
high speed trains may have level crossings.
INTRODUCTION
Reduces the accidents
If the rail system is well-designed and well-

operated, severe weather conditions such as
heavy snow, heavy fog, and storms do not
Weather affect the journeys; whereas flights are
generally canceled or delayed under these
conditions. Nevertheless, snow and wind can
cause some disturbances
Train passengers can have the choice between

standing or waiting for a bookable connection.
Comfort
Easy for passengers to move around during the
journey
Stopping pattern can allow a multitude of

Number of
possible journeys, increasing the potential
stations
market
1.5 OBJECTIVE OF THE STUDY
The objective of the Detailed Feasibility Study is to assess the transport

demand forecast of various rail corridors in the study area and formulation
of improvement measures on the railway routes for enabling to run the High
Speed train.
The proposed corridor starts at Trivandrum in Kerala state and ends at
Mangalore in Karnataka with nine major stations initially and three more
stations adding in the future. Trains will run at an average speed of about
300 KMPH with nine stations proposed in the first phase including
Thiruvananthapuram, Kollam, Kottayam, Ernakulam,Thrissur, Calicut,
Kannur Kasaragod and Mangalore. Three more stations are planned in the
next phase at Chengannur, Tirur and Thalassery. The proposal for the
consent of Karnataka Government for connecting the High Speed route to
Mangalore covering about 50 Kms. distance in Karnataka State has been
sent to GoK and being pursued.
INTRODUCTION
The scope of the assignment is to examine technical and financial

feasibility of the proposed High Speed Rail Corridors connecting between
Thiruvananthapuram to Kasaragod will include the following.
i. Transport Demand Forecast
The traffic study will comprise the following tasks:

Origin Destination Survey and Opinion Survey of rail passengers will
be conducted at major Railway Stations
Classified road traffic volume count will be carried out at selected
locations to capture traffic flows.
Origin - Destination studies will be carried out by Road Side Interview
(RSI) Survey Method at the selected locations. . The O-D survey for
buses will also be done separately.
The average speed to commute both by rail as well as by road to
various O-D pairs (public transport as well as by personalised mode)
shall be accessed through preliminary data and secondary data.
The Opinion Survey will be conducted along with O-D Survey to assess
the preference of mode.
The traffic growth rates will be estimated.
The divertible traffic will be estimated to assess the rail share.
The traffic load on proposed corridor will be assessed for different
horizon years.
ii. Engineering Study
Reconnaissance survey will be conducted and the preliminary alignment

will be marked on Topographical Maps published by Survey of India,
after ascertaining all possible options.
An on-site alignment review will be carried out at important locations e.g.
locations where the proposed alignment is likely to cross the existing
major roads, rivers and streams, forest areas and other major land
marks.
The configuration of the route alignment indicating the extent of
Underground/Elevated/At Grade portions will be suggested. Suitable
locations for the mother car depot and secondary depot will be
identified.
The study shall identify station locations and the inter change points with
the existing rail network.
INTRODUCTION
Consultant shall study the implications of adopting 250 kmph and 300
kmph for the proposed corridors and recommend the optimum speed to
be adopted, by consulting foreign consultants as high speed rail is
planning for the first time in the country.
The number of receiving substations, their locations and capacity will be
indicated along with the power requirements for the system.
The land requirement and the affected properties requiring R & R will be
indentified.
The proposed route alignment shall be presented to the Client/Govt of Kerala,

before finalizing the draft pre-feasibility report.
iii. Rail System Selection
Recommendations regarding selection of system parameters /

technology will be made:
Planning parameters such as ruling gradient, maximum degree of
curvature, type and length of transition curves, maximum cant,
maximum cant deficiency etc.
Track Structure and types of turnouts
Type of Traction System
Type of S & T System
Type of Rolling Stock
Philosophy of Train operations
iv. Costing and Financial Analysis
Abstract project cost will be worked out

The approximate Operations and the Maintenance costs will be
assessed.
The financial analysis will be carried out to assess financial viability of
the project.
v. Implementation plan/strategy along with institutional arrangement and

legal cover will be recommended.
vi. Possible funding options will be indicated with the recommendations of
consultant on how the project is to be funded
INTRODUCTION
The proposed stations on High Speed Rail Connection are shown in Fig.
1.3
Fig. 1.3
HIGH SPEED RAIL WORLDWIDE
CHAPTER-2

2.1 BACKGROUND
Globally, there are about fifty purpose-built high-speed lines on which

trains regularly travel with a maximum speed of 250 km/hr or more. In
most cases they are dedicated high-speed lines. Nearly all of these lines
have provided a quantum improvement in service level and travel time,
as well as often providing a more direct route. Newer high-speed
railways generally aim for 300 km/h or above some Chinese, Spanish
and French lines are designed for 350 km/h. Commercial speeds are
typically around three-quarters of maximum speed.
2.1.1 A high-speed rail service can deliver competitive advantage over airlines
for journeys of up to about 3 hours or 750 km, particularly between city
pairs where airports are located far from city centres. One suitable type
of corridor is that which connects two large cities 250-500 km apart. But
another promising situation is a longer corridor that has very large urban
centres located, say, every 150-300 km apart. On these longer corridors,
typical of some being built in China, high-speed rail has the ability to
serve multiple city-pairs, both direct and overlapping.
2.1.2 The demographic and economic conditions that can support the financial
or economic viability of high-speed rail are limited. The established lines
with greatest demand are in East Asia; the Tokaido line in Japan carries
an average of 83 million passengers/year, and the Sanyo, Tohuku and
Taiwan lines an average of 20-30 million passengers/year. In Europe, the
French TGV SudEst and Atlantique lines both carry close to 20 million
passengers/ year. Nevertheless, high-speed projects have rarely met the
full ridership forecasts asserted by their promoters and in some cases
have fallen far short.
2.1.3 The overall financial performance of high-speed train services depends

on enough people being able to pay a premium to use them. In Japan
there is a surcharge for high-speed rail which doubles the fare on
conventional services. China high-speed train fares are about three times
of conventional train fares. But in order to generate the required
volume of passengers it will usually be necessary not only to target the
most affluent travelers but also to adopt a fare structure that is affordable
for the middle income population and, if any spare capacity still exists, to
offer discount tickets with restrictions on use and availability that can fill
otherwise unused seats.
2.1.4 Experience internationally is that construction and rolling stock capital

costs, outside of China where they are significantly lower, typically range
from USD 35 -70 million/km, depending on the complexity of civil
engineering works, the degree of urbanization along the route and
required total rolling stock capacity. Many projects have taken long
periods to complete (over a decade is not unusual) creating a heavy
capital and debt burden before any cash in-flows. Any delay in
passenger ramp-up period, or shortfall in ridership or yield, can quickly
create financial stress. Many lines internationally have run into trouble
and had to have either restructure debt or seek additional funding from
Government.
2.1.5 Operating and maintenance costs are generally low by comparison with
the capital costs because speed delivers better equipment utilization and
train crew turn-rounds. Most lines at least recover their operating and
maintenance costs. But is very difficult for most stand-alone high-speed
railways to recover much of the capital costs from the passenger revenue
stream alone, except in the very densest traffic corridors. Governments
contemplating the benefits of a new high-speed railway, whether
procured by public or private or combined public-private project
structures, should also contemplate the near-certainty of copious and
continuing budget support for the debt.
2.1.6 High-speed lines will naturally provide valuable travel time savings to
users and may also free up capacity on existing lines for other transport
users and enable performance improvements on those lines due to lower
congestion. It may also affect the relative usage of different modes of
transport creating resource savings if those other modes have higher unit
costs of operation. High-speed rail will also have various environmental
and social consequences that may on balance be negative or positive. A
high-speed passenger train will use more energy, and thereby generate
more greenhouse gases, than a slower passenger train over the same
route. But if the higher speed attracts passenger travel away from road
and air it may reduce the overall long-term carbon intensity of the
transport system as a whole. Through mode transfer it will also reduce
road congestion and accidents. Fundamental changes in accessibility

and mobility are also likely to influence regional economic development
but these are the hardest effects to predict and quantify.
2.1.7 In summary then, high-speed rail is now a tried and tested technology
that delivers real transport benefits and can dominate market share
against road and airline transport over the medium distances that many
inter-city travellers confront. However, the demographic and economic
conditions that can support the viability of high-speed rail are, in global
terms, limited. The number of passenger transport corridors of the
requisite length, that are already capacity constrained, and where there
is sufficiently dense potential demand by people of adequate purchasing
power, is limited; some may be in countries where the implementation
capacity may be lacking
2.1.8 The combination of supportive features that exist on the eastern plains of
China including very high population density, rapidly growing disposable
incomes, and the prevalence of many large cities in reasonable proximity
to one another (creating not just one city-pair but a string of such pairs)
are not found in most developing countries. Nor could all countries
assemble the focused collective capacity-building effort and the
economies of scale in construction costs that arise when a government
can commit the country, politically and economically, to a decades-long
program over a vast land area. Even in China, the sustainability of
railway debt arising from the program as it proceeds will need to be
closely monitored and payback periods will not be short, as they cannot
be for such lumpy and long-lived assets. But a combination of those
factors that create favourable conditions of both demand and supply
comes together in China in a way that is distinctly favourable to
delivering a successful high-speed rail system.
2.2 The story of high-speed rail
Fast passenger trains have been around for many decades. They
originally ran on conventional railway lines, limited by sharing track with
slower passenger and freight trains. The speed record for a steam
locomotive was set in the United Kingdom by the locomotive, Mallard, at
203 km/h in 1938 (Albeit for about half a mile after a period of downhill
running). It is thought that several U.S. steam locomotives were also
capable of similar speeds (e.g. on the Chicago-Milwaukee service) but
this was not trumpeted for fear of scaring the passengers. Multiple-unit
trains, which are trains made up of power units and passenger cars
combined in a fixed formation, have also been running at fast speeds
since the Flying Hamburger in Germany in 1933, which travelled at a top
speed of 150 km/h and a commercial speed (Commercial speed is

derived by dividing the distance by the total time of the journey, including
station stops) of 130km/h, despite the limitations of running on
conventional track, with curves, station limits and so on.
2.2.1 ADVENT OF HIGH SPEED

The modern era of fast train travel (charted in Figure 2.1 below) opened
in the 1950s in Japan. The conventional, mixed-use (passenger and
freight) line between Tokyo and Osaka had become very congested.
More capacity was needed. As part of a project partly financed by the
World Bank, it was decided not to provide additional capacity in the
conventional manner of multiple-tracking the line. Instead, Japan built a
new 515 kilometer-long, passenger-dedicated, electrified high-speed line
on a new alignment. Construction began in 1959, so that the service
could open in time for the 1964 Tokyo Olympics.
2.2.2 High Speed Rail world wide
The details of High Speed Rail in Various countries are given as under
International Union of Railways and European Council Directive

define high-speed rail as systems of rolling stock and infrastructure
which regularly operate at or above 250 Kmph on new tracks, or

200 Kmph on existing tracks. However lower speeds may be imposed
by additional constraints.
Common technical specifications:
Speed of above 250 Km/h on new tracks, or 200 Km/h on existing
tracks
continuous welded rail which reduces track vibrations and
discrepancies between rail segments enough to allow trains to
pass at speeds in excess of 200 Km/h
curve radius is above 4.5 Kilometers for design speed of 200 Kmph
curve radius is above 7 to 9 Kilometers for design speed of
350kmph
All are electrically driven via overhead lines and have in-cab
signaling and no level crossings
Advanced switches using very low entry and frog angles
Magnetic levitation trains fall under the category of high-speed rail
due to their association with track oriented vehicles; however their
inability to operate on conventional 'rails' often leads to their
classification in a separate category.
FEW EXAMPLES
KTX-Sancheon, a South Korean

Shanghai maglev train high-speed train at Seoul
Station
500 Series Shinkansen in Siemens Velaro in Barcelona,

Japan operated by west Spain
Japan railway company
2.2.2.1 Japan
In Japanese, the word Shinkansen literally means new trunk line, and
the Tokaido Shinkansen is a new trunk line that the then Japanese
National Railways completed in 1964, the same year as the Tokyo
Olympic Games. It is known as the worlds first high-speed railway to top
a normal running speed of 200 km/h (124 mph). During Japans period of
rapid economic growth, the Shinkansen network expanded as such lines
as the Sanyo Shinkansen, Tohoku Shinkansen and Joetsu Shinkansen
were opened one after another. Before the Tokaido Shinkansen opened,
some people went so far as to say that railways had been made obsolete
by the remarkable progress of automobiles and airplanes. But the arrival
of the Shinkansen gave new hope to the future of rail, its success had an
enormous impact on railways around the world.
Today, the Tokaido Shinkansen is operated by JR Central. It runs

between Tokyo and Osaka, where Japans largest volume of traffic is
concentrated. The area between Tokyo and Osaka accounts for 58.7%
of the countrys population and 63.9% of the countrys GDP. The Sanyo
Shinkansen, which runs between Osaka and Hakata, is opened by JR
West. This route has the second largest traffic volume. Service is
implemented between two Shinkansen lines: 515.4 km (320.3 miles)
Tokyo Shin-Osaka line (which runs in 2 hours and 25 minutes by the
fastest Series N700 Nozomi trains), and the 553.8 km (344.1 miles) Shin-
Osaka Hakata line (which runs in 2 hours and 21 minutes). Using

through service, the total travel time from Tokyo to Hakata is 4 hours and
50 minutes.
Tokyo Station, a huge railway terminal that service as Tokyos primary

station, is a hub for the Tokaido, Tohoku, Joetsu and Hokuriku
Shinkansens, as well as for a number of conventional urban rail lines.
The red brick station building is a grand, historic structure built in 1914
and now designed by the national government as an important cultural
asset. In addition to Tokyo Station, there are two Tokaido Shinkasen
Stations in the metropolitan area Shinagawa Station, which opened in
October 2003, and the rapidly developing Shin-Yokohama Station. As a
result of the substantial train timetable revision of October 2003, all
Nozomi trains now stop at Shinagawa and/or Shinagawa Stations,
allowing more people in the area to use the Tokaido Shinkansen. Nozomi
trains that depart from Tokyo Station first run through the downtown area
and then passes through the Shin-Tanna Tunnel (7,959 m (4.95 miles))
the longest tunnel on the Tokaido Shinkansen and after a few minutes
a magnificent view of the world-famous Mt. Fuji appears to the right of
the line. Since the Tokaido Shinkansen runs through the most densely
populated area in Japan, the line is accompanies by a series of industrial
and residential zones. Nagoya, one of the Nozomis stops, is an
industrial city with a population of some 2.1 million. A high-rise building
constructed at this terminal accommodates a number of department
stores and hotels. After leaving Nagoya, the train runs parallel to the
conventional Tokaido Line and Meishin Expressway (between Nagoya
and Osaka) for some time. The train then pulls in to Kyoto, an old city
and famous sightseeing spot. The center of Japanese traditional culture,
Kyoto is home to long-standing temples, Japanese gardens and Japans
traditional fine arts. Kyoto Station is a large new building complex
completed in 2001 that accommodates department stores, hotels,
theaters and more, and is very popular with visitors. The next stop, Shin-
Osaka Station (where the Tokaido and Sanyo Shinkansen connect) is
another new station built further out from the center of Osaka City.
Frequently operated subways and conventional railways, however, keep
it connected to downtown Osaka. When the Tokaido Shinkansen was
first opened, the site of this station was not an urbanized area. Today, it
sits within a forest of hotels and office buildings, forming a large business
district.
At Shin-Osaka Station, the Nozomi train runs through to the Sanyo

Shinkansen, which is operated by JR West. After departing from Shin-
Osaka Station and passing through the Rokko Tunnel (16,250 m (10.1
miles)), the train soon reaches 300 km/h (186 mph), the Shinkansens
top speed. This is possible because the track conditions of the Sanyo
Shinkansen are better than those of the Tokaido. The Sanyo Shinkasnen
is characterized by a number of tunnels, which make up 50% of the lines
total length (compared to 13% for the Tokaido). One of the tunnels that
the Nozomi encounters, following two stops at Okayama and Hiroshima
Stations, is the Shin-Kanmon Tunnel, 18,713 m (11.6 miles) in length,
land on the bottom of the Kanmon Strait. It leads the train to Kokura, the
terminal of Kyusyus industrial Kita-Kyushu City. Between Hiroshima and
Kokura, the trains average speed reaches 261.8 km/h (162.7 mph), the
worlds fastest railway service speed. After leaving Kokura, the train
arrives Kyushus largest city, Fukuoka. From Hakata, conventional
express trains run regularly to many cities in Kyushu.
The Kyushu Shinkansen connects Hakata to Kagoshima, a city in

southern Kyushu, via Kumamoto and the Shin-Yatsushiro-Kagoshima-
Chuo section (126km (78miles)) opened in March 2004. At present, the
Hakata-Shin-Yatsushiro section is under construction. Plans also include
construction of the Nagasaki Shinkansen, which will branch from this
route at Shin-Tosu.
The Tokaido and Sanyo Shinkansens use four main type of train: the
Series 300, 500, 700, and N700. The series 300 was developed by JR
Central to be capable of running at speeds of up to 270 km/h (168 mph).
It was put into commercial operation in 1992. Until then, the top speed of
Shinkansen trains was 220 km/h (137 mph), and the travel time between
Tokyo and Shin-Osaka was 2 hours and 56 minutes. The advent of the
Series 300 reduced that time to 2 hours and 30 minutes. Since the
Series 300 runs at such high speeds, design emphases was placed on
reducing the carbody weight as much as possible. Therefore, the
carbody was built out of aluminum rather than steel. In addition, a
lightweight, bolsterless bogie was adopted. VVVF control employing and
asynchronous traction motor was adopted for the control equipment, the
first time this type of control has been adopted for the Shinkansen.
The Series 500 was developed by JR West. It made its debut in 1997,
and reaches speeds of up to 300 km/h (186 mph) on the Sanyo
Shinkasen. This time, major design emphasis was placed on reducing air
resistance and noise, and developments such as a sharp nose profile, a
rounded carbody cross-section and a wing-shaped pantograph helps
prevent micro-pressure waves. In addition, an aluminum honeycomb
structure was adopted for the carbody to further reduce its weight.
The Series 700 was co-developed by JR Central and JR West as a

successor to the Series 300. Following completion of a prototype in
1997, production models were put into service in 1999. This series is
characterized by its cusped nose styling. Emphasis during development
was placed on cutting production and running costs, improving riding
comfort, controlling noise inside passenger cars and reducing impact on
the environment. Since 2000, Hikari Rail Star trains have been in
service as a Series 700 train exclusive to the Sanyo Shinkansen,
connection Shin-Osaka and Hakata in 2 hours and 43 minutes. The
Hikari Rail Star is an eight-car train and features a number of new
passenger amenities, including 4-person compartments and desks for
notebook PCs. The Series 700 operates at speed of up to 270 km/h (168
mph) on the Tokaido Shinkansen, and up to 285 km/h (177 mph) on the
Sanyo Shinkansen.
In October 2003, all the trains used for the Tokaido Shinkansen were
replaced with the Series 300, 500, and 700, which are capable of running
at speeds higher than 270 km/h (168 mph). With 12 trains operated per
hours, the Tokaido Shinkansen is even more convenient as a high-speed
railway, and can be utilized without much waiting time.
The Series N700 significantly enhanced speed, comfort and energy

performance, which will make major contributions to the effort to counter
global warming. It uses the body inclining system for the first time in
Shinkansen, which allows travelling at the maximum speed 270km/h
even on curves. The maximum speed is 270km/h (168 mph) for the
Tokaido Shinkansen section and 300km/h (186 mph) for the Sanyo
Shinkansen section.
The Kyushu Shinkansen, opened in March 2004, uses the Series 800
train, which is based on the Series 700. Although the series maximum
operating speed is 260 km/h (162 mph), it has excellent climbing
performance, being able to negotiate a steep grade of 3.5% at speeds up
to 195 km/h (121 mph).
2.2.2.1.1 Standards of the Shinkansen
Sanyo Sanyo
Shinkansen Shinkansen Tohoku /
Tokaido Hokuriku Kyushu
Railway line (east of (west of Joetsu
Shinkansen Shinkansen Shinkansen
Okayama Okayama Shinkansen
Station) Station)
Mode of use Exclusive for Exclusive for Exclusive for Exclusive for Exclusive for Exclusive for
passengers passengers passengers passengers passengers passengers
Gauge 1,435mm (4ft 8 1,435mm (4ft 8 1,435mm (4ft 8 1,435mm (4ft 8 1,435mm (4ft 8 1,435mm (4ft 8
1/2 in) 1/2 in) 1/2 in) 1/2 in) 1/2 in) 1/2 in)
Maximum axle
weight 16tf (35,000 lbf) 16tf (35,000 lbf) 16tf (35,000 lbf) 17tf (37,000 lbf) 16tf (35,000 lbf) 16tf (35,000 lbf)
Initial 210km/h Initial 210km/h Initial 210km/h

Maximum Initial 210km/h
(130mph) (130mph) (130mph)
commercial (130mph) 260km/h 260km/h
Present Present Present
speed Present 270km/h (162mph) (162mph)
270km/h 300km/h 275km/h
(168mph)
(168mph) (186mph) (171mph)
1.5%
1.5%
1.5% 1.2% on
1.2% on
Steepest 1.8%<2.5km 1.5% average 1.5% 1.5%
average
(1.6miles) 1.2% on average <10km (exception: (exception:
gradient <10km
2.0%<1km <10km (6.2 mils) (6.2 miles) 3.5%) 3.5%)
(6.2 miles)
(0.6miles) 1.8% in Shin-
Kanmon Tunnel
Radius of 15,000m 15,000m 15,000m 15,000m 15,000m
10,000m
vertical (exception: (exception: (exception: (exception: (exception:
curvature 10,000m 10,000m 10,000m 10,000m 10,000m
4,000m (2.5 4,000m (2.5

miles) miles)
Minimum radius 2,500m 4,000m 4,000m 4,000m
(exception: (exception:
of curvature (1.6miles) (2.5 miles) (2.5 miles) (2.5 miles)
3,500m 3,500m
(6.2miles) (6.2 miles)
200mm 180mm 200mm 180mm 200mm 200mm
Maximum cant
(7 7/8 in) (7 1/16 in) (7 7/8 in) (7 1/16 in) (7 7/8 in) (7 7/8 in)
200mm 110mm (4 5/16 200mm 155mm 200mm 200mm
Actually set cant
(7 7/8 in) in) (7 7/8 in) (6 1/8 in) (7 7/8 in) (7 7/8 in)
90mm (3 9/16
90mm in)
90mm (3 9/16 in)
(3 9/16 in) Series 700;
Permissive cant Series 700; 90mm 90mm 90mm
Series 700; 110mm
deficiency 110mm (4 5/16 (3 9/16 in) (3 9/16 in) (3 9/16 in)
110mm (4 5/16 (4 5/16 in)
in)
in) Series 500;
115mm
Track center-to-
4.2m (13ft 9 in) 4.3m (14ft 1 in) 4.3m (14ft 1 in) 4.3m (14ft 1 in) 4.3m (14ft 1 in) 4.3m (14ft 1 in)
center distance
Slab 10.8m (35ft Slab 10.8m (35ft Slab 10.8m (35ft

Ballast 10.7m Ballast 11.6m Ballast 11.6m 5 in) 5 in) 5 in)
Formation width
(35ft 1 in) (38ft 1 in) (38ft 1 in) Ballast 11.4m Ballast 11.4m Ballast 11.4m
(37t 5 in) (37t 5 in) (37t 5 in)
Tunnel cross 60.5m2 (651 63.4m2 (682 63.4m2 (682 63.4m2 (682 63.4m2 (682
section sq.ft) sq.ft) sq.ft) sq.ft) sq.ft)
3,383mm (11ft 3,383mm (11ft 1 3,383mm (11ft 1 3,385mm (11ft 1 3,385mm (11ft 1 3,380mm (11ft 1
Car body width
1 3/16 in) 3/16 in) 3/16 in) 1/4 in) 1/4 in) 1/16 in)
Clearance
817mm (2 ft 8 917mm (3 ft 0 917mm (3 ft 0 915mm (3 ft 0 915mm (3 ft 0 920mm (3 ft 0
between car
3/16 in) 1/8 in) 1/8 in) in) in) 15/16 in)
bodies
2.2.2.1.2 Specifications of the Shinkansen (Rolling Stocks)
A.Series No. Series 300 Series 500 Series 700 Series N700
JR Central,
Operator JR West JR Central, JR West JR Central, JR West
JR West
Tokaido /
Operation line Tokaido / Sanyo Tokaido / Sanyo Tokaido / Sanyo
Sanyo
Year of manufacture 1990 - 1998 1996 - 1998 1997 - 2007 -
Year of service start 1992 - 1996 - 1998 1999 - 2007 -
10M6T 14M2T
Train formation; (Basic Type) 16M 12M4T
(2M1T x (3M1T x 2units, 4M x
(4M x 4 units) (3M1T x 4 units)
5units + 1T) 2units)
(Variations) 6M2T
Coupling operation No No No No
Overall length 402.1m 404.0m 404.7m 404.7m
Seating capacity (Fist/standard 1323

1324 (200/1124) 1323 (200/1123) 1323 (1123)
class) (200/1123)
Electric system 25kV-60Hz 25kV-60Hz 25kV-60Hz 25kV-60Hz
Maximum service speed 270km/h 300km/h 285km/h 300km/h
Starting acceleration 1.6 km/h/s 1.9 km/h/s 2.0 km/h/s 2.6 km/h/s
Maximum axle load (loaded) 11.4 tons 11.1 tons 11.4 tons
Aluminum
Carbody: Material Aluminum alloy Aluminum alloy Aluminum alloy
alloy
Length; (Leading car) 26,050 mm 27,000 mm 27,350 mm 27,350 mm
(Intermediate car) 25,000 mm 25,000 mm 25,000 mm 25,000 mm
Width 3,380 mm 3,380 mm 3,380 mm 3,360 mm
3,600 mm
Height; (Single level) 3,650 mm 3,690 mm 3,650 mm
3,500 mm
(Bi-level)
Bogie center distance 17,500 mm 17,500 mm 17,500 mm 17,500 mm
Bolsterless
Bogie: Suspension Bolsterless Air-spring Bolsterless Air-spring Bolsterless Air-spring
Air-spring
Gauge 1,435 mm 1,435 mm 1,435 mm 1,435 mm
Wheel diameter 910 mm 860 mm 860 mm 860 mm
Wheel base 2,500 mm 2,500 mm 2,500 mm 2,500 mm
Vibration control device Yes Yes Yes Yes
Train output 12,000 kW 17,600 kW 13,200 kW 17,080 kW
Traction motor: Type Asynchronous Asynchronous Asynchronous Asynchronous
300 kW x 40
Rating output 275 kW x 64 sets 275 kW x 48 sets 305 kW x 56 sets
sets
Converter-
Converter-inverter, Converter-inverter, Converter-inverter,
Powering: Circuit control inverter,
PWM control PWM control PWM control
PWM control
Element adopted GTO GTO IGBT IGBT
Braking: AC regenerative
M: 40 axles M: 64 axles M: 48 axles M: 56 axles
brake
Eddy current brake T: 2 sets/axle --- T: 1 set/axle ---
Air brake (axle disk) --- --- --- ---
M/T: 2
Air brake (wheel disk) M/T: 2 sets/axle M/T: 2 sets/axle M/T: 2 sets/axle
sets/axle
Diamond type Wing-shaped low noise Single arm low noise Single arm low noise
Pantographs type (sets/train)
x2 type x 2 type x 2 type x 2
Air conditioning equipment Under-floor Under-floor/ceiling Under-floor Under-floor

(sets/car) Separate system Semi-centralized x 2 Semi-centralized x 2
Centralized x
Continuous,
Continuous, Pressure Continuous, Pressure Continuous, Pressure
Ventilation system Pressure
sealed sealed sealed
sealed
Double- Double-frequency
Double-frequency Double-frequency combination
ATC system frequency
combination combination
combination (Digital ATC)
B.
Series No. Series E3 Series E4 Series E2 Series E2-1000 Series 800
Operator JR East JR East JR East JR East JR Kyushu
Tohoku Tohoku / Joetsu /

Operation line Tohoku / Joetsu Tohoku Kyushu
(Yamagata/Akita) Hokuriku (Nagano)
Year of manufacture 1995 - 1997 - 1995 - 1999 2001 - 2003 -
Year of service start 1997 - 1997 - 1997 - 2001 - 2004 -
Train formation; 4M2T 4M4T 6M2T 8M2T 6M

(Basic Type) (2M x 2units + 2T) (2M x 3units + 2T) (2M x 4units + 2 T) (3M x 2units)
(2M2T x 2units) (All:
Bi-level)
5M2T (2M x 2units +

(Variations)
1M + 2T)
Coupling operation Yes Yes Yes Yes No
Overall length 128.2m 201.4m 201.4m 251.4m 154.7m
Seating capacity
334 823/311) 817 (54/763) 630 (51/579) 814 (51/763) 392 (0/392)
(Fist/standard class)
Electric system 25kV/20kV-50Hz 25kV-50Hz 25kV-50Hz/60Hz 25kV-50Hz 25kV-60Hz
Maximum service
275km/h 240km/h 275km/h 275km/h 260km/h
speed
Starting acceleration 1.6 km/h/s 1.7 km/h/s 1.6 km/h/s 1.6 km/h/s 2.5 km/h/s
Maximum axle load

12.2 tons 15.9 tons 13.0 tons 12.9 tons 11.4 tons
(loaded)
Carbody: Material Aluminum alloy Aluminum alloy Aluminum alloy Aluminum alloy Aluminum alloy
Length;
23,075 mm 25,700 mm 25,700 mm 25,700 mm 27,350 mm
(Leading car)
20,500 mm 25,000 mm 25,000 mm 25,000 mm 25,000 mm
(Intermediate car)
Width 2,945 mm 3,380 mm 3,380 mm 3,380 mm 3,380 mm
Height; (Single
4,080 mm --- 3,700 mm 3,700 mm 3,650 mm
level)
(Bi-level) 4,485 mm
Bogie center distance 14,150 mm 17,500 mm 17,500 mm 17,500 mm 17,500 mm
Bolsterless Air- Bolsterless Air- Bolsterless Air- Bolsterless Air-

spring spring spring spring
Gauge 1,435 mm 1,435 mm 1,435 mm 1,435 mm 1,435 mm
Wheel diameter 860 mm 910 mm 860 mm 860 mm 860 mm
Wheel base 2,250 mm 2,500 mm 2,500 mm 2,500 mm 2,500 mm
Vibration control
Non Non Non Yes Yes
device
Train output 4,800 kW 6,720 kW 7,200 kW 9,600 kW 6,600 kW
Traction motor: Type Asynchronous Asynchronous Asynchronous Asynchronous Asynchronous
Rating output 300 kW x 16 sets 420 kW x 16 sets 300 kW x 24 sets 300 kW x 32 sets 275 kW x 24 sets
Powering: Circuit
Converter-inverter, Converter-inverter, Converter-inverter, Converter-inverter, Converter-inverter,
control
PWM control PWM control PWM control PWM control PWM control
Element
GTO IGBT GTO IGBT IGBT
adopted
Braking: AC
M: 16 axles M: 16 axles M: 24 axles M: 32 axles M: 24 axles
regenerative brake
Eddy current
--- --- --- --- ---
brake
Air brake (axle

T: 2 sets/axle T: 2 sets/axle T: 2 sets/axle T: 2 sets/axle ---
disk)
Air brake (wheel

M/T: 2 sets/axle M/T: 2 sets/axle M/T: 2 sets/axle M/T: 2 sets/axle 2 sets/axle
disk)
Pantographs type Single arm low Single arm low Single arm low
Diamond type x 2 Diamond type x 2
(sets/train) noise type x 2 noise type x 2 noise type x 2
Air conditioning Under-floor/roof On-roof Semi- On-roof Semi- On-roof Semi- Under-floor Semi-
equipment (sets/car) Separate system centralized x 2 centralized x 2 centralized x 2 centralized x 2
Continuous, Continuous, Continuous, Pressure Continuous, Continuous,

Ventilation system
Pressure sealed Pressure sealed sealed Pressure sealed Pressure sealed
Double-frequency Double-frequency
Double-frequency Double-frequency Double-frequency
ATC system combination combination
combination combination combination
(Digital ATC) (Digital ATC)
After three years, more than 100 million passengers had used the trains, and the first
billion was passed in 1976. Later, the Shinkansen system has grown to a 2,459 km
(1,528 mi) network, and the Tkaid Shinkansen still is the world's busiest high-speed
rail line. Up to ten trains per hour with 16 cars each (1,300 seats capacity) run in each
direction with a minimum of 3 minutes between trains. Though largely a long-distance
transport system, the Shinkansen also serves commuters who travel to work in
metropolitan areas from outlying cities.
In March 2011, a Hayabusa or Falcon train started operating from Tokyo to northern
Japan with carriages outfitted to airline business class standard. Capable of travelling
at 300 km/h (190 mph) it can make the 675 km (419 mi) trip toAomori in just over 3
hours.
The 2011 Thoku earthquake and tsunami, which devastated Sendai, a city northeast
of Tokyo, made all Shinkansen trains automatically stop. No Shinkansen passengers
suffered, and the Tkaid Shinkansen between Tokyo and Osaka resumed operation
several hours after the disasters, while the Thoku Shinkansen remained out of service
for several days.
The main Shinkansen lines are:
Annual
Line Start End Length Operator Opened
Passengers[
Tkaid JR
Tokyo Shin-Osaka 515.4 km 1964 151,320,000
Shinkansen Central
Sany Shin- 1972

Hakata 553.7 km JR West 63,432,000
Shinkansen Osaka 1975
Thoku 1982
Tokyo Shin-Aomori 674.9 km 84,833,000
Shinkansen 2010
Jetsu
miya Niigata 269.5 km 1982 38,294,000
Shinkansen
JR East
Nagano
Shinkansen
Takasaki Nagano 117.4 km 1997 10,135,000
(Hokuriku
Shinkansen)
Kysh Kagoshima- JR 2004

Hakata 256.8 km 4,184,000
Shinkansen Ch Kyushu 2011
Ridership
Annual Ridership figures (in millions of passengers)

Tokaido Tohoku Sanyo Joetsu Nagano Kyushu Entire
Line Line Line Line Line Line Network
2007 151.32 84.83 64.43 38.29 10.13 4.18 353.18
Latest cumulative figures for Tokaido Line are 4.9 billion passengers (as of
November 2010)
2.2. Overview
3
Type High-speed rail
Tai
wa Termini Taipei, Zuoying
n
Hig Stations 8
h
Spe
ed Ridership 36,939,596 (2010)
Rail
Operation
Opened January 5, 2007
Operator(s) Taiwan High Speed Rail Corporation
Depot(s) Wuri, Zuoying
Rolling stock THSR 700T
Technical
Line length 345 km (214 mi)
No. of tracks 2
Track gauge 1,435 mm (4 ft 8 12 in) Standard gauge
Minimum radius 6,250 m (20,505 ft)
Electrification 25 kV/60 Hz AC Catenary
Operating speed 300 km/h (186 mph)
Taiwan High Speed Rail (abbreviated to THSR or HSR) is a high-speed rail line that
runs approximately 345 km (214 mi) along the west coast of the Republic of China
(Taiwan) from the national capital of Taipei to the southern city of Kaohsiung. With
construction managed by a private company, Taiwan High Speed Rail
Corporation (THSRC), which also operates the line, the total cost of the project
was US$18 billion. At the time it was built this was one of the world's largest privately
funded rail construction schemes. For most of its length the line runs on viaducts or
through tunnels with technology mainly based onJapan's Shinkansen system mixed
with European standards and system components. The THSR 700T train series is a
variant of the 700 Series Shinkansen and was built by a consortium of Japanese rolling
stock manufacturers. The completion cost of this line comes approximately Rs. 235
Crores/Km..
Services began on January 5, 2007, using trains with a top speed of 300 km/h
(186 mph), which offer journey times from Taipei to Kaohsiung as short as 96 minutes.
In comparison, trains operating on the conventional Western Line of the Taiwan
Railway Administration (TRA), take over four hours for the same journey. Tickets are
more expensive than on normal trains or express buses, but cheaper than those for
airplanes. Most intermediate stations on the line lie outside the cities served, with rapid
transit connections constructed only after the opening of the line. Ridership initially fell
short of forecasts, but grew from fewer than 40,000 passengers a day in the first few
months to over 100,000 passengers a day in 2010. Once THSR began operations,
almost all passengers switched from airlines flying parallel routes, while road traffic
was also impacted.
In the initial years of operation, THSRC accumulated debt due to

high depreciation charges and interest, which originated in the financial structure set up
for private capital to build and operate the line. Following the takeover of the company's
board by the Taiwanese government in 2009, these financial problems were addressed
by changing the method of accounting the cost of building the line and the trains, and
by refinancing THSRC's loans.
Costs and finances

When THSRC and the government signed the final contract in October 1999, project
costs were estimated at NT$ 445 billion, of which NT$ 375.5 billion were construction
costs. During actual construction, due to changes in building codes, in particular
seismic design criteria in the wake of the 921 earthquake (Earthquake on September
21, 2009), construction costs grew to NT$436.5 billion. Due to changing financial risks,
the estimate for total costs first climbed over NT$510 billion before settling back down
to NT$460 billion. A delay in opening also added to the costs, which came to a final
figure of NT$480.6 billion, which was equal to about US$15 billion or 11.5 billion at the
time the line opened.
Three-quarters of the project's funding in the construction phase came in the form
of syndicated loans from banks. In February 2000 THSRC and a group of 25 domestic
banks signed an agreement for a NT$ 323.3 billion package, of which NT$ 240 billion
came from government deposits in the banks. In July 2006, after a delay in opening,
seven banks agreed to provide a second loan package of NT$40.7 billion, and THSRC
sought further funding abroad. To raise its own capital, the company sought investors.
From January 2002, the government invested via state-owned companies, with its
share reaching 37% in November 2005. From December 2003, THSRC began issuing
preferred stock.
Operations
Standard Car riders on a northbound train
The system made Taiwan the country with the third-fastest trains in 2007, with non-
stop trains from Taichung to Zuoying averaging 244.7 km/h (152.0 mph) over 179.5 km
(111.5 mi). The system's operating hours are from 06:00 to 24:00. Although all trains
stop at Taipei, Banciao, and Taichung stations, there are different service patterns for
other stations. For southbound trains:
Train numbers 1xx, 2xx: Taipei to Zuoying, stops at Banciao and Taichung only
Train numbers 3xx: Taipei to Zuoying, stops at Banciao/Taoyuan, Taichung,

Chiayi, and Tainan
Train numbers 5xx: Taipei to Taichung or Taichung to Zuoying, stops at all
intermediate stations (local service)
Train numbers 6xx, 7xx: Taipei to Zuoying, stops at all stations (local service)
Southbound trains are designated by odd train numbers. Northbound trains have the
same numbering scheme, but have even train numbers. With the January 18, 2008,
timetable, THSRC introduced train services that only operate on certain days of the
week, designated by train numbers in the 1xxx range. Standard and Business Car
compartments are available aboard each train, with the latter offering wider seating,
individual audio entertainment systems, and power outlets for portable electronics in
each seat.
Tickets and fares

A THSR passenger's ticket and GPS navigation cell phone indicating a speed of
296 km/h (184 mph)
THSR started service with reserved tickets only. The fare was set below the level of
airline tickets and above that of long-distance bus and conventional train tickets. For a
one-way TaipeiZuoying trip, a Standard Car ticket is NT$1,490, which was about
US$45 in 2007; a Business Car ticket is NT$1,950, a reduction from the original
NT$2,440 price of 2007. Hence in Rs terms, the fare for normal class is 2025 and 2650
for Business class for the distance of 345 Kms. It comes to Rs. 5.87 & Rs.7.68 per
Kilometer for normal and Business class respectively..
Discounts from the normal fare apply to children, seniors, disabled people,
groups of travellers, and return trips. From March 31, 2008, THSRC applied off-
peak discounts on weekday trains. From July 1, 2010, these were replaced by
fixed lower fares for Business Car tickets, and a new Standard Car ticketing
system consisting of designated coaches with unassigned seats, non-reserved
one-way tickets with a discount, and a smart card system that provides frequent
travelers with multi-ride tickets for eight trips or periodic tickets for 30
days. Following complaints by passengers who had to stand, the number of non-
reserved seats was increased. A new combined off-peak and early booking
discount was introduced on January 26, 2011. Early Bird 7 fares apply a 30%
discount 15 to 31 days prior to travel, while Early Bird 9 fares apply a 10%
discount 8 to 14 days prior to departure on selected
trains.http://en.wikipedia.org/wiki/Taiwan_High_Speed_Rail - cite_note-101
Train frequency
Train frequency was ramped up progressively from an initial 38 per day. A maximum
176 train runs per day is possible with the current 30 train sets. This was expected to
be reached by the end of 2009. However, with the onset of the global economic crisis,
train frequency was reduced instead. Starting from July 1, 2009, train frequency was
progressively increased again.
Train frequencies
in timetable valid from December 1, 2010
Trains per day

Direction Trains per week
Mon Tue Wed Thu Fri Sat Sun
Southbound 62 61 70 69 71 455
Northbound 63 62 70 66 75 460
Both directions 125 123 140 135 146 915
THSRC operates additional train services during national holidays. On June 29,
2011, a proposal by THSRC to increase the maximum number of train services to
210 runs per day (compared to the existing 175 runs per day) passed an
environmental impact assessment, increasing the number of services available on
"high-load days".
Ridership
Monthly averages of daily THSRC ridership, with indication of months affected

by Chinese New Year (grey frame) and service cancellations due to typhoons
or earthquakes (blue frame)
Original estimates foresaw a daily ridership of 180,000 after launch, growing to

400,000 by 2036.http://en.wikipedia.org/wiki/Taiwan_High_Speed_Rail - cite_note-Tah_orig-
est-59 In view of a 50% drop in airline passengers in the wake of the 1997 Asian
financial crisis, forecasts were revised downwards. The final initial ridership
estimate was 140,000 passengers per day. Actual initial ridership did not match
these projections. In September 2007, six months after opening, THSRC carried
1.5 million passengers monthly, translating to about 50,000 passengers daily.
Services did not start at full capacity. In the second year, passenger numbers
almost doubled. In the third year, average daily ridership continued to grow to
88,000 passengers per day, jumping to over 101,000 passengers per day in
2010. Seat occupancy was around 45% in the first three years, with a modest
improvement achieved in 2009. Punctuality is stable above 99%.
Annual traffic figures
Year 2007 2008 2009 2010
Ridership 15,555,656 30,581,261 32,349,260 36,939,596
Seat occupancy 44.72% 43.51% 46.31%
Punctuality (5 minutes) 99.47% 99.19% 99.25% 99.21%
The 10-millionth passenger was carried after 265 days on September 26,
2007, while the 100-millionth passenger was welcomed after 1,307 days on
August 3, 2010. On April 6, 2008, the Tomb Sweeping Day holiday, THSRC
transported a single-day record of 132,000 passengers. On October 10, 2008,
the Double Ten Day holiday, a new record of 161,000 passengers a day was
achieved The next single-day record was achieved during Chinese New Year
celebrations on February 5, 2011, at 190,588 passengers. Approximate
average ridership in 2010 on this line was 290 per Km in a day.
The high-speed trains have successfully out-competed planes: by August 2008,

half of the air routes between Taipei and the country's western cities had been
discontinued, including all connections between cities with THSR stations
except for a single daily connection between Taipei and Kaohsiung. Total
domestic air traffic was expected to be halved from 2006 to 2008, and actually
fell from 8.6 to 4.9 million. The share for conventional rail between Taipei and
Kaohsiung fell from 9.71% in 2006 to 2.5% in 2008, while high-speed rail
became the most common mode of transport at 50% of all trips by 2008. The
opening of THSR led to a 10% reduction of traffic on the parallel expressway in
2007. Despite cheaper ticket prices, long-distance bus companies reported that
passenger volumes had fallen by 20 to 30 percent by 2008.
Most of THSRC's revenue comes from ticket sales; income from non-core
activities like renting advertisement and shop space amounts to about a tenth of
the total. Revenues grew along with ridership over the first three years, but both
measurements remained below expectations. In 2008 the second year of
operation, revenues fell barely short of THSRC's expectations a year earlier of a
doubling of first-year results.
The cost of running the trains and infrastructure, or cash operating costs,
was initially over NT$1 billion a month, but was reduced to around
NT$0.850.9 billion a month by 2008. Revenues first exceeded this level,
thus generating a positive operating cash flow, in the fourth month of
operation (April 2007). The O M cost per annum comes to Rs. 4.54 crores
per route Km.
For THSRC, the delayed accounting of the fixed cost of fixed assets like rolling
stock and infrastructure (depreciation) is a significant non-cash element of total
operating costs. In its first two years of operation, THSRC applied straight-line
depreciation, distributing costs evenly over a period of 26.5 years. As a result,
the balance of operating revenues and costs (operating income) showed a high
loss in the first year of operation, which was only reduced as revenues grew in
the second year. The depreciation period set for THSRC reflected the length of
the BOT franchise rather than the much longer lifespan of the infrastructure,
and the company blamed that factor for the operating loss. ] After adopting
an activity depreciation method which is variable in time, THSRC posted its first
operating profit for 2009, the third year of operation.
While THSRC's financial earnings are insignificant, the interest cost of financing
the project with loans is a major item. In the first few years of operation, interest
rates were well above market rates. Interest expense stood at around
NT$1.3 billion per month in April 2008, when THSRC first achieved break-
even cash flow, with revenue and cash expenses (which exclude depreciation)
both around NT$2.1 billion. Interest rates fell in the first half of 2009, reducing
interest expenses and contributing to a reduced net loss.
2.2.4 High-speed rail in Germany
3rd Generation ICE, the newest high-speed trains in Germany
Construction on the first German high-speed lines began shortly after that of the
French LGVs (lignes grande vitesse, high speed lines). Legal battles caused
significant delays, so that the Inter City Express (ICE) trains were deployed ten
years after the TGV network was established The first regularly scheduled ICE
trains ran from 2 June 1991 from Hamburg-Altona via Hamburg Hbf Hannover
Hbf Kassel-Wilhelmshhe Fulda Frankfurt Hbf Mannheim Hbf and
Stuttgart Hbf toward Mnchen Hbf on the new ICE line 6. The ICE network is
more tightly integrated with pre-existing lines and trains as a result of the
different settlement structure in Germany, which has almost twice the population
density of France. ICE trains reached destinations
in Austriaand Switzerland soon after they entered service, taking advantage of
the same voltage used in these countries. Starting in 2000, multisystem third-
generation ICE tra ins entered the Netherlandsand Belgium. The third
generation of the ICE has a service speed of 330 km/h (205 mph) and has
reached speeds up to 363 km/h (226 mph).
Admission of ICE trains onto French LGVs was applied for in 2001, and trial
runs completed in 2005. Since 2008, ICEs service Paris from Frankfurt and
Saarbrcken via the LGV Est.
Unlike the TGV in France or Shinkansen in Japan, Germany has experienced a

fatal accident on a high-speed service. In the Eschede train disaster (1998), a
first generation ICE experienced catastrophic wheel failure while travelling 200
km/h near Eschede, following complaints of excessive vibration. Of 287
passengers aboard 101 people died and 80 were injured in the resulting
derailment. Following the crash, all ICE wheels of the faulty design were
redesigned and replaced.
Thalys trains began running in Germany in 1997, from the Belgian HSL
3 to Aachen and Cologne using the CologneAachen high-speed railway. TGV
POS trains began running in Germany in 2007, to Karlsruhe and Stuttgart using
theMannheimStuttgart and KarlsruheBasel high-speed lines.
Transrapid
Germany has developed the Transrapid, a magnetic levitation train system. The
Transrapid reaches speeds up to 550 km/h (340 mph). A test track with a total
length of 31.5 km (19.5 mi) is operating in Emsland. In China, Shanghai Maglev
Train, a Transrapid technology based maglev built in collaboration
with Siemens, Germany, has been operational since March 2004
List of high-speed lines
ICE network
red: High-speed lines for 300 km/h (186 mph)

orange: High-speed lines for 250 to 280 km/h (156 to 175 mph)
blue: Upgraded lines, 200 to 230 km/h (125 to 145 mph)
grey: Other lines, max. 160 km/h (100 mph)
CologneAachen high-speed railway (upgraded line, 250 km/h)

CologneFrankfurt high-speed rail line (new line, 300 km/h)
ErfurtLeipzig/Halle high-speed railway (new line, 300 km/h, under construction)
FrankfurtMannheim high-speed railway (new line, 300 km/h, in planning)
HanoverBerlin high-speed railway (partially new line, 250 km/h)
HanoverWrzburg high-speed railway (new line, 250 km/h)

MannheimStuttgart high-speed railway (new line, 250 km/h)
NurembergErfurt high-speed railway (partially new line, 300 km/h, under
construction)
NurembergMunich high-speed railway (partially new line, 300 km/h)
KarlsruheBasel high speed line (new line, 250 km/h, incomplete)
The ICE system is a polycentric network. Connections are offered in either 30-
minute, hourly or bi-hourly intervals. Furthermore, additional services run during
peak times, and some services call at lesser stations during off-peak times.
Unlike the French TGV or the Japanese Shinkansen systems, the vehicles,
tracks and operations were not designed as an integrated whole; rather,
the ICE system has been integrated into Germany's pre-existing system of
railway lines instead. One of the effects of this is that the ICE 3 trains can
reach a speed of 300 km/h (186 mph) only on some stretches of line and
cannot currently reach their maximum allowed speed of 330 km/h on
German railway lines (though a speed of 320 km/h is reached by ICE 3 in
France).
The line most heavily utilized by ICE trains is the Riedbahn between
Frankfurt and Mannheim due to the bundling of many ICE lines in that region.
When considering all traffic (freight, local and long distance passenger), the
busiest line carrying ICE traffic is the MunichAugsburg line, carrying about 300
trains per day.
North-South connections
The network's main backbone consists of six north-south lines:
1. from Hamburg-Altona via Hamburg Hbf Hannover Hbf Kassel-

Wilhelmshhe Fulda Bf Frankfurt Hbf Mannheim Hbf either
via Karlsruhe Hbf Freiburg Bf to Basel SBB (ICE line 20) or straight
to Stuttgart Hbf (ICE line 22)
2. from Hamburg-Altona Hamburg Hbf and Bremen Hbf viaHannover Hbf
Kassel-Wilhelmshhe Fulda Bf Wrzburg Hbfeither via Nrnberg Hbf
Ingolstadt Hbf or Donauwrth Bf Augsburg Hbf to Mnchen Hbf (ICE
line 25)
3. from Hamburg-Altona via Hamburg Hbf Berlin-Spandau Berlin Hbf
Berlin Sdkreuz Leipzig Hbf Nrnberg Hbf either viaAugsburg
Hbf or Ingolstadt Hbf to Mnchen Hbf (ICE line 28)
4. from Berlin Ostbf via Berlin Hbf Berlin-Spandau Braunschweig Hbf

Kassel-Wilhelmshhe Fulda Bf Frankfurt Hbf Mannheim Hbf either
via Karlsruhe Hbf Freiburg Bf to Basel SBB(ICE line 12) or via Stuttgart
Hbf Ulm Hbf Augsburg Hbf toMnchen Hbf (ICE line 11)
5. from Amsterdam Centraal or Dortmund Hbf via Duisburg Hbf Dsseldorf
Hbf Kln Hbf Frankfurt Flughafen Mannheim Hbfeither via Karlsruhe
Hbf Freiburg Bf to Basel SBB (ICE line 43) or via Stuttgart Hbf Ulm
Hbf Augsburg Hbf to Mnchen Hbf (ICE line 42)
6. from Amsterdam Centraal Duisburg Hbf Dsseldorf Hbf (ICE line 78)
or Bruxelles-Midi Aachen Hbf (ICE line 79) via Kln Hbf Frankfurt
Flughafen Frankfurt Hbf Wrzburg Hbf Nrnberg Hbf to Mnchen
Hbf (passes, but does not call at Ingolstadt Hbf, ICE line 41)
East-West connections
Furthermore, the network has four main East-West thoroughfares:
1. from Berlin Gesundbrunnen via Berlin Hbf Berlin Sdkreuz Hamburg Hbf
Hamburg Dammtor Hamburg Altona (ICE line 6)
2. from Berlin Ostbf via Berlin Hbf Hannover Hbf Bielefeld Hbf Hamm
(Westfalen) either via Dortmund Hbf Essen Hbf Duisburg Hbf Dsseldorf
Hbf to Kln/Bonn Flughafen or via Hagen Hbf Wuppertal Hbf Solingen Hbf
Kln Hbf to Bonn Hbf (ICE line 10, train partitions in Hamm)
3. from Dresden Hbf (with some trains from Berlin Gesundbrunnen) via Leipzig
Hbf Erfurt Hbf Fulda Bf Frankfurt Hbf either via Frankfurt Flughafen
Mainz Hbf to Wiesbaden Hbf or (off-peak services) via Darmstadt Hbf
Mannheim Hbf Kaiserslautern Hbf to Saarbrcken Hbf (ICE line 50, train
partitions in Frankfurt Hbf)
4. from Dresden Hbf via Leipzig Hbf Erfurt Hbf Kassel-Wilhelmshhe
Paderborn Hbf Dortmund Hbf Essen Hbf Duisburg Hbf Dsseldorf
Hbf to Kln Hbf (IC/ICE line 51)
2.2.5 High-speed rail in Spain

The high-speed railway network in Spain currently consists of four dedicated
passenger train main lines, in Spain named L.A.V. abbreviation for linea de alta
velocidad. The total length of the network up to 2.665 Km, making it the longest
in Europe, and the second in the world after China http://en.wikipedia.org/wiki/High-
speed_rail_in_Spain - cite_note-0.
Connecting the capital Madrid with several of Spain's largest cities, the four lines
are named according to their terminus cities. The first line to open was the
Madrid-Seville high-speed rail line (L.A.V. Madrid-Sevilla), followed by the
Madrid-Valladolid high-speed rail line (L.A.V. Madrid-Valladolid), the Cordoba-
Mlaga high speed rail line (L.A.V. Crdoba-Mlaga) and the Madrid-Barcelona
high speed rail line (L.A.V. Madrid-Barcelona). The network is to be greatly
expanded during the next decade with most of the Spanish peninsula being
connected.
Madrid-Barcelona high-speed railway line

MadridBarcelona high-speed railway line connects Madrid with Barcelona in
the north east of Spain passing the cities
ofGuadalajara, Calatayud, Zaragoza, Lleida and Tarragona where the future
Tarragona-Valencia high-speed railway line will connect. The line has a length
of 621 km and a travel time of roughly two and a half hour for the direct trains
using the route avoiding entering Zaragoza and Lleida.
Madrid-Valladolid high-speed railway line

MadridValladolid high-speed rail line connect Madrid with Valladolid to the
north of the capital passing the city ofSegovia. The line is 179 km long and
support the longest railway tunnel in Spain at 28 km in length.
On April 24, 2010, it was announced a 55 km high-speed spur would leave the
Madrid-Valladolid route at Segovia and continue to Avila. Initial plans are
expected to be complete by the end of 2010.[2]
Cordoba-Mlaga high-speed railway line

CordobaMlaga high-speed rail line connect the city of Cordoba with the city of
Mlaga. The line is a 155 km long spur line to the Madrid-Seville high-speed rail
line but with the characteristics of a main line, apart from the traffic to and from
the city of Mlaga the line also handles the traffic to the cities
of Granada and Algeciras. In the future the line will also support the traffic
between Madrid and the Costa del Sol high-speed rail line.
Madrid-Toledo high-speed railway line

The Madrid-Toledo high-speed rail line branches off from the Seville and Mlaga
routes around the depot at La Sagra. The Avant service between the two cities
offers journey times of half an hour on trains with a maximum speed of
250 km/h.
Madrid-Valencia high-speed railway line

The 350 km/h Madrid-Valencia line was officially finished on Friday 10 Dec
2010, with commercial trips starting on Saturday 18 Dec 2010. It is serviced by
30 AVE S-102, trains, assembled by the Talgo-Bombardier consortium. Direct
trains cover the 391 km in 95 minutes. It is part of the Madrid-Levante lines (see
below).
Madrid-Albacete high-speed railway line

The 350 km/h line branches off from the Madrid-Valencia Line, and brings the
total length of the network up to 2.665 Km, making it the longest in Europe, and
the second in the world after China. It is part of the Madrid-Levante lines (see
below). Direct trains Toledo-Albacete are also scheduled, combining four of the
existing lines.
Looking to explore the beauty that is Spain? The AVE is a high-speed train
connecting cities in Spain, so that travelers can experience all that the
illustrious region has to offer. Plan on breathing the fresh air of Madrid, Seville,
Malaga, Barcelona and our newest destination, Valencia, just 1 hour, 38
minutes from Madrid. Effortlessly coast from city to city inside one of the
window-lined, high-tech cars of the AVE.
Known for its speed, reasonable fares and flexible schedules, the AVE
remains the ideal form of transportation for savvy travelers looking for an
unparalleled Spanish experience. Take advantage of the rail and design a trip
that takes you from the breathtaking monuments of Madrid to the art and design
of Barcelona and the fine cuisine in Seville.
Ticket control and passport checks will occur at the station before boarding the
AVE train. Note that the gate closes 2 minutes prior to the trains departure time
and the entire train is non-smoking.
Find Ave Tickets
1/5
Barcelona Madrid 04
Seating Options
The 2nd-class cabins (called Tourist on the AVE) offer many amenities that
make them first rate with families and cost-conscious adventurers more
interested in savings than luxury. Still, these cabins feature electric sockets to
charge your electronics and there are video and audio services on most major
routes. Your seats are reserved and there are telephones, a nursery and play
area, as well as childrens board games. Everything is done to make this train as
friendly for kids as it is satisfying for adults. Youll also find these cars
wheelchair friendly, with facilities to accommodate the disabled.
2.2.6 High-speed rail in China
The Ministry of Railways (MORC) is creating what will be by far the biggest
network of high-speed (250km/h plus) services in the world. High-speed train
travel did not just appear in China overnight, however. MORC has for three
decades faced the challenge of how to meet growing freight and passenger
demand and prevent railways from becoming a bottleneck on development. It
progressively discouraged short-distance freight and passenger travel, to divert
this demand to road transport while expanding medium- and long-distance
capacity. As a result, the average distance travelled by passengers on the
national railway system nearly doubled, from 275 km in 1990 to 534 km in 2008.
On the freight side China Railway adopted many initiatives to help handle more
freight, but even so there is substantial unmet demand for rail freight transport
on many routes.
In 1973 a prototype had set a world speed record for a diesel locomotive, of
230km/h. For the purposes of network length estimates, high-speed lines have
been taken as those with services of 250 km/h or more. Most are dedicated,
purpose-built passenger lines but a few are parallel to existing alignments, and
some also carry lower-speed freight services. Several services (e.g. the TGV in
France) start and finish their journeys over conventional lines; these distances
have been omitted.
In recent years, mainland China has taken its place on the international stage of
high-speed rail, and is already dominant in terms of system length and
utilization.
The Guangshen Railway Company was the first to introduce very fast trains in
China. Created as a subsidiary of the Guangdong Regional Rail Administration,
the company had been listed on the Hong Kong and New York Stock
Exchanges as early as 1996. In 2004, the company began operating trains
between Guangzhou and Shenzhen at a maximum speed of 200 km/h.
Following that success China Rail introduced express electric multiple unit
trains, with a maximum speed of 200 km/h, on 16,500 km of track.
In 2007 140 train pairs per day, operating at top speeds of 200-250 km/h, were
launched on over 6,000 kms of mixed-use routes. The services (by now branded
CRH and increasing in number) are currently
Operated with modern, air-conditioned eight- and 16-car EMU train sets and
have a commercial speed of over 150 km/h. First class accommodation has two-
by-two reclining seats, while second class features a two-by-three seat
configuration. The general ambience and riding quality of these trains is world-
class and they have proved very popular, even though the price charged is
substantially higher than on normal express trains.
In 2003, for the first time, full details of the planned network of dedicated high-
speed routes were unveiled in MORCs Mid to Long-Range Network Plan
(MLRNP. The Plan, the first industry plan of its kind approved by the
Government of China, comprehensively addressed the future development of
the railway network in all its facets. The crucial decisions in the Plan were to
separate passenger and freight services on constrained trunk routes, and to
develop fast inter-city regional passenger networks in densely populated areas.
The Plan originally targeted a 12,000 kms high-speed passenger network by
2020, based on four north-south and four east-west corridors, plus a further
20,000 kms of mixed traffic high-speed lines with a target speed of 200-250
km/h. The Plan (as augmented in 2007) is shown in Figure 2.
A China Railways CRH1 train in Shenzhen. CRH1 is based on Bombardier's Regina.
A China Railways CRH2C (left) and a China Railways CRH3C (right) train in Tianjin.
The CRH2 is a modified E2-1000 Series Shinkansen. The CRH3 is based
on Siemens'ICE3(class/Baureihe 403).
An eight-car China Railways CRH5 train-set. The CRH5 is derived from the Alstom
Pendolino ETR600.
Chinese designed CRH380A train leaving Shanghai's Hongqiao Station.
Shanghai Maglev Train
High-speed train in China refers to any commercial train service in the People's
Republic of China with an average speed of 200 km/h (124 mph) or higher. China
has the world's longest high-speed rail (HSR) network with about 9,676 km
(6,012 mi of routes in service as of June 2011 including 3,515 km (2,184 mi) of rail
lines with top speeds of 300 km/h (186 mph). According to the BBC, China will by
2012 have more high-speed railway tracks than the rest of the world put
together. Since the introduction of high-speed rail on April 18, 2007, daily
ridership has grown from 237,000 in 2007 and 349,000 in 2008 to 492,000 in 2009
and 796,000 in 2010.
China's high speed rail network consists of upgraded conventional rail lines, newly-built
high-speed passenger designated lines (PDLs), and the worlds first high-speed
commercial magnetic levitation (maglev) line. The country has been undergoing an
HSR building boom. With generous funding from the Chinese government's
economic stimulus program, 17,000 km (11,000 mi) of high-speed lines are now
under construction. The entire HSR network will reach 13,073 km (8,123 mi) by
the end of 2011and 25,000 km (16,000 mi) by the end of 2015.
China is the first and only country to have commercial train service on conventional rail
lines that can reach 350 km/h (217 mph) . Notable examples of HSR lines include:
The BeijingShanghai High-Speed Railway, a passenger-dedicated trunk line

opened in June 2011, that reduced the 1,318 km (819 mi) journey between the
largest cities in China to less than 5 hours. Trains reach top speeds of 300 km/h
(186 mph) for the entire trip.
The Beijing-Tianjin Intercity Railway, an intercity express line opened in 2008,

that shortened the 117 km (73 mi) commute between the two largest cities
in northern China to 30 minutes. Trains reach top speeds of 330 km/h (205 mph)
and average 234 km/h (145 mph).
The Shanghai Maglev Train, an airport rail link service opened in 2004, that
travels 30 km (19 mi) in 7 minutes, 20 seconds, averaging 240 km/h (149 mph) and
reaching top speed of 431 km/h (268 mph).
Chinas initial high speed trains were imported or built under technology
transfer agreements with foreign train-makers including
Siemens, Bombardier and Kawasaki Heavy Industries. However, Chinese
engineers re-designed and further improved the internal components of the train in
order for the train to run at much higher speed. China currently holds close to 1,000
local and international patents for high speed rail technology. Foreign trainmakers
continue to sell certain components but no longer supply train sets for China's high
speed trains. Most of the China Railway High-speed (CRH) train components are
manufactured by local Chinese suppliers, with only a few parts imported.
In February 2011, Chinese Railways Minister Liu Zhijun, a key proponent of HSR
expansion, was removed from office pending investigation for corruption. Since
then concerns about HSR safety, high ticket prices, low ridership, financial
sustainability of high speed rail projects and environmental impact have drawn
greater scrutiny from the Chinese press. Top operational speed of HSR trains on
most lines have been lowered to 300 km/h. The Railway Ministry has emphasized
that the lowering of train speed to 300 km/h is not out of concern for safety but to
make high-speed rail tickets more affordable. China has announced further speed
reductions, trains built for 350 km/h will run to 300 km/h, while those built for
250 km/h will be run to 200 km/h. CRH380A trainsets on the BeijingShanghai
High-Speed Railway can reach a top operational speed of 380 km/h (240 mph) but
run at 300 km/h.
Service
China Railways, the MOR's national rail service operator, provides high speed train
service called China Railway High-speed (CRH) on upgraded conventional rail
lines, national high speed railways and intercity high-speed lines. The CRH's high
speed trains are also called "Harmony Express." In October 2010, CRH service
more than 1,000 trains per day, with a daily ridership of about 925,000. as of
January, 2011, a total of 495 CRH train sets were put in to use.
Ridership
Annual Ridership figures (in mlns of passengers)
2007 2008 2009 2010
Ridership of CRH service 61.21 127.73 179.58 290.54
Ridership per day(App.)

90
Per Km.
Track technology
Ballastless tracks in China.
Many of the Passenger Designated Lines use ballastless tracks, which allow for
smoother train rides at high speeds and can withstand heavy use without
warping. The ballastless track technology, imported from Germany, carries
higher upfront costs but can reduce maintenance costs.
Typical application of track technology in China high speed lines
Type Classify Technology line
CRTSIs slab track RTRI, Japan Hada PDL
CRTSIIs slab track Max Bgl, Germany Jingjin ICL
CRTSIIIs slab track CRCC,China Chengguan PDL
CRTSIb ballastless track Rail.one, Germany Wuguang PDL
CRTSIIb ballastless track Zblin, Germany Zhengxi PDL
2.2.7 Italian High Speed Rail

Italy has been in the process of expanding the high speed rail network
in the region. Recent High Speed Rail (HSR) investments in Italy
include new services for the following city pairs: Rome-Naples, 204
Km, in 2005; Torino-Novara, 148 Km, in 2006; Milano-Bologna, 214
km, in 2008; and, in approximately one year, the backbone of the
Italian HSR network connecting Milan to Naples (i.e. the North-South
corridor) and Torino-Milano (i.e. the North-west corridor) will be
completed.
Used a national passenger demand model system with
application to different macroeconomic, transport supply, and
HSR service and marketing scenarios.
The forecasting model system consists of three integrated sub-models:
Demand growth model which projects the base year OD matrices to
future years, according to assumed macroeconomics trends
Mode/service choice model which estimates the market share of
different inter-urban transportation modes, including alternative rail
services (such as Intercity, Eurostar, High Speed, by 1st and 2nd
class)
Induced demand model which estimates the additional HSR
demand due to the improvement of HSR level of services (i.e. new
services, travel time reductions, etc.).
The demand growth model expresses the total demand as a function
of macro-economic variables (e.g. GDP growth, fuel price changes,
etc.). The model was calibrated using time series (1970-2007) data of
Italian highway traffic. It is used to derive elasticities of demand with
respect to GDP growth for periods of increasing economy and for
periods of recession. The model is validated by comparing predicted
and actual changes in traffic. The model prediction is also compared to
the expected reduction during the recession period of 2008-2010, and
is then applied to extrapolate the OD matrices from the base year
(2011) to the future.
The mode/service choice model is a set of nested logit models with a

nesting structure to capture higher degrees of substitutions among
specific subsets of modal alternatives, particularly the HSR alternatives
provided on the same route by different operators (NTV vs. Trenitalia).
These discrete choice models were estimated using an RP-SP survey
carried out during April-May 2009.
The induced demand model is based on a relationship between
existing HSR demand (dependent variable) to existing HSR travel
times and costs. The covariates include socioeconomic variables
related to population and employment in the zones connected by the
HSR services. This model was calibrated by means of a before and
after study carried on travel in the Napoli-Roma corridor, when the new
HSR services were introduced.
The model is being applied to predict the impacts on national
passenger volumes, of the new HSR services and operators as of
2012. Different scenarios have been tested under different
macroeconomic assumptions and marketing strategies of the main
passenger transportation competitors on the long distance (i.e. NTV
vs. Trenitalia and HSR operators vs. airlines).
2.2.8 High Speed Rail-UK
Department of transport UK, developed a model to predict the
passenger demand for long-distance travel that will be used to
examine a number of policy interventions, including demand for High
Speed Rail. It provides insight into the likely travel choices of those
currently making long distance trips when offered realistic high-speed
rail options for their journey.
A mode choice model was built using stated preference survey

Stated preference study has been undertaken over 3,000 travelers making
long-distance trips, that is trips in excess of 50 miles by air, car, or existing
rail services, within a realistic catchment area for a hypothetical north-
south high-speed rail service.
Examined the propensity of those making long distance trips for switching
to high-speed rail to provide key parameter values for modeling demand
for high-speed rail services, including: value of time, and to examine
whether these vary differentially by mode of travel; cost sensitivity, and to
examine how these vary across income groups and trip length; out-of-
vehicle components, such as frequency, interchanges, access/egress
time; rail service components, such as rail reliability and crowding;
whether there exists an additional preference for HSR over classic rail,
above that which can be measured by service attributes; and where HSR
fits in the mode choice hierarchy.
The stated preference choice experiments are based around a range of
realistic station locations, and as such examine scenarios where many
respondents making long-distance trips within the corridor of the study
may face significant access and/or egress times to use the high-speed rail
service.
A travel demand model was built to estimate future trips along the high
speed rail corridor
Three corridor alignment scenarios were considered, taking into account
spatial constrains of built-in land and natural preserves in Hungary. One
branch line toward Southern Hungary was also assumed in each scenario.
Decreased corridor travel time from 14 to less than 5 hours, improved
service frequency, and high quality rolling stock were envisioned.
Travel demand model included three components: current trip table
calibration and validation, mode choice module and assignment module.
Forecast methodology considered base travel demand growth, and mode
shift from air and road transport and newly generated trips due to high
speed rail service.
Forecast results showed significant future increase in rail travel between
Italy and Hungary, as well as domestic travel within Hungary, creating new
trips as well as significant shift from air and road trips. Railway volumes
doubled, and in sections close to Budapest, almost tripled due to improved
service conditions.
2.5.9 High speed rail- Portugal

A study was conducted to promote sustainable land-use changes
through developing intermodal high-speed railway stations. The Lisbon
to Porto HSR will be a 292 Km-long standard-gauge (1435mm)
corridor, supplementing a historic and congested 146-years old main
railway line. The new HSR line is expected to open by 2015, and will
feature a limited number of intermediate stations, enabling an easy
interchange with other transport modes, including the broad-gauge
(1668mm) conventional rail network.
The research methodology will comprise three major steps:
A benchmarking exercise of other reference cities in Europe where
HSR was already been implemented
Implementation of an attitudinal and stated choice survey to a
representative sample of economic agents and other stakeholders,
aiming at assessing individuals (local communities) and group (firms)
perceptions regarding the impacts of the HSR project and alternative
intermodal scenarios set for promoting sustainable land use or
transport mode changes
Comparison of potential versus perceived impacts and preferred
intermodal options, focusing on the discussion of policy implications
2.5.10 High speed rail-between London and the West Midlands
A study was conducted by Atkins to develop an analytical and
appraisal framework for examining options for high speed rail between
London and the West Midlands, with extensions to the North and
Scotland. The framework is used to assess the demand and economic
effects of providing additional rail capacity both on a new high speed
line and better use of the capacity released on the West Coast Main
Line (WCML) corridors into London and Birmingham.
The following table shows all high speed dedicated lines (speed over
250 km/h, 155 mph) in service and under construction, listed by country.
Based on UIC figures (International Union of Railways), it has been
updated with other sources. Since the purpose is to convey updated
information with unified criteria, planned lines are not included. Not all rail
lines are dedicated, that is, some high speed rail lines, such as Moscow-
St. Petersburg, share lines with local and/or freight trains.

In operation Under construction Total Country
Country
(km) (km) (km)
China 6,158 14,160 20,318
Spain 2,665 1,781 3,744
Japan 2,118 377 2,495
France 1,872 730 (140+106+302+182) 2,602
Germany 1,032 378 1,410
Italy 923 92[citation needed] 1,015[citation needed]
Russia 780 400 1180
Turkey 447 591 1038
Taiwan 345 0 345
South Korea 330 82 412
Belgium 209 0 209
Netherlands 120 0 120
United
113 0 113
Kingdom
Switzerland 35 72 107
Maximum speed in service
MLX01 maglev train 581 km/h (361 mph) (current world record holder)
World speed record holding (574.8 km/h, 357.2 mph) TGV the V150
The Shanghai Maglev Train reaches top speeds of 431 km/h (268 mph), the fastest
high-speed train in service in the world.
The term "maximum speed" has many meanings here. It can reflect:
maximum average speed between two scheduled stops based on the running
times in timetables - daily operation.
maximum speed at which a train is allowed to run safely as set by law or policy
on a straight section in daily service with minimal constraints (MOR)
the maximum speed at which an unmodified train is proved to be capable of
running
the maximum speed a specially modified train is proved to be capable of
running.
A one time specially modified system and trainset record was set by the
manned TGV's 574.8 km/h (357.2 mph) run. This run was for proof of concept and
engineering, not to test normal passenger service.
The maximum speed an unmodified train is capable of running was set by the non-
wheeled 581 km/h (361 mph) JR-Maglev MLX01 run in 2003. However, even this is
not necessarily suitable for passenger operation as there can be concerns such as
noise, cost, deceleration time in an emergency, etc.
The Shanghai Maglev Train reaches 431 km/h (268 mph) during its daily service
between Longyang Road and Pudong International Airport, holds the speed record
of any commercial train services. Besides maglev, the fastest maximum operating
speed (MOR) of any segment of any high speed rail line is currently 350 km/h
(217 mph), a record held by multiple lines in China, first achieved by the Beijing
Tianjin Intercity Railway in August 2008. In October 2010, the trains on Shanghai
Hangzhou High-Speed Railway have shown an unmodified capability of running
416.6 km/h (258.9 mph) in tests, and thus have been set to run 350 km/h
(217 mph) in normal operation.
The highest scheduled average speed between two scheduled stops is held
by China Railway High-speed service on Wuhan-Guangzhou High-Speed
Railway. Starting from December 26, 2009, until January 29, 2010, non-stop trains
on this line cover the 922 km (573 mi) journey in 2 hours, 57 minutes, at an average
speed of 312.5 km/h (194.2 mph) from Wuhan to Guangzhou North. The average
speed slowed down to 309 km/h (192 mph) for a longer 968 km (601 mi) journey
when Guangzhou South, the new terminal of the line, was opened on January 30,
2010. Since July 1, 2010, all non-stop trains were canceled and the fastest trains
run at an average speed of 296 km/h (184 mph) with one stop in Changsha South.
The trains cover Guangzhou South and Changsha South section in 2 hours, 2
minutes, hold the speed record at 305 km/h (190 mph).
Due to high costs and safety concerns the top speeds in China is reduced to
300 km/h (186 mph) or less with effect from July 1, 2011.
2.5.12 Records in trial runs

Speed
Year Country Train Comments
km/h | mph
First country to develop

1963 Japan Shinkansen 256 159
HSR technology
Class 103 Second country to develop

1965 West Germany 200 124
locomotive HSR technology
Third country to develop

1967 France TGV 001 318 198
HSR technology
1974 West Germany EET-01 230 143
1974 France Arotrain 430.2 267 high speed monorail train
1975 West Germany Comet 401.3 249 steam rocket propulsion
1978 Japan HSST-01 307.8 191 Auxiliary rocket propulsion
1978 Japan HSST-02 110 68
ML-
1979 Japan 504 313
500R (unmanned)
ML-
1979 Japan 517 321
500R (unmanned)
1981 France TGV 380 236
Inter City
Experimental
1987 Japan MLU001 (manned) 400.8 249
InterCityExperiment
al
Fourth country to develop

1988 Italy ETR 500-X 319 198
HSR technology
1988 West Germany TR-06 412.6 256
1989 West Germany TR-07 436 271
1990 France TGV 515.3 320
1993 Germany TR-07 450 280
1994 Japan MLU002N 431 268
1997 Japan MLX01 550 342
1999 Japan MLX01 552 343
AVE S-102 (Talgo Fifth country to develop

2002 Spain 362 225
350) HSR technology
Sixth country to develop

2002 China China Star 321 199
HSR technology
Siemens Transrapid
2003 China 501 311
08
current absolute world

2003 Japan MLX01 581 361
record holder
Seventh country to develop

2004 South Korea HSR-350x 352.4 219
HSR technology
AVE S-
unmodified commercial
2006 Spain 103 (Siemens 404 251
trainset
Velaro)
current world record holder

2007 France V150 574.8 357
on conventional rails
2007 Taiwan 700T series train 350 217
2008 China CRH3 394.3 245
2010 China CRH380A 416.6 259
current world record

2010 China CRH380AL 486.1 302 holder for unmodified
commercial train set
modified commercial
2011 China CRH380BL 487.3 303
trainset
Source: Internet

tourist and pilgrimage hubs. Six corridors have already been identified for
technical studies on setting up of high-speed rail corridors: Delhi-Chandigarh-
Amritsar, Pune-Mumbai-Ahmedabad, Hyderabad-Dornakal-Vijayawada-
Chennai, Howrah-Haldia, Chennai-Bangalore-Coimbatore-Kochi, Delhi-Agra-
Lucknow-Varanasi-Patna. These high-speed rail corridors will be built as
elevated corridors in keeping with the pattern of habitation and the constraint of
land. Two new routes were later proposed by Indian Railways, namely
Ahmedabad - Dwarka, via Rajkot, Jamnagar and other from Rajkot to Veraval
via Junagadh.Details are given in the table below.
Average Speed
Train Stops Further Extension
Expected
Delhi-Chandigarh-Amritsar TBD 250 km/h TBD
Pune-Mumbai-Ahmedabad TBD 300 km/h TBD
Hyderabad-Dornakal-
TBD 300 km/h Visakhapatnam
Vijayawada-Chennai
Delhi-Agra-Lucknow-Varanasi-
TBD 350 km/h TBD
Patna
Chennai-Bangalore-Coimbatore- Mumbai (via Hubli),

TBD 300 km/h
Ernakulam Mysore
Howrah-Haldia TBD 350 km/h TBD
Ahmedabad - Rajkot - Jamnagar

TBD 350 km/h TBD
- Dwarka
Rajkot - Junagadh - Veraval TBD 350 km/h TBD
2.3. Conclusions
In summary, high-speed rail is now a tried and tested technology that delivers
real transport benefits and can dominate market share against road and airline
transport over the medium distances that many inter-city travelers confront.
However, the demographic and economic circumstances that could support the
viability of high-speed rail are, in global terms, limited. The number of passenger
transport corridors of the requisite length, that are already capacity constrained,
and where there is sufficiently dense potential demand by people of adequate
purchasing power, is limited; some may be in countries where the

implementation capacity may be lacking.
HSR is competitive with cars on shorter distances, 50150 kilometres (3090
mi), for example for commuting, if there is road congestion or expensive parking
fees.
High-speed rail has the advantage over automobiles in that it can accommodate
more passengers at speeds far faster than those allowed by car in most
countries. The lower limit for HSR (200 km/h, 125 mph) is substantially faster
than the highest road speed limit in most countries. Ignoring the few countries
without a general speed limit, the speed limit is rarely higher than 130 km/h
(80 mph). For journeys that connect city centre to city centre, HSR's advantage
is increased due to the lower speed limits (and frequent traffic jams) within most
urban areas. Generally, the longer the journey, the better the time advantage of
rail over road if going to the same destination.
Moreover, railroad tracks permit a far higher throughput of passengers per hour
than a road the same width. A high speed rail needs just a double track railway,
one track for each direction. A typical capacity is 15 trains per hour and 800
passengers per train (as for the Eurostar sets), which implies a capacity of
12,000 passengers per hour in each direction. By way of contrast, the Highway
Capacity Manual gives a maximum capacity for a single lane of highway of
2,250 passenger cars per hour (excluding trucks or RVs). Assuming an average
vehicle occupancy of 1.57 people, a standard twin track railway has a typical
capacity 13% greater than a 6-lane highway (3 lanes each way), while requiring
only 40% of the land (1.0/3.0 versus 2.5/7.5 hectares per kilometer of
direct/indirect land consumption). This means that typical passenger rail carries
2.83 times as many passengers per hour per meter (width) as a road. Some
passenger rail systems, such as the Tokaido Shinkansen line in Japan, have
much higher ratios (with as many as 20,000 passengers per hour per direction).
Congested roadways tend to be commuter these carry fewer than 1.57
persons per vehicle (Washington State Department of Transportation, for
instance, uses 1.2 persons per vehicle) during commute times. Congestion also
causes the maximum throughput of a lane to decrease.
Although air travel has higher speeds, more time is needed for taxiing, boarding
(fewer doors), security check, luggage drop, and ticket check. Also rail stations
are usually located nearer to urban centers than airports. These factors often
offset the speed advantage of air travel for mid-distance trips.
Weather
Rail travel has less weather dependency than air travel. If the rail system is well-
designed and well-operated, severe weather conditions such as heavy snow,
heavy fog, and storms do not affect the journeys; whereas flights are generally
canceled or delayed under these conditions. Nevertheless, snow and wind can
cause some issues and can delay trains.
Comfort
Although comfort over air travel is often believed to be a trait of high speed rail
because train seats are larger and it is easy for passengers to move around
during the journey, the comfort advantage of rail is not inherent; it depends on
the specific implementation. For example, high speed trains which are not
subject to compulsory reservation may carry some standing passengers.
Airplanes do not allow standing passengers, so excess passengers are denied
boarding. Train passengers can have the choice between standing or waiting for
a bookable connection.
Larger number of target areas
From the operator's point of view, a single train can call at multiple stations,
often far more stops than aircraft, and each stop takes much less down time.
One train stopping pattern can allow a multitude of possible journeys, increasing
the potential market. This increase in potential market allows the operator to
schedule more frequent departures than the aircraft, and hence create another
good reason for preference.
Safety
From the point of view of required traffic control systems and infrastructure,
high-speed rail has the added advantage of being much simpler to control due
to its predictable course, even at very high passenger loads; this issue is
becoming more relevant as air traffic reaches its safe limit in busy airspaces..
High-speed rail systems reduce (but do not eliminate) the possibility of collisions
with automobiles or people, while lower speed rail systems used by high speed
trains may have level crossings.
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CHAPTER 3
TRAFFIC PROJECTIONS
3.1 Background
Kerala has been attracting huge investments in the past few years in various
sectors. Kerala has achieved a superior position through its Kerala model of
development with its high human development index, influential and widely
used indices to measure human development across countries. This
represents the state's achievement of significant improvements in material
conditions of living, reflected in indicators of social development that are
comparable to that of many developed countries.
But the growth of infrastructure in the transport sector doesnt seem to be in
pace with the investment, leads to imbalance in the system which seek more
focus in that sector. Kerala Government has taken initiative to carry out a pre-
feasibility study for 550-km high-speed rail corridor linking
Thiruvananthapuram and Kasaragod. The Delhi Metro Rail Corporation
(DMRC) has been engaged by the State Government to examine the viability
of having a high speed rail in the state by estimating the possible ridership
while establishing the other technical components.
Wilbursmith Associates was appointed by Delhi Metro rail Corporation to
establish the forecast methodology for the proposed high-speed rail between
Thiruvananthapuram and Kasaragod with the help of a forecast framework
which can test and appraise many options for the system. The forecasting
framework was developed having in-house discussion with the experts and
having further refinements with guidance from DMRC officials.
3.2 Salient features
Located in the south-western tip of India, Kerala state is bordered by
Karnataka to the North, Tamil Nadu to the South- East and the Arabian Sea
towards the West with an area of 38,863 km2. Thiruvananthapuram being the
administrative capital of the state, is a major destination for tourists. Cochin
and Kozhikode are the other two major cities with lot of industrial activities.
TRAFFIC PROJECTIONS
Kerala is very unique in its character with backwaters all along due to its
proximity to the coastal area. The state illustrates a true example of ribbon
development with its form by having the rail and road run all along parallel to
the coast. The majority of the activities concentrated along the railway line and
road ie NH17 and NH47 pass all across the state from North to South. All
district head quarters except Idukki fall along the National Highway.
Kerala economy is primarily based on agriculture.The strong historical
significance and natural attributes of the state have resulted in the presence of
several industries in Kerala. Located in the south-western tip of India, Kerala
has the highest literacy rate in India. Tourism has grown to be a front line
industry with government backing and private management. The economy of
Kerala, though small and agro-based, has a lot to look forward in future with
the upcoming of IT and allied industries that are willing to exploit the yet-to-be
tapped resources. The state has witnessed significant migration of its people,
especially to the Persian Gulf countries during the Kerala Gulf boom, and is
heavily dependent on remittances from its large Malayali expatriate
community,annually contribute more than a fifth of GSDP.
The transportation system for the intercity travel in the state is mostly by road,
rail and by air. Kerala has 1.45 lakh kilometers of roads which comes out to be
4.2% of India's total length. Most of Kerala's west coast is accessible through
two National Highways, NH 47, and NH 17.
The Indian Railways' Southern Railway line runs throughout the state,
connecting all major towns and cities except those in the highland districts of
Idukki and Wayanad. Kerala's major railway stations are Alappuzha, Aluva,
Chengannur, Ernakulam Junction, Kannur, Kasaragod, Kayamkulam Junction,
Kollam Junction, Kottayam, Kozhikode, Palakkad Junction, Shornur Junction,
Thalassery, Thrissur Junction, Tirur, Thiruvananthapuram Central and
Vadakara.
high traffic and pressure on the roads resulting in increased travel time for the
users. Kerala's annual total of road accidents is among the Nations highest.
Widening of the National Highways is still not accomplished due to
Resettlement and Rehabilitation issues.
This situation doesnt warrant for a comfortable ride by road due to its capacity
constraint, congestion and ultimately the riding quality and safety. In this
background, Kerala Government has taken initiative to carry out a pre-
feasibility study for 550-km high-speed rail corridor linking
Thiruvananthapuram and Kasaragod.However its extension to Mangalore may
be advantageous.
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Once completed and well established, high speed train lines have many
advantages over other forms of high capacity public transportation. One of
these is that due to infrastructure design in many countries, highway and air
travel systems are constrained, cannot expand, and in many cases are
overloaded. Because the addition of new high speed rail can also be high
capacity, it has the potential to relieve congestion on other transit systems.
3.3 Purpose of this Chapter
The purpose of this chapter is to provide a detailed explanation of the
methodology, data collection and techniques used in carrying out the
Feasibility study for the High-speed Rail. The intent is to provide a clear
understanding of the full range of activities that was undertaken during the
study period and how they have been combined to provide the deliverables for
the study.
3.3.1 Objective and Scope of Service
The objective is to estimate the ridership on the proposed high speed rail
system in Kerala. The proposed corridor starts at Thiruvananthapuram in
Kerala state and ends at Kasaragod with eight major stations in the first phase
and three more stations adding in the future.Mangalore may be the 12th station
but terminal in case extension of Thiuvanthapurem- Kasargod line is agrred to
Mangalore.
High speed train is expected to navigate at an average speed of about 250
Kmph which will cover the entire Kerala state in a duration of less than three
hours. The eight stations proposed in the first phase include
Thiruvananthapuram, Kollam, Kottayam, Ernakulam, Thrissur, Kozhikode,
Kannur, and Kasaragod. Three more stations are planned in the next phase at
Chengannur, Valanchery and Thalassery.The proposed High Speed Rail
Corridor is presented in Figure 3.1.
Scope of services:
The scope of Traffic projections includes:
A site reconnaissance of the study area and the proposed high speed rail
corridor to appraise the land use along and around the proposed corridor
Evolve the database for establishing the present level traffic and travel
characteristics of the study area. This include secondary and primary data
collection
destination survey, road network inventory survey, willingness to pay survey,
and speed and delay survey
TRAFFIC PROJECTIONS
Map the development potentials for the study area, for the proposed stations
and carry out the forecast
Perception of users on high speed rail and formulate the optimal fare for the
proposed system
proposed system
Travel demand forecast for the next twenty years for the available modes
using appropriate forecast framework
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Figure 3.1: Proposed High Speed Rail Corridor
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3.3.2 Forecasting Methodology

The available options in the state for the intercity travel or long distance travel
is by road i.e. on NH17 and NH47 and by rail i.e. the conventional rail running
parallel to the proposed rail corridor. But the comfort, the service frequency,
the level of service, etc warrant for an upgraded system in place immediately.
In addition to that, the present situation in Kerala, Government finds it difficult
to acquire land to build or widen the roads to cater to the demand from private
transport modes such as cars and two wheelers. The emphasis now is on to
build a sustainable transport infrastructure utilizing the role of alternative
modes of transport especially public transport. Understanding and planning for
such situations require detailed and complex models to address them
properly. The key task is to forecast the intercity travel demand in Kerala and
develop a mechanism to estimate the modal split towards the proposed high
speed rail. As the high-speed rail is an entirely new concept in India, the
successful models in other countries like UK, China, and Europe etc were
referred. Challenges that need addressing are:
Does high speed rail attract significant mode shift from other modes?
Who are the target passengers for the High speed rail- car, rail, or bus?
Does the socioeconomic characters of the users play a part in the decision?
Does purpose of the trip makes any difference?
Will the shift towards the HSR corridor between Thiruvananthapuram and
Kasargod is based on different journey times and service patterns?
What level of economic benefits would accrue to passengers for HSR?
Would it give any capacity release on the existing network?
What will be the optimal fare?
Integration with the present long-distance services
Will the feeder services to the HSR corridor stations affect the ridership?
With the limited number of access points to the HSR Corridor, how to compete
with the open access operators on the existing modes?
What is the most cost-efficient way of attracting the trips to the High Speed
Rail?
The forecasting approach needs to consider all these factors associated with
introduction of a high speed services for intercity travel. In economic terms we
TRAFFIC PROJECTIONS
could say that we should basically establish the long distance demand and the
availability of present modes and network or in other words supply.
Additional focus areas:

We need specific attention to the following as they display different travel behavior in
the overall system.
Intra city travel by air in the state is negligible at present. But the growth trend in
the passenger traffic in all the airports shows that there will be significant intra city
travel in the future. We feel that there will be a swing from this sector towards the
HSR Corridor.
Airport access users need to be considered separately although they interact
heavily with other passengers - road and rail.
Shift from Trips originating/attracting to and from outside Kerala will depend on the
acceptance for transfer provided they have intermodal transfer facility.
3.3.2.1 Methodology
which will provide a realistic forecast at the feasibility level. The methodology
is shown in Figure 3.2. For the fulfillment of the desired objectives, the study
has been divided into the following tasks taking into consideration the
available time and money resources. These tasks are the major activities
which are inter linked with each other. The activities are detailed out in the
subsequent chapters.
Step1: Data collection and Analysis: This includes the delineation of study
Step2: Model development: Comprises of replicating the present travel
pattern through development of partial trip end and trip distribution
parameters. Key task in the overall process is the development of
Logit model. This will be developed from the opinion of different
categories of users by mode, class of travel, income etc to the
various HSRL options in the stated preference survey.
Step3: Mapping the development potentials and socioeconomic
forecast: Government has been in the process of establishing new
investment scenarios through polices in sectors like IT, Tourism,
Industry etc. This has attracted many investments in the recent past.
To account the impact of the same in the transport demand, we need
to collate these investments or proposals. This step explores the
TRAFFIC PROJECTIONS
existing land use and the growth trends to establish the transport
demand due to the same.
Step 4 : Travel Demand forecast: With the transport proposals and the
demand will be predicted with the help of calibrated trip end and
trip distribution models. Appropriate assumptions will be used for
the forecast network, and the cost parameters.
candidate traffic for the HSRC for different users by income, class
and purpose. Mode wise shift will be generated. The outputs
include station OD, sectional load, boarding and alighting, trip
length, and revenue.
The methodology is framed in such a way as to address the above listed
analytical challenges in the forecast.
Model will be able to predict the HSRC ridership from Car, existing rail,
and bus for different purpose and trip lengths
Should be able to account the impact of changes in economy on the
overall mode shift over a period of time
Demand and economic impacts of activity based developments around the
proposed high speed rail station locations
Sensitive to the fare structure for the proposed HSRL and be able to give
the impact of that on ridership, trip length and revenues
The ability to provide a wide range of outputs to support the decision
making process of the Government
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Delineation of the Study

Area
Primary and Secondary Data Collection and

Data Collection Analysis
Review of Earlier Studies
Socioeconomic Indicators
of the Region
Development of Base Year Mode Income/Class/Pur

Base Year Transport
Network and Systems Wise OD Matrices & Candidate pose/Mode Wise
OD For HSRL Matrices
Traffic Analysis Zoning
System
Calibration of Trip End and Development Base Year HSRL
Trip Distribution Model of Logit Model Ridership
Planning Parameters For

The Horizon Years
Travel Demand
Forecast
Future Transport
Network and Systems
Estimation of
Activity Based Candidate Traffic
Development at HSRL
Stns
HSRL Ridership Air Passengers, Airport

Induced Traffic Access, Trips beyond IAR
Figure 3.2: Methodology for the Ridership estimation of HSRL
TRAFFIC PROJECTIONS
3.3.3 Data Base Development
Increase in the value of time in modern society has brought high-speed

railway and air transport to the forefront of todays inter-city transport. Inter-city
travel occurs for a variety of reasons. Decision-makers need to have an
estimate of the demand for long-distance travel in order to assess the level of
service and the capacity of service for inter-city travel by different modes.
Further, estimation of intercity demand may serve to identify markets for new
types of service as well as to deliver transportation services that meet the
needs of travelers.
3.3.3.1 Data collection
Site visits were carried out by key staff to make a general assessment of the
prevailing conditions in the study area, to:
Provide a basis for preparing the detailed program for the subsequent field
investigations and surveys.
Provide a basis for establishing the database on socio economic indicators
of study area at micro level.
Based on that data has been collected through various secondary and
primary sources to establish the traffic and travel characteristics of the
study area.
3.3.3.2 Secondary data collection
Secondary data required for the study has been collected from various
sources primarily from the Government/planning organizations of the study
area. The important agencies among them include:
Kerala State Road Transport Organization
Kerala State Land Use Board
Thiruvananthapuram International Airport
Cochin International Airport
Kozhikode International Airport
Central Survey of India
Regional Transport Office- District wise
Motor Vehicles Department, Kerala
Centre for Development Studies
Kerala State Planning Board
Private Bus Operators/travel agencies in each district
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Central Planning and Monitoring Unit, Planning and Economic Affairs

Department
Department of Economics and Statistics
Directorate of Census Operations
The secondary data collected from the listed agencies include
Socioeconomic characteristics of the study area by district level
Development plans of the study area by district level
Operational characteristics of public transport i.e. bus (luxury buses)
like routes /services / frequency/ fare, and passenger origin destination
data from Kerala state Road transport Corporation.
Operational characteristics of public transport ie bus(luxury buses) like
routes /services / frequency/ fare, and passenger origin destination
data from Private individual bus operators.
Air passenger data from Airport Authority of India for three existing and
one proposed airport in Kerala
In addition to these details, documents including Govt. policies for IT,
industry, tourism, and rail vision have also been collected.
3.3.3.3 Primary data collection
Primary traffic surveys were planned in such a way as to appreciate the
present transport infrastructure and the long distance/intercity travel demand
in the study area. The following primary traffic surveys were conducted:
1. Road Network Inventory
2. Speed & Delay Survey
3. Classified Traffic Volume Count
4. Origin Destination Survey for car passengers
5. Bus origin destination survey
6. Airport In and Out Count
7. Willingness to pay survey for car, bus, rail and air passengers
This will lead in developing the database for achieving the study objective.
Also the data will be used to build a transportation model for the study area
which will simulate existing traffic condition and can be used to forecast the
demand for different horizon years. The surveys were conducted during
September and October 2010 which is illustrated in table 3.1. Traffic survey
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results are presented in Annexure 3.1. The figure 3.3 presents the traffic
survey locations.
Table 3.1 Traffic Survey Schedule
Sl. Survey No of Period of

Type of survey locations/
No Duration survey
length
1 Road Network Inventory Weekday 400 km 20/09/10-

10/10/10
2 Speed & Delay Survey Weekday 200km 20/09/10-

10/10/10
25/09/10-
3 Classified Traffic Volume Count 24 Hrs 12
9/10/10
Origin Destination Survey for car 25/09/10-
4 24 Hrs 12
passengers 9/10/10
5 Bus origin destination survey 24 Hrs 12 25/09/10-

9/10/10
6 Airport In and Out Count 24 Hrs 3 6/10/10-

12/10/10
7 WTP survey for car, bus, rail Weekday 4500 25/09/10-

and air passengers samples 9/10/10
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Figure 3.3: Traffic Survey Locations
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3.3.4 Kerala-Today
3.3.4.1 Land use
Kerala has a diverse land use. Agriculture is the dominant land use type of the
State. It accounts for over 60% of the geographical area followed by forest
land (including degraded forest) of 26%. Table 3.2 shows the pattern of land
use in the state.
Table 3.2: Land use pattern in Kerala
Sl. Area
Land Category Land Use (%)
No.
(Sq. Km.)
1 Residential Area 364.62 0.94%
2 Commercial Area 226.15 0.58%
3 Industrial Area 0.31 0.00%
4 Mixed Built-up area 899.25 2.31%
5 Forest 10291.68 26.48%
6 Agriculture 23659.86 60.88%
7 Water Bodies 1279.04 3.29%
8 Open Spaces 2144.02 5.52%
Total 38865 100.0%
3.3.4.2 Demographic characteristics
3.3.4.2.1 Population Growth
Census 2001 put Keralas population at 31.8 million persons with 15.6 million
males and 16.4 million females. This carries a share of 3% of the entire
population of the country. Table 3.3 presents the decadal growth of population
in the state. It can be observed that the Keralas population growth is only 25%
of the growth of the country. Decadal growth rate illustrate that there is
significant reduction in the population growth in the last two decades.
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Table 3.3 Decadal Growth Rate (%) of Population India & Kerala
Year India Kerala

1901-1911 +5.75 +11.75
1911-1921 -0.31 +9.16
1921-1931 +11 +21.85
1931-1941 +14.22 +16.04
1941-1951 +13.31 +22.82
1951-1961 +21.51 +24.76
1961-1971 +24.80 +26.29
1971-1981 +24.66 +19.24
1981-1991 +23.85 +14.32
1991-2001 +21.34 +9.42
Malappuram is the most populated district and has a population of 3.6 million.
The administrative capital of the state, Thiruvananthapuram stood second with
a population of 3.2 million persons followed by Ernakulam with a population of
3.1 million persons. Wayanad is the least populated district followed by Idukki
and Kasargod.
3.3.4.2.2 Population density
Kerala is one of the densest States in the country and it recorded a population
growth of 9.42% (2,740,101 persons) during the decade 1991-2001. Kerala,
with a sex-ratio (females per 1000 males) of 1058, is the only state in India
with a positive figure. In the human development and related indices it
occupies prime position among the Indian States. As of 2001 figure, the
population density of the state is about 819 people per square kilometers,
three times the national average. Table 3.4 presents the population density for
the past four decades for the state and the country.
Table 3.4: Population Density (Number per Sq. Km) of India and Kerala:
1971-2001
Year India Kerala

Total Total Urban
1971 177 548 1,028
1981 216 655 1,418
1991 267 749 2,283
2001 324 819 2,457
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Table 3.5 presents the district wise population growth and density as per 2001
census. Alappuzha with a population density of 1496 persons per sq.km is the
most densely populated district in Kerala followed by Thiruvananthapuram
with 1476 persons per sq.km and Kozhikode with 1228 persons per sq.km
density. Idukki with a density of just 252 persons per sq.km is the least
densely populated district followed by Wayanad with a density of 369 persons.
Figure 3.4 illustrates the population density as of 2001.
Kerala being an agricultural state with an agrarian economy, a good percent of
its population is confined to agriculture or other agro base industry.
Kerala is home to 3.44% of India's people, and at 819 persons per km
its land is three times as densely settled as the rest of India. However,
Kerala's population growth rate is far lower than the national average. Kerala's
people are most densely settled in the coastal region, leaving the eastern hills
and mountains comparitively sparsely populated.
3.3.4.2.3 Urbanisation
The urban sector in Kerala comprise of five Municipal Corporations and 53
Municipalities. In Kerala 25.97% of the population live in urban area which is
very close to the National figure. But Urbanization in Kerala is not only limited
to the main cities and towns but it also spreads over the entire state excluding
certain hilly and isolated areas. Generally, the Kerala society by and large can
be termed as urbanized.
In the year 1981, there were 106 census towns in the state which
accommodated a population of 4.7 million (18.74 % of the total population)
and in 1991 there were 197 census towns and the urban population was 7.6
million which is 26.44 % of the total population. As per 2001 Census urban
population in the state is 8.2 million which is 25.97% of the total population
and is spread over 159 census towns in the state. The urban content of the
state population has increased from 18.74% in 1981 to 26.39% in 1991, but it
got decreased during the decade 1991 2001 to 25.97%. The change in
jurisdiction in statutory urban areas mainly speaks for this. The urban
population and its growth for the past four decades (1971-2001) is presented
respectively in the Tables 3.6 to Table 3.7
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Figure 3.4: District wise population density
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Table 3.5: Kerala District Wise Population and Density
Population 2001 (in Percentage Population

Sl. million) decadal
District density (per
No. Perso Male Female growth rate sq. km.) 2001
ns 1991-2001
1 Kasargod 1.2 0.6 0.6 12.30 604
2 Kannur 2.4 1.2 1.3 7.13 813
3 Wayanad 0.8 0.4 0.4 17.04 369
4 Kozhikode 2.9 1.4 1.5 9.87 1228
5 Malappuram 3.6 1.8 1.9 17.22 1022
6 Palakkad 2.6 1.3 1.4 9.86 584
7 Thrissur 3.0 1.4 1.6 8.70 981
8 Ernakulam 3.1 1.5 1.6 9.09 1050
9 Idukki 1.1 0.6 0.6 6.96 252
10 Kottayam 2.0 1.0 1.0 6.76 722
11 Alappuzha 2.1 1.0 1.1 5.21 1496
12 Pathanamthitta 1.2 0.6 0.6 3.72 574
13 Kollam 2.6 1.2 1.3 7.33 1038
14 Thiruvananthapura 3.2 1.6 1.7 9.78 1476
m Kerala 31.8 31.8 15.5 9.42 819
Table 3.6: Trend of Urban Population of India and Kerala: 1971-2001
India Kerala
Percentage Percentage
Year
Total Urban of Urban Total Urban of Urban
Population Population
1971 548,159,652 109,113,977 19.91 21,300,560 3,459,211 16.24
1981 683,329,097 159,462,547 23.34 25,453,680 4,770,020 18.74
1991 846,302,688 217,611,012 25.71 29,098,518 7,680,294 26.39
2001 1,027,015,247 285,354,954 27.78 31,838,619 8,267,135 25.97
Source: Census of India
Kerala High Speed Rail between Thiruvananthapuram and Kasargod - Pre Feasibility Report Sept 2011 18/105
TRAFFIC PROJECTIONS
Table 3.7: Decadal Growth Rate of India and Kerala: 1971-2001
India (in %) Kerala (in %)

Year
Total Urban Total Urban
1971 24.80 38.23 26.29 -
1981 24.66 46.14 19.24 37.89
1991 23.86 36.47 14.32 60.17
2001 21.34 31.13 9.42 7.6
Source: Census of India

3.3.4.2.4 Economy
Net State Domestic Product at factor cost (NSDP) in 2008-09 was Rs 1352 billion, in
which Primary sector accounted for 12%, secondary 25% and tertiary 63%, illustrating
the importance of urban sector activities such as tourism, trade and commerce,
transportation, banking and financial services, business services, public
administration and community services. Table 3.8 gives the GSDP of Kerala for the
years 2000-01 to 2008-09.
Table 3.8 Gross State Domestic Product of Kerala (At Constant Prices in Rs.
Lakhs)
Year GSDP
2000-01 7160885
2001-02 7530899
2002-03 8080908
2003-04 8585833
2004-05 9442065
2005-06 10410426
2006-07 11510339
2007-08 12637775
2008-09 13520249
Source: Department of Economics and Statistics
TRAFFIC PROJECTIONS
3.3.4.2.5 Per capita income

Table 3.9 indicates the per capita income for the state from the year 2000-01
to 2008-09. For the year 2008-09, the state per capita income is estimated to
be Rs.39815 against a national average of Rs. 25494. The growth rate in
national per capita income is estimated at 4.9 per cent during 2008-09, but
Kerala recorded a growth of 6.1%. Figure 3.5 represent the district per capita
income for 2008-09.
Table 3.9 Per capita Income (in Rupees)
Year PCI
2000-01 22549
2001-02 23555
2002-03 25016
2003-04 26344
2004-05 28721
2005-06 31400
2006-07 34435
2007-08 37507
2008-09 39815
Source: Department of Economics and Statistics
3.3.4.3.6 Remittance from migrants

There is now enough consensus that although the per capita domestic product
in Kerala is low compared with most other states in India, the per capita
consumption expenditure in Kerala is second only to Punjab, mainly because
the shortfall in GDP is offset by the inflow of large volumes of remittances from
abroad especially from countries in the Middle East and also from other parts
of India. Increasingly a number of economic activities within the state notably,
commerce, real estate and construction are financed to a certain extent with
remittances from abroad. Four rounds of the Kerala Migration Surveys (1998,
2003, 2007 and 2008) conducted by the Centre for Development Studies
(CDS), reinforces the fact that migration has emerged as the single most
dynamic factor in the otherwise dismal scenario of Kerala in the last quarter of
the twentieth century. Table 3.10 presents the remittance coming to the
country and state from the year 1990-91.
TRAFFIC PROJECTIONS
TRAFFIC PROJECTIONS
Fig 3.5 District wise distribution of per capita income
Table 3.10: Remittance to India and Kerala
Remittance to Remittance to
Year India (in Rs Kerala (Rs in
Crores) Crores
1990-91 3712 -
1991-92 9382 3025
1992-93 11226 3882
1993-94 16514 6084
1994-95 25417 7069
1995-96 28660 9521
1996-97 43969 10761
1997-98 43765 10817
1998-99 43242 13652
1999-00 53132 14438
2000-01 58811 15732
2001-02 73363 17362
2002-03 79229 18465
2003-04 99165 19797
2004-05 91971 21251
2005-06 108565 22828
2006-07 126088 24526
2007-08 163709 30122
2008-09 221222 43288
Source: Remittances to India: Reserve Bank of India, Handbook of Statistics of

Indian Economy 2008
TRAFFIC PROJECTIONS
3.3.3.5 Multimodal Transport System

Kerala is fairly well networked in the matter of transport. With a well-connected road
network, a rail line connecting all but two districts of the State, three international
airports of Thiruvananthapuram, Cochin and Kozhikode and third international green
field airport fast becoming a reality in Kannur, National Waterway III consisting of the
vast stretches of backwaters, 17 ports and Vallarpadam Transshipment Container
Terminal at Cochin and Vizhinjam deep sea Transshipment Container Terminal,
Kerala is poised to become the commercial and travel hub not only of the country but
the world at large.
The main transport mode in the town is roads, caters to a major part of the traffic.
Inland water transport is negligible. Public transport in the city is largely dependent on
buses, run by both private operators and Kerala State Road Transport Corporation
(KSRTC). The state is well-connected to the neighboring States through inter -city
and inter-state bus services run by KSRTC and private operators. Auto-rickshaws
form the intermediate public transport mode. Two-wheelers and cars form the private-
owned vehicles.
The inter-city rail transport system in the city is administered by the Southern Railway
Zone of the Indian Railways.
Kerala can be proud of having developed a good road network compared to other
States in India. Transportation infrastructure of Kerala consists of 1.62 lakh km. of
road, 1148 km. of railways, 1087 km. of inland waterways, 111 statute miles of
airways and 17 ports. Even though it is comparatively better placed than most other
States as regards road length, the quality and service level of many of these roads is
poor.
3.3.3.5.1 Road Transport
The total road length in Kerala increased from 160944 km. in 2005-06 to 162149 km.
in 2006-07. Road density in the State is 417 km. /100 sq. km. and it is far ahead of the
national average of 100.39 km. /100 sq. km. The length of road per lakh population in
the state is 509.23 km. and it is much higher than the national average of 321.3 km.
Roads maintained by different agencies in the State are shown in Table 3.11.
Table 3.11: Roads maintained by different agencies in Kerala
Road length maintained

Name of agency
(Km) (%)
Panchayats 109105 67.29%
State PWD (R&B) 28203 17.39%
Corporations and Municipalities 15776 9.70%
TRAFFIC PROJECTIONS
National Highways 1524 0.94%

Irrigation Department 2898 1.79%
Forest Department 4215 2.60%
Others (KSEB, Railways etc) 428 0.29%
Source: Information & Public Relations Department, Govt. of Kerala
Road transport acts as the feeder service to rail, air and inland water transport. The
vehicle density of the State is very high compared to many other States in India. The
road freight services in the state are wholly owned and operated by the private sector.
National Highways
National Highways form the prime arterial routes and span about 66,590 Km
throughout the country and cater to 45 percent of the total road transport demand.
The National Highway network in Kerala is of length 1523.9 Km; this is only 2.3% of
total National Highways in the country. There are eight National Highways in the
State. Details are presented in table 3.12.
State Road Network
The state highways are the main arterial routes of the state, linking district
headquarters and important towns within the state and connecting them with national
highways or Highways of the neighboring states. There are 76 state highways in
Kerala.
The State Highway 1 (Main Central Road or MC Road) is a major arterial State
Highway in the state. It covers many important towns of Central and South Kerala and
runs almost parallel to NH 47. This road starts from National Highway 47 at
Kesavadasapuram in Thiruvananthapuram city and rejoins the NH 47 at Angamali in
Ernakulam district.
Table 3.12 National Highways in Kerala
Sl. Single/ Four

Length Two Lane
No Name of NH Intermediat Lane
(Km) (Km)
. e lane (Km) (Km)
1 NH 47 Walayar
Kaliyikkavila (Salem 416.8 380.8 36.000
Kanyakumari)
2 NH 17 Thalappady
420.8 395.8 25.0
Edappally (Panavel
TRAFFIC PROJECTIONS
Edappally)
3 NH 49 Kundanoor
Bodimettu (Cochin 167.6 167.6
Madurai)
4 NH 47A Kundanoor
5.9 5.9
Willington Island
5 NH 208 Kollam
Aryankavu (Kollam 81.3 81.0
Tirumangalam)
6 NH 212 Kozhikode
Muthanga (Kozhikode 117.0 117.0
Mysore)
7 NH 213 Palakkad -
125.3 125.3
Kozhikode
8 NH 220 Kollam Kumily
189.3 189.3
(Kollam Theni)
Total Length 1523.9 1076.0 411.7 36.0
Network characteristics
National Highways constitute 1% of total road network in the state. In the total length
only 28% of road is double lane or more in width. PWD roads constitute about 16% of
the total road network in the state but carries nearly 80 percent of the road traffic
within the state. Even though Kerala has succeeded in providing adequate length of
roads, the overall quality of PWD roads is much below the prescribed standard set
forth by the Indian Road Congress (IRC). Kerala PWD also has 4650 kilometers of
State Highways of which about 90 percent is of single or intermediate lane width.
National highway carries a traffic of more than 20000 PCUs per day at the current
scenario. State Highways currently carry between 6000 to 12000 vehicles per day
and are already due for widening and strengthening.
3.3.3.5.2 Vehicle registration
The vehicle population in the state is growing at an average rate of more than 10%
every year. With the motor vehicles entering the roads doubling every eight years,
the number of motor vehicles being registered in the State is likely to exceed the
number of households by 2015.
The number of motor vehicles registered in the State was 5.81 lakh in 1990, 48.80
lakhs in 2009 and had crossed 52 lakh in 2010. The road length in the State is 1.74
lakh km and the road density about 1417 km / 100 sq km, which is higher than the
TRAFFIC PROJECTIONS
national average. Table 3.13 gives the district wise break up of registered vehicles
in the state as on 31.03.2009.
The number of cars registered has almost crossed more than one lakh in
Thiruvananthapuram , Kottayam and Ernakulam. This means around 20% of the
households in this districts own cars.
3.3.3.5.3 Public transport-Bus
Buses are the most common type of public transport mode in the state. Both State
transport buses as well as private buses carry out operations in the state. Bus
transport serves as the main feeder system for the railways.
KSRTC: Kerala State Road Transport Corporation is the largest single public
sector transport undertaking, which carries out transport operations in the State.
Presently the corporation has 5659 buses operates more than 4700 schedules per
day and runs about 14 lakh kilometer per day. An average passenger carried by
the corporation in a day is 31.45 Lakhs (3.145 millions). Table 3.14 presents major
indicators showing operational efficiency of KSRTC.
As the present study aim at establishing the long distance traffic on the parallel
corridors to the proposed HSRL, the trip sheets pertaining to the specific corridors
has been collected. Table 3.15 briefs the details by type of service. Figure 3.6
shows the growth in passenger traffic in KSRTC.
Table 3.13 Number of Motor Vehicle Having Valid Registration as on 31.03.2009
Four Three Two

Goods
Buses wheeler wheeler Wheeler
Vehicles
s s s
Three Tract
Four Contr
wheele ors/
District whe Stag act Total
rs Cars/ Auto Scooter/ Traile
eler e Carria
includi Taxis/ ricksha Motor rs
s& carri ges/
ng Jeeps ws cycles
abo ages Omni
Tempo
ve Buses
s
Thiruvananthapura 1989 10731 9255 15495 130465 40542 433320 3859 66356
Kollam
m 1624
9 6363 1172 6080 79316 31907 220314 2048 36344
6
Pathanamthitta 9489
7 3852 1084 4211 56936 15805 111868 734 20397
7
Alappuzha 1562 9732 1198 5784 56674 17337 232094 1201 33964
9
Kottayam 1869
8 6046 2855 11018 100907 35431 194612 1638 37120
8
Idukki 4909
6 1674 1033 2031 22520 11454 34028 1250 78899
3
Ernakulam 5069 13669 5208 18794 158516 48238 511857 8883 81586
Thrissur 2395
8 11604 4550 16047 85899 38507 336734 3114 52041
3
Palakkad 1858
8 5421 2408 8847 41851 28464 199430 7539 31254
3
Malappuram 2392
9 13302 4255 10009 81257 65133 186141 2994 38701
9
1 2
TRAFFIC PROJECTIONS
Kozhikode 1996 8447 3648 4904 75607 33064 249863 2659 39815
Wayanad 3413
6 1631 527 1217 13519 7139 26630 2166 56242
8
Kannur 1627 6630 3830 5659 54024 31197 135047 4718 25738
Kasargod 4995
9 1817 975 737 26016 18748 57305 1103 11169
4
Total 2466 100919 4199 11083 983507 422966 2929243 43906 48800
6
87 8 3 Source: Economic Review 2009 59
Table 3.14 KSRTC ridership by service type on the corridor
Sl. KSRTC Service

Trips (Internal) Trips (All)
no Type
1 Super Express 8026 9885
2 Super Deluxe 306 643
3 Luxury 65 301
4 VOLVO 117 460
5 LSORD 220956 241773
6 Super Fast 65945 76355
7 Fast Passenger 268756 296230
Total 564171 625646
Table 3.15 Major indicators showing operational efficiency of KSRTC
Sl. Year Increase/D

Items
No 2007-08 2008-09 ecrease
1 Fleet Strength (No.s) 4640 4999 359
2 Gross Revenue earnings (Rs. in Crores) 883.82 1062.14 178.32
3 Gross Revenue expenditure (Rs. In Crores) 1041.84 1210.42 168.58
4 Gross operating loss (Rs. In Crores) (-)158.02 (-)148.28 (-)9.74
5 No. of schedules operated 3758 4370 612
6 Average earnings per vehicle on road per day 6695 7195 500
(Rs)
7 Average earnings per km. of buses operated 2070 2208 138
(paise)
8 Average earnings per Passenger (Paise) 732 857 125
9 Average route length (Kms) 49.41 57.54 8.13
10 Average kms. Run per bus per day 323.43 325.86 2.43
11 Average number of buses held daily 4640 4999 359
12 Passengers carried (Lakhs) 12069 12074 5
Source: Economic Review 2009
TRAFFIC PROJECTIONS
Figure 3.6 Growth of passenger traffic in KSRTC over the last five years
In Kerala, private bus services hold more than 80% of the public transport share.
From the primary survey analysis, it was observed that the private bus operation for
the long distance travel is more predominant in the North side compared to KSRTC
operation in south.
3.3.3.6 Rail Transport
Railways play a significant role in the transport system of the State. The railway
network extends over 1148 route km. in Kerala of which 111.14 kms are metre gauge.
The rail passenger data has been collected from the Thiruvananthapuram and
Palghat division to establish the rail passenger trips occurring between
Thiruvananthapuram and Kasargod and for various origin between. Table 3.16
presents the summary of passenger travelling by type of service on this corridor.
Table 3.16 Service wise daily Railway passenger traffic in the corridor
Sl. Trips
Private Service Trips (Total)
No (Internal)
1 First Class Express or Mail 104 135
2 First Class AC 3 4
3 First Class Ordinary 1157 1198
4 Second Class AC 493 604
5 Sleeper Express or Mail 20908 24094
Second Class Express or
6 97082 107030
Mail
7 Second Class Ordinary 320220 341606
8 AC Chair Car 1587 1637
9 Third Class AC 1663 1991
Total 443218 478298
TRAFFIC PROJECTIONS
3.3.3.7 Air Transport

There are three International airports in Kerala. They are the Thiruvananthapuram
International Airport, Nedumbassery International Airport in Cochin and the Kozhikode
International Airport. These airports have both domestic and international flights that
connect Kerala with other cities within and outside India. The Thiruvananthapuram
International Airport is in the southern most part of Kerala. The Cochin International
Airport is situated around 35 kms from Ernakulam. The Kozhikode International
Airport is located around 26 kms from Kozhikode.
3.3.3.8 Water Transport
Along the coastline, Kerala has one major port at Cochin and 17 minor ports. Cochin
port spreads over 827 hectares and has a water frontage of 7.5 kilometers. The port
has connectivity to hinterland through NH17 and NH 49. Rail links to the Konkan and
Southern Railway also give key rail access to its hinterland. An inland waterway
connecting to Kollam and Kottapuram on either side is developed. Vallarpadam
International Transshipment Container Terminal at Cochin and Vizhinjam Deep Water
International Transshipment Terminal when completed will cater to container vessels
up to 8000 TEUs in the initial phase and 10000 to 12000 TEUs in subsequent phases.
Waterways are successfully used for commercial Inland Water Transport. The
transportation is mainly done with country craft and passenger vessels. Inland
waterways in Kerala including navigable portions of rivers are 1687 kms. The West
Coast Canal also called National Waterway III stretching from Kovalam in the South
to Hosdurg in the North is being renovated for commercial transport. Table 3.17
presented below, gives the operational summary of the water transport agencies in
the state.
Table 3.17 Operational Statistics of Inland Water Transport Agencies in Kerala
State Water Kerala Shipping and

Transport Inland Navigation
Particulars
Department Corporation Ltd.
2007-08 2008-09 2007-08 2008-09
No. of boats/
81 81 6+2 2 Jhankars
Jhankars
Boat in operation 47 47 Nil Nil
No. of trips on
689 877 Nil Nil
Schedule
No. of passengers
147.72 160.27 Nil Nil
carried (in lakh)
Gross Route
6018 6730 22676 21466
Distance (in Km)
TRAFFIC PROJECTIONS
Total Revenue
449 506.4 1064.89 766.48
Receipts (in lakh)
Total Revenue
1727 2087 1185.55 1043.11
Expenditure (in lakh)
Source: Economic Review 2009
3.3.4 Traffic and travel characteristics
3.3.4.1 Traffic on homogeneous sections
Classified volume counts along with origin-destination were carried out to assess the
present passenger traffic in different sections and to estimate the potential traffic for
the high speed rail.
3.3.4.2 Identification of homogeneous section and survey locations
The road corridor extending from Thiruvananthapuram to Kasargod has been divided
in to sections to have the classified volume count on all parallel corridors to HSRL and
to get the variation of traffic between major towns falling on it. The following points are
considered in arriving at the homogenous sections
Based on proposed high speed rail stations
To cover the entire long distance demand
To capture all OD pairs with origination and/or destination between
Thiruvananthapuram and Kasaragod on NH 47, NH 17 and SH 1.
Directional classified volume count surveys were carried out for all the passenger
modes at selected 12 parallel road sections to the proposed rail corridor for 24 hours.
The survey was conducted from 8 AM to 8 PM covering both the morning and
evening peak periods. Enumerators suitably trained were deployed in sufficient
numbers to capture data in the specified format recording the volume counts manually
for every 15 minutes during the course of the survey. At each identified count location,
passenger vehicles in both directions were counted and included all vehicle types i.e.,
cars, jeeps, vans based on ownership and sitting capacity, buses based on service
type as well as ownership i.e. KSRTC or private , two wheelers and three wheelers.
The survey format used is given in Traffic report.
The average daily traffic observed at each section is presented in table 3.18. Among
the counting stations the first six locations i.e. Mangalapady, Mayilatti, Chala,
Quilandy, Puthanathany and Kodungaloor lies in NH 17 which connects Cochin to the
north Kerala as well as north Karnataka. NH 17 links Kerala to the states of
Karnataka, Goa, and Maharashtra. The other four locations Chalakuddy, Cherthala,
Haripad and Paripally falls in NH 47 connecting Kerala and Tamilnadu and it runs
through the western coast of Kerala from Thiruvananthapuram to Cochin connecting
major towns in the south and central Kerala. The Main Central Road (SH 1) is the
arterial State Highway which covers many important towns of Central and South
TRAFFIC PROJECTIONS
Kerala and the last two survey locations Ettumanoor and Adoor lies in the same.
Location wise volume counts are summarised in table 4.19.
Table 3.18 Average daily traffic (ADT)
Section Average Daily

Sl.
Survey Location Traffic (in
no From To
Vehicles)
1 Mangalapady Mangalore Kasargod 9,938
2 Mayilatti Kasargod Kannur 8,199
3 Chala Kannur Thalassery 10,827
4 Quilandy Thalassery Kozhikode 10,414
5 Puthanathany Kozhikode Thrissur 11,106
6 Kodungaloor Thrissur Ernakulam 10,828
7 Chalakuddy Thrissur Ernakulam 16,518
8 Cherthala Ernakulam Alappuzha 15,971
9 Haripad Alappuzha Kollam 14,523
10 Paripally Kollam Thiruvananthapuram 20,982
11 Ettumanoor Ernakulam Kottayam 20,910
12 Adoor Kottayam Thiruvananthapuram 10,182
TRAFFIC PROJECTIONS
Table 4.19 Location wise Volume count summary
ADT
Mode NH-17 NH-47 SH-1
Mangal Quilan Puthanat Kodun Near Ettum
Mayilatti Chala Chalakuddy Haripad Paripally Adoor
apady dy hany galoor Cherthala anoor
Ordinary Bus 227 254 208 245 273 220 658 566 551 613 417 510
Fast Passenger 81 74 63 66 74 61 301 190 192 293 137 143
Superfast/Super
39 12 35 29 42 54 115 79 89 78 51 81
Express
Luxury
Bus(Volvo)
26 20 24 19 31 26 30 22 22 18 9 9
Ordinary Bus 310 306 569 453 347 329 658 278 362 388 542 138
Semi Sleeper 146 87 115 155 173 133 389 166 235 259 151 55
Luxury(Volvo) 25 16 47 39 42 52 98 45 64 52 11 10
Mini Bus 64 36 47 68 63 48 101 57 83 81 21 23
Two Wheeler 3,172 2,048 3,115 2,155 2,630 4,409 5,161 6,107 5,856 5,877 4,830 3,499
Auto Rickshaw 1,435 1,428 1,271 1,045 1,324 1,770 1,297 1,403 1,018 1,522 2,471 824
Small Car-White
3,174 2,554 3,368 3,584 4,154 2,453 4,866 4,573 4,154 7,679 7,162 2,994
Board
Small Car
293 214 532 792 392 289 1,012 816 600 1,223 1,315 339
Yellow Board
Big Car/Jeep /
Van- White 537 682 796 1,009 1,035 632 974 913 795 1,790 1,753 930
Board
Big Car/Jeep /
Van- Yellow 409 468 637 755 526 352 858 756 502 1,109 1,040 627
Board
Total Passenger
9938 8199 10827 10414 11106 10828 16518 15971 14523 20982 19910 10182
Vehicles
TRAFFIC PROJECTIONS
The peak hour traffic varied from a minimum of 740 vehicles per hour at Quilandy
(Thalassery-Kozhikode Stretch) to a maximum of 1170 vehicles per hour at
Ettumanoor (Eranakulam-Kottayam Stretch). The sections in the NH 17 were
observed to have less peak hour traffic compared to NH 47 and SH 1.
The seasonal factor for estimating the AADT from ADT is derived from the monthly
fuel sales data. From the data collected, the factor is found to be 1.09 for the month
of September. The month seasonal factor is presented in Table 3.20.
Table 3.20 Seasonal factor
Combined
Month Factor for
petrol & diesel
April 1.02
May 0.99
June 1.05
July 1.12
August 0.98
September 1.09
October 1.01
November 1.04
December 0.94
January 0.91
February 1.00
March 0.92
The seasonal factors are applied to have the Annual average daily traffic in each
homogeneous section (table 3.21).
Table 3.21 Annual Average daily Traffic in No.s
Auto
Name of Survey KSRT Private Two Total
Ricksha Car
Road Location C Bus Bus Wheeler (No.s)
w
NH-17 Mangalapady 373 545 3172 1435 4810 10335
NH-17 Mayilatti 360 445 2048 1428 4270 8551
NH-17 Chala 330 778 3115 1271 5813 11307
NH-17 Quilandy 359 715 2155 1045 6693 10967
NH-17 Puthanathany 420 625 2630 1324 6656 11655
NH-17 Kodungaloor 361 562 4409 1770 4062 11164
TRAFFIC PROJECTIONS
Auto
Name of Survey KSRT Private Two Total
Ricksha Car
Road Location C Bus Bus Wheeler (No.s)
w
NH-47 Chalakuddy 1104 1246 5161 1297 8404 17212
NH-47 Near Cherthala 857 546 6107 1403 7693 16606
NH-47 Haripad 854 744 5856 1018 6596 15068
NH-47 Paripally 1002 780 5877 1522 12863 22044
NH-47 Ettumanoor 714 725 4830 2471 12285 21025
NH-47 Adoor 743 226 3499 824 5330 10622
Traffic composition:
Figure 3.7 illustrate the average traffic composition for the passenger modes during the
day. It can be observed that cars constitute 51% and buses 9%.
Figure 3.7 Average Traffic Composition
Figure 3.8 shows the mode composition for KSRTC buses for all the counting locations.
The ordinary buses hold the major share with 65% of total state buses. The Fast
passenger buses and Superfast/Super Express constitutes 22% and 9% respectively of
total volume. The Luxury buses were found to have the minimum share of 4% among
the state buses.
TRAFFIC PROJECTIONS
Figure 3.8 Mode composition among KSRTC buses
For the private buses Figure 3.9 presents the average mode composition among all the
survey locations. Like KSRTC buses, ordinary buses constitute the major volume with
60% share. The other services like Tourist travels and luxury buses compose 25% and
6% respectively of total private bus traffic. Luxury buses such as Volvo services
contribute a significant share of 9% of total traffic.
Figure 3.9 Mode composition among Private buses
The passenger car transport constituted almost 50% of total vehicular traffic in the
survey locations and Figure 3.10 shows the composition of different passenger car
modes in the traffic. The private (white board) small cars occupies the major share of car
traffic with a 65% share. The small cars which are taxi services (yellow board) were
found to be 10% of traffic. For the big car category, private cars and taxis holds a share
of 15% and 10% respectively.
TRAFFIC PROJECTIONS
Figure 3.10 Mode composition among Passenger cars
3.3.5 Travel characteristics-Car

Roadside interview surveys were conducted at identified locations to derive the
passenger travel pattern by road and also to assess the movement between the study
area and other parts of the country. Count of vehicles was also done at the same
locations to expand the captured trips. The study area has been divided into Traffic
analysis zones to understand the movement pattern in the study area at a micro level.
Zoning system adopted will be utilized to establish the travel pattern. Zone map is
presented in figure 3.11 and list of zones is given in Annexure 1. A total of 58 zones
have been considered for the study area. This includes:
Internal Zones 45 (Districts divided at the taluka level)
External Zones 13 (Based on the connectivity of external zones to the study
area)
TRAFFIC PROJECTIONS
Figure 3.11 Zone Map
TRAFFIC PROJECTIONS
Conduct of Surveys: Interviews were carried out on a sample basis for 24 hours on
a typical working day by stopping the vehicles with the help of police. Minimum
sample coverage of 10 percent was captured across the time of the day and type of
vehicles proportionately. Classified volume counts have also been carried out along
with the interviews in order to calculate expansion factors. At each identified station,
both directional counts were carried out by vehicle type. The information collected
includes origin and destination of trip, occupancy, frequency, trip purpose, etc.
Merging of RSI matrices
The mode wise matrices developed from the Road Side Interview at all the survey
locations were merged using a computer programme (developed by M/S Wilbur
Smith) to eliminate duplicate trips. Any illegal trips due to error in data capture or at
data entry level were removed and matrices were extracted.
The following steps including few major checks were carried out through the
programme
Checking of any data entry error and zone coding error
Adjustments for common trips
Expansion of matrices with the classified volume count
Elimination of Illegal trips
Daily trips by private car are 144085, whereas total daily trips by taxi and
airport car are 60360 and 24652 respectively. About 88% of the trips by
private car are within the internal zones. External to external trips by car is
only 0.3%. About 97% of the airport trips and 85% of taxi trips are made within
internal zones.
Average Trip Length by private car is found to be 115 Km, taxi- 135 Km and
airport car is found to be 139 Km. For private car about 52% of the trips are
made for a trip length of 51 to 100 Km. 49 % of the trips made by taxi are
travelling between a distance of 51 to 100 Km.
The national highway 17 which runs parallel to the western coast connects
most of the major towns in the north Kerala. Six out of the twelve OD locations
lie in the NH 17, between Mangalore and Ernakulum. In all the locations small
private cars was the major passenger car mode carrying a share of 57% to
76% of total trips. The other modes i.e. small taxi cars, big private cars and big
taxi cars holds average shares of 10%, 15% and 7% respectively on NH 17.
The trip length distributions for private cars, taxis and airport cars are given
respectively in tables 3.23, 3.24 and 3.25.
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Table 3.23 Total Daily Trips Private Car

Daily Trips Internal External Total
126,890 9,108
Internal 135,998
(88.1%) (6.3%)
External 7,680 (5.3%) 407 (0.3%) 8,087
Total 134,570 9,515 144,085
Table 3.24 Total Daily Trips - Taxi

51,362 5,025
Internal 56,387
(85.1%) (8.3%)
3,973
External 0 (0%) 3,973
(6.6%)
Total 55335 5025 60360
Table 3.25 Total Daily Trips Airport Car

23,848
Internal 292 (1.2%) 24,140
(96.7%)
External 512 (2.1%) 0 (0%) 512
Total 24,360 292 24,652
3.3.5.1 Desire
The desire lines for the private car and taxi are shown in figure 3.12 and figure 3.13
respectively.
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Figure 3.12 Desire Line diagrams for Private cars
Figure 3.13 Desire Line diagrams for Taxi
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Table 3.26: Trip Length Distribution Private Car
Passenge Trips
Distance Trips
r km (%)
< 50 99664 3778 6%
51 To 100 2218004 31995 52%
101 To 150 1589912 12707 21%
151 To 200 1018864 5914 10%
201 To 300 1030639 4373 7%
301 To 400 744887 2220 4%
> 400 425270 901 1%
Total 7127240 61888 100%
Table 3.27: Trip Length Distribution Taxi
Passenge Trips
Distance Trips
r km (%)
< 50 22318 826 3%
51 To 100 970178 14093 49%
101 To 150 707184 5468 19%
151 To 200 561298 3324 11%
201 To 300 730568 3070 11%
301 To 400 257835 737 3%
> 400 638950 1418 5%
Total 3888331 28936 100%
Table 4.28: Trip Length Distribution Airport Car
Passenge Trips
Distance Trips
r km (%)
< 50 0 0 0%
51 To 100 606723 6328 38%
101 To 150 547133 4389 26%
151 To 200 729944 4169 25%
201 To 300 444801 1883 11%
301 To 400 8581 25 0%
> 400 0 0 0%
Total 2337181 16793 100%
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In this study, bus has been categorised as KSRTC buses and private buses.
Passenger details by depot and by route for all higher order services operated by
KSRTC and the schedule of bus operation of all KSRTC depots (87 Depots) are
collected from KSRTC Bhavan, Thiruvananthapuram. The database included seven
days passenger trip data for all locations. This has been coded to the study area
zoning system. Origin Destination matrices were developed for each service after
merging the depot wise route wise matrices. For developing Origin Destination
matrices of lower order services operated by KSRTC, we have developed the vehicle
trip matrix based on the schedule of operation of all depots. This vehicle trip matrix is
multiplied with an assumed average occupancy to get the passenger trip matrix.
OD matrices for private buses are developed from the OD survey conducted at the
survey locations along with the occupancy survey. Service wise OD matrices for all
locations were merged using computer program developed in house to get the final
service wise Private bus trip matrix. OD matrices developed are given in Annexure 4.
Summary of trips by service is given in Table 3.29. The list of KSRTC depots from
where higher order services are operated is given in Table 3.30.
Table 3.29: List of KSRTC Depots
Sl. No. Name of Depot Sl. No. Name of Depot
1 Changanassery 11 Malappuram
2 Guruvayoor 12 Moovattupuzha
3 Kasargod 13 Perumbavoor
4 Kozhikode 14 Perinthalmanna
5 Kothamangalam 15 Payyanur
6 Kalpetta 16 Thalassery
7 Kottayam 17 Thottilpalam
8 Kayamkulam 18 Vadakara
9 Mananthavady 19 Thrissur
10 Munnar 20 Thiruvalla
21 Thiruvananthapuram
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Table 3.30: Total Daily Trips by Bus

Super Express 9,885
Super Deluxe 643
Luxury 301
KSRTC
Volvo 460
Bus
Super Fast 76,355
Volvo 1,968
Semi Sleeper 75,552
Private Bus
Ordinary 232,669
KSRTC 625,647
Total Trips Private 465,302
3.3.7.1 Passenger Km and Trip Length Distribution for Candidate Trips

Table 3.31: Trip Length Distribution KSRTC Bus
Passenger Trips
Distance Trips
km (%)
< 50 169,979 5,764 2%
51 To 100 9,815,603 139,248 54%
101 To 150 6,306,772 49,783 19%
151 To 200 4,860,771 28,389 11%
201 To 300 4,981,187 21,302 8%
301 To 400 2,779,533 8,383 3%
> 400 2,106,047 4,635 2%
Total 31,019,892 257,502 100%
Table 3.32: Trip Length Distribution Private Bus
Passenger Trips
Distance Trips
km (%)
< 50 341,419 13,223 5%
51 To 100 9,284,030 126,411 47%
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101 To 150 8,494,241 62,995 24%

151 To 200 5,020,528 28,841 11%
201 To 300 7,345,164 32,613 12%
301 To 400 721,264 2,162 1%
> 400 217,945 522 0%
Total 31,424,592 266,768 100%
3.3.7.2 Daily 1090949 trips are made by buses in the study area of which 625647 trips are
carried by KSRTC buses and 465302 trips are made in private buses. Majority of
the KSRTC trips are carried by Limited Stop Ordinary (241773 trips) and Fast
Passenger buses (296230 trips). Similarly for private buses, Ordinary buses carry
232669 trips and 155113 trips are carried by limited stop ordinary buses. Average
trip length for KSRTC buses and private buses are 120 Km and 118 Km
respectively. Desire line diagram for KSRTC and private buses by higher and lower
order services are given in the following figures (3.14, 3.15, 3.16 and 3.17).
Figure 3.15 Desire line for KSRTC Bus

Figure 3.14 Desire line for KSRTC Bus
Lower Level services
Higher Level services
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Figure 3.17 Desire line for Private Bus

Figure 3.16 Desire line for Private Bus
Lower Level services
Higher Level services

Division) for eighteen months (2009 April to 2010 September) are collected to capture
the passenger movement pattern in the study area. This has been coded to the study
zoning system. Class wise Origin Destination matrices were developed and the OD
matrices are presented in Annexure 2. Total train trips by class are presented in
Table 3.33 and Table 3.34 gives the distribution of trip length.
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Table 3.33: Total Trips by Train

First Class AC + Second
Class AC 608
AC Chair Car 1637
Third Class AC 1991
Total 478299
Table 3.34: Passenger Km and Trip Length Distribution for Candidate Trips
Passenger Trips
Distance Trips
km (%)
< 50 298927 10140 4%
51 To 100 8930378 128437 56%
101 To 150 4797284 38171 17%
151 To 200 3518704 20155 9%
201 To 300 5944030 24646 11%
301 To 400 1639907 4771 2%
> 400 2180892 4761 2%
Total 27310123 231081 100%
Total daily trips by train are 478299. Majority of the trips (70%) are carried by second
class ordinary followed by second class in Express or Mail trains. Average trip length
by rail is found to be 118 Km. About 56% of the trips are made between a distances
of 51 to 100 Km. Figure 3.18 and figure 3.19 represents the desire line diagrams for
lower class and higher class services respectively.
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Figure 3.18: Desire Line for train Lower Figure 3.19: Desire Line for train
Class services Higher Class services
3.3.9 Potential Users of High Speed Rail

Base year mode wise trip matrices along with the network and zoning system form
the key input in this process. The candidate trips for the proposed HSRL was selected
based on assumptions including the travel time to the proposed stations, trip length,
transfer etc. On analyzing the opinion of people on the concept of HSRL, it was clear
that in addition to the trip characteristics, we need to consider the socioeconomic
characteristics of the users in deciding the real shift to the proposed system. Based
on these, the influence region is delineated and the candidate trip matrices were
developed for the corridor. Logit models developed by mode from willingness to
pay/shift survey were applied on the candidate trip matrices to get the shift to the
HSRL. Establishing the potential users for the proposed HSRL corridor is detailed in
the following sections.
3.3.9.1 Delineation of Influence Area
The influence area and simultaneously the influential zones for the proposed HSRL
corridor was arrived based on the following assumptions on the trips.
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Zones accessible to the nearest proposed HSRL station with an average

travel time of one hour. This is arrived based on the speed and delay
conducted on the existing corridors in the study area.
Based on this and having a due discussion with DMRC officials, the zones
falling within 30 kms radius to a station were identified as influential zones.
Excluded all external zones on the assumption that they will not transfer
unless the corridor is extended further North.
The influential zones were identified at all the eleven stations on the corridor. Intra
zonal trips and inter zonal trips inside the influence area have been removed to make
the candidate OD effective. The influence area at all the stations is shown in Figure
3.22.
3.3.9.2 Potential Modes
The potential modes identified for the study corridor in Kerala include bus, car, taxi
and rail. Each potential mode is categorized by service type. So the trip matrices were
segregated by mode and service to get varied shift by service. The details of mode
categorization by service are presented in table 3.35. The ordinary service for the bus
and rail was not considered as the analysis showed the shift as nearly nil.
Sl.No Mode Service
Super Express
Super Deluxe
Luxury
1 Bus VOLVO
LSORD
Super Fast
Fast Passenger
Big Car
2 Car
Small Car
Big Taxi
3 Taxi
Small Taxi
First Class AC
Second class AC
AC Chair Car
Third Class AC
5 Airport Car All
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Figure 3.22 Influence Area at Stations
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3.3.9.3 Economic Status

As the proposed fare for the HSRL is expected to be significantly higher, it is obvious
that, income has significant role in the decision making. While developing the Logit
model for different modes, a strong correlation was noticed between the income of the
trip maker for car and bus. This has resulted in categorization of mode wsie trips
further by income. The range of income selected for the analysis is listed in Table
3.36.
Table 3.36 Income levels (Rs. Per Month) considered for analysis
Income Income Income
Sl.No Mode
Level Level 2 Level 3
10,000-
1 Bus <10,000 >20,000
20,000
10,000-
2 Car <10,000 >30,000
30,000
10,000-
3 Taxi <10,000 >30,000
30,000
4 Airport Car All income levels
5 Rail All income levels
3.3.9.4 Candidate Traffic
influential zones identified. The summary of total trips & candidate trips by mode as
presented in Table 3.37. Candidate trip matrices are given in Annexure 3. Candidate
Zone list is given in Annexure 4.
Table 3.37 Base Year Trips
Car (Own Car +

Taxi) 178252 90824
KSRTC Bus 564171 257502
Rail 443218 231081
Airport Car trips 23848 16793
Total Trips 1634926 862968
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3.3.10 Perception of users on High speed rail and Model development

Introduction of high speed rail has benefits in transport related sector and on the non
transport also. The high-speed rail has huge impact on the local economy. This mode
is undoubtedly very attractive in terms of speed and safety, but being a fresh initiative
in India, even though it is fast growing in other countries like, Europe, China, etc, the
perception of users on the proposed system is very crucial in the determination of
factors that influence the ridership.
This section deals with the process of model development and results of models
estimated for all Origin Destinations pairs in Kerala. These models determine the
factors that influence High Speed Rail ridership and support mode choice decision-
making. The models are estimated using aggregate logit methodology and use
comprehensive data. Database has been developed through stated preference
survey conducted for different users across different economic status and mode of
travel.Independent variables for the models measure various High Speed rail service
characteristics like : fare, acessibilty, frequency, and travel time reduction due to
introduction of the new sytem. The models are constructed to test as many options
that provide sensitivity to the ridership.
The steps in logit model development process could be categorised as:
Estimation of Shift to High Speed Rail using the WTP surveys carried out for
various modes
Development of mode wise(purposewise/categorywise/incomewise) logit
models
Estimation of diversion to the proposed High Speed Rail corridor.
3.3.10.1 Logit Diversion Model
Stated preference surveys were carried out for various users such as car, Bus, Rail
and Airport at various locations along the proposed high speed rail corridor. Mode -
wise logit models were developed using the results of this survey. The formats used
are presented in Annexure 1. Various models developed and methodology adopted is
described below.
In this study, the Utility Assessment (UA) model suggested in the Guide to
Forecasting Travel Demand with Direct Utility Assessment, US Department of
Transportation has been adopted to estimate the diversion.
3.3.10.2 Utility Assessment Model
The Utility Assessment is a technique for assessing the effects on users behavior of
policy changes. Information on users preferences is obtained by presenting a survey
respondent with a series of situations/scenarios and asking what he or she would do
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under each situation/scenario. The Utility Assessment is a disaggregate modeling

approach in that it uses individual survey responses to a series of hypothetical
situation, which has been constructed using an experimental design, to estimate the
effects on behavior of different variables. The responses to the experiment are
analyzed with multiple linear regressions, to build a response model.
3.3.10.3 Survey Design
Utility Assessment experiments consists of a set of realistic but hypothetical
situations, defined by factors that most strongly influence actual trip choice. In the
survey design for the present study, three factors have been considered namely travel
time reduction, fare and frequency of service, as the influence factors. The other
factor considered is limited stop or all stops. The respondents were given a general
description of the new system.
In the questionnaire, six situations were covered and individuals have responded to
all the six situations. In the survey, the respondents were asked to state how likely
they use the proposed facility under various scenarios. Survey design is presented in
Table 3.38
Table 3.38 : WTP Survey Design
Response*
Travel Limited
Scenarios/ Fare Frequency
Time Stop/All Very Very
Situations (Rs.) (Min) Unlikely Neutral Likely
Reduction Stops Unlikely Likely
1 3X 0.8T 20 1 1 2 3 4 5
2 3X 0.6T 40 0 1 2 3 4 5
3 4X 0.8T 20 1 1 2 3 4 5
4 4X 0.6T 40 0 1 2 3 4 5
5 5X 0.8T 20 1 1 2 3 4 5
6 5X 0.6T 40 0 1 2 3 4 5
Note*: Response scale, 1- very unlikely, 2- unlikely, 3- neutral, 4- likely and 5- very likely.
3.3.10.4 Experimental Design

The independent variables considered in the model development are fare,
frequency and travel time reduction. The variable, Limited Stops/All 9 stops is
found to be insignificant in the model development. The variables are considred at
three levels for fare, two levels for frequency and two levels for travel time. The three
levels of fare are three times X (X- Train 2nd AC Fare i.e. 2Rs/Km), four times of X
and five times of X. The levels of frequency are 20min and 40min headway and the
two levels of travel time are 80% reduction and 60% reduction. Two levels of stops
are 1(i.e., train will stop at Limted Stops only) and 0 (i.e., train will stop at all 9
stations).
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The dependent variable i.e.; the response, is scaled on a 1 - 5 likelihood of use

scale with 5 corresponding to the most likely selection of the proposed facility and 1
being most unlikely to choose the facility.
3.3.10.5 The model form
The general form of response model used for establishing the relationship between
the dependent variable response R and the selected independent variables is:
R = k + a1 * fare + a2 * Frequency + a3* Travel time reduction
Where,
R = Response on 1-5 scale
k is the constant
a1, a2 and a3 are coefficients
The notations of variables used in the model development are presented in Table
3.39
Table 3.39: Notations used in Developing Logit Models
Variable Values Notations
3 x X (X-Train 2nd AC Fare
1
i.e. 2 Rs/Km)
Fare X1
4xX 2
5xX 3
Frequency 20Min 1
(headway in min.)
40Min 2
X2
Travel time 80% reduction
reduction (in min.)-
60% reduction
X3
Limited Stops 0
Stops-X4
Train will stop at all stations 1
3.3.10.6 Model Development for Car
Independent variables/ explanatory variables play a major role in developing the
equations.The explanatory variables that can have influence on trip
generation/attraction were extracted from the primary and secondary sources. They
include:
Income, Trip Purpose,Generalised Cost,Mode of travel
The following guidelines were broadly considered to develop the models. The
selected explanatory variables
Must be linearly related to the dependent variable
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Must be highly correlated with the dependent variable
Must not be highly correlated between themselves
Must lend themselves to relatively easy projection
Based on the preliminary analysis of the available data, a correlation matrix was
developed and monthly income and purpose are found to be the predominant
variables to make any trip and choice of the mode of travel. For developing the model,
the data is segregated based on income - classified into income level-1 which is less
than Rs. 30,000/month and income level-2 which is more than Rs. 30,000/Month. And
trips having income level less than Rs.10,000/Month is not been considered. Based
on the purpose, the trips are classified into Business and Non Business. Developed
model details are given in table 3.40.
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Table 3.40: Logit models developed-Car WTP

Type Income Model t-Statistic
of (Rs. Travel Travel
Freq
Mod Per Purpose Interc Time R2 F-StatisticInterc Frequ Time
Fare uen Fare
e Month ept Redu ept ency Reduc
cy
) ction tion
Business 1.97 -0.41 -0.22 0.19 0.56 2469 59 -44 -14 70
Non
<30000
Busines 2.30 -0.58 -0.11 0.15 0.53 3880 90 -82 -9 66
Own s
Car Business 1.83 -0.12 -0.15 0.20 0.35 136 11 -3 -2 20
Non
>30000
Busines 2.39 -0.13 -0.52 0.20 0.46 409 27 -5 -12 30
s
Business 2.29 -0.40 -0.32 0.20 0.51 519 30 -19 -9 31
Non
<30000
Busines 2.63 -0.62 -0.26 0.16 0.53 1318 53 -45 -11 39
s
Taxi
Business 1.66 -0.28 -0.22 0.30 0.48 47 6 -4 -2 11
Non
>30000
Busines 1.54 -0.31 -0.19 0.34 0.48 192 12 -9 -3 20
s
Significance of the variables is decided based on t-test distribution. The t- test is the
most powerful parametric test for calculating the significance of a small sample mean.
The range of t- value is beyond the -1.67 to +1.67. ie If t-value falls within -1.67 to
+1.67 that means there is no significance
From the models, it is observed that the fare is very significant for income level-1.
The higher income people find travel time reduction is the major criteria in their
decision towards shift. Overall the business people are comparatively less bothered
about fare compared to other purpose of travel.
3.3.10.7 Model Development for Airport Car
Williness-to-pay survey is conducted at three airports - Cochin, Kozhikode &
Thiruvananthapuram. Models developed are given in table 3.41.
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Table 3.41: Logit models developed-Airport Car
Model t-Statistic
Type
of F- Travel
Travel R2
Mode Interce Fare
Freque
Time Statistic Interc Fare Frequ Time
pt ncy ept ency Reductio
Reduction
n
Car 2.16 -0.44 -0.27 0.22 0.33 126 19 -16 -6 9
3.3.10.7 Model Development for Bus

Willingness-to-pay survey has been conducted separately for KSRTC and private bus
passengers as KSRTC is the main public transport provider in the south and central
Kerala and private buses - more in North Kerala. To develop the logit model for bus,
all purpose data was considered. KSRTC and private buses were again categorised
as Limited Stop Ordinary, Fast Passenger & Superfast and Volvo. Limited Stop
Ordinary, Fast Passenger & Superfast survey data was again segregated based on
income as income less than Rs.10000, between Rs.10000 per month and Rs.20000
per month and above Rs.20000 per month. Based on the analysis, it was observed
that people with average monthly income less than Rs. 10000 will not shift to the
proposed high speed rail. Models were developed considering the samples for
Limited Stop Ordinary, Fast Passenger & Superfast and volvo passengers.
Developed model details are given in Table 3.42.
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6.4 Model Development for Rail

To obtain the rail logit models, the willingness-to-pay survey is conducted for four
types of rails such as Super fast, Passenger, Express and Mail which is running
currently in the Kerala state. As the class itself is an indicator of the status of users,
we have segregated the rail data into five types such as First/Second AC, First class
express/mail, Third AC/AC chair car, Sleeper class and Second class express/mail.
The developed logit models for rail is given in table 3.43.
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Table 3.42 Logit models developed - Bus WTP
Model t-Statistic
Type of Income (in Travel Travel
Sub type F-
Mode Rs. Per Interc Freque Time R2
of mode Fare Statistic Interce Fare
Frequ Time
Month) ept ncy Redu pt ency Reductio
ction n
Volvo >10000 3.04 -0.18 -0.25 0.31 0.41 51 11 -2 -2 11
Fast 10000
1.64 -0.32 -0.13 0.19 0.37 315 25 -19 -5 22
KSRTC Passenger 20000
+Super
>20000 1.77 -0.14 -0.31 0.42 0.47 138 8 -3 -3 18
Fast
Volvo +
Semi >10000 3.34 -0.40 -0.61 0.42 0.48 85 13 -6 -5 12
Sleeper
Private Fast 10000
2.12 -0.51 -0.17 0.19 0.44 120 15 -15 -3 9
Passenger 20000
+Super
>20000 1.30 -0.02 -0.29 0.45 0.66 48 3 2 -2 11
Fast
Table 3.43 Logit models developed-Rail WTP
t-value
No of Travel Time 2
Sl.No Class K Fare Frequen R Travel Time
Samples Reduction Intercept Fare Frequency
cy Reduction
1 1st and 2nd AC 205 5.08 -0.30 -0.58 0.10 0.46 50.53 -26.96 -13.44 7.61
2 1st class Express 58 4.80 -0.36 -0.58 0.07 0.49 31.72 -16.59 -6.97 1.23
3 2nd Class Express
Mail 738 1.01 -0.79 -0.22 0.01 0.50 75.55 -43.23 -25.27 9.02
4 SleeperMail
Express 446 1.40 -0.58 -0.24 0.05 0.32 26.20 -11.31 -10.35 27.94
5 3rd/Mail
AC All 91 3.90 -0.42 -0.73 0.06 0.53 38.99 -21.77 -10.67 1.89
58/105
Kerala High Speed Rail between Thiruvananthapuram and Ernakulam - Pre Feasibility Report Sept 2011
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3.3.10.8 Diversion by mode

From the response, the probability of shifting to the proposed high speed rail is
determined from the following equation:
P (m) = 1
1 + e (R-3)
Where,
P (m) Probability of using proposed high speed rail and
R Response or the Utility function
Three scenarios were considered in the diversion estimation. They are:
Base Case
Optimistic
Pessimistic
The various scenarios considered for estimation of diversion is presented in Table
3.44 and the corresponding diversion estimated is presented in Table 3.45.
Table 3.44 Assumption on variables for Diversion under various Scenarios
Variables
Frequency in
minutes
Scenario II: Base
3X 40 60%
Case
Scenario III:
5X 40 60%
Pessimistic
* X- Train Second AC Fare i.e. 2 Rs/Km
Based on the logit models developed, the anticipated diversion by mode for the base
year estimated is presented in Table 3.45.
Table 3.45 Anticipated Diversion in the base year
Airport
Scenario Car Bus Rail
Trips
Base Case 15.4% 21.3% 4% 4.8%
Optimistic 19.6% 29.5% 5.3% 6.1%
Pessimistic 7% 10.1% 2.6% 1.4%
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3.3.11 RIDERSHIP ESTIMATION
3.3.11.1 Calibration of the Base year model parameters

Prediction of travel demand is normally done through formulation of a set of
mathematical equations or functions that represent each stage of a travel demand
model at the zonal level. A reliable model depends mainly on the dependability of
explanatory variables representing the study area. Hence the calibration process is
one of the key task in planning studies. A realistic forecast can only be possible if the
base model can replicate the present demand characteristics. The calibration process
for the daily model is illustrated in the following section.
Network development and zoning: The geographic data collected from the Google
earth and further through road network inventory has been used to develop the
network for the model. The network inventory was done to capture the lane
configuration, and speed characteristics. The information regarding the public
transport (bus) and rail routing was also collected. The detailed zoning is presented in
Annexure 2. The generalized cost skim was used to calibrate the trip distribution
model.
Tripends: Trip generation rates were built to forecast the number of person trips that
will begin from or end in each travel analysis zone with in the region for a typical day
of the target year. The explanatory variables that can have influence on trip
generation/attraction were extracted from the primary and secondary sources. They
include:
Population
Employment
Average income
Commercial Employment
Vehicle ownership
House hold size
Area of Land use
The following guidelines were broadly considered to develop trip end equation. The
selected explanatory variables
Must be linearly related to the dependent variable
Must be highly correlated with the dependent variable
Must not be highly correlated between themselves
Must lend themselves to relatively easy projection
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Based on the above guidelines, correlation matrix has been developed for various
independent variables. Finally, the following variables have been selected based on
a set of statistical tests.
Trip production F( Population, Income, Vehicle ownership)
Trip Attraction F( Employment, Tourism)
Each type of mode has different purpose and income status. Hence it is advised to
develop separate models for different vehicles. The base year OD matrix, the
generalized cost skim, and socioeconomic indicator of the study area were used to
calibrate the model parameters. The zonal productions and attractions establish the
zonal tripends.
Trip ends (Generations and Attractions) from the base year mode-wise matrices were
regressed with the zonal planning variables i.e. population and employment of base
year. But it was observed that the models are not able to predict any significant
relation at the zonal level. The reason for this is that the regional trip doesnt show
any regular pattern. So it is decided to develop trip rates at zonal level.
The model form is as follows.
Trip production= * population
Where is defined as the zonal influence factor.
Trip attraction= * employment
Where is defined as the zonal attractiveness factor.
Zone-wise base year planning variables is given in Table 3.46.
Table 3.46 Base year planning variables
Explanatory
Study area
Variables
Population 345.6 Lakhs
Employment 84.5 Lakhs
GSDP (in
15,564,373
Lakhs)
PCI (in Rs.) 39,815
While developing the trip end model, we have found that there is significant relation
between the zonal income and the trip rates. Table 3.47 present the base year trip
rates by mode for different percapita income ranges.
TRAFFIC PROJECTIONS
Table 3.47 Trip Rates by Income Range Base Year
Per capita Rail Per capita Car

Per capita Bus trip rates
Income trip rates trip rates
Range
(Rs. Per PRODUCTION ATTRACTION PRODUCTION ATTRACTION PRODUCTION ATTRACTION
Month)
<2500 0.011 0.069 0.005 0.026 0.002 0.012
>2500-
0.032 0.124 0.014 0.049 0.006 0.025
3500
>3500 0.045 0.184 0.016 0.063 0.008 0.030
The baseyear trips by zone is given in Annexure 5. The future percapita trip rates for car were
derived based on the projected socioeconomic indicators. The growth of percapta trip rates for
different income groups over a period of twenty years were assumed based on the variation in
the trip rates observed in the base year.
Trip distribution: The base year candidate matrix along with the generalized cost matrix was
used to calibrate the trip distribution function. Trip distribution normally is carried out using the
traditional gravity function of the form:
Tijm= ri Gi sj Aj Fijm
Where T= number of inter zonal trips between zone i & j and by mode m
G= Total generation trip ends by zone
A= Total attraction trip ends by zone
i=Generation Zone
j= Attraction Zone
r,s=Balancing factors (constants)
Fijm= Deterrence function
Fijm= K Cij (Eqn 1)
Where K= Constant Factor
C=Generalized Cost
=Calibration Constant- Power function
The calibration includes estimation of parameters of the deterrence function in the
form of inverse power (Refer Eqn 1)
TRAFFIC PROJECTIONS
The cost of travel (C- generallised cost) between the zones has been estimated
based on skims from the highway and Public Transport assignment.
The deterrence function was calibrated for car and public transport (Bus and rail)
separately. Figure 3.23 presents the Deterrence Function for Car Trips and Figure
3.24 & 3.25 presents the Deterrence Function for bus and rail trips separately. Table
3.48 presents the calibrated parameters for the deterrence function.
CAR y = 103933x-1.555
R = 0.7479
2.50
2.00
Observed Modelled
Friction Factor
1.50
1.00
0.50
0.00
0 1000 2000 3000 4000 5000 6000 7000 8000
GC (RS)
Figure 3.23 Deterrence Function for Car Trips
BUS y = 3478x-1.51
R = 0.8937
3.5
3
Friction Factor
2.5
Observed
2
Modelled
1.5
0.5
0
0 200 400 600 800 1000 1200
GC (RS)
Figure 3.23 Deterrence Function for Bus Trips
TRAFFIC PROJECTIONS
y = 242.72x-1.088
TRAIN R = 0.9147
2.50
2.00
Friction Factor
1.50
Observed
Modelled
1.00
0.50
0.00
0 100 200 300 400 500 600 700
GC (RS)
Figure 3.24 Deterrence Function for Rail Trips
Table 3.48 Calibrated Deterrence Functions
Mode K ALPHA
Car 103,933 -1.555

Public Transport-
3,478 -1.51
Bus
Public Transport-
242.7 -1.088
Rail
The mode split for the horizon years were determined based on the vehicle
registration, rail policy and the plans of KSRTC.
Horizon year land use scenario
Projected population, employment and the PCI for the study area for different horizon
years is presented in Table 3.49.
Table 3.49: Planning Parameters for Horizon Years
Year 2010 2016 2021 2026 2031

Population in Lakhs 345.6 366.14 382.45 401.45 419.81
Employment in Lakhs 84.5 91.07 96.16 102.53 108.59
3.3.11.2 Candidate Traffic Horizon years

The calibrated model parameters along with the horizon year planning variables for
2016, 2021, 2026 and 2031 were used to predict the travel patterns in the horizon
years under a Do-nothing scenario (without HSRL). The candidate traffic for the
TRAFFIC PROJECTIONS
horizon years were estimated based on the assumptions put for the estimation of the
same.
Forecast Assumptions
The transit network has been updated by adding the proposed rail link in the study
area along with the following proposals.
Network:
No new raillink will be added in to the system for the passenger modes
The proposed HSRL will have 11 stations.
Generalised cost:
Vehicle operation cost will grow at -2% annually
Value of time will grow at 2% annually
Public transport fare will grow at 0%
Airport:
Growth of airport trips are based on the past trend(five years) in growth of
passenger in the airports
Kannur airport will be operational by 2021
Table 3.50 presents the candidate traffic for the base and horizon years.
Table 3.50 Candidate traffic Trips per Day
Mode 2010 2016 2021 2026 2031

Car (Own Car +
Taxi) 90,824 106,273 113,681 139215.4532 160,434
Private Bus 266,768 299,394 331,702 347034.0483 366,408
KSRTC Bus 257,502 274,090 287,278 302571.6495 317,364
Rail 231,081 373,228 493,306 608005.1601 723,985
Airport Car 16,793 30,293 34,650 61862.95166 83,634
Total Trips 792,473 1,083,278 1,260,617 1458689.3 1,651,825
3.3.11.3 Ridership Estimate Horizon years

The logit model was applied on the candidate traffic to estimate the diverted traffic to
the HSRL for the horizon years. The ridership forecast summary on the HSRL
corridor for the three scenarios are presented in Table 3.51. Modewise shift towards
HSRL is presented in Table 3.52. Base case ridership details are presented in Table
1 to 5 for 2010, 2016, 2021, 2026 and 2031 respectively. Boarding & alighting and
TRAFFIC PROJECTIONS
sectional load details direction wise for base case is presented in Table 6 to 15.
Horizon year candaite trips are presented in Annexure 7.
Table 3.51: Ridership on HSRL Trips per Day

2010 27,341 36,792 14,605
2016 38,933 52,430 20,171
2021 48,310 65,074 24,805
2026 58626 79005 29453
2031 68,719 92,629 34,097
Table 3.52: Mode wise shift to HSRL
Scenario Year Car Airport trips Bus Rail trips

2010 15.40% 21.30% 4.00% 4.80%
Base 2016 16.71% 22.55% 4.44% 4.91%
2021 17.80% 23.60% 4.80% 5.00%
2010 19.60% 29.50% 5.30% 6.10%
Optimistic 2016 21.40% 31.41% 5.90% 6.26%
2021 22.90% 33.00% 6.40% 6.40%
2010 7.00% 10.10% 2.60% 1.40%
Pessimistic 2016 7.76% 10.92% 2.98% 1.45%
2021 8.40% 11.60% 3.30% 1.50%
3.3.12 The recommended traffic on High Speed Rail Corridor

between\Thiruvananthapuram and Kasargod
M/s Willbur Smith using the logit model, assessed the trips on High Speed Rail Corridor
between Thiruvananthapuram Kasargod as given in the Table 3.53.
Table 3.53

2010 27341 36792 14605
2016 38933 52243 20171
2021 48310 65074 24805
2056 58626 79005 29453
2031 68791 92629 34097
TRAFFIC PROJECTIONS
The above scenarios i.e. base, optimistic and pessimistic have been defined in the traffic
assessment as under.
Variables
Scenarios Frequency in
minutes
Scenario II: Base
3X 40 60%
Case
Scenario III:
5X 40 60%
Pessimistic
In the above Table, X has been assumed the fare of Second AC i.e. Rs. 2/- per KM.
Therefore, the fare recommended in the Report is uniformly Rs.6/- per KM i.e. only one
class. However, it has been decided that fares three time of AC Chair Car of Shatabdi
Express should only be charged from the passengers traveling in business class and six
times of AC Chair Car fare to be charged from the passengers traveling in First Class.
Therefore, to-days fare of Business Class comes to Rs. 4.3 per Km and for Business
Class it comes to Rs.8.7 per Km. Due to the reduction in the fares to be charged as
compared to the fares taken in the modeling by M/S Wilbur, the traffic figures projected
above will increase. Therefore considering the approximate shift to High Speed Rail from
various classes of the passengers, the likely number of travel of high speed rail has
been calculated in Table 3.54.
Table 3.54
Traffic in
2020
Mode 2010 Candidate Total %age Projected
Trips candidate shift traffic
withmore Trips (2010)
than 150 between
Kms Lead 100 Km
and 150
Kms
Lead
Car (Own Car + 90,824 21,957 30.00% 6587.1
Taxi)
Private Bus 266,768 64,139 30.00% 19241.7
KSRTC Bus 257,502 62,707 30.00% 18812.1
Rail 231,081 54,333 50.00% 27166.5
Airport Car 16,793 6,076 121.52
2.00%
TRAFFIC PROJECTIONS
Total Trips 792,473 209,212 71,929

Add for the trips
between the lead
of 100 Km to 150
Km. likely to shift
to HSR
Trips to TVC- 89,280 108,832
Kasargod
Trips for TVC- 99,280 121,022
Mangalore
In calculation of revenue it has been assumed that 95% of the passengers can
afford only business class and only 5% of the passengers will be in position to
afford first class. With the increase of total trips, the daily passengers boarding
and alighting of various stations, will also get increase. Accordingly the sectional
load will also be more. The revised station boarding and alighting with this
increase of the traffic has been calculated only for 2021 and furnished in the
Table 3.55 and 3.56.Base for calculation of these traffic projections has been the
the figures worked out by our traffic consultants i.e. M/S Wilbur Smith, Bangalore.
The revised figures has been calculated only by applying the incremental factor
as arrived from the revised total traffic projection for the section i.e.
(1.67=108832/65074).
Table 3.55 Thiruvananthapuram to Kasargad Boarding & Alighting (2021)-

Optimistic Case
Sectional
Station Name Boarding Alighting Load

Kollam 7585 0 28392
Chengannur 5997 3153 31236
Kottayam 4871 4795 31313
Ernakulam 6748 13317 24744
Thrissur 2764 5606 21902
Valanchery 3647 5633 19916
Kozhikode 987 7851 13053
Kannur 0 6035 4845
Kasargod 0 4845 0
Total 53906 53906
TRAFFIC PROJECTIONS
Table 3.56 Kasargad to Thiruvananthapuram Boarding & Alighting (2021)-

Optimistic Case
Sectional Load
Kannur 5832 0 9466
Kozhikode 9703 705 20807
Valanchery 7224 1890 26141
Thrissur 5212 3191 28161
Ernakulam 11643 10068 29736
Kottayam 5042 4955 29823
Chengannur 3736 4265 29293
Kollam 0 5837 23457
Total 54766 54766 0
Revised traffic figures are given as under

Table 3.56 Thiruvananthapuram to Kasargod
Year Base Optimistic Rev Optimistic
2021 48310 65074 108673.6

2056 58626 79005 131938.4
2031 68791 92629 154690.4
Pre-Feasibility Report for High Speed Rail is under preparation for the Section
between Thiruvananthapuram to Kasargod as desired by Kerala Government.
However, subsequently they decided that the Pre-Feasibility Report for
Thiruvannathapuram to Ernakulam Section should first be given. All the traffic
projections were done for Trivendrum to Kasargod Section as a whole. However
using the available origin destination matrix, the traffic figures for Trivendrum to
Ernakulam Section have been worked out. While calculating these figures, the
reduced fare as compared to the fare taken in the traffic study for entire section
has also been taken into account. Our Traffic Consultants M/s Wilbur Smith have
taken the fare to be charged of Rs.6/- per KM. However it has been revised to
Rs.4.35 per KM for business class and Rs.8.7 Km for 1st Class. The sectional
loads for Thiruvannathapuram to Ernakulam as worked are given in the Table
TRAFFIC PROJECTIONS
3.5.6. The total ridership of this Section and also average lead are given in Table
3.5.6 and 3.5.7 It is assumed that 95% of the passengers will be in position to
afford business class only and 5% capable of paying First Class fare. It is also
assumed that the optimistic figures of traffic projection will materialize.
Table 3.56 Ridership of Thiruvananthapuram to Ernakulam
LINK LOAD
2021 2031 FROM TO
8878 11215 TRIVENDRUM KOLLAM
9072 12084 KOLLAM KOTTAYAM
10043 13514 KOTTAYAM ERNAKULAM
12718 16366 KOLLAM THIRUPURAM
11765 15116 KOTTAYAM KOLLAM
14232 17631 ERNAKULAM KOTTAYAM
Table 3.56 Origin Destination matrix for Thiruvanthapuram to Ernakulam
2021 THIRUVANANTHAPURAM KOLLAM KOTTAYAM ERNAKULAM

THIRUVANANTHAPURAM 0 3746 2236 2895 8878
KOLLAM 5217 0 1635 2306 9158
KOTTAYAM 3392 1858 0 4842 10092
ERNAKULAM 4109 2407 7716 0 14232
12718 8011 11588 10043 42359
2031 THIRUVANANTHAPURAM KOLLAM KOTTAYAM ERNAKULAM

THIRUVANANTHAPURAM 0 4457 2826 3933 11215
KOLLAM 6675 0 2190 3135 12001
KOTTAYAM 4312 2383 0 6446 13142
ERNAKULAM 5378 3042 9211 0 17631
16366 9882 14228 13514 53989
From the above table , it is seen that there will be total trips of 42359 in 2021 on
Thiruvanantahpuram to Ernakulam and 53989 in 2031.
Passenger Km and Average lead for the the year 2021 and 2031 is given in the table
below.
TRAFFIC PROJECTIONS
Table 3.56 PKM and average lead for the section betweeen Thiruvananthapuram
and Ernakulam
distance 2031 THIRUPURAM KOLLAM KOTTAYAM ERNAKULAM

matrix THIRUPURAM 0.00 56.57 139.32 192.60
KOLLAM 56.57 0.00 82.75 136.03
KOTTAYAM 139.32 82.75 0.00 53.28
ERNAKULAM 192.60 136.03 53.28 0.00
passengerkm
2021 0.00 213429.22 313676.48 561396.22
passengerkm 4268393 297208.79 0.00 136290.35 315814.59
passenger 42651 475800.88 154833.10 0.00 259761.14
Lead 100.08 796759.73 329629.68 413792.75 0.00
2031 passengerkm
passengerkm 5508088.07 0.00 253915.48 396464.54 762589.38
passenger 54362 380300.17 0.00 182535.02 429465.81
Lead 101.32 604934.97 198625.43 0.00 345829.57
1042825.41 416620.75 493981.55 0.00
2021 2031
passengerkm 4268393 5508088
passenger 42651 54362
Lead (km) 100.08 101.32
TRAFFIC PROJECTIONS
Annexur I Table 1: Station OD (2010)- Base Case Trips per Day
Thiruvan
Chengan Kottaya Ernakula Valanch Kozhikod Thalasse Kasargo
Station OD anthapur Kollam Thrissur Kannur Total
nur m m ery e ry d
am
Thiruvananthapura
0 0 1088 1762 1245 633 135 293 34 234 82 5506
m
Kollam 0 0 0 0 994 335 214 102 42 116 12 1813
Chengannur 1086 0 0 0 1128 210 61 69 11 52 5 2622
Kottayam 1725 0 0 0 0 505 171 107 21 170 98 2797
Ernakulam 1801 900 828 0 0 0 391 369 73 122 95 4579
Thrissur 807 224 173 441 0 0 0 434 109 299 151 2640
Valanchery 221 132 22 56 663 0 0 0 260 466 279 2101
Kozhikode 449 145 63 117 557 549 0 0 0 0 378 2257
Thalassery 138 37 7 59 84 114 177 0 0 0 212 827
Kannur 227 64 48 388 147 225 243 0 0 0 0 1342
Kasargod 36 72 6 60 87 88 114 283 111 0 0 856
Total 6490 1575 2234 2884 4904 2658 1504 1656 662 1460 1313 27341
TRAFFIC PROJECTIONS
Table 2: Station OD (2016)- Base Case Trips per Day
Thiruva
Cheng Kottay Ernaku Thrissu Valanc Kozhik Thalas Kasarg
Station OD nantha Kollam Kannur Total
annur am lam r hery ode sery od
puram
Thiruvanantha
0 0 1297 1993 1941 745 289 613 79 441 160 7558
puram
Kollam 0 0 0 0 1356 437 317 198 72 181 57 2619
Chengannur 1423 0 0 0 1459 277 135 141 31 90 36 3592
Kottayam 2022 0 0 0 0 644 331 220 64 235 150 3666
Ernakulam 2311 1110 1003 0 0 0 741 736 143 302 178 6524
Thrissur 931 288 223 555 0 0 0 498 141 325 174 3135
Valanchery 465 241 105 260 1245 0 0 0 374 643 369 3703
Kozhikode 737 208 119 213 1134 684 0 0 0 0 423 3518
Thalassery 170 60 24 104 178 160 256 0 0 0 227 1181
Kannur 474 95 77 478 443 270 322 0 0 0 0 2159
Kasargod 130 108 27 88 200 107 156 315 148 0 0 1279
Total 8663 2110 2876 3691 7956 3324 2547 2722 1052 2218 1774 38933
TRAFFIC PROJECTIONS
Table 3: Station OD (2021)- Base Case Trips per Day
Thiruvan
Chenga Kottaya Ernakul Valanch Kozhiko Thalass Kasargo
Station OD anthapu Kollam Thrissur Kannur Total
nnur m am ery de ery d
ram
Thiruvananthapur
0 0 1440 2132 2534 836 418 949 122 525 230 9185
am
Kollam 0 0 0 0 1676 538 412 297 103 241 106 3373
Chengannur 1699 0 0 0 1718 341 199 214 51 114 68 4405
Kottayam 2248 0 0 0 0 776 472 335 108 284 206 4428
Ernakulam 2732 1297 1135 0 0 0 1029 1111 209 417 258 8188
Thrissur 1030 346 269 656 0 0 0 540 167 337 192 3536
Valanchery 660 338 173 421 1655 0 0 0 447 750 430 4874
Kozhikode 1026 271 173 307 1683 794 0 0 0 0 439 4692
Thalassery 192 82 41 148 262 202 307 0 0 0 229 1465
Kannur 533 121 91 546 578 304 370 0 0 0 0 2543
Kasargod 210 146 49 113 299 124 183 313 184 0 0 1621
Total 10330 2601 3372 4322 10404 3917 3390 3758 1391 2668 2157 48310
TRAFFIC PROJECTIONS
Table 4: Station OD (2026) - Base Case Trips per Day
Thiruv
ananth Cheng Kottay Ernaku Thrissu Valanc Kozhik Thalas Kasargo
Station OD Kollam Kannur Total
apura annur am lam r hery ode sery d
m
Thiruvanantha
0 0 1686 2447 3086 933 545 1057 147 902 286 11088
puram
Kollam 0 0 0 0 1934 588 477 334 116 283 115 3847
Chengannur 1990 0 0 0 2031 380 254 244 60 165 79 5202
Kottayam 2546 0 0 0 0 855 588 381 124 348 222 5063
Ernakulam 3165 1444 1311 0 0 0 1328 1258 249 650 303 9710
Thrissur 1143 387 303 739 0 0 0 621 193 383 212 3980
Valanchery 884 415 246 612 2315 0 0 0 595 992 535 6593
Kozhikode 1154 301 200 353 2004 911 0 0 0 0 528 5452
Thalassery 231 96 51 171 330 231 410 0 0 0 265 1784
Kannur 1077 148 140 639 1083 348 477 0 0 0 0 3912
Kasargod 283 156 58 131 383 137 238 405 204 0 0 1994
Total 12474 2945 3995 5092 13164 4383 4316 4301 1687 3722 2545 58625
TRAFFIC PROJECTIONS
Table 5: Station OD (2031) - Base Case Trips per Day
Thiruvan
Chenga Ernakul Valanch Kozhiko Thalass
Station OD anthapu Kollam Kottayam Thrissur Kannur Kasargod Total
nnur am ery de ery
ram
Thiruvananthapuram 0 0 1908 2720 3647 1029 672 1219 176 1209 345 12927
Kollam 0 0 0 0 2206 650 549 386 134 329 134 4387
Chengannur 2278 0 0 0 2331 424 311 284 71 210 95 6004
Kottayam 2827 0 0 0 0 946 710 443 146 408 248 5728
Ernakulam 3596 1601 1477 0 0 0 1624 1460 295 855 357 11266
Thrissur 1253 432 339 826 0 0 0 693 219 420 231 4414
Valanchery 1101 496 317 796 2915 0 0 0 725 1201 630 8180
Kozhikode 1321 338 234 411 2380 1027 0 0 0 0 599 6310
Thalassery 266 111 62 199 401 263 500 0 0 0 293 2094
Kannur 1506 174 181 726 1500 390 570 0 0 0 0 5048
Kasargod 357 172 70 151 470 151 286 475 228 0 0 2360
Total 14504 3326 4588 5829 15849 4880 5224 4959 1995 4632 2932 68719
TRAFFIC PROJECTIONS
Table 6 Thiruvananthapuram to Kasargad Boarding & Alighting (2010)-Base

Case
Sectional
Load
Kollam 1813 0 7319
Chengannur 1536 1088 7767
Kottayam 1072 1762 7077
Ernakulam 1050 3366 4761
Thrissur 994 1682 4073
Valanchery 1006 971 4108
Kozhikode 378 1374 3112
Kannur 0 1460 1313
Kasargod 0 1313 0
Total 13567 13567
Table 7 Kasargad to Thiruvananthapuram Boarding & Alighting (2010)-Base

Case
Sectional
Load
Kasargod 856 0 856
Kannur 1342 0 2198
Kozhikode 1879 283 4298
Thrissur 1646 976 5530
Ernakulam 3529 1538 7521
Kottayam 1725 1122 8124
Kollam 0 1575 6488
Total 13774 13774
Kerala High Speed Rail between Thiruvananthapuram and Ernakulam- Pre Feasibility Report Sept 2011 77/105
TRAFFIC PROJECTIONS
Table 8 Thiruvananthapuram to Kasargad Boarding & Alighting (2016)-Base Case
Sectional
Load
Kollam 2619 0 10177
Chengannur 2169 1297 11049
Kottayam 1644 1993 10700
Ernakulam 2101 4756 8045
Thrissur 1138 2103 7079
Kozhikode 423 2407 4669
Kannur 0 2218 1774
Kasargod 0 1774 0
Total 19264 19264

Case
Sectional
Load
Kannur 2159 0 3438
Kozhikode 3094 315 7023
Thrissur 1997 1220 9382
Ernakulam 4424 3200 10605
Kottayam 2022 1698 10929
Chengannur 1423 1579 10773
Kollam 0 2110 8663
Total 19669 19669
TRAFFIC PROJECTIONS
Table 10 Thiruvananthapuram to Kasargad Boarding & Alighting (2021)-Base

Case
Station Name Boarding Alighting Sectional
Thiruvananthapuram 9185 0 Load
9185
Kollam 3373 0 12558
Chengannur 2706 1440 13824
Kottayam 2180 2132 13872
Ernakulam 3023 5928 10967
Thrissur 1236 2492 9711
Kozhikode 439 3445 5802
Kannur 0 2668 2156
Kasargod 0 2156 0
Total 23999 23999

Case
Kasargod 1621 0 Load
1621
Kannur 2543 0 4164
Kozhikode 4253 313 9156
Thrissur 2300 1425 12418
Ernakulam 5164 4476 13106
Kottayam 2248 2190 13164
Chengannur 1699 1931 12932
Kollam 0 2601 10331
Total 24311 24311
TRAFFIC PROJECTIONS
Sectional
Load
Kollam 3847 0 14935
Chengannur 3212 1686 16461
Kottayam 2517 2447 16531
Ernakulam 3789 7050 13270
Thrissur 1408 2755 11923
Valanchery 2122 3191 10853
Kozhikode 528 3895 7486
Kannur 0 3722 2545
Kasargod 0 2545 0
Total 28776 28776
Table 13 Kasargad to Thiruvananthapuram Boarding & Alighting (2026)-Base Case
Sectional
Load
Kannur 3912 0 5533
Kozhikode 4924 405 11367
Valanchery 4471 1125 14713
Thrissur 2572 1627 15657
Ernakulam 5921 6114 15464
Kottayam 2546 2645 15364
Chengannur 1990 2309 15046
Kollam 0 2945 12101
Total 29476 29476
TRAFFIC PROJECTIONS

Load
Kollam 4387 0 17314
Chengannur 3727 1908 19133
Kottayam 2902 2720 19315
Ernakulam 4592 8184 15723
Thrissur 1563 3050 14236
Valanchery 2555 3867 12924
Kozhikode 599 4484 9039
Kannur 0 4632 2933
Kasargod 0 2933 0
Total 33544 33544
Table 15 Kasargad to Thiruvananthapuram Boarding & Alighting (2031)-Base Case

Load
Kannur 5048 0 7408
Kozhikode 5711 475 14218
Valanchery 5624 1357 18485
Thrissur 2851 1831 19505
Ernakulam 6674 7665 18514
Kottayam 2827 3109 18232
Chengannur 2278 2680 17830
Kollam 0 3326 14504
Total 35175 35175
Optimistic case ridership details are presented in Table 16 to 20 for 2010, 2016,
2021, 2026 and 2031respectively. Alighting & boarding details direction wise for
Optimistic case is presented in Table 21 to 30.
TRAFFIC PROJECTIONS
Table 16: Station OD (2010)-Optimistic Case Trips per Day
Thiruvan
nur m m ery e ry d
am
Thiruvananthapura
0 0 1410 2369 1732 868 185 400 47 314 106 7431
m
Kollam 0 0 0 0 1358 458 298 140 58 156 17 2484
Chengannur 1417 0 0 0 1468 278 84 94 15 71 7 3434
Kottayam 2318 0 0 0 0 657 232 146 29 233 133 3748

Ernakulam 2497 1208 1067 0 0 0 510 499 98 167 130 6175
Thrissur 1122 306 232 578 0 0 0 562 145 411 208 3565
Valanchery 305 183 30 75 886 0 0 0 339 620 377 2814
Kozhikode 618 202 86 160 758 718 0 0 0 0 513 3054
Thalassery 190 51 9 83 114 154 225 0 0 0 277 1102
Kannur 308 86 65 545 204 306 319 0 0 0 0 1834
Kasargod 48 94 8 82 119 120 151 386 143 0 0 1150

Total 8823 2130 2906 3891 6637 3558 2005 2228 873 1971 1769 36792
82/105
Kerala High Speed Rail between Thiruvananthapuram and Kasargod - Pre Feasibility Report Sept 2011
TRAFFIC PROJECTIONS
Thiruva
Cheng Kottaya Ernakul Thrissu Valanc Kozhik Thalas Kasarg
Station OD nantha Kollam Kannur Total
annur m am r hery ode sery od
puram
Thiruvanan
0 0 1691 2681 2678 1022 393 853 107 603 207 10235
thapuram
Kollam 0 0 0 0 1827 598 436 269 98 243 76 3547
Chengannu
1866 0 0 0 1907 368 183 194 42 124 49 4732
r
Kottayam 2716 0 0 0 0 842 445 298 86 321 204 4912
Ernakulam 3190 1486 1299 0 0 0 965 998 189 414 243 8785
Thrissur 1293 390 300 729 0 0 0 650 187 445 238 4232
Valanchery 638 330 141 345 1642 0 0 0 489 860 502 4948
Kozhikode 1023 286 162 291 1547 901 0 0 0 0 572 4782
Thalassery 230 81 33 144 237 215 330 0 0 0 296 1567
Kannur 655 128 106 673 618 368 424 0 0 0 0 2972
Kasargod 173 141 37 119 275 146 208 427 192 0 0 1718
Total 11783 2842 3769 4983 10731 4459 3385 3691 1391 3011 2387 52432
83/105
TRAFFIC PROJECTIONS
Thiruva
Station OD nanthap Kollam Thrissur Kannur Total
uram
Thiruvananthapura
0 0 1888 2871 3480 1149 566 1330 164 715 297 12459
m
Kollam 0 0 0 0 2239 736 564 402 138 323 142 4542
Chengannur 2237 0 0 0 2255 454 270 296 68 155 92 5827
Kottayam 3019 0 0 0 0 1018 633 454 145 388 278 5936
Ernakulam 3761 1734 1477 0 0 0 1340 1509 276 566 351 11013
Thrissur 1430 467 361 863 0 0 0 710 223 459 263 4777
Valanchery 901 461 232 558 2173 0 0 0 587 1008 589 6510
Kozhikode 1429 370 237 419 2301 1053 0 0 0 0 591 6401
Thalassery 256 110 55 204 346 272 399 0 0 0 299 1941
Kannur 733 161 124 769 799 417 489 0 0 0 0 3492
Kasargod 279 191 67 153 410 169 245 422 239 0 0 2176
Total 14046 3495 4441 5838 14003 5268 4505 5122 1840 3614 2902 65074
84/105
TRAFFIC PROJECTIONS
Thiruv
ananth Cheng Kottay Ernaku Thrissu Valanc Kozhik Thalas Kasarg
Station OD Kollam Kannur Total
apura annur am lam r hery ode sery od
m
Thiruvanantha
0 0 2209 3291 4239 1279 739 1480 197 1253 369 15056
puram
Kollam 0 0 0 0 2579 801 651 451 156 380 154 5172
Chengannur 2618 0 0 0 2661 505 344 336 80 229 107 6880
Kottayam 3415 0 0 0 0 1120 788 515 166 478 301 6783
Ernakulam 4355 1928 1706 0 0 0 1727 1706 328 898 414 13061
Thrissur 1583 521 405 971 0 0 0 815 257 521 289 5361
Valanchery 1210 565 330 813 3034 0 0 0 777 1329 730 8788
Kozhikode 1608 410 275 482 2734 1206 0 0 0 0 712 7425
Thalassery 308 128 68 235 436 309 530 0 0 0 345 2359
Kannur 1513 198 195 902 1524 476 629 0 0 0 0 5436
Kasargod 376 204 79 179 527 186 318 549 266 0 0 2684
Total 16987 3953 5266 6873 17733 5881 5727 5852 2227 5086 3421 79006
85/105
TRAFFIC PROJECTIONS
Thiruva
uram
Thiruvananthapura
0 0 2501 3657 5008 1408 912 1707 236 1689 446 17565
m
Kollam 0 0 0 0 2936 884 748 520 179 443 178 5888
Chengannur 2997 0 0 0 3054 564 421 391 96 292 128 7943
Kottayam 3789 0 0 0 0 1240 951 598 196 562 336 7671
Ernakulam 4944 2134 1922 0 0 0 2111 1978 388 1187 488 15152
Thrissur 1732 580 454 1085 0 0 0 909 291 571 315 5936
Valanchery 1509 675 426 1058 3816 0 0 0 945 1608 859 10896
Kozhikode 1841 460 321 561 3243 1358 0 0 0 0 808 8592
Thalassery 354 148 83 272 530 351 647 0 0 0 381 2766
Kannur 2125 235 253 1026 2119 532 751 0 0 0 0 7042
Kasargod 476 226 95 206 648 204 383 645 297 0 0 3178
Total 19767 4459 6054 7865 21354 6542 6924 6749 2626 6352 3939 92629
86/105
TRAFFIC PROJECTIONS
Table 13 Thiruvananthapuram to Kasargad Boarding & Alighting (2010)-

Optimistic Case

Load
Kollam 2484 0 9915
Chengannur 2017 1410 10522
Kottayam 1430 2369 9583
Ernakulam 1404 4558 6429
Thrissur 1327 2260 5496
Kozhikode 513 1842 4194
Kannur 0 1971 1770
Kasargod 0 1770 0
Total 18218 18218
Table 14 Kasargad to Thiruvananthapuram Boarding & Alighting (2010)-

Optimistic Case

Load
Kannur 1834 0 2984
Kozhikode 2541 386 5822
Thrissur 2238 1298 7545
Ernakulam 4771 2080 10236
Kottayam 2318 1522 11032
Chengannur 1417 1496 10953
Kollam 0 2130 8823
Total 18574 18574
TRAFFIC PROJECTIONS

Optimistic Case

Load
Kollam 3547 0 13783
Chengannur 2867 1691 14958
Kottayam 2196 2681 14474
Ernakulam 2810 6412 10872
Thrissur 1521 2829 9563
Kozhikode 572 3263 6300
Kannur 0 3011 2387
Kasargod 0 2387 0
Total 25896 25896

Optimistic Case

Load
Kannur 2972 0 4690
Kozhikode 4210 427 9552
Thrissur 2711 1630 12768
Ernakulam 5975 4319 14424
Kottayam 2716 2302 14837
Chengannur 1866 2078 14626
Kollam 0 2842 11783
Total 26536 26536
TRAFFIC PROJECTIONS

Optimistic Case

Load
Kollam 4542 0 17001
Chengannur 3591 1888 18704
Kottayam 2917 2871 18750
Ernakulam 4041 7974 14817
Thrissur 1655 3357 13115
Valanchery 2184 3373 11926
Kozhikode 591 4701 7816
Kannur 0 3614 2901
Kasargod 0 2901 0
Total 32279 32279

Optimistic Case

Load
Kannur 3492 0 5668
Kozhikode 5810 422 12459
Valanchery 4326 1132 15653
Thrissur 3121 1911 16863
Ernakulam 6972 6029 17806
Kottayam 3019 2967 17858
Chengannur 2237 2554 17541
Kollam 0 3495 14046
Total 32794 32794
TRAFFIC PROJECTIONS

Optimistic Case

Load
Kollam 5172 0 20228
Chengannur 4262 2209 22281
Kottayam 3368 3291 22357
Ernakulam 5073 9479 17951
Thrissur 1881 3705 16127
Valanchery 2836 4249 14714
Kozhikode 712 5302 10123
Kannur 0 5086 3421
Kasargod 0 3421 0
Total 38705 38705

Optimistic Case

Load
Kannur 5436 0 7611
Kozhikode 6714 549 15524
Valanchery 5952 1478 19998
Thrissur 3480 2176 21302
Ernakulam 7988 8254 21036
Kottayam 3415 3581 20870
Chengannur 2618 3057 20431
Kollam 0 3953 16478
Total 39792 39792
TRAFFIC PROJECTIONS

Optimistic Case
Sectional
Load
Kollam 5888 0 23453
Chengannur 4946 2501 25898
Kottayam 3881 3657 26122
Ernakulam 6152 10998 21276
Thrissur 2085 4096 19265
Valanchery 3412 5143 17534
Kozhikode 808 6104 12238
Kannur 0 6352 3938
Kasargod 0 3938 0
Total 45119 45119

Optimistic Case

Load
Kannur 7042 0 10220
Kozhikode 7784 645 19447
Valanchery 7484 1780 25151
Thrissur 3851 2446 26556
Ernakulam 8999 10356 25199
Kottayam 3789 4208 24780
Chengannur 2997 3553 24224
Kollam 0 4459 19765
Total 47510 47510
Pessimistic case ridership details are presented in Table 23 to 27 for 2010, 2016,
2021, 2026 and 2031respectively. Alighting & boarding details direction wise for
Pessimistic case is presented in Table 28 to 37.
TRAFFIC PROJECTIONS
Table 23: Station OD (2010)-Pessimistic Case Trips per Day
Thiruva
uram
Thiruvananthapu
0 0 564 964 684 370 78 179 15 150 53 3058
ram
Kollam 0 0 0 0 537 190 132 61 23 76 6 1024
Chengannur 550 0 0 0 567 110 35 38 4 29 2 1335
Kottayam 918 0 0 0 0 254 95 57 10 102 62 1498
Ernakulam 995 480 393 0 0 0 194 184 28 57 50 2381
Thrissur 471 119 87 227 0 0 0 210 53 158 85 1410
Valanchery 135 82 11 34 354 0 0 0 116 236 139 1106
Kozhikode 282 88 34 65 299 281 0 0 0 0 183 1231
Thalassery 78 20 2 36 35 56 70 0 0 0 96 394
Kannur 136 37 27 245 73 119 105 0 0 0 0 742
Kasargod 19 51 2 33 52 45 47 129 49 0 0 426
Total 3584 877 1120 1604 2601 1425 755 859 298 808 675 14605
92/105
TRAFFIC PROJECTIONS
Thiruva
uram
Thiruvananthapu 0 0 676 1110 1002 429 147 341 33 262 97 4098
ram
Kollam 0 0 0 0 690 238 182 101 36 108 26 1381
Chengannur 720 0 0 0 740 143 69 70 13 47 17 1818
Kottayam 1077 0 0 0 0 322 166 103 28 133 89 1919
Ernakulam 1247 576 487 0 0 0 339 342 55 135 85 3267
Thrissur 542 147 112 285 0 0 0 235 66 173 96 1655
Valanchery 253 133 47 124 608 0 0 0 176 332 191 1863
Kozhikode 435 117 59 107 564 348 0 0 0 0 204 1832
Thalassery 90 29 9 58 71 76 108 0 0 0 103 543
Kannur 269 50 41 306 209 142 145 0 0 0 0 1161
Kasargod 69 71 13 47 106 53 68 142 66 0 0 634
Total 4701 1123 1443 2036 3989 1751 1224 1336 472 1190 908 20172
93/105
TRAFFIC PROJECTIONS
Thiruvan
nur m m ery e ry d
am
Thiruvananthapura
0 0 763 1223 1274 482 204 513 49 307 136 4950
m
Kollam 0 0 0 0 828 287 229 143 49 138 48 1722
Chengannur 869 0 0 0 890 176 98 103 21 57 32 2246
Kottayam 1212 0 0 0 0 390 229 151 46 158 119 2303
Ernakulam 1464 666 569 0 0 0 457 506 82 180 119 4043
Thrissur 605 173 135 339 0 0 0 253 78 182 105 1870
Valanchery 346 179 76 194 784 0 0 0 219 399 232 2430
Kozhikode 590 146 83 149 818 406 0 0 0 0 212 2405
Thalassery 96 37 16 79 102 96 135 0 0 0 105 667
Kannur 298 60 46 357 267 161 173 0 0 0 0 1362
Kasargod 111 94 24 59 152 60 83 141 83 0 0 806
Total 5590 1355 1712 2400 5114 2058 1608 1811 628 1420 1110 24805
94/105
TRAFFIC PROJECTIONS
Thiruva
uram
Thiruvananthapu 0 0 870 1367 1522 524 264 563 59 514 169 5853
ram
Kollam 0 0 0 0 931 306 258 157 53 158 51 1914
Chengannur 993 0 0 0 1022 191 123 116 25 82 37 2588
Kottayam 1340 0 0 0 0 419 281 168 52 188 126 2575
Ernakulam 1657 724 640 0 0 0 584 564 97 289 139 4695
Thrissur 656 188 148 373 0 0 0 282 88 201 113 2049
Valanchery 456 214 109 283 1077 0 0 0 283 507 280 3210
Kozhikode 652 158 94 168 960 454 0 0 0 0 250 2736
Thalassery 113 42 20 89 128 107 177 0 0 0 119 796
Kannur 599 72 71 405 511 179 218 0 0 0 0 2055
Kasargod 152 98 28 68 192 65 107 181 90 0 0 981
Total 6618 1497 1980 2753 6343 2246 2012 2031 747 1940 1285 29452
95/105
TRAFFIC PROJECTIONS
Thiruvan
Station OD anthapu Kollam Thrissur Kannur Total
ram
Thiruvananthapur
0 0 972 1503 1776 569 323 642 71 683 204 6742
am
Kollam 0 0 0 0 1042 333 292 177 60 180 58 2142
Chengannur 1123 0 0 0 1158 210 149 133 30 104 44 2952
Kottayam 1470 0 0 0 0 458 335 193 61 217 139 2873
Ernakulam 1856 790 714 0 0 0 709 647 114 383 163 5377
Thrissur 709 206 164 412 0 0 0 309 98 217 121 2236
Valanchery 562 252 141 367 1342 0 0 0 342 606 327 3939
Kozhikode 736 174 109 193 1128 505 0 0 0 0 281 3126
Thalassery 128 48 24 102 156 120 216 0 0 0 130 924
Kannur 835 84 91 454 710 198 259 0 0 0 0 2632
Kasargod 194 107 33 77 234 70 129 211 99 0 0 1155
Total 7613 1661 2250 3107 7547 2463 2412 2313 874 2390 1466 34097
96/105
Pessimistic Case

Thiruvananthapuram 3058 0 Load
3058
Kollam 1024 0 4082
Kottayam 579 964 3917
Ernakulam 513 1789 2641
Thrissur 505 923 2223
Kozhikode 183 730 1634
Kannur 0 808 672
Kasargod 0 672 0
Total 7236 7236

Pessimistic Case
Station Name Boarding Alighting Sectional Load
Kasargod 426 0 426
Kannur 742 0 1168
Kozhikode 1048 129 2336
Thrissur 904 501 3132
Ernakulam 1868 813 4187
Kottayam 918 640 4465
Kollam 0 877 3583
Total 7369 7369
Pessimistic Case

Kollam 1381 0 5479
Kottayam 842 1110 5632
Ernakulam 957 2432 4157
Thrissur 570 1132 3595
Kozhikode 204 1193 2400
Kannur 0 1190 908
Kasargod 0 908 0
Total 9950 9950

Pessimistic Case
Kasargod 634 0 634
Kannur 1161 0 1796
Kozhikode 1628 142 3656
Thrissur 1085 618 4967
Ernakulam 2310 1557 5720
Kottayam 1077 926 5871
Kollam 0 1123 4701
Total 10222 10222
Pessimistic Case
Load
Kollam 1722 0 6672
Kottayam 1092 1223 7155
Ernakulam 1345 2992 5508
Thrissur 618 1334 4792
Kozhikode 212 1670 2968
Kannur 0 1420 1108
Kasargod 0 1108 0
Total 12272 12272

Pessimistic Case
Kasargod 806 0 806
Load
Kannur 1362 0 2168
Kozhikode 2192 141 4698
Thrissur 1252 724 6414
Ernakulam 2699 2122 6991
Kottayam 1212 1177 7026
Kollam 0 1355 5590
Total 12533 12533
Pessimistic Case

Kollam 1914 0 7767
Kottayam 1235 1367 8361
Ernakulam 1673 3475 6559
Thrissur 684 1441 5802
Kozhikode 250 1850 3763
Kannur 0 1940 1285
Kasargod 0 1285 0
Total 14394 14394

Pessimistic Case
Kasargod 807 0 807
Kannur 2055 0 2862
Kozhikode 2486 181 5755
Thrissur 1365 805 7951
Ernakulam 3022 2868 8105
Kottayam 1340 1386 8059
Kollam 0 1497 6445
Total 14884 14885
Pessimistic Case
Load
Kollam 2142 0 8884
Kottayam 1403 1503 9640
Ernakulam 2016 3976 7680
Thrissur 746 1571 6855
Kozhikode 281 2102 4501
Kannur 0 2390 1466
Kasargod 0 1466 0
Total 16562 16562

Pessimistic Case
Load
Kannur 2632 0 3787
Kozhikode 2845 211 7116
Thrissur 1491 892 9774
Ernakulam 3360 3571 9563
Kottayam 1470 1605 9428
Kollam 0 1661 7612
Total 17535 17535
3.3.11.4 Estimated trip length
The trip length estimated for all the three scenarios for the base year,2016,
2021,2026 and 2031 is presented in Table 38 to table 42 respectively.
Table 38 Trip length distribution-2010
Base Case Optimistic case Pessimistic case

Distance
Trips PASS Trips PASS Trips PASS
in km TRIPS TRIPS TRIPS
(%) KM (%) KM (%) KM
<100 1956 7.2% 189688 2535 6.9% 245871 960 6.6% 93135
100-150 6627 24.2% 822784 8662 23.5% 1075862 3307 22.6% 411489
150-200 8324 30.4% 1377609 11241 30.6% 1860863 4406 30.2% 728621
200-250 4461 16.3% 1005030 6152 16.7% 1385662 2405 16.5% 541489
250-300 2427 8.9% 699292 3349 9.1% 965223 1387 9.5% 400517
300-350 904 3.3% 297830 1254 3.4% 413254 548 3.8% 180611
350-400 1379 5.0% 522330 1893 5.1% 716792 830 5.7% 314799
400-450 428 1.6% 178504 582 1.6% 242705 254 1.7% 105983
450-500 633 2.3% 305420 859 2.3% 414147 379 2.6% 183119
>500 202 0.7% 110493 265 0.7% 145124 129 0.9% 70085
Distan Base Case Optimistic case Pessimistic case

ce in Trips PASS TRIP Trips PASS TRI Trips PASS
km TRIPS
(%) KM S (%) KM PS (%) KM
<100 2562 6.6% 238717 3322 6.3% 310948 1260 6.2% 119087
100- 113130 1199
9148 23.5% 22.9% 1483674 4483 22.2% 557828
150 2 3
150- 184956 1528
11304 29.0% 29.1% 2493604 5819 28.8% 951258
200 0 2
200- 146757
6461 16.6% 8865 16.9% 2011620 3343 16.6% 754772
250 7
250- 100287
3496 9.0% 4813 9.2% 1382698 1904 9.4% 545505
300 4
300-
1327 3.4% 441909 1840 3.5% 609877 768 3.8% 251518
350
350- 100011
2449 6.3% 3380 6.4% 1379564 1377 6.8% 549794
400 9
400- 687 1.8% 297691 925 1.8% 402181 376 1.9% 162058
450
450-
1062 2.7% 563019 1459 2.8% 771396 606 3.0% 316558
500
>500 397 1.0% 250076 529 1.0% 328575 246 1.2% 144760

ce in
Trips PASS TRIP Trips PASS TRI Trips PASS
km TRIPS
(%) KM S (%) KM PS (%) KM
<100 2853 5.9% 276755 3732 5.7% 362003 1459 5.9% 141527
100- 136230 1430
10876 22.5% 22.0% 1791600 5376 21.7% 673771
150 1 3
150- 225089 1806 114772
13410 27.8% 27.8% 3032752 6858 27.6%
200 2 3 4
200- 186693 1127
8249 17.1% 17.3% 2551262 4172 16.8% 942630
250 1 5
250- 122534
4314 8.9% 5933 9.1% 1685559 2291 9.2% 653803
300 5
300-
1746 3.6% 573940 2401 3.7% 789422 967 3.9% 318044
350
350- 144048
3815 7.9% 5267 8.1% 1990042 2027 8.2% 767813
400 3
400-
983 2.0% 412682 1323 2.0% 555258 516 2.1% 216821
450
450-
1373 2.8% 663465 1868 2.9% 902909 750 3.0% 363169
500
>500 692 1.4% 380650 909 1.4% 499951 388 1.6% 213742

ce in
Trips PASS TRIP Trips PASS TRI Trips PASS
km TRIPS
(%) KM S (%) KM PS (%) KM
<100 3380 5.8% 324142 4437 5.6% 423587 1685 5.7% 161272
100- 167984 1760
150 13403 22.9% 0 9 22.3% 2205359 6445 21.9% 809629
150- 262556 2125 130793
200 15763 26.9% 9 5 26.9% 3532562 7877 26.7% 1
200- 222020 1340 109692
250 9819 16.7% 0 2 17.0% 3031187 4855 16.5% 4
250- 154899
300 5457 9.3% 4 7512 9.5% 2137746 2819 9.6% 803631
300-
350 2029 3.5% 666295 2813 3.6% 916933 1095 3.7% 359909
350- 174090
400 4537 7.7% 0 6313 8.0% 2407645 2394 8.1% 912257
400-
450 1121 1.9% 475722 1510 1.9% 641421 592 2.0% 244946
450- 114264
500 2235 3.8% 0 3131 4.0% 1585488 1218 4.1% 623942
>500 824 1.4% 463958 1064 1.3% 609982 473 1.6% 260333

ce in
Trips PASS TRIP Trips PASS TRIP Trips PASS
km TRIPS
(%) KM S (%) KM S (%) KM
<100 3807 5.5% 369303 4976 5.4% 482665 1873 5.5% 181658
100- 197677 2064
15734 22.9% 22.3% 2593919 7483 21.9% 940745
150 5 5
150- 300659 2396
17829 25.9% 25.9% 4041738 8781 25.8% 1476771
200 2 1
200- 258444 1558
11421 16.6% 16.8% 3525331 5574 16.3% 1259210
250 1 2
250- 184855
6583 9.6% 9100 9.8% 2554380 3347 9.8% 943571
300 3
300-
2336 3.4% 768096 3214 3.5% 1056833 1240 3.6% 407645
350
350- 207463
5531 8.0% 7650 8.3% 2871171 2856 8.4% 1074218
400 8
400-
1312 1.9% 551131 1770 1.9% 743516 665 2.0% 279414
450
450- 3158 4.6% 153164 4404 4.8% 2136861 1717 5.0% 833724
ce in
Trips PASS TRIP Trips PASS TRIP Trips PASS
km TRIPS
(%) KM S (%) KM S (%) KM
500 2
>500 1008 1.5% 558519 1326 1.4% 734619 563 1.7% 312255
PLANNING PARAMETRES
CHAPTER 4
PLANNING PARAMETERS
4.0 INTRODUCTION
On Indian Railways so far there are no high speed tracks. The maximum speed of
the trains on Indian Railways is 160 KMPH i.e. on A; routes. Normally, the speed of
200 Kmph and more is considered as High Speed. The track gauge followed on
Indian Railways is Broad Gauge. Hence, there are no planning parameters as such
for High Speed tracks in our country However, most of the high speed routes
available worldwide are being run on Standard Gauge (Track Gauge: 1435 Kms).
The speed of high speed trains worldwide and the gauge used threin is given in the
Tables below:
Design Maximum High Speed
Japan
Tokaido Snayo, Tohoku, Joetsu, Hokuriku

Shinkansen and Kyushu Shinkansen
Design
maximum 210 km/h 260 km/h
speed
Other High Speed Routes
Railway TGV ICE AVE

Direttissima KTX line THSR line
line lines lines line
Country France German Spain Italy Korea Taiwan

300 300
Design
km/h km/h 300
maximum 300 km 350 km/h 350 km/h
350 330 km
speed
km/h km/h
Track Gauge
The track gauge used for the Shinkansen is 1,435 mm, which is world standard
gauge. The standard gauge is used for other worlds high-speed rails as well.
PLANNING PARAMETRES
Gauges used for worlds high-speed rails

Railway NBS Direttissi
Shinkansen TGV lines AVE line
line (ICE) ma
German
Country Japan Taiwan France Korea Spain Italy
y
Gauge
1,435 1,435 1,435 1,435 1,435 1,435 1,435
(mm)
Therefore; the best track planning parameters available worldwide are to be

adopted for Kerala High Speed Rail. Japan is the pioneer in the field of High
Speed tracks. At present the total network for High Speed trains is about 2350
Kms. Japanese technology has successfully been used in number of countries
like Taiwan, China, United Kingdom, Brazil , United States, Canada and
Vietnam.
4.1 PLANNING PARAMETERS BEING USED ON VARIOUS HIGH SPEED RAIL

PROJECTS.
4.1.1 Horizontal Curve Radius
11.8 x V2
R=
Cm + Cd
Of which: R: Minimum curve (m)

Cm: Maximum cant (mm)
Cd: Deficient cant (mm)
V: Design speed (km/h)
(1) Tokaido Shinkansen
2,500 m (Design maximum speed: 210 km/h)
(2) Sanyo Shinkansens and others
The deficient cant of Tokaido Shinkansen is given as follows.
11.8 x V2
Cd = - Cm
R
PLANNING PARAMETRES
11.8 x 2102
= - 180
2,500
= 28 mm
Since safety of the deficient cant used for Tokaido Shinkansen was ensured, the
value was used for other Shinkansens as well.
11.8 x 2602
R1 = = 3,835 => 4,000 m
180 + 28
Safety is kept by use of actual set cant of 180 mm and deficient cant of 90 mm for
design maximum speed of 300 km/h.
11.8 x 3002
R2 = = 3,933 => 4,000 m
180 + 90
Curve radius required for cant deficiency and train speed
Cd
65 90 110
(mm)
V
200 250 300 350 200 250 300 350 200 250 300 350
(km/h)
R (m) 2,000 3,100 4,400 5,900 1,800 2,800 4,000 5,400 1,700 2,800 3,700 5,000
Minimum curve radius for worlds high speed railways

Railway TGV ICE
AVE line Direttissima KTX line THSR line
line lines lines
Franc Germa
Country Spain Italy Korea Taiwan
e n
4,000
4,545
6,000 7,000 3,900
Excep Excepti Exceptio
R (m) 5,510 7,000 6,250
tion: on n
3,500 5,100 2,300
4,200
5,100
PLANNING PARAMETRES
Horizontal curve radius and speed limit for the Shinkansen

Horizontal curve Speed limit Actual set Cant
radius (maximum) cant deficiency
More than 3,500
300 km/h 200 mm 110 mm
m
More than 3,000
270 km/h 200 mm 110 mm
m
More than 2,500
255 km/h 200 mm 110 mm
m
More than 2,200
230 km/h 200 mm 90 mm
m
More than 2,000
220 km/h 200 mm 90 mm
m
More than 1,800
210 km/h 200 mm 90 mm
m
More than 1,500
190 km/h 200 mm 90 mm
m
More than 1,200
170 km/h 200 mm 90 mm
m
More than 1,000
155 km/h 200 mm 90 mm
m
More than 900 m 145 km/h 200 mm 90 mm
4.1.2. Cant
(1) Cant
Definition : Differential between level of the center of inner rail and level of the point
1,500 mm away from the center of inner rail
Inner rail is lowered in one second of required cant and outer rail is raised in one second
of required cant to avoid up and down movement of the centre of gravity.
PLANNING PARAMETRES
Cant
Cant x 1/2
x 1/2
Cant
(Cm)
How to set cant
(a) Equilibrium cant (Ideal cant) (C)
The formula of equilibrium cant is as follows;
11.8 x V2
C=
R
V: Train speed
R: Curve radius
(b) Maximum cant (CO)
1) Comfort
Initially 7.50 (degree) was set as maximum inclination in the point of comfort. The
cant is calculated as follows.
CO = 1,500 mm x tan (7.50) = 198 mm => 200 mm
PLANNING PARAMETRES
Vibration is not taken into Overturn

consideration to inside
curve
Equilibrium speed 203.1

km/h
Limited wind speed V (m/s)
Ov
ert
Vibration is taken into urn
consideration to
More than 80km/h: H = out
0.1g sid
Up to 80km/h: Limited e
wind speed is proportion to cur
running speed ve
Weight of rolling
stock
Running speed V (km/h)
Relation between running speed and limited wind speed which car is overturned at
curve
11.8 x 203.12
CO = = 195 mm => 200 mm
2,500
Maximum cant of worlds high-speed railways

Railway
Shinkansen TGV ICE AVE Direttissima
line
Japan
Germany
Taiwan
France
Tokaido
Korea
Hokuriku
Spain
Kyushu
Italy
Tohoku
Sanyo
Sanyo
Country
Maximu
m cant
200 180 200 180 200 200 180 180 180 150 140 105
(mm)
(c) Actually set cant (Cm)
Actual cant is usually set in slightly lower than equilibrium cant allowing future
speed increase.
PLANNING PARAMETRES
(d) Maximum cant deficiency (Cd)
Cant deficiency (Cd) is calculated as follows.

Cd = C Cm
1) Safety
Maximum speed for the case of R of 2,500 m, Cm of 200 mm and Cd of 100 mm
(Cm + Cd) x R
V=
11.8
(200 + 100) x 2,500

=
11.8
= 252 km/h
In this case wind speed which causes overturn of car to outsider is 38 m/sec and it is
ensured that safety is kept for running curve.
2) Comfort
Cd = 0.08g x 1,500 mm / (1+0.25) = 96 mm
3) Maintenance
Since abrasion of outer rail and destruction of outer shoulder ballast are caused by cant
deficiency, it is desirable that cant deficiency should be decreased as much as possible.
PLANNING PARAMETRES
Permissive cant deficiencies of worlds high-speed rails are as follows;
Railway Diretti
Shinkansen TGV ICE AVE
line ssima
Germany
Taiwan
France
Korea
Spain
Tokaido
Hokuriku
Tohoku
n
a
p
a
J
Italy
Sanyo
Sanyo
Kyushu
Country
Permiss
90 90
ive cant 90 90
(110) 90 90 90 60 75 90 60 100 92
deficien (110) (110)
(115) 55
cy (mm)
4.1.3 Transition Curve
(1) Shape of transition curve
Since gradual diminution of cant for sine curve is not straight line, but curved line, in
principle sine curve is used for the Shinkansen as transition curve. But cubic
parabola curve can be used for main line less than design maximum speed 80 km/h
and siding tracks.
Gradual diminution of cant and shape of horizontal curve for transition section
Cubic Parabola Sine Curve
Straight Transition
Radius of Straight Transition Curve
Curve
curvature
and Cant
R
a
di
u
s
of
c
Straight ur Transition
Section v Curve
Curve
at
Shape of ur
Section
e
horizontal
curve
PLANNING PARAMETRES
Formula for sine curve is as follow.
x2 X2
y= - (1 cos x/ X)
4R 22R
Formula for the radius of curvature for sine curve is as follows.
1
= (1 cos x/ X)/ 2R
r
Formula for gradual diminution of cant for sine curve is as follows.
C0
C x= ( 1 cos x)
2 X
For main tracks of design

For main tracks maximum speed less than 80
km/h and siding tracks
Shape of transition Cubic parabola curve can be
Sine curve
curve used
(2) Length of transition curve
a) Safety
L1 = 0.4 x Cm
(400 times of Cm is required to avoid tree wheels supporting.)
b) Comfort
L2 = 0.0062 x Cm x V
(The above coefficient is found by change ratio of cant to time for comfort.)
L3 = 0.0075 x Cd x V
(The above coefficient is found by change ratio of lateral acceleration cased by cant
deficiency for comfort.)
Since gradient of sine cure at center is two times as linear decrease line for cubic
parabola curve, transition curve length is prolonged in/2 (1.571) times.
PLANNING PARAMETRES
Half Sine
Curve
Gradient: (Cant/transition curve length) x

/2
Straight Line
for
Cubic
Gradient: (Cant/transition curve
Parabola
length)
Comparison of gradient between sine curve and cubic parabola
L2 = 0.0062 Cm V x 1.571 = 0.0097 Cm V

L3 = 0.0075 Cd V x 1.571 = 0.0117 Cd V
L1 = 1.0 Cm V
Formula for transition curve length

For main For main track of
For deadheading line
track of maximum design speed
and siding track
maximum less than 160 km/h
design
speed For For cubic For For cubic
more sine parabola sine parabola
than 160 curve curve curve curve
km/h
0.80 0.63
L1 1.0 Cm 0.5 Cm 0.4 Cm
Cm Cm
0.0097 0.0062 0.0062 0.0062 0.0062
L2
Cm V Cm V Cm V Cm V Cm V
0.00117 0.0075 0.0075 0.0075 0.0075
L3
Cd V Cd V Cd V Cd V Cd V
L1, L2, L3: Transition curve length
Cm: Setting cant
Cd: Cant deficiency against equilibrium cant for design maximum speed
V: Design maximum speed
Formula for transition curve length (for unavoidable case)

For For
maximum maximum
speed less speed more
than 200 than 200
km/h km/h
L1 0.3 Cm 0.45 Cm
L2 0.0062 Cm V 0.0062 Cm V
PLANNING PARAMETRES
L3 0.0075 Cd V 0.0075 Cd V
4.1.4 Gradient
Basic parameters for maximum gradient of the Shinkansen are as follows.
Gradient
Conditions
(1/000)
For ordinary sections 15
For section of less than 2.5 km in total 18
For section of less than 1.0 km in total 2
For deadheading line and section of less than 250 m in total 30
For stations 3
For newly built Shinkansen lines, a steepest gradient of 1.5 % (up to 3.5 % where
required)
Maximum gradient used for Shinkansen lines

Tokaido Sanyo Tohoku Joetsu Hokuriku Kyushu
Line
Shinkansen Shinkansen Shinkansen Shinkansen Shinkasen Shinkansen
Gradient
20 15 15 15 30 35
(1/1000)
Maximum gradient used for worlds high-speed rails

Railway TGV ICE AVE KTX THSR
Direttissima
line lines lines line line line
Gradient
35 12.5 12 18 15 35
(1/1000)
4.1.5 Minimum Radius of Vertical Curve
Comfort:
V2
R=
(127 x a)
a: vertical acceleration
It is generally regarded that allowable value of vertical acceleration a is 0.050 g. In

case of non-high-speed train, value of vertical acceleration a is approximately
0.033 g for R of 3,000 m and speed of 110 km/h. It was discussed which radius,
PLANNING PARAMETRES
10,000 m or 15,000 m should be adopted for Tokaido Shinkansen and 10,000 m

was determined. The other hand, 15,000 m was adopted for Sanyo Shinaksen in
assumption that design maximum speed is 250 km/h and vertical acceleration a is
0.033 g.
2502
R= = 14,913 = 15,000
(127 x 0.033)
a 0.050g 0.033g
V
(km/ 200 250 300 350 200 250 300 350
h)
R 15,00 21,50
6,300 9,900 14,200 19,300 9,600 29,300
(m) 0 0
Safety:
It has been confirmed that rail car does not rise up by vertical acceleration of less
than 0.1g and safety is kept for vertical curve of 15,000 m.
Labors view:
Since labors view is prolonged in 100 m to 150 m, 15,000 m is better than 10,000
m.
Minimum vertical curve radius used for worlds high-speed rails

Railway TGV ICE AVE KTX THSR
Direttissima
line lines lines line line line
16,000
R (m) 25,000 24,000 25,000 25,000 19,000
25,000
4.1.5 Minimum length of circular curve and length of straight line between
curves
(a) Minimum length of circular curve
Main line:
In case of more than 110 km/h: more than 100 m
In case of less than 110 km/h: more than 50 m
PLANNING PARAMETRES
(b) Length of straight line between curves
Main line: more than 100 km

In case of less than 110 km/h: more than 50 m
In case that straight line of required length cannot be set, transition curve can be
connected to another reversed transition curve directly.
Having mentioned the planning parameters of track of important High Speed rail
Project, it is important to mention that the latest High Speed rail done with
Shinkansen Technology is in Taiwan where the tracks have been designed for the
maximum speed of 350 Kmph and the trains are presently being operated at the
maximum speed of 300 Kmph. As decided, Kerala High Speed Rail, will also be
planned with maximum speed of 350 KMPH and initially run with maximum
operational speed of 300 KMPH. It is recommended to follow the available
parameters of Taiwan High Speed Rail which are briefly given in the under-
mentioned paras:-
4.2 ALIGNMENT DESIGN SPECIFICATION
4.2.1 INTRODUCTION
The parameters for the layout of the track shall comply with the requirements of a 1435
mm gauge High Speed Railway (HSR) operating at 350 km/h.
The track design shall provide for
- Safe Operations
- Comfortable ride
- Minimum life cycle cost
- Minimal impact on the environment in terms of noise and vibration.
All parameters calculated using these criteria shall be based on the design speed for the
line of 350 km/h, except for locations defined in accordance with Subsection 4.6 and
Appendix A
On the general layout the length of transition curves (ballasted and ballastless tracks)
and ballastless cant shall be designed for 350km/h.
The initial operating speed of 300km/h shall be used with respect to the cant applied for
both ballasted and ballastless tracks.
Desirable values are the preferred values of a variable.
Limiting values are the values which may be used without consulting with the ER.
Exceptional values are those which shall only be used upon receipt of PROJECT
AUTHORITYs written statement of No Objection.
PLANNING PARAMETRES
4.2.2 HORIZONTAL ALIGNMENT
4.2.2.1 Curvature
4.2.2.1.1 Radius
Unless otherwise specified in this Section, the minimum radius of curvature to be used in the
design of the alignment shall be as follows:
- desirable value: 6250 m

- limiting value: 5500 m
The minimum radius shall be applied at the alignment centre line (the median line between
the two tracks of the twin track railway).
4.2.2.1.2 Length
All horizontal curves shall have a minimum length that allows attenuation of the lateral
vibration in the rolling stock. This length shall be calculated using the formula:
V
L T
3.6
where:
L = the length of the curve in m

V = design speed in km/h
T = attenuation time in sec (1.8 sec shall be used for HSR)
For the design speed of 350 km/h this minimum length is 175 m.
In an exceptional case where there is a particular constraint on the alignment T = 1.5 sec
may be used upon receipt of PROJECT AUTHORITYs written statement of No
Objection. In this case the minimum length is 146m.
4.2.2.2 Cant (Superelevation)
Cant shall be applied by lifting the outer rail of each track, and the gradient shall be
continuous on the low rail of each track. Cant application requirements are given in
Appendix A.
4.2.2.2.1 Balanced Cant
The cant required on a 1435 mm gauge railway curve to have the resulting force vector from
the centroid of the rolling stock act through the center of the track structure shall be
calculated using the formula:
V2
Cb 11.8
R
where:
PLANNING PARAMETRES
Cb = balanced cant in mm
V = train speed through the curve in km/h
R = radius of the curve in m
4.2.2.2.2 Maximum Cant
- Desirable value: 160 mm

- Limiting value: 180 mm
- Curves of a fixed radius shall use a single value of cant throughout their length.
4.2.2.2.3 Cant Deficiency
It is desirable applied cant be such that trains normally operate at a slight cant deficiency.
A minimum cant deficiency of 25 mm shall be used with the 300 km/h design speed. The
maximum cant deficiency shall be as follows:
- desirable value: 60 mm
- exceptional value: 100 mm, except 60 mm at a rail expansion joint.
4.2.2.2.4 Excess of Cant
Excess of cant shall be avoided to the greatest extent practicable. There shall be no excess
cant in any curve for the normal through train operating speeds. Excess of cant shall be
examined with respect to the actual speed of traffic running at reduced speed. The excess
cant situation usually occurs near stations where trains are slowing or accelerating on the
main tracks in approach to or departing from the station track turnouts.
- maximum value: 60 mm
- exceptional value: 110 mm
4.2.2.2.5 Applied cant
Applied cant shall be based on the operational speed requirements of the railway and
limitations of cant deficiency and excess. The applied cant value shall not be varied
through the body of the curve. Applied cant values shall be set in increments of 5 mm. If
the formula 8.4V2/R indicates an applied cant value of less than 20 mm, the applied cant
shall be zero. Applied cant should be near the value obtained by application of the formula:
C = 7.8 V2 / R, but shall not exceed: Cmax = 8.4 V2/R
and shall not be less than the lesser of: Cmin = 5.9 V2/R or (11.8 V2/R 60)
where V is the maximum anticipated speed on the curve. The value obtained shall then be
adjusted as required due to the average range of speed over the curve and the best fit cant
deficiency and excess. For the two minimum radius curves where there are no other
restraints, the applied cant should be:
PLANNING PARAMETRES
Cant for Set Deficiency at Excess at Excess at

Radius 7.8 V2/R Cant 300 km/h 160 km/h 100 km/h
5500 m 128 mm 130 mm 58.1 mm 80.1 mm 113.5 mm
6250 m 112 mm 120 mm 49.9 mm 71.7 mm 101.1 mm
Note that these values are above that determined by 7.8 V2 / R. The governing value is to
keep the cant deficiency to under 60 mm.
4.2.2.2.6 Rates of Change of Cant and Cant Deficiency
The rate of change of cant and cant deficiency are governed by rotational considerations on
the rolling stock and passengers. This rate per unit time is then divided by speed to convert
the requirements to a rate per unit length. These parameters are set out as a rate of change
per unit of length in Table 4.1
Table 4.1: Maximum Rates of Change per unit length (mm/meter)

Cant Cant Deficiency
Desirable 180 / V 144 / V
Limiting 216 / V 180 / V
When relating the above rates to trains travelling at the design speed of 350 km/h, they shall
be converted to rates of change of cant and cant deficiency per unit length as shown in the
Table 4.2.
Table 4.2: Maximum Rates of Change of Cant and Cant Deficiency (mm/m)
Cant Cant Deficiency

Desirable 0.51 0.41
Limiting 0.62 0.51
The above values shall establish maximum rates. Lower rates are acceptable and are often
produced by the application of conditions for the lengths of horizontal transition curves as
set out in Subsection 4.2.3.1
Smooth transitions of the cant for the track between tangents and curves shall be made by
setting up the track as shown in Figure 4.1.
C
Lt
SC
C C2
C1=0
C2 .
TS C 1 cos
2 Lt
PLANNING PARAMETRES
Figure 4.1: Transition of Cant
4.2.2.3 Horizontal Transition Curves
Horizontal transition curves shall be used between all tangents and curves and between
curves of different radii.
4.2.2.3.1 Length
The length of horizontal transition curves shall be set by the level of cant designed for the
particular curve, the allowable rate of change of cant, and the train speed. It shall be
established by using the maximum value of length calculated using a series of equations.
These are shown in Table 4.3 below for the desirable and limiting values.
Table 4.3: Length of Transition Curves (m)
Length Parameter Desirable Value Limiting Value

L1 0.0087C V 0.0073 CV
L2 0.0109 Cd V 0.0087 Cd V
L3 C C
L4 150 m --
Lt Maximum value of the four values calculated above
where:
Lt = length of transition curve in m

C = designed cant for the curve in mm
Cd = designed cant deficiency for the curve in mm
V = train speed in km/h
The Desirable and Limiting lengths of horizontal transition curves are based on the
maximum rates of change of cant and cant deficiency that occur at mid-length of the Sine
Rule transitions. For clothoid or other forms of transition different formulae apply. See
Subsection 2.6.
PLANNING PARAMETRES
4.2.2.3.2 Characteristics
Transition curves shall be laid out as sine half wave diminishing curves.
The characteristics of the curvature of the transition curve shall be expressed as:
1 1 1 1 1
1 cos
R R1 R2 R1 2 Lt
where:
R2 : Second radius of the circular curve in m,

R : radius of the transition curve, (R2= where straight) at the point in
consideration in m,
: partial length of transition curve from the point in consideration to the
point of change from tangent to transition curve in m, and
Lt : length of transition curve in m.
R1 : first radius of circular curve (R1= where straight) in m.
4.2.2.4 Minimum Tangents
The minimum length for tangents shall be established, as for curves, to allow attenuation of
the lateral vibration in the rolling stock, as the equation below:
V
L T
3.6
where:
L = the length of the tangent in m,

V = design speed in km/h, and
T = attenuation time in sec. ( 1.8 sec.)
The design speed of 350 km/h requires minimum tangents of 175 m between two curves in
either the same or opposite directions.
In an exceptional case where there is a particular constraint on the alignment T = 1.5 sec
may be used upon receipt of PROJECT AUTHORITYs written statement of No
Objection. In this case the minimum length shall be 146m.
Reversed curves shall be connected by two transition curves. The distance between the
beginning points (r = ) of these transition curves shall be V/2 but not less than 0.4 V,
where V = design speed (km/h).
In exceptional cases, the beginning points of the two transition curves may be congruent
with no tangent between them. In curves with cant, the gradient shall continue on the
low rail on the curved, canted track. The cant shall be applied by lifting the outer rail on
each track
PLANNING PARAMETRES
4.2.2.5 Track Centers
4.2.2.5.1 Main Tracks
The distance between the track centers of main line tracks shall be 4.5 m.
4.2.2.5.2 Main Tracks and Sidings
The distance between the track centers of main lines and sidings shall be 6.6 m.
4.2.2.5.3 Fouling Point
The fouling point for two converging tracks is the point to which trains can approach
without interfering with the safety of train operation on the adjacent track.
The fouling point for turnouts from the main line of HSR shall be at the point where the
track centers are 4.0 m apart.
4.2.2.5.4 Clearances
The clearance requirements for the HSR project are defined in Subsection 1.8.
4.2.3 VERTICAL PROFILE
4.2.3.1 Gradients
4.2.3.2 Limits
The maximum gradients to be used in the design of the alignment shall be as shown below:
- Desirable value 25
- limiting value 35
In addition minimum gradients in tunnels and cuts shall be 3 0 00 , except over the length of
vertical curves at summits. Maximum gradients in stations shall be 1.5 0 00 . In exceptional
conditions, the maximum gradient may be modified provided that normal operating and
system safety is maintained.
4.2.3.3 Length
The minimum length of grades between vertical curves shall be set to allow 3.0 seconds
of travel time between the curves as the desirable situation and 1.5 seconds in the
limiting case. The resulting minimum lengths between vertical curves at the design
speed are:
- desirable value: 292 m.

- limiting value: 146 m.
PLANNING PARAMETRES
If the gradient is 35 0 00 , the maximum length shall be 3 km and total length of gradient
in the same rising (or falling) direction shall not exceed 9 km.
4.2.3.4 Vertical Curves

Vertical curves shall be parabolic. The use of radius in defining vertical curves is only
for convenience in determining vertical accelerations and defining lengths of vertical
curves. Rate of change of grade in a vertical curve in meters per 1.0 % (part per 100) of
grade is equivalent to Radius / 100.
Vertical curves need not be provided in the structure or embankment if the difference in
gradient is less than 1.0 0 00 in full speed sections, or if the calculated vertical curve mid
ordinate is less than 10 mm in lower speed sections.
4.2.3.5 Radius
The minimum radius vertical curve shall be 2000 m, except where larger values are
required by speed related formulae. There is no maximum vertical curve radius.
The desired vertical acceleration limit is 0.20 m/s2. The exceptional vertical
acceleration limit is 0.40 m/s2. Using these limits, the radius of vertical curves shall be
calculated as:
Desirable: RV = 0.40 Vd2

Minimum: RV = 0.20 Vd2
Where:
RV = vertical curve radius, meters

Vd = design speed, km/h
Minimum vertical curve radius in full speed main line sections shall be:
- Desirable value 25,000 m

- Exceptional value 19,000 m
4.2.3.6 Length
Minimum lengths of vertical curves shall be set to ensure a travel time of at least 1.5
seconds, which is equivalent to a length of L = 0.42 V. At the design speed of 350 km/h,
this length is 146 meters. The length of vertical curve based on radius requirements
described above may be calculated as:
Desirable: LVC = 0.00040 g Vd2

Minimum: LVC = 0.00020 g Vd2
Absolute minimum in full speed sections: LVC = 19.0 g
Where:
LVC = vertical curve length, meters
g = difference in grades, 0/00 (parts per thousand)
PLANNING PARAMETRES
Vd = design speed, km/h
If the vertical curve length calculated by these formulae is less than the required minimum,
the vertical curve radius shall be increased as necessary to provide the required minimum
length. For vertical curves connecting very small changes of grades, the minimum length
may be reduced if the calculated vertical acceleration approaches imperceptibility. This
may be taken as occurring where the acceleration is under 0.05 m/s2. For 300 km/h, the
radius at 0.05 m/s2 acceleration is 140,000 m. This radius gives an acceleration of 0.0675
m/s2 at 350 km/h, which is barely perceptible, and can therefore be considered as the radius
above which vertical acceleration is imperceptible.
On the long viaducts and at grade sections, large radius vertical curves should be used at
small changes of grade for aesthetic reasons. Vertical curves in long straight or near
straight sections appear as vertical kinks unless they are very long. Therefore, unless
otherwise restrained, the minimum length vertical curves in viaducts should be 300 m.
4.2.4 Constraints
Excluding exceptional cases which shall be subject to ERs written statement of No
Objection, horizontal transition curves (alignment) and vertical curves shall not occur
simultaneously.
A dipping vertical curve shall not create a low point in cuts or in tunnels.
To avoid water passing through tunnels, there shall normally be a high point in the
profile. The portal of a tunnel shall not be located near a water stream.
Where the HSR line in cut crosses an existing road, the following solutions shall be
considered:
- preserve existing road overpass
- modify road overpass or rebuild bridge
4.2.4 TURNOUTS
4.2.4.1 Introduction
Switches and crossings shall comply with the necessities of high speed operations.
Speeds on through routes shall comply with the main line design speed regardless of the
allowed speed on the diverging route.
The primary application of heavily used turnouts is as connections to the station platform
tracks. Since these will be heavily used, the geometry selected is based on minimizing forces
for the twin objects of improved ride quality and low wear on turnout components. The basic
design concept followed for the high speed turnouts is the transitioned turnout design of the
German Federal Railways. The crossing ends and other features were modified as
appropriate to the specific conditions applicable to the Taiwan High Speed Railway.
Other turnouts, including the main line crossovers which are anticipated to be used in
disturbed operations and maintenance only, are based on the designs given in UIC Code 711
and other designs commonly used in Europe.
PLANNING PARAMETRES
4.2.4.2 Turnout Geometries

4.2.4.2.1 Geometric Concepts and Applications
The geometric concepts for the turnouts are as follows:
Ref. Note Line speed on Tangent angle Internal Radius

No. Ref. Turnout Track of crossing
1 (1) 160 km/h 1:33 10000/4000 transition
2 (1) 130 km/h 1:26 4800/2450 transition
3 (1) 100 km/h 1:20.25 3000/1500 transition
4 (2) 80 km/h 1:16 / 1:21 900
5 (2) 60 km/h 1:12.75 600
6 (2) 40 km/h 1:9 / 1:12 300
7 (3) 100 km/h 1:18.5 1200
8 (2) (4) 30 km/h 1:7 / 1:9 190
NOTES:
(1) Transition is on the switch end. Frog end transition is outside turnout unit.
(2) In certain locations straight crossings will need to be used in these turnouts.
Radius is not changed. Total angle turned in the turnout is smaller.
(3) Main track crossovers to be used in disturbed operations and maintenance only.
(4) For use in yards and depots only.
4.2.4.2.2 Turnout and Crossover Unit Dimensions

The length of a turnout unit is defined as the length from the theoretical beginning point
to the location of the last long sleeper. The length of a crossover unit is defined as the
length from the theoretical beginning point of the first turnout to the theoretical
beginning point of the second turnout. The location of the last long sleeper may be
defined as being at the point where the track centerlines are separated by 2.600 m. The
fouling point is defined as the point where the distance between track centerlines is
4.000 m. Usable track space begins at the fouling point. For alignment and structural
design purposes, the lengths of turnouts and crossovers and distances to fouling points
for the various turnout and crossovers are as follows:
PLANNING PARAMETRES
Tangent angle Unit Length Unit Length Turnout

Ref. of turnout for 4.500 for single Fouling
No. & radius center XO turnout point
1 1:33 / 4000R-T (1) 156.7 193.9
2 1:26 / 2450R-T (1) 125.7 153.3
3 1:20.25 / 1500R-T (1) 98.7 118.5
4 1:16 / 900R (2) 71.3 92.2
4 1:21 / 900R 128.195 78.2 105.5
5 1:12.75 / 600R (2) 58.0 74.7
6 1:9 / 300R (2) 41.0 52.8
6 1:12 / 300R 78.957 44.9 60.7
7 (3) 1:18.5 / 1200R 148.068 82.4 106.5
8 1:7 / 190R (4) (2) 32.5 41.8
8 1:9 / 190R (4) 61.546 34.9 46.7
NOTES:
(1) Not for use in crossovers at 4.500 m track centers.
(2) Insufficient distance between turnout curves for use in crossovers at 4.500 m track
centers.
(3) Main track crossovers to be used in disturbed operations and maintenance only.
(4) For use in yards and depots only
4.2.4.2.3 Geometry Constraints on Turnout and Crossover Location

4.2.4.2.4 Constraints on Location Relative to Through Tracks
Turnouts shall be laid in straight tracks.
Turnouts may be laid on vertical curves with radii at or above 10,000 m for crest
(concave down) and 6000 m for sag (concave up) vertical curves.
Curves in the through track shall be clear of the turnout sleepers. Where space is
available, the curve shall clear the sleeper set by 30 m. Curves on the switch end of the
turnout shall begin no closer than the greater of 30 m or V/2 ahead of the switch point,
where V is the allowable speed through the turnout. This length may be reduced to 0.2
V, but not to less than 12 m in exceptional circumstances.
Turnouts will be located where practical:
- outside of structures (particularly not on long span bridges)
- on low gradient slopes
- with road access
These restraints are not to be taken as requiring the shifting of turnout locations to
operationally deficient locations.
Where more than one turnout is in the same track they shall be spaced so that the long
sleeper sets do not interfere with each other. A length of 30 m between sleeper sets
shall be provided where other geometric features permit. Where turnouts are both
facing in the same direction, no other restrictions are applicable.
Where turnouts are point to point in relation to each other, and there is potential for
trains going through both turnouts, the distance between switch points shall be the
greater of 30 m or V/2, where V is the speed (in km/h) over the lower speed turnout.
Where there is no potential for trains going through both turnouts, the minimum
PLANNING PARAMETRES
distance shall be 30 m, regardless of turnout speed. These lengths may be reduced to

0.4 V and 12 m in exceptional circumstances.
4.2.4.2.5 Constraints on the Diverging Track out of the Turnout
Curves out of the curved side of the turnout may be a continuation of the curve radius
of the turnout, or may have a transition curve to straight. If the turnout is other than a
turnout to a station platform track, the alignment beyond the turnout curve may be
straight without a transition. The distance to a reversal of curvature shall be no less
than the greater of the distance providing a cant deficiency transition rate of 90 mm/s or
18 m. In the case of infrequently used crossovers, the minimum distance may be
reduced to the greater of either 15m or that providing a cant deficiency transition rate
not greater than 150 mm/s. Reversals of curvature may also be made by using point to
point transition curves with a cant deficiency transition rate of not more than 90 mm/s.
(With no cant, the minimum length of transition = (11.8 x V3) / (3.6 x Transition rate).)
4.2.5 Constraints on Turnout and Crossover Location Relative to the Structure
4.2.5.1 General
The relative positions of turnouts and structural movement joints shall be such that turnouts
avoid free (expansion) ends of the structure and comply with a minimum length between
the structural movement joint and the turnout. The maximum limit from a fixed point to a
free end of structure permitted without a rail expansion joint is 100 m. Therefore, all
turnouts and crossovers should fit within a 200 m length if at all practical. Since rail
expansion joints are noisy, high maintenance devices, the expansion length of structures
should in all cases be kept to 100 m or less wherever practical.
4.2.5.2 Bridges with an expansion length of 100 m or less. (No rail expansion joint required.)
The minimum distance between the structural movement joint and the switch point end of
the turnout shall be:
10 m if the structural expansion length is less than 60 m.
20 m if the structural expansion length is between 60 m and 90 m.
25 m if the structural expansion length is between 90 m and 100 m.
In the case of crossovers, these distances apply on both ends.

The set of long sleepers shall end before the first structural joint beyond the turnout on the
crossing end.
4.2.5.3 Bridges with expansion lengths of over 100 m. (Rail expansion joints required.)
Structural expansion joints requiring the use of a rail expansion joint shall be located no
less than 40 m from either end of a turnout or crossover.
4.2.5.4 Rail Expansion Joint Location
The rail expansion joint shall be located adjacent to the structural expansion joint, and
shall be assumed, for purposes of turnouts, alignment and structural joint locations, to
occupy a track length of 10 m each side of the structural expansion joint. Rail expansion
joints should, where practical, be located on straight track.
PLANNING PARAMETRES
4.2.6 STATION, CROSS-OVER AND YARD TRACKS
4.2.6.1 Introduction
The layout of each type of facility shall be in accordance with the requirements given in the
following sections.
4.2.6.2 Typical Stations
Simple stations comprise two through main tracks and two platform tracks as shown on the
Employers Drawings. Track layout at stations shall be designed as simple, and these shall
meet the following requirements:
- station tracks shall be on tangents throughout their length

- the station tracks shall have a maximum gradient of 1.5 0 00 . The dead-end line of
possible parking (extension of the platform tracks) shall be level or have a slope
toward the buffer stop
- the distance between stopping point and next fouling point shall be set in
accordance to operational and signaling requirements.
- dead-end line of security shall be included at the extremity of the station tracks in
the following cases:
- if the station track is prolonged by a dead-end parking, a dead-end line of security
shall be situated at the opposite side
- if the station track has a gradient > 3 0 00 , a dead-end line of security shall be
placed at the low side
- if certain distances of protection of the fouling point FP cannot be respected, a
dead-end line of security shall be placed behind the concerned marks.
- the effective length of tracks between two fouling points or between fouling point
and dead ends shall be based on operational maintenance, signaling, and safety
requirements.
Cross-Overs
Cross-over tracks shall be installed along the length of the line. The minimum length of
plain line between crossovers shall be 30 m. Where a rail expansion joint may be eliminated
thereby, crossovers on viaducts shall be separated by at least two spans of structure. Main
track crossovers will be designated as 100 km/h crossovers. Since it is anticipated that their
use in revenue service will be minimal, main track crossovers shall be formed with 1200 m
radius 1:18.5 turnouts. When located on viaducts near station entry tracks, they shall be
placed so that there is at least two spans of structure between the end of the station entry
turnout and the crossover turnout. No special support structure related restrictions are
required for at-grade and underground crossovers.
4.2.7 Station Entry and Exit Tracks
Station platform tracks are set at 6.600 m centers with the adjacent main track. Station
entry tracks shall have 130 km/h connections or 160 km/h connections to the main tracks,
depending upon the anticipated maximum speed over the connection. If the distance
beyond station center to switch point is less than 850 m, the design will be for 130 km/h.
Longer distances require a determination of operating speed. Station exit tracks shall have
100 km/h connections or 130 km/h connections to the main tracks, depending upon the
PLANNING PARAMETRES
anticipated maximum speed over the connection. If the distance beyond station center to
switch point is less than 500 m, the design will be for 100 km/h. Longer distances require a
determination of operating speed. Refuge tracks on the departure end will have a 300 m
radius 1:12 turnout connection set 20.000 m beyond the platform end. Switch point in all
cases is the theoretical beginning of turnout point, not the actual switch point which is
slightly cut back from this position. Tracks within the platform shall be designed for 100
km/h.
STANDARD STATION CONNECTIONS
Connections to a parallel 130 km/h 160 km/h 100 km/h 100 km/h exit
alignment at 6.600 meter entry entry exit with without
track centers refuge trk refuge trk
Speed 130 km/h 160 km/h 100 km/h 100 km/h
Center platform to main track 508.981 (1) 580.536 (1) 488.056 (1) 443.156 (1)
switch point
Switch point to fouling point 153.6 194.2 118.7 118.7
End platform to begin curve 20.000 20.000 64.900 20.000
Connection length, switch point 278.981 350.536 258.056 213.156
to ST curve
Total angle turned, each 2.6300243 2.0986395 3.4285562 3.4285562
direction (degrees)
TURNOUT END CURVE
Turnout Reference Number 2 1 3 3
Turnout Entry Radius 4800 10000 3000 3000
Turnout Body Radius 2450 4000 1500 1500
Curve Length 63.441 99.263 55.509 55.509
Switch end spiral length 41.075 37.500 27.000 27.000
Frog end spiral Length 36.000 42.000 28.000 28.000
RETURN CURVE (2)
Curve Radius 2300 3600 1300 1300
Spiral Length 33.000 40.000 25.000 25.000
Curve Length 72.576 91.861 52.791 52.791
NOTES:
(1) Minimum distance required by geometry. May be increased as required by operations.
(2) An applied cant of 30 mm shall be used in all return curves.
PLANNING PARAMETRES
4.2.8 Yard and Depot Tracks
(1) Yards will be imputed to have a design speed of 40 km/h or less.

(2) The minimum curve radius shall be 250 m, other gometric constraints permitting.
(3) The limiting radius of curve shall be 190m and the exceptional radius of curve shall
be 175 m.
(4) Yard track curves shall be constructed without cant and without transition curves.
(5) Yard lead tracks shall be constructed with cant and transition curves. The design speed
will be as designated.
(6) Other heavily used tracks shall be constructed with 20 m long clothoid transition
curves if space is available. Cant may be applied to tracks not normally used for
storage nor on which trains and equipment will stand for long periods of time. The
cant shall be the lesser of 30 mm or one-half that required to balance 40 km/h. If the
calculated cant is less than 20 mm, none shall be applied.
(7) The minimum distance between track centers shall be 4.2 m.
(8) The desirable minimum vertical curve length is 20 m and the desirable minimum
vertical curve radius of 2000 m. The exceptional minimum vertical curve radius shall
be 1000 m.
(9) Tracks in buildings shall be at a flat grade. (0.0 )
(10) Storage tracks and other single ended tracks shall be constructed with a grade down
toward the dead end of not less than 3.0 and not more than 5.0 where it is
practical to do so. Such tracks shall not be down grade toward the turnout end.
(11) Double ended tracks shall be constructed with a bowl profile, that is down grade
from both ends toward the center, where it is practical to do so. The grades on such
tracks shall be not less than 3.0 and not more than 5.0 .
(12) Yard and depot turnouts shall be 300 m radius or 190 m radius turnouts as listed in
Article 2.4.2. Governing dimensions for these turnouts, with straight track continuing
at the set angle, these distances are:
Tangent angle End to end Beginning to:

Ref. Note of turnout for 4.200 2.600 m Fouling
No. Ref. & radius center XO separation point (3)
6 (1) 1:9 / 300R 71.031 41.0 51.0
6 1:12 / 300R 75.357 44.9 58.2
8 (2) 1:7 / 190R (2) 32.5 40.4
8 1:9 / 190R 58.846 34.944.9
NOTES:
(1) For exceptional use as a crossover at 4.200 m track centers. (Straight distance
between turnoul curves is 4.802 m)
(2) Not for use in crossovers at 4.200 m track centers.
(3) Fouling distance in depot is at 3.80 m track centers.
(13) It is desirable to place turnouts so that sleeper sets do not overlap. Steelwork of the
turnouts shall not overlap. In point to point installations, it is desirable to provide 20
PLANNING PARAMETRES
m between points. Not less than 7.0 m shall be provided point to point in exceptional
conditions.
(14) Twenty meters shall be provided between reverse curves where it is practical to do so.
A shorter distance may be used, but shall not be less than the greater of 5 m or the
following:
Limiting: L 250000 / R12250000 R22
Exceptional: L 150000 / R12150000 R22
4.2.9 PARAMETERS FOR DESIGN SPEEDS < 160 km/h
The design specifications in this subsection covers those items of design criteria that are not
covered or at variance with the requirements given in subsections 4.1 through 4.2.
Therefore, the requirements of subsection 4.1 through 4.2 apply to lower speed tracks
except as modified in this subsection.
These design criteria apply to station tracks, yard and depot lead tracks, except as
covered in subsection 4.2.8, and the lower speed approaches into the stations.
4.2.10 Transition Curves
The clothoid spiral with a radius inversely proportional to the distance along the curve shall
be adopted for all transition curves. The cant shall increase proportionally with the
curvature in the clothoid spiral transition curve. The length of curve shall be not less than
that required to meet the governing criteria of either minimum cant gradient, maximum rate
of change of cant, or maximum rate of change of cant deficiency.
Table 4.4 Length of Clothoid Transition Curves (m)

Length Parameter Desirable Value Limiting Value
L1 0.0056 C V 0.0046 C V
L2 0.0069 Cd V 0.0037 Cd V (see Note)
L3 C 0.75 C
Lt Maximum value of the three values calculated above
Where:
Lt = length of transition curve in m
C = designed applied cant for the curve in mm
Cd = designed cant deficiency for the curve in mm
V = train speed in km/h
Note: may be reduced to 0.0031 Cd V for curves out of or adjacent to turnouts
4.2.11 Applied Cant
Applied cant shall be as described in subsection 4.2.2.2.2, except that the desirable value
for applied cant in curves normally operated at relatively constant speed should be based on
7.1 V2/R rather than 7.8 V2/R.
Applied cant in station approach tracks, depot lead tracks and other tracks where the speed
may be highly variable should be near the value obtained by application of the formula:
C = 6.0 V2 / R, but shall not exceed: Cmax = 7.5 V2/R
PLANNING PARAMETRES
and shall not be less than the lesser of: Cmin = 4.0 V2/R or (11.8 V2/R 80)
where V is the maximum anticipated speed on the curve.
4.2.12 Rates of Changes of Cant and Cant Deficiency

The maximum rates of change shall be those given in Table 4.2, except as follows: The
minimum rate of change of cant shall be not less than 1.333 mm/m. The limiting value
for the rate of change of cant deficiency may be 270/V, and may be further increased to
320/V for a curve that is either an extension of a turnout curve or adjacent to a turnout
curve.
4.2.13 Minimum Lengths between Curves

Tangent between two curves in the same direction:
Desirable Lm = V/2
Where this is not achievable, the preferred solution is a compound curve, with an
appropriate combining spiral. If a compound curve can not be fitted, the tangent may be:
Minimum Lm = V/10
The required length of combining spiral between compound curve segments shall be
determined by using the formulae in Table 2.3, except that the difference in C and Cd
for the two curve segments shall be inserted in the formulae.
Tangent between two curves in opposite directions (reverse curves):
Desirable Lm = V/2
Minimum Lm = 0.4 V
Where this is not achievable, the length shall be reduced to 0 by extending the transition
curves such that one continuous transition is formed between curves.
4.2.14 Vertical Curves

The desired vertical acceleration limit is 0.20 m/s2. The exceptional vertical acceleration
limit is 0.40 m/s2. Using these limits, the radius of vertical curves shall be calculated as:
Desirable: the greater of: RV = 0.40 Vd2 or R = 2000 m

Limiting: the greater of: RV = 0.20 Vd2 or R = 2000 m
Exceptional: the greater of : RV = 0.15 Vd2 or R = 1000 m
On tracks where passengers are not carried, the Exceptional value above shall be
considered as the limiting value.
Minimum lengths of vertical curves, if vertical acceleration is greater than 0.05 m/s2:
Desirable: the greater of: L = 0.50 V or 40 m

Minimum: the greater of: L = 0.40 V or 20 m
On tracks where passengers are not carried, there is no speed related minimum length
requirement. The 20 m minimum should be respected on ballasted track.
PLANNING PARAMETRES
4.3 Gauge
1) Worldwide, only the 1,435 mm gauge has managed to reach the maximum operating
speed of 300 km/h. The maximum operating speed for broad gauge stays at 200 km/h,
achieved only by Finlands Pendolino S220. The high-speed train Sokol between
Moscow and St. Petersburg is planning to achieve a higher speed of 250 km/h but it is
still at a testing stage. Therefore, no broad gauge railways have technologically made
it to the class of maximum operating speed of 300 km/h at this time.
2) Although it is conceivable to adopt the same gauge as the 1,676 mm gauge (5 feet 6
inches) of the Indian Railways, technological verification is necessary due to reasons
mentioned above. The development of broad-gauge high-speed railways will require
both time and investment, making it impossible to meet the schedule if construction
of the high-speed railway is to begin in the near future.
3) To ensure the high safety level, the TrivandrumMangalore high-speed railway must
adopt a high-speed railway system that is independent of the conventional line.
4) It is also conceivable to link up the high-speed railway with the conventional line
running on the 1,676 mm broad gauge. However, since system and infrastructures of
high-speed train are quit different from conventional train, it is advisable to be
dedicated corridor for high-speed rail.
For the reasons mentioned above, the high-speed railway between Trivandrum and
Mangalore shall adopt the international standard 1,435 mm gauge.
4.4 PRELIMINARY DESIGN OF CIVIL, TRACK WORK AND STATION
4.4.1 Design Criteria
Design standard of railway facilities is shown in Table 4.5 taking into account safe
operation and easy maintenance. Figure 4-1 shows the construction gauge and rolling
stock gauge.
PLANNING PARAMETRES
Table 4.5 Design Criteria

Item Parameter
Gauge 1,435 mm
Design Max. Speed 350 km/h
Operation Max. Speed 300 km/h
Minimum Horizontal Curvature
Main line 6250 m
Line along Platform 1,000 m
Side track, Depot 250 m
Maximum grade
Outside station 15
Inside station 3
Depot Level (less than 3 )
Minimum Vertical Curvature 15,000 m
Distance bet. Track center 4,300mm (4,500 mm is recommended)
Track structure
Main lineViaduct, bridge Slab track
Main lineEmbankment Ballasted or slab track
Side track, Depot Ballasted track
Rail 60 Kg UIC Rails
Divergence
Main line More than #18
Side track, Depot More than #9
Figure 4-1 Construction Gauge and Rolling Stock Gauge

4.4.2 Civil Works and Station
Railway structure shall be constructed to minimize the removal of existing buildings

and facilities for maintenance of urban activities. Therefore, railway structure shall be
viaduct structure in the city and embankment structure in suburban area.
It is necessary to avoid grade crossings between the high speed railway and highway.
Therefore, an underpass type crossing or crossing bridge over the railway is required at
intersections between the high speed railway and highways.
PLANNING PARAMETRES
(1) Type of Station
There are 2 types of viaduct station as follows;
Type-A : Concourse floor at 1st floor of viaduct, platform at 2nd floor of viaduct
(Viaduct station)
Type-B : Concourse floor at 1st floor of viaduct, platform at ground floor (Ground
station)
Station Type-A shall be applied in the urban area and is constructed above the existing
railway or road. Accordingly, it is convenient to keep access from existing railway and
road. Station Type-B shall be applied together with new development of land and
construction of stations.
In this project, it is recommended to apply station Type-A taking into account the
development plan of station and the convenience of passengers
(2) Viaduct station and Viaduct section

Viaduct structures shall be applied for each station, namely Trivandrum, Quilon,
Ernakulam, Trissur, Calicut, Kannur and Mangalore, and the urban area. The location of
the viaduct shall be selected from public land, vacant land and inside of road to avoid the
disturbance of existing traffic. PC Box girder type shall be applied for superstructure
because of their proven usage in India.
Track layout
Track layout plan at a turn-back station shall be determined based on incoming train,
outgoing time of train, cleaning time of train, boarding and alighting time. For the two
terminal stations which have starting and stopping trains, two side tracks and two lead
tracks are arranged. Track layout at intermediate stations depends on stop pattern and
train operation density and it is recommended to arrange two side tracks at Ernakulam
station or Trissur station in order to do one stop and less than 30 minutes headway
operation. For other intermediate stations side track is not arranged. Two alternatives for
track layout are shown in Figure 2-2 and 2-3.
M angalore Kannur C alicut Trissur Ernakulam Q uilon Trivandrum
304.5 km 307.5 km
Figure 4.2 Track Layout- Alternative 1
M angalore Kannur C alicut Trissur Ernakulam Q uilon Trivandrum
411.0 km 201.0 km
Figure 4.3 Track Layout-Alternative 2
PLANNING PARAMETRES
Figure 4.4 Track Layout at (Trissur or Ernakulam) station
Figure 4.5 shows typical section of viaduct station (with side tracks), Figure 4.6 shows
typical viaduct section.
Figure 4.5 Typical Section of Viaduct Station (with side tracks)
PLANNING PARAMETRES
Figure 4.6 Typical Viaduct Section
(3) Embankment Section
Embankment structure is applied between the cities and at the depot. An underpass type
crossing or a crossing bridge over the railway is required at intersections between the high
speed railway and a highway. A typical section of embankment structure is shown in
Figure 4.7.
Figure 4.7 Typical Section of Embankment Structure
PLANNING PARAMETRES
4.4.3 Track work

(1) General
For safe and smooth transportation, the track structure shall be designed for axle loading,
side pressure, total loading and design speed. The track structure shall also take into
consideration the minimization of annual maintenance cost. In addition, environmental
aspects, namely noise, vibration, corrosion, electrolytic corrosion and drainage, shall be
taken into account.
There are two types of track structure, namely the ballasted track and the slab track, and it
is desirable to apply the slab track in the view of safety, comfortableness and maintenance.
The initial cost of the slab track is more than two times as the cost of the ballasted track,
but the total cost of both types would be nearly same in terms of total life span.
Photo 2-1 Ballast Structure Photo 2-2 Slab Structure
In this project, it is recommended that the ballasted track should be applied for
embankment section of the main line, side tracks and the depot because of low
construction cost, and the slab track should be applied for viaduct and bridge sections.
(tunnel section if there are)
(2) Track Gauge
As explained in 2.1.3, the track gauge of existing high speed railways that applies an
operational maximum speed at 300km/h is 1,435mm. If broad gauge (1,676mm) as
adopted by Indian railways is used for the high speed railway, no experience is currently
available for such a system and extended time and cost would be necessary to develop
and verify all technical and safety aspects. Consequently, it is recommended that standard
gauge (1,435mm) should be implemented at this stage.
(3) Rail
Basically, local material shall be used for the rail and quality shall be equivalent to JIS 60
rail (60kg/m) for main track and continuous welding is applied for all running rails. High
carbon steel rail shall be applied (tension strength >80kg/mm2, extension > 8%) from the
point of strength, wear resistivity and corrosion resistivity.
PLANNING PARAMETRES
(4) Turnout
Movable nose crossing shall be applied primarily.
Table 2-5 Track work

Track Ballasted track Slab track
Item Main line Depot Main line
Rail 60 kg/m 52 kg/m 60 kg/m
Long rail Standard rail Long rail
Sleeper Concrete sleeper (43 ps/25m)
Track bed & Macadam track bed Macadam track bed Concrete slab
thickness 300mm 150mm
of ballast
Turnout 18# More than 9# 18#
Movable nose crossing Solid manganese crossing Movable nose crossing
4.4.4 Station Building and Facilities
(1) Station Planning

There are two aspects for the station, namely stopping of rolling stock operationally and
passenger terminal commercially. Therefore, sufficient area is necessary for stations
operationally, in addition to station commercial aspects where large amounts of
passengers are expected.
An important element to decide the scale of station is traffic demand capacity. Scale of
station is planned based on total passenger volume per day which is estimated for 10, 15
and 20 years after operation starting. Future extension of station shall be taken into
account because increase of passenger volume is feasible by the development of areas
complemented by new railway lines.
(2) Effective length of Platform

Effective length of platform shall be determined based on length of train with spare
capacity. While demand forecast data is not available at present, it is recommended that
the train unit should consist of 8 (eight) cars at opening stage and an estimated maximum
of 12 cars in the future. Therefore, Platform length shall be considered equivalent to train
units of 12 cars.
(Effective length of platform) = (Train length:25m12cars) + (Spare length: 30m) =

330m
(3) Basic Concept of Station Facilities

Basic concept of station facilities is as follows;
1) Passenger moving zone

Station square, access way, free way, concourse floor, ticket barrier, Passenger
staircase (Elevator, escalator), platform.
2) Passenger service zone

Lobby, public telephone, toilet, etc
3) Station office, reception zone

Ticket gate office, ticket office, information bureau, station office, station masters
PLANNING PARAMETRES
office, meeting room, emergency room, resting room, maintenance labor office, waste
disposal room, etc
4) Mechanical room
Air-conditioner & ventilation room, electric& mechanical room, power supply room,
water supply & drainage, signal & communication room, etc
(4) Basic Concept of Planning for Station Facility
1) Air-conditioner and ventilation
A natural ventilation system shall be provided for the passenger moving zone, namely
platforms, the concourse and the access way. The station office zone shall be
equipped with an air conditioning.
2) Electric & mechanical room

Electricity is supplied from the main electric room to each station office. Signal and
communication equipment shall be arranged at each station accordingly.
3) Water supply and drainage

Water is supplied from the main water tank to each place by a pumping system.
Sewage is drained to the sewage tank and disposed into a sewer pipe in the area.
4) Emergency equipment
Plan of emergency equipment shall be established based on the national fire laws and
any related regulations for the particular region. Design of viaduct stations shall take
into account the smoke extraction. Alarm devices such as an automatic fire alarm, a
fire extinguisher shall be equipped in the station.
5) Evacuation plan of station

An evacuation route for passengers shall be established from a platform to the ground
level through the concourse. There are two routes required including a staircase.
6) Barrier free service

A special route by an elevator from the ground level to a platform through a
concourse shall be arranged for elderly and disabled people. An escalator for
passengers shall be arranged for both directions i.e. upstairs and downstairs.
Elevator and Escalator

Photo 2-5 Barrier Free Facility
PLANNING PARAMETRES
7) Safety Measures
Closed circuit TV cameras and emergency reporting devices shall be established in
various locations to be used in the event of accidents or disaster. Protective device
with doors shall be used to prevent people falling down onto the track.
Photo 2-6 CCTV Camera Photo 2-7 Protective Wall with moving door
PLANNING PARAMETRES
ANNEXURE 4.1
HSR ALLGNMENT DESIGN CRITERIA FOR
160 KMPH AND LESS
Nominal Gauge (mm) 1435
Design Speed (km/h) 160

Maximum Speed V (km/h) 0.291[R(C+D)]1/2
Minimum Horizontal Curve Radius R (m) 300

Minimum Length of Circular Curve (m) 0.417V
Minimum Tangent Length
between Two Curves (m) 0.417V (0)
Maximum Cant (mm) 180 (200)

Maximum Cant Deficiency (mm) 100 (150)
Maximum Excess of Cant (mm) 100 (110)
Type of Transition Curve Clothoid

Minimum Length of Transition Curve (m)
Based on max cant gradient 0.5C (0.4C)
Based on max rate of change of cant 0.0056CV (0.0046CV)
Based on max rate of change of
cant deficiency 0.0069DV (0.0056DV)
Maximum Cant Gradient (mm/m) 2 (2.5)

Maximum Rate of Change of Cant (mm/s) 50 (60)
Maximum Rate of Change of
Cant Deficiency 40 (50)
Maximum Gradient on Straight Track (0/00)

Mainline 20 (25)
Tunnels 20 (25)
Stations 1.5
Compensation to Grade for Curves (0/00) 800/R
Minimum Vertical Curve Radius (m) V2/(3.62 0.38)

[V2/(3.62 0.49)]
Minimum Vertical Curve Length (m) V/2.4
Minimum Main Line track Centres

In Tunnels on Tangent Track (mm) 4500 (4300*)
Increase for Curves (mm) (40000/R) 2
Minimum Tunnel Side Clearance (mm)

Tangent Track (with walkway) 3000
Tangent Track (without walkway) 2200
Increase for Curves 40000/R
Increase for Cant on Inside of Curve 1.5C (2.4C)
PLANNING PARAMETRES
Station Platforms Minimum Dimensions (m)

Length 420
Width at centre 10.0
Width at ends 5.0
Distance between Platform Edge and

Track Centre (m) 1.645

Post on Platform 1.5

Building on Platform 2.0
Effective Length of Mainline Track (m) 530
Notes:
Absolute values are figures in brackets
CHAPTER 5 ROUTE PLANNING
CHAPTER 5
ROUTE PLANNING
5.1 Approach and Methodology

The study needs to be carried out along the corridor from Thiruvananthapuram to Mangalore.
The length of corridor is about 571km out of up 535km falls in Kerala state and remaing
length falls in the Karnataka state. As the Karnataka government is still to respond on the
extension of High Speed corridor in the Karnataka State, The Route planning is limited only
upto Kasargod. However as stage I , this report is submitted only for the portion
between Thruvanthapuram and Ernakulam.
5.1.1 Objective of the Study

The civil engineering objective of the study is as follows.
Carrying out reconnaissance survey and marking of preliminary alignment
marked on Topo sheets published by Survey of India.
On-site reviewing of alignment at important locations e. g. locations where the

proposed alignment is likely to cross the existing major roads, rivers and streams,
forest areas and other major land marks.
Configuration of the route alignment indicating the extent of

Underground/Elevated/At Grade portions and suggests the suitable locations
for the mother car depot and secondary depot etc.
Identification of station locations and the inter-change points with the existing
rail network.
Identification of the land requirement and the affected properties requiring R &
R.
5.1.2 Approach to the work

The topo sheets of the project area were collected from the Survey of India; tentative
route marked on the topo sheets and location of stations and maintenance depots
tentatively marked. Thereafter station locations and important crossings such as major
rivers; existing railway line and highways physically verified at the site and made
necessary changes as required. It is felt that topo sheets of Survey of India are quite old
and do to reflect actual ground situation prevailing at site on date. So route marked on the
topo sheets transfer on the Google Earth. Google Earth images are quite recent and
reflect present situation of the site. Cartosat 1 satellite stereo-pair images and QuickBird
Pan Sharpened images procured for the ground profile and geographic features along
the corridor. Base on geographic features extracted from the QuickBird Pan Sharpened
images and grond profile from the Cartosat 1 satellite stereo-pair images; horizontal and
vertical alignment designed.
5.1.3 Method of the work for plan

The procedure adopted for preparation of plan along the proposed route is as follows.
Procurement of QuickBird images along the proposed corridor.
Mapping of the proposed study area and creation of corridor with 0.5 Km buffer
on both sides.
Mapping of existing feature within the corridor and layer creation in GIS
Environment for the following features
o Building
o Bridge
o Canal
o Cemetery
o Drainage
o Pond
o Railway Track
o Roads
o Trees/Group of trees
o Agricultural Land
o Large Open Land
5.1.4 Method of the work for ground profile

The procedure adopted for the preparation of the ground profile along the corridor is as
follows.
Procurement of Cartosat1 satellite stereo-pair covering the entire corridor.
Creation of feature GIS database along 0.5 Km buffer on each side of the
proposed railway route.
Height Data Processing using photogrammetric techniques

o Digital Terrain Model (DTM) with 25m grid interval
o Contour with 5m interval in plain areas and 10m in hilly areas
o Spot Heights
Overlay the GIS database on SOI Topo sheets.
Compilation of DEM, 5m contours and Spot heights along the entire section of the
study area.
Once plan and profile are prepared horizontal and vertical alignment were designed and
finalized plan & detailed L-Section sheet along the corridor at various suggested scales
were created to facilitate planning.
5.1.4.1 Process flow chart

The preparation of drawing involves the steps given in the chart below
Process Workflow for Railway Corridor Mapping
5.1.4.2 Softwares used
The following softwares were used for analysis of the QB and Cartosat 1 image data.
i) Leica Photogrammetric Suite for AT & DTM Compilation

ii) AutoCAD Map for mapping of features using high resolution image
iii) ArcGIS for GIS layer finalization and Shape file creation
iv) Adobe Acrobat for PDF file creation.
v) AutoCAD
However for designing of horizontal and vertical alignment Mx rail software has been
used.
5.1.5 Data Processing
5.1.5.1 Aerial Triangulation:
Aerial Triangulation is the process of contiguous densifying and extending Rational

Polynomial Coefficient supplied with the Satellite images through computational means.
This operation includes measuring and transferring all tie, check, and control points
appearing on all photographs manually; and performing a least squares block adjustment.
This process ultimately provides exterior orientation parameters for satellite stereo-pair
and three-dimensional co-ordinates for measured object points.
The purpose of Aerial Triangulation is to refine the Exterior Orientation parameters ( X,

Y, Z, , , ) computed through direct geo-referencing for each imagery, which will
help to achieve the desired accuracy while generating DTM.
5.1.5.2 DTM, Contour and Spot Heights:
Digital Terrain Models are generated with X, Y and Z coordinates for each point.
Seamless DTMs are generated for entire area. Digital terrain models interpolated from
extremely dense 3D clouds of points which are extracted from the images. For the
processing, full resolution 16 bit images are used. Best accuracy is achieved by applying
advanced algorithms for image matching and data filtering. Automated filter are applied to
the Generated DEM to create the Bare Earth Terrain Model & further the accuracy are
refined by manual editing, break lines. Stringent quality control system are applied to
make sure the DTM is of the desired accuracy.
DTM are generated using Leica Photogrammetric Suite Software and would be checked
through Quality procedures. The QC process will eliminate points captured over trees,
buildings etc. ensuring that the DTM are totally at ground level shaping the ground
elevation alone, accurately.
Compilation rules: The following procedures have been adopted:
1. Transportation features:
a. All transportation features are collected at the traveling edges as well
as to represent terrain data.
b. Spot heights are collected at all road intersections and road ends.
c. All roads are continued through overpasses and bridges. Mass points
are skipped inside the roads to avoid zigzag of contours and kinks in
the contours.
2. Hydrography/Hydrological Features:
a. All Static water bodies are collected with constant elevation by following
the right hand rules (The feature extraction will always be to the right of
the actual feature)
b. All flowing water bodies are captured from top to down (downhill -flow
downstream)
c. All double Line Rivers are collected with a parallel elevation at both the
banks of the river by following the downstream.
d. All hydro features are continued through bridges to represent the natural
terrain.
e. Water levels are collected for Static water bodies at the center of the
feature with water elevation.
f. The mass points over the dead areas such as water bodies are not
collected, as this will have no height variation. A picture of the
Hydrological features is given below:
Picture of Hydrological features
Structures: All structure points are captured on the highest point of the building. The highest
rooftop are taken as the elevation of the building. All building spot heights are placed on the
center of the building by considering the highest roof elevation.
Break lines: Break lines are collected at natural terrain breaks to support the contours with
respect to the scale. This is important to collect top and bottom break lines where there are
vertical drops. Offsetting of the bottom feature are with a small tolerance to avoid the contour
overlap. Retaining walls are collected with the break lines at top and bottom. Similarly all
embankments are collected with the break-lines. A picture of digitization of break-lines is given
below:
Snapshot for DEM and road centerline
Snapshot of contours with 5m interval

5.1.5.3 Ortho-rectified Mosaic and Tiles:
i) Mosaic of QuickBird Images
Quick Bird images, procured for data generation for the mutually agreed Urban areas are
ortho-rectified using DTM generated from Cartosat1 data. The ortho-rectification are done
to create QB image at 0.61m resolution. After ortho-rectification, seam-line are generated
along with the images could be stitched/mosaiced.
Necessary digital retouch are done to create seamless mosaic. Further these mosaics of
ortho-rectified colored images are tiled, in workable units so that it could be easily handled
in AutoCAD map environment.
All this process of are done using Ortho-Box suites of software.
ii) Mosaic of Cartosat1 Images
For all the areas, except for identified Urban patches, along the corridor, Cartosat1 Black
& White images are used for GIS data creation. For this purpose, first of all Cartosat1
images would be ortho-rectified at 2.5m resolution. After ortho-rectification, tonal
balancing is done, and a mosaic along the seam-lines would be created for the entire
corridor. This mosaic are further cut into tiles, so that it could be easily handled in
AutoCAD environment.
5.1.5.4 GIS layers:

All the GIS layers, which are described above, are created in GIS environment. These
layers are digitized and vector layer are created through the interpretation of the satellite
images at 0.61m resolution along the corridor. Features are extracted using semi-
automatic method.
Following are the steps describing the process of feature extraction in brief:
All the feature are created by following their actual positions on the satellite
image properly and there are proper node placement wherever required to
maintain the shape and topological connectivity
Limits of settlement/habitation are captured from the satellite image
Individual buildings are captured only in case they are isolated or scattered.
In the Urban areas, all the major roads are captured as double line and
depicted.
In rural areas, if roads are not prominent, they are shown as single line.
Water body feature are captured as mentioned in the polygon.
Once features extracted from the image, layer wise features are checked to
make sure there is no interchange of feature from layer to layer.
Once features are correct as per the layer, topology are generated and checks
are performed to remove overshoot, undershoot and slivers polygons.
The feature extraction are undertaken in small units (Areas) for better control
on the quality of the data generated. Once the feature extraction is completed
for each area it are checked though a separate team of people who are given a
special training on quality requirements.
The SOI data which are provided by the client are overlaid on the satellite I
mage.
The names and attribute text on maps are acquired from SOI toposheets and
other available sources such as Google earth or any other existing source.
All the digital data produced from Cartosat1 imagery are at 1:25000 scale while
the digital data produced from QB imagery are at 1:5000 or 1:2500 scale,
depending upon the requirement of depiction.
5.1.5.5 Detailed L-Section Sheets:
Horizontal alignment has been finalized by using google images and thereafter refined on
QB images. Thereafter, the L-Section along the alignment is prepared. These L-sections
are now superimposed with the Horizontal plans.
The under mentioned documents were prepared during the course of preparation of
featured images.
Colored Digital geo-referenced High Resolution Satellite images of the corridor
o Format-Tiff and Tfw
2D GIS Feature Data
o Shape file format
o DGN file format
Height Data
o Contours and Spot height- 3D shape file format or DGN file format
o Digital Terrain Model- ASCII and Tiff file format
Detailed L section
o DWG file format using Civil 3D
o Print ready PDF format
o Digital Terrain Model- ASCII and Tiff file format
Note: All the GIS digital data is created as per the following projection parameters-
Projection : UTM
Spheroid : WGS 84
Datum : WGS 84
Zone : 43
Hemisphere : North
GADs have been plotted on the horizontal scale of 1:15000 and vertical scale of 1: 1500.
5.1.5.6 Quality Checking of Geographic feature Extraction:

A thorough and complete on screen check are done to make sure that all the data is
correctly captured. In addition to the visual check automated tools are developed and
executed to find out the logical inconsistencies (Snapping, Continuity and topological
relations etc).
Following is the summary of the checks in addition to the other checks demanded by the
SOI or its associates designated for.
Following are quality checks that are undertaken in the data.
1. Data Completeness Check
Check to ensure that there is no missing and extra features
Check to ensure captured features to be as per layer mentioned in data
model structure
Check to ensure vector extraction of the features are correct
Check to ensure all point features place at correct location
2. Topological / Geometrical checks
Checks to ensure that no slivers, dangles, overshoots, undershoot etc.
are present in the vector data layer-wise
Checks to ensure that no overlap between building and Road network
Checks to ensure higher level road given more preference in continuity
comparing to lower one i.e. National highway are given more
preference in continuity than state highway
3. Visual check / Logical checks
Visual checks are done to ensure the proper continuity and logically it
are correct
Coverage of Cartosat1 Satellite Stereo-pair over the Study Area
5.2 Horizontal Alignment
Horizontal alignment has been designed for the speed of 350kmph and maximum
operational speed of 300kmph. Design parameters adopted for the design of
horizontal alignment are the same as being followed for the similar projects
worldwide. Thus the radius desirable for centre line of system for such high speed
has been adopted 6250m. The limiting value for the same is 5500m. However
there are certain locations where this requirement could not achieved.
While designing the horizontal alignment efforts have been made to avoid
habitated areas to minimise the demolition. However it is not possible at all the
locations. There are certain locations where alignment passes across the densely
habitated areas, at these locations alignment has been proposed underground.
Settlements in along the corridor are generally scattered; therefore affecting some
of such structures is inevitable. Alignment in these stretches has been planned
elevated. Main advantage of elevated alignment is that there is no physical
occupation of ground strip along the alignment and there is no requirement of
cross passes structures such as flyovers etc. That is why at grade alignment has
been kept absolute minimum except at location of depot entry or at the
beginning/end of elevated/underground/bridge locations.
Base on the alignment design parameters following norms have followed for the
designing of horizontal and vertical alignment.
Design speed Radius (m) Proposed Set Cant Cant Excess Maximum Desirable Limiting
(kmph) Cant (Ca) Deficiency (Ce) Permissible Transition Transition
(Cd) @200kmph Speed Length Length
350 1000 180 85 - 145 230 195

350 1250 180 85 - 165 260 220
350 1500 180 85 - 180 285 240
350 1750 180 85 - 195 305 260
350 2000 180 85 - 210 330 280
350 2250 180 85 - 220 245 290
350 2500 180 85 - 235 370 310
350 2750 180 85 - 245 385 325
350 3000 180 85 - 255 400 335
350 3250 180 85 - 265 415 350
350 3500 180 85 - 275 435 365
350 3750 180 85 - 285 450 375
350 4000 180 85 - 295 465 390
350 4250 180 85 - 300 470 395
350 4500 180 85 - 310 485 410
350 4750 180 85 - 325 510 430
350 5000 180 85 - 330 520 435
350 5250 180 85 - 340 535 450
350 5500 180 85 - 350 550 460
350 5750 180 74 - 350 550 460
350 6000 180 64 - 350 550 460
350 6250 160 74 - 350 490 410
350 6500 160 65 - 350 490 410
350 6750 160 56 - 350 490 410
350 7000 160 49 - 350 490 410
350 7250 160 42 - 350 490 410
350 7500 160 35 - 350 490 410
350 7750 160 30 - 350 490 410
350 8000 155 28 - 350 490 410
350 8250 120 57 - 350 365 310
350 8500 120 52 - 350 365 310
350 8750 110 57 3 350 335 285
350 9000 110 52 - 350 335 285
350 9250 100 58 7 350 305 260
350 9500 100 54 4 350 305 260
350 9750 100 50 2 350 305 260
350 10000 95 51 4 350 290 245
350 10250 95 48 2 350 290 245
350 10500 95 44 - 350 290 245
Desirable Gradient 1.5%
Limiting Gradient 3.5%
Minimum Gradient in tunnels and cuts 0.3%
Maximum Gradient in Stations 0.15%
Length of Gradient
Minimum length between the vertical curves:-
Desirable 300m
Limiting 150m
If Gradient is 3.5% maximum length 3.0km
Maximum length at same grade not more than 9.0km
No vertical curve required if algebraic difference of grades is less than

0.1%
Vertical curve radius
Desirable 25,000m
Exceptional 19,000m
Minimum length of vertical curve 300m
Valley curve in cutting and tunnels should not be provided.
5.2.1 References
Centre line of Thiruanthapuram station has been taken as 0 for reckoning the
chainages and it increases towards Kasargod. Coordinates used are WGS 84
coordinates. The coordinates of start, end of alignment and at each one kilometre
are given in the following table.
CHAINAGE COORDINTES BEARING Longitude Latitude

(m)
X Y DEG MIN SEC DEG MIN SEC DEG MIN SEC
-675 712381.448 937944.436 313 45 41.7 76 55 45 8 28 49
0 711893.946 938411.306 313 45 41.7 76 55 29 8 29 5
1000 711171.722 939102.965 313 45 41.7 76 55 5 8 29 27
2000 710458.269 939803.577 315 29 36.6 76 54 42 8 29 50

(m)
3000 709757.278 940516.748 315 29 36.6 76 54 19 8 30 13
4000 709057.169 941230.777 316 14 10.7 76 53 57 8 30 37
5000 708420.741 942000.779 324 58 42.7 76 53 36 8 31 2
6000 707914.679 942862.039 334 8 45.1 76 53 19 8 31 30
7000 707537.873 943787.846 339 31 48.1 76 53 7 8 32 0
8000 707149.437 944708.637 333 8 50.3 76 52 55 8 32 30
9000 706631.028 945562.617 324 20 40.4 76 52 38 8 32 58
10000 706025.695 946358.543 322 27 13.3 76 52 18 8 33 24
11000 705416.293 947151.404 322 27 13.3 76 51 58 8 33 50
12000 704806.891 947944.265 322 27 13.3 76 51 39 8 34 16
13000 704197.489 948737.126 322 27 13.3 76 51 19 8 34 42
14000 703588.086 949529.988 322 27 13.3 76 50 59 8 35 8
15000 702978.684 950322.849 322 27 13.3 76 50 39 8 35 34
16000 702369.282 951115.71 322 27 13.3 76 50 19 8 36 0
17000 701759.879 951908.571 322 27 13.3 76 50 0 8 36 25
18000 701150.477 952701.432 322 27 13.3 76 49 40 8 36 51
19000 700542.232 953495.175 323 17 3.3 76 49 20 8 37 17
20000 700005.914 954337.962 332 5 18.7 76 49 3 8 37 45
21000 699610.345 955255.237 341 15 21 76 48 50 8 38 15
22000 699362.705 956223.189 348 58 57.4 76 48 42 8 38 46
23000 699173.225 957205.073 349 4 51.5 76 48 36 8 39 18
24000 698983.804 958186.969 349 4 51.5 76 48 30 8 39 50
25000 698794.382 959168.865 349 4 51.5 76 48 24 8 40 22
26000 698604.961 960150.761 349 4 51.5 76 48 18 8 40 54
27000 698415.539 961132.657 349 4 51.5 76 48 12 8 41 26
28000 698226.118 962114.553 349 4 51.5 76 48 6 8 41 58
29000 698036.696 963096.448 349 4 51.5 76 48 0 8 42 30
30000 697847.275 964078.344 349 4 51.5 76 47 54 8 43 2
31000 697657.853 965060.24 349 4 51.5 76 47 48 8 43 34
32000 697468.432 966042.136 349 4 51.5 76 47 42 8 44 6
33000 697279.01 967024.032 349 4 51.5 76 47 35 8 44 38
34000 697089.589 968005.928 349 4 51.5 76 47 29 8 45 10
35000 696900.167 968987.824 349 4 51.5 76 47 23 8 45 42
36000 696707.938 969969.159 347 49 29.2 76 47 17 8 46 14
37000 696429.596 970928.76 339 44 8 76 47 8 8 46 45
38000 696017.526 971838.979 331 33 1.6 76 46 55 8 47 15
39000 695480.064 972681.259 323 21 55.2 76 46 37 8 47 42
40000 694828.161 973438.439 315 10 48.8 76 46 16 8 48 7

(m)
41000 694075.096 974095.093 306 59 42.4 76 45 52 8 48 29
42000 693236.215 974637.844 298 48 36 76 45 24 8 48 46
43000 692330.966 975061.387 292 43 54.5 76 44 55 8 49 0
44000 691408.642 975447.805 292 43 54.5 76 44 25 8 49 13
45000 690486.318 975834.223 292 43 54.5 76 43 55 8 49 26
46000 689563.995 976220.641 292 43 54.5 76 43 24 8 49 39
47000 688641.671 976607.059 292 43 54.5 76 42 54 8 49 51
48000 687719.347 976993.477 292 43 54.5 76 42 24 8 50 4
49000 686797.023 977379.895 292 43 54.5 76 41 54 8 50 17
50000 685875.861 977769.041 293 42 37.9 76 41 24 8 50 30
51000 684962.768 978176.792 294 5 29.9 76 40 54 8 50 43
52000 684049.874 978584.989 294 5 29.9 76 40 24 8 50 56
53000 683144.311 979008.659 298 7 16.6 76 39 55 8 51 10
54000 682303.744 979548.396 307 17 19 76 39 27 8 51 28
55000 681559.904 980215.157 316 27 21.4 76 39 3 8 51 50
56000 680931.791 980991.909 325 37 23.8 76 38 43 8 52 15
57000 680413.517 981846.824 329 50 22.2 76 38 26 8 52 43
58000 679927.871 982720.66 334 19 29.7 76 38 10 8 53 12
59000 679578.695 983656.248 344 44 32.4 76 37 59 8 53 42
60000 679404.445 984639.551 355 9 35.1 76 37 53 8 54 14
61000 679410.867 985638.154 5 34 37.8 76 37 54 8 54 47
62000 679597.748 986619.135 15 59 40.5 76 38 0 8 55 18
63000 679958.928 987550.154 26 24 43.1 76 38 12 8 55 49
64000 680482.5 988400.519 36 49 45.8 76 38 29 8 56 16
65000 681151.076 989142.331 47 2 4.1 76 38 51 8 56 40
66000 681898.27 989806.904 48 33 6.2 76 39 16 8 57 2
67000 682647.824 990468.848 48 33 6.2 76 39 40 8 57 23
68000 683392.898 991135.748 46 22 18.7 76 40 5 8 57 45
69000 684067.635 991872.761 38 34 35.4 76 40 27 8 58 9
70000 684636.173 992694.481 30 46 52.2 76 40 46 8 58 35
71000 685088.002 993585.721 22 59 9 76 41 1 8 59 4
72000 685414.772 994530.009 15 11 25.7 76 41 11 8 59 35
73000 685610.444 995509.892 7 23 42.5 76 41 18 9 0 7
74000 685671.401 996507.259 359 35 59.2 76 41 20 9 0 39
75000 685596.517 997503.678 351 48 16 76 41 18 9 1 12
76000 685387.176 998480.732 344 0 32.8 76 41 11 9 1 44
77000 685068.602 999428.457 340 35 39.2 76 41 1 9 2 15
78000 684736.346 1000371.646 340 35 39.2 76 40 50 9 2 45

(m)
79000 684404.09 1001314.835 340 35 39.2 76 40 39 9 3 16
80000 684071.834 1002258.025 340 35 39.2 76 40 29 9 3 47
81000 683739.577 1003201.214 340 35 39.2 76 40 18 9 4 18
82000 683407.321 1004144.403 340 35 39.2 76 40 7 9 4 48
83000 683075.065 1005087.592 340 35 39.2 76 39 56 9 5 19
84000 682742.809 1006030.781 340 35 39.2 76 39 46 9 5 50
85000 682410.553 1006973.971 340 35 39.2 76 39 35 9 6 21
86000 682078.297 1007917.16 340 35 39.2 76 39 24 9 6 51
87000 681746.041 1008860.349 340 35 39.2 76 39 13 9 7 22
88000 681413.785 1009803.538 340 35 39.2 76 39 3 9 7 53
89000 681081.529 1010746.727 340 35 39.2 76 38 52 9 8 24
90000 680749.273 1011689.917 340 35 39.2 76 38 41 9 8 54
91000 680417.017 1012633.106 340 35 39.2 76 38 30 9 9 25
92000 680084.76 1013576.295 340 35 39.2 76 38 20 9 9 56
93000 679752.504 1014519.484 340 35 39.2 76 38 9 9 10 27
94000 679420.248 1015462.673 340 35 39.2 76 37 58 9 10 57
95000 679087.992 1016405.863 340 35 39.2 76 37 48 9 11 28
96000 678755.736 1017349.052 340 35 39.2 76 37 37 9 11 59
97000 678423.48 1018292.241 340 35 39.2 76 37 26 9 12 30
98000 678091.224 1019235.43 340 35 39.2 76 37 15 9 13 0
99000 677758.968 1020178.62 340 35 39.2 76 37 5 9 13 31
100000 677426.712 1021121.809 340 35 39.2 76 36 54 9 14 2
101000 677094.456 1022064.998 340 35 39.2 76 36 43 9 14 33
102000 676762.199 1023008.187 340 35 39.2 76 36 32 9 15 3
103000 676451.168 1023958.226 345 28 56.4 76 36 22 9 15 34
104000 676289.633 1024943.697 355 53 59.1 76 36 17 9 16 6
105000 676308.951 1025942.134 6 19 1.8 76 36 18 9 16 39
106000 676467.192 1026929.379 9 13 29 76 36 23 9 17 11
107000 676548.668 1027924.762 359 32 18 76 36 26 9 17 43
108000 676471.359 1028921.292 353 54 55.6 76 36 24 9 18 16
109000 676365.363 1029915.659 353 54 55.6 76 36 20 9 18 48
110000 676225.319 1030905.387 348 48 43.4 76 36 16 9 19 20
111000 675974.099 1031872.721 342 4 17 76 36 8 9 19 52
112000 675637.448 1032814.294 339 57 24.7 76 35 57 9 20 23
113000 675294.72 1033753.729 339 57 24.7 76 35 46 9 20 53
114000 674951.992 1034693.163 339 57 24.7 76 35 35 9 21 24
115000 674609.265 1035632.598 339 57 24.7 76 35 24 9 21 55
116000 674266.537 1036572.033 339 57 24.7 76 35 13 9 22 25

(m)
117000 673923.809 1037511.468 339 57 24.7 76 35 1 9 22 56
118000 673581.082 1038450.903 339 57 24.7 76 34 50 9 23 26
119000 673238.354 1039390.337 339 57 24.7 76 34 39 9 23 57
120000 672895.626 1040329.772 339 57 24.7 76 34 28 9 24 28
121000 672552.898 1041269.207 339 57 24.7 76 34 17 9 24 58
122000 672210.171 1042208.642 339 57 24.7 76 34 6 9 25 29
123000 671867.443 1043148.076 339 57 24.7 76 33 55 9 26 0
124000 671524.715 1044087.511 339 57 24.7 76 33 44 9 26 30
125000 671181.988 1045026.946 339 57 24.7 76 33 33 9 27 1
126000 670839.26 1045966.381 339 57 24.7 76 33 22 9 27 31
127000 670496.532 1046905.816 339 57 24.7 76 33 10 9 28 2
128000 670153.805 1047845.25 339 57 24.7 76 32 59 9 28 33
129000 669811.077 1048784.685 339 57 24.7 76 32 48 9 29 3
130000 669468.349 1049724.12 339 57 24.7 76 32 37 9 29 34
131000 669125.621 1050663.555 339 57 24.7 76 32 26 9 30 5
132000 668782.894 1051602.99 339 57 24.7 76 32 15 9 30 35
133000 668440.166 1052542.424 339 57 24.7 76 32 4 9 31 6
134000 668097.438 1053481.859 339 57 24.7 76 31 53 9 31 36
135000 667754.711 1054421.294 339 57 24.7 76 31 42 9 32 7
136000 667411.983 1055360.729 339 57 24.7 76 31 31 9 32 38
137000 667103.18 1056311.365 345 26 24.9 76 31 21 9 33 9
138000 666906.461 1057291.458 350 14 4.6 76 31 14 9 33 41
139000 666736.847 1058276.968 350 14 4.6 76 31 9 9 34 13
140000 666567.233 1059262.479 350 14 4.6 76 31 3 9 34 45
141000 666397.619 1060247.989 350 14 4.6 76 30 58 9 35 17
142000 666228.004 1061233.5 350 14 4.6 76 30 53 9 35 49
143000 666058.39 1062219.01 350 14 4.6 76 30 47 9 36 21
144000 665888.776 1063204.521 350 14 4.6 76 30 42 9 36 53
145000 665719.161 1064190.032 350 14 4.6 76 30 36 9 37 25
146000 665549.547 1065175.542 350 14 4.6 76 30 31 9 37 57
147000 665379.933 1066161.053 350 14 4.6 76 30 25 9 38 30
148000 665210.319 1067146.563 350 14 4.6 76 30 20 9 39 2
149000 665040.704 1068132.074 350 14 4.6 76 30 15 9 39 34
150000 664871.09 1069117.584 350 14 4.6 76 30 9 9 40 6
151000 664701.476 1070103.095 350 14 4.6 76 30 4 9 40 38
152000 664531.862 1071088.605 350 14 4.6 76 29 58 9 41 10
153000 664362.247 1072074.116 350 14 4.6 76 29 53 9 41 42
154000 664192.633 1073059.626 350 14 4.6 76 29 48 9 42 14

(m)
155000 664023.019 1074045.137 350 14 4.6 76 29 42 9 42 46
156000 663853.404 1075030.647 350 14 4.6 76 29 37 9 43 18
157000 663683.79 1076016.158 350 14 4.6 76 29 31 9 43 51
158000 663514.176 1077001.668 350 14 4.6 76 29 26 9 44 23
159000 663344.562 1077987.179 350 14 4.6 76 29 20 9 44 55
160000 663174.947 1078972.689 350 14 4.6 76 29 15 9 45 27
161000 663005.333 1079958.2 350 14 4.6 76 29 10 9 45 59
162000 662835.719 1080943.71 350 14 4.6 76 29 4 9 46 31
163000 662666.105 1081929.221 350 14 4.6 76 28 59 9 47 3
164000 662496.49 1082914.732 350 14 4.6 76 28 53 9 47 35
165000 662326.876 1083900.242 350 14 4.6 76 28 48 9 48 7
166000 662157.262 1084885.753 350 14 4.6 76 28 42 9 48 40
167000 661987.647 1085871.263 350 14 4.6 76 28 37 9 49 12
168000 661818.033 1086856.774 350 14 4.6 76 28 32 9 49 44
169000 661626.506 1087837.989 346 4 48.1 76 28 25 9 50 16
170000 661325.979 1088791.08 338 55 5 76 28 16 9 50 47
171000 660908.972 1089699.267 331 45 21.9 76 28 2 9 51 16
172000 660381.99 1090548.377 324 35 38.8 76 27 45 9 51 44
173000 659753.257 1091325.161 317 25 55.7 76 27 24 9 52 9
174000 659032.584 1092017.497 310 16 12.6 76 27 1 9 52 32
175000 658231.217 1092614.582 303 6 29.5 76 26 35 9 52 52
176000 657361.775 1093107.327 296 11 9.8 76 26 6 9 53 8
177000 656459.512 1093538.503 295 27 58.8 76 25 37 9 53 22
178000 655556.674 1093968.484 295 27 58.8 76 25 7 9 53 36
179000 654653.836 1094398.465 295 27 58.8 76 24 38 9 53 50
180000 653750.998 1094828.445 295 27 58.8 76 24 8 9 54 4
181000 652848.16 1095258.426 295 27 58.8 76 23 38 9 54 18
182000 651945.322 1095688.406 295 27 58.8 76 23 9 9 54 33
183000 651042.483 1096118.387 295 27 58.8 76 22 39 9 54 47
184000 650139.645 1096548.368 295 27 58.8 76 22 10 9 55 1
185000 649238.494 1096981.82 296 58 16.8 76 21 40 9 55 15
186000 648380.332 1097493.716 304 41 13 76 21 12 9 55 32
187000 647598.952 1098116.552 312 25 46.6 76 20 46 9 55 52
188000 646908.607 1098838.98 320 10 20.2 76 20 24 9 56 16
189000 646321.885 1099647.829 327 54 53.9 76 20 5 9 56 42
190000 645849.483 1100528.349 335 39 27.5 76 19 49 9 57 11
191000 645500.015 1101464.485 343 24 1.1 76 19 38 9 57 41
192000 645257.255 1102434.409 346 45 21.9 76 19 30 9 58 13

(m)
193000 645035.818 1103409.515 348 59 45.1 76 19 23 9 58 45
194000 644895.568 1104399.188 354 52 20.5 76 19 18 9 59 17
195000 644857.382 1105398.02 0 44 55.8 76 19 17 9 59 50
196000 644921.661 1106395.513 6 37 31.2 76 19 20 10 0 22
197000 645087.73 1107381.183 12 30 6.5 76 19 25 10 0 54
198000 645353.843 1108344.67 18 22 41.9 76 19 34 10 1 25
199000 645717.204 1109275.848 24 15 17.3 76 19 46 10 1 56
200000 646173.994 1110164.93 30 7 52.6 76 20 1 10 2 25
5.2.2 Curves
Horizontal curves are used flatter as far as possible. There are total 16 curves out
of which only 3 curves are of 5500m radius, which is limiting value for 350kmph
design speed. Largest radius of curve used in this section is 20000m. Details of
horizontal alignment are given in the following table.
Curve Direction Radius Deflection Tangent Transition CIRCULAR Total

No. of Curve (m) Angle Length Length(m) Length Curve
(m) (m) Length(m)
D M S L1 L2
1 Right 20000 1 43 55 377.301 150 150 454.554 754.554
2 Right 6250 24 2 12 1580.903 500 500 2121.979 3121.979
3 Left 6500 17 4 35 1226.086 500 500 1437.247 2437.247
4 Right 6250 26 37 38 1729.389 500 500 2404.584 3404.584
5 Left 7000 56 20 57 4000.157 500 500 6384.350 7384.350
6 Right 20000 1 21 35 312.349 150 150 324.674 624.674
7 Right 6250 35 44 52 2266.080 500 500 3399.488 4399.488
8 Right 5500 78 42 44 4787.556 550 550 7005.831 8105.831
9 Left 7350 67 57 27 5199.581 490 490 8227.704 9207.704
10 Right 5500 29 19 55 1714.988 550 550 2265.671 3365.671
11 Left 5500 16 0 39 1048.802 550 550 986.926 2086.926
12 Left 8500 13 57 31 1223.129 365 365 1705.800 2435.800
13 Right 7500 10 16 40 924.603 500 500 845.355 1845.355
14 Left 8000 54 46 6 4394.663 500 500 7147.094 8147.094
15 Right 7400 51 17 23 3803.281 500 500 6124.294 7124.294
Curve Direction Radius Deflection Tangent Transition CIRCULAR Total

No. of Curve (m) Angle Length Length(m) Length Curve
(m) (m) Length(m)
D M S L1 L2
16 Right 9750 59 42 30 5748.841 305 305 9855.526 10465.526
5.2.2 Gradients
Terrain along the corridor in this stretch is plain to moderately rolling. Gradients in
general are flatter and most of the gradients are less than 1%. Steepest gradient is
2.38%. Steeper gradients are used at the location of switch over ramp where
alignment emerges out from underground position to elevated position or vise
versa. The details of gradients are given in the following table.
Chainage(m) Rail Level(m)

S. No. Length(m) Gradient Remarks
From To From To
1 -675.000 400.000 1075.000 6.500 6.500 0.000% level
2 400.000 1585.000 1185.000 6.500 -17.200 -2.000% fall
3 1585.000 3000.000 1415.000 -17.200 14.000 2.205% Rise
4 3000.000 6150.000 3150.000 14.000 23.450 0.300% Rise
5 6150.000 7750.000 1600.000 23.450 14.990 -0.529% fall
6 7750.000 8760.000 1010.000 14.990 -5.010 -1.980% fall
7 8760.000 10200.000 1440.000 -5.010 -8.160 -0.219% fall
8 10200.000 11550.000 1350.000 -8.160 22.500 2.271% Rise
9 11550.000 14140.000 2590.000 22.500 18.500 -0.154% fall
10 14140.000 17680.000 3540.000 18.500 23.000 0.127% Rise
11 17680.000 20680.000 3000.000 23.000 35.000 0.400% Rise
12 20680.000 25240.000 4560.000 35.000 26.000 -0.197% fall
13 25240.000 27900.000 2660.000 26.000 28.000 0.075% Rise
14 27900.000 31740.000 3840.000 28.000 37.000 0.234% Rise
15 31740.000 34100.000 2360.000 37.000 60.000 0.975% Rise
16 34100.000 37100.000 3000.000 60.000 55.000 -0.167% fall
17 37100.000 44300.000 7200.000 55.000 38.000 -0.236% fall
18 44300.000 51500.000 7200.000 38.000 24.000 -0.194% fall
19 51500.000 53280.000 1780.000 24.000 50.000 1.461% Rise
20 53280.000 56000.000 2720.000 50.000 28.000 -0.809% fall
21 56000.000 57000.000 1000.000 28.000 28.000 0.000% level
22 57000.000 58780.000 1780.000 28.000 13.200 -0.831% fall
23 58780.000 63200.000 4420.000 13.200 18.000 0.109% Rise
24 63200.000 64200.000 1000.000 18.000 34.000 1.600% Rise
25 64200.000 66200.000 2000.000 34.000 46.000 0.600% Rise
26 66200.000 69700.000 3500.000 46.000 17.000 -0.829% fall
27 69700.000 71800.000 2100.000 17.000 25.000 0.381% Rise

From To From To
28 71800.000 77640.000 5840.000 25.000 15.000 -0.171% fall
29 77640.000 82200.000 4560.000 15.000 49.000 0.746% Rise
30 82200.000 86100.000 3900.000 49.000 29.000 -0.513% fall
31 86100.000 92200.000 6100.000 29.000 44.000 0.246% Rise
32 92200.000 95640.000 3440.000 44.000 32.000 -0.349% fall
33 95640.000 97900.000 2260.000 32.000 15.000 -0.752% fall
34 97900.000 100380.000 2480.000 15.000 20.905 0.238% Rise
35 100380.000 100840.000 460.000 20.905 25.000 0.890% Rise
36 100840.000 102000.000 1160.000 25.000 20.000 -0.431% fall
37 102000.000 103900.000 1900.000 20.000 16.000 -0.211% fall
38 103900.000 107100.000 3200.000 16.000 22.000 0.188% Rise
39 107100.000 115100.000 8000.000 22.000 19.000 -0.038% fall
40 115100.000 117900.000 2800.000 19.000 26.000 0.250% Rise
41 117900.000 120940.000 3040.000 26.000 15.000 -0.362% fall
42 120940.000 122300.000 1360.000 15.000 19.000 0.294% Rise
43 122300.000 126440.000 4140.000 19.000 23.000 0.097% Rise
44 126440.000 130940.000 4500.000 23.000 31.000 0.178% Rise
45 130940.000 136760.000 5820.000 31.000 23.000 -0.137% fall
46 136760.000 138800.000 2040.000 23.000 16.500 -0.319% fall
47 138800.000 140000.000 1200.000 16.500 16.500 0.000% level
48 140000.000 141460.000 1460.000 16.500 -13.000 -2.021% fall
49 141460.000 143450.000 1990.000 -13.000 -2.000 0.553% Rise
50 143450.000 144650.000 1200.000 -2.000 23.000 2.083% Rise
51 144650.000 147400.000 2750.000 23.000 21.000 -0.073% fall
52 147400.000 150940.000 3540.000 21.000 15.000 -0.169% fall
53 150940.000 152120.000 1180.000 15.000 20.000 0.424% Rise
54 152120.000 157120.000 5000.000 20.000 35.000 0.300% Rise
55 157120.000 159800.000 2680.000 35.000 20.000 -0.560% fall
56 159800.000 164260.000 4460.000 20.000 38.000 0.404% Rise
57 164260.000 166900.000 2640.000 38.000 42.000 0.152% Rise
58 166900.000 169040.000 2140.000 42.000 25.000 -0.794% fall
59 169040.000 170960.000 1920.000 25.000 25.000 0.000% level
60 170960.000 173880.000 2920.000 25.000 40.000 0.514% Rise
61 173880.000 177500.000 3620.000 40.000 35.000 -0.138% fall
62 177500.000 179620.000 2120.000 35.000 22.000 -0.613% fall
63 179620.000 184000.000 4380.000 22.000 20.000 -0.046% fall
64 184000.000 185600.000 1600.000 20.000 -15.000 -2.188% fall
65 185600.000 187500.000 1900.000 -15.000 20.000 1.842% Rise
66 187500.000 188350.000 850.000 20.000 0.000 -2.353% fall

From To From To
67 188350.000 190000.000 1650.000 0.000 -3.400 -0.206% fall
68 190000.000 191000.000 1000.000 -3.400 4.000 0.740% Rise
69 191000.000 191800.000 800.000 4.000 23.000 2.375% Rise
70 191800.000 193100.000 1300.000 23.000 23.000 0.000% level
71 193100.000 195750.000 2650.000 23.000 26.000 0.113% Rise
72 195750.000 199400.000 3650.000 26.000 21.000 -0.137% fall
73 199400.000 200000.000 600.000 21.000 24.765 0.627% Rise
5.2.3 Alignment breakup

Depending upon the site feasibility and technical requirement, alignment has been
planned at grade, elevated or underground. Chainage wise breakup of alignment
has been placed in the following table.
Details of at grade alignment

Chainage(m)
Length(m) Remarks
From To
-675 400 1075 At Grade
5630 5857 227 At Grade
6390 6540 150 At Grade
20311 20500 189 At Grade
20800 21114 314 At Grade
23307 24355 1048 At Grade
25587 26034 447 At Grade
27014 27450 436 At Grade
28820 29150 330 At Grade
29350 29382 32 At Grade
29480 29550 70 At Grade
29885 29950 65 At Grade
30068 30615 547 At Grade
32960 33200 240 At Grade
33716 34309 593 At Grade
34990 35367 377 At Grade
37009 37164 155 At Grade
38090 38340 250 At Grade
38564 39181 617 At Grade
39290 39576 286 At Grade
39801 40083 282 At Grade
40157 40890 733 At Grade
42400 43450 1050 At Grade
Chainage(m)
Length(m) Remarks
From To
45056 46459 1403 At Grade
50053 50345 292 At Grade
54640 55348 708 At Grade
57792 58652 860 At Grade
63200 63755 555 At Grade
65080 65469 389 At Grade
68133 68425 292 At Grade
70490 70910 420 At Grade
70910 71737 827 At Grade
72144 72347 203 At Grade
73395 73738 343 At Grade
74770 75150 380 At Grade
75364 75755 391 At Grade
76840 76962 122 At Grade
77254 77351 97 At Grade
78027 80461 2434 At Grade
80461 80552 91 At Grade
81555 82662 1107 At Grade
85110 85297 187 At Grade
87232 88015 783 At Grade
88364 88936 572 At Grade
88936 89353 417 At Grade
90325 90972 647 At Grade
91550 91795 245 At Grade
95416 96061 645 At Grade
106727 107030 303 At Grade
113468 113700 232 At Grade
117215 117790 575 At Grade
117790 118084 294 At Grade
118084 118793 709 At Grade
118793 118957 164 At Grade
122314 122760 446 At Grade
125597 125994 397 At Grade
126830 127210 380 At Grade
127550 127795 245 At Grade
128190 128470 280 At Grade
129381 129748 367 At Grade
130150 130688 538 At Grade
Chainage(m)
Length(m) Remarks
From To
131849 132208 359 At Grade
132208 132334 126 At Grade
133130 134251 1121 At Grade
134251 134569 318 At Grade
135152 135350 198 At Grade
135952 136343 391 At Grade
140450 140655 205 At Grade
142856 143260 404 At Grade
143465 144551 1086 At Grade
146560 146962 402 At Grade
150846 151164 318 At Grade
154771 154970 199 At Grade
154970 155050 80 At Grade
155254 155355 101 At Grade
155653 155821 168 At Grade
155979 156060 81 At Grade
156380 156440 60 At Grade
156760 156891 131 At Grade
156891 157060 169 At Grade
157978 158164 186 At Grade
158771 158918 147 At Grade
159570 159656 86 At Grade
159656 160176 520 At Grade
160650 160830 180 At Grade
161290 161492 202 At Grade
161492 161533 41 At Grade
161787 161867 80 At Grade
163423 163613 190 At Grade
164290 164767 477 At Grade
164892 165640 748 At Grade
165893 166326 433 At Grade
166326 166608 282 At Grade
167120 167250 130 At Grade
167945 168050 105 At Grade
168686 168806 120 At Grade
168806 169130 324 At Grade
170885 171095 210 At Grade
171095 171150 55 At Grade
Chainage(m)
Length(m) Remarks
From To
171377 171669 292 At Grade
171669 171761 92 At Grade
172100 172389 289 At Grade
172389 172480 91 At Grade
172570 172948 378 At Grade
172948 173035 87 At Grade
173800 174040 240 At Grade
174200 174430 230 At Grade
174864 175055 191 At Grade
175631 176168 537 At Grade
176168 176260 92 At Grade
177534 177847 313 At Grade
177847 177954 107 At Grade
178368 179290 922 At Grade
179290 179371 81 At Grade
180088 180355 267 At Grade
180568 181245 677 At Grade
181245 181460 215 At Grade
181460 181556 96 At Grade
181870 182443 573 At Grade
182443 182550 107 At Grade
184260 184451 191 At Grade
184451 184856 405 At Grade
186400 186944 544 At Grade
186944 187175 231 At Grade
187650 187965 315 At Grade
187965 188644 679 At Grade
190358 191250 892 At Grade
191250 191550 300 At Grade
Total at grade length 48720m
Details of elevated length

Chainage(m)
Length(m) Remarks
From To
2630 5630 3000 Elevated
5857 6390 533 Elevated
6540 8250 1710 Elevated
10995 20311 9316 Elevated
21114 23307 2193 Elevated
24355 25587 1232 Elevated
26034 27014 980 Elevated
27450 28820 1370 Elevated
29382 29480 98 Elevated
29790 29885 95 Elevated
30615 32960 2345 Elevated
33200 33716 516 Elevated
34309 34990 681 Elevated
35367 37009 1642 Elevated
37164 38090 926 Elevated
38340 38564 224 Elevated
39181 39290 109 Elevated
39576 39801 225 Elevated
40083 40157 74 Elevated
44500 45056 556 Elevated
46459 50053 3594 Elevated
50345 54640 4295 Elevated
55348 57792 2444 Elevated
63755 65080 1325 Elevated
Chainage(m) Length(m) Remarks
65469 68133 2664 Elevated
68425 68950 525 Elevated
71737 72144 407 Elevated
72598 72769 171 Elevated
73076 73395 319 Elevated
75755 76840 1085 Elevated
77351 78027 676 Elevated
80552 81555 1003 Elevated
82662 85110 2448 Elevated
85297 87232 1935 Elevated
88015 88364 349 Elevated
89353 90325 972 Elevated
90972 91550 578 Elevated
91795 95416 3621 Elevated
96061 106727 10666 Elevated
107030 113468 6438 Elevated
113700 117215 3515 Elevated
118957 119940 983 Elevated
120340 122314 1974 Elevated
122760 125597 2837 Elevated
125994 126830 836 Elevated
127210 127550 340 Elevated
127795 128190 395 Elevated
128470 129381 911 Elevated
129748 130150 402 Elevated
130688 131849 1161 Elevated
132334 133130 796 Elevated
134569 135152 583 Elevated
135350 135952 602 Elevated
136343 140450 4107 Elevated
144551 146560 2009 Elevated
146962 150846 3884 Elevated
151164 154771 3607 Elevated
155050 155254 204 Elevated
155355 155653 298 Elevated
156060 156380 320 Elevated
156440 156760 320 Elevated
157060 157978 918 Elevated
158164 158771 607 Elevated
158918 159570 652 Elevated
160176 160650 474 Elevated
161533 161787 254 Elevated
163143 163423 280 Elevated
163613 164290 677 Elevated
164767 164892 125 Elevated
166608 167120 512 Elevated
167250 167945 695 Elevated
169130 170885 1755 Elevated
171150 171377 227 Elevated
171761 172100 339 Elevated
173035 173800 765 Elevated
174430 174864 434 Elevated
175267 175631 364 Elevated
176260 177534 1274 Elevated
177954 178368 414 Elevated
179371 180088 717 Elevated
180355 180568 213 Elevated
181556 181870 314 Elevated
182550 184260 1710 Elevated
187175 187650 475 Elevated
191550 193296 1745.5 Elevated

Total elevated length including
119364.5m
bridge length
Details of Underground Length

Chainage(m)
Length(m) Remarks
From To
400 2630 2230 Underground
40890 42400 1510 Underground
43450 44500 1050 Underground
58652 63200 4548 Underground
68950 70490 1540 Underground
73738 74770 1032 Underground
Chainage(m)
Length(m) Remarks
From To
119940 120340 400 Underground
140655 142856 2201 Underground
143260 143465 205 Underground
155821 155979 158 Underground
160830 161290 460 Underground
161867 163143 1276 Underground
165640 165893 253 Underground
168050 168686 636 Underground
172480 172570 90 Underground
174040 174200 160 Underground
175055 175267 212 Underground
184856 186400 1544 Underground
188644 190358 1714 Underground
Total Underground length 25886m
Summary of alignment breakup

At Grade : 48720m
Elevated : 110489m
Bridge : 8875m
Underground : 25886m
Total : 193971m 193.971km
5.3 Stations
Stations planned in this section of alignment are Thiruvananthapuram, Quilon
Changannur, Kottayam and Erankulam. Changannur station has been planned as
future station. Latitudes and longitudes of station locations are given in the
following table.
S.No Chainage Station Name Longitude Latitude

1 0.000 Thiruvananthapuram 7655'29.39"E 829'04.99"N
2 56568.500 Quilon 7638'33.44"E 852'31.27"N
3 108296.200 Changannur Future Station 7636'23.23"E 918'25.16"N
4 139315.700 Kottayam 7631'07.68"E 934'23.01"N
5 192595.500 Erankulam 7619'31.65"E 958'08.97"N
5.4 Depot
In the section of corridor from Thiruvananthapuram to Erankulam, the depot has
been planned at Thiruvananthapuram end by the side of proposed
Thiruvananthapuram station. Quite large open area is available to locate
maintenance depot cum work shop.
5.5 Rivers, canals and reservoirs across the alignment

Alignment crosses a number of water bodies such as rivers, canal and reservoirs.
Total width of these crossing is 8875m. Bridges will be required across these water
bodies. Detail spanning arrangement and Type of bridge is not being decided at
this stage of work. It will be done at the time of detailed project report. The details
of water bodies are given in the following table.
S. No Description Chainage(m) Width(m)
1 Centre line of River 5080.00 185.000

2 Centre line of Canal 6910.00 1.300
6 Centre line of Reservoir 16380.00 640.000

45 Reservoir 114310.6 51.100

66 Centre line of Wet land 150045.2 263.100
85 Centre line of canal 170867.5 3.800
5.6 Major/Minor roads across the alignment
Alignment crosses a number of major/Minor roads. The details of therse roads are
given in the following tables.
S. No Chainage(m) Description Width (m)
1 3595 Centre Line of Major Road 5.5
2 6275.00 Centre Line of Major Road 27.4
S. No Chainage(m) Description Width (m)

62 94545.00 Centre Line of Major Road 4
S.No Chainage(m) Description

1 855.3 Centre Line of Minor Road









279 106733,7 Centre Line of Minor Road







5.7 Railway lines across the alignment

Alignment passing across the some of the railway lines also. The details of these
railway lines is as given in the following table.
Chainage
S. No Description
(m)
1 1470 Centre Line of Railway Line Crossing
Chainage
S. No Description
(m)
5.8 Affected properties across the alignment

The properties falling within of 22.5 m wide strip of Right of Way (ROW) have been
considered as affected. The kilometre wise list of such properties has been
prepared which is placed in the following table.
Chainages Tentative number of
S. No
From To affected properties
1 (-)575 1000 6
2 1000 2000 3
3 2000 3000 4
4 3000 4000 7
5 4000 5000 0
6 5000 6000 12
7 6000 7000 6
8 7000 8000 0
9 8000 9000 1
10 9000 10000 1
11 10000 11000 0
12 11000 12000 9
13 12000 13000 16
14 13000 14000 19
15 14000 15000 17
16 15000 16000 5
17 16000 17000 1
18 17000 18000 6
19 18000 19000 1
20 19000 20000 9
21 20000 21000 5
22 21000 22000 2
23 22000 23000 9

S. No
24 23000 24000 11
25 24000 25000 9
26 25000 26000 8
27 26000 27000 17
28 27000 28000 21
29 28000 29000 15
30 29000 30000 14
31 30000 31000 10
32 31000 32000 7
33 32000 33000 2
34 33000 34000 22
35 34000 35000 15
36 35000 36000 23
37 36000 37000 19
38 37000 38000 17
39 38000 39000 16
40 39000 40000 27
41 40000 41000 18
42 41000 42000 0
43 42000 43000 6
44 43000 44000 2
45 44000 45000 2
46 45000 46000 10
47 46000 47000 8
48 47000 48000 1
49 48000 49000 0
50 49000 50000 0
51 50000 51000 11
52 51000 52000 0
53 52000 53000 4
54 53000 54000 16
55 54000 55000 24
56 55000 56000 11
57 56000 57000 1

S. No
58 57000 58000 6
59 58000 59000 24
60 59000 60000 0
61 60000 61000 0
62 61000 62000 3
63 62000 63000 0
64 63000 64000 14
65 64000 65000 18
66 65000 66000 16
67 66000 67000 13
68 67000 68000 8
69 68000 69000 2
70 69000 70000 1
71 70000 71000 0
72 71000 72000 6
73 72000 73000 3
74 73000 74000 4
75 74000 75000 1
76 75000 76000 7
77 76000 77000 1
78 77000 78000 4
79 78000 79000 6
80 79000 80000 13
81 80000 81000 6
82 81000 82000 7
83 82000 83000 4
84 83000 84000 12
85 84000 85000 10
86 85000 86000 3
87 86000 87000 7
88 87000 88000 8
89 88000 89000 0
90 89000 90000 4
91 90000 91000 5

S. No
92 91000 92000 11
93 92000 93000 2
94 93000 94000 16
95 94000 95000 8
96 95000 96000 12
97 96000 97000 4
98 97000 98000 11
99 98000 99000 0
100 99000 100000 6
101 100000 101000 6
102 101000 102000 9
103 102000 103000 1
104 103000 104000 2
105 104000 105000 1
106 105000 106000 3
107 106000 107000 9
108 107000 108000 1
109 108000 109000 2
110 109000 110000 16
111 110000 111000 20
112 111000 112000 13
113 112000 113000 15
114 113000 114000 17
115 114000 115000 10
116 115000 116000 19
117 116000 117000 26
118 117000 118000 23
119 118000 119000 11
120 119000 120000 25
121 120000 121000 20
122 121000 122000 12
123 122000 123000 17
124 123000 124000 19
125 124000 125000 21

S. No
126 125000 126000 17
127 126000 127000 10
128 127000 128000 24
129 128000 129000 21
130 129000 130000 15
131 130000 131000 20
132 131000 132000 10
133 132000 133000 13
134 133000 134000 21
135 134000 135000 18
136 135000 136000 19
137 136000 137000 17
138 137000 138000 0
139 138000 139000 9
140 139000 140000 11
141 140000 141000 14
142 141000 142000 0
143 142000 143000 3
144 143000 144000 7
145 144000 145000 15
146 145000 146000 23
147 146000 147000 22
148 147000 148000 6
149 148000 149000 5
150 149000 150000 7
151 150000 151000 2
152 151000 152000 12
153 152000 153000 3
154 153000 154000 0
155 154000 155000 11
156 155000 156000 6
157 156000 157000 3
158 157000 158000 7
159 158000 159000 6

S. No
160 159000 160000 4
161 160000 161000 2
162 161000 162000 7
163 162000 163000 0
164 163000 164000 2
165 164000 165000 7
166 165000 166000 0
167 166000 167000 1
168 167000 168000 12
169 168000 169000 4
170 169000 170000 5
171 170000 171000 4
172 171000 172000 5
173 172000 173000 5
174 173000 174000 16
175 174000 175000 7
176 175000 176000 1
177 176000 177000 11
178 177000 178000 5
179 178000 179000 5
180 179000 180000 0
181 180000 181000 7
182 181000 182000 16
183 182000 183000 5
184 183000 184000 0
185 184000 185000 0
186 185000 186000 0
187 186000 187000 21
188 187000 188000 0
189 188000 189000 1
190 189000 190000 0
191 190000 191000 10
192 191000 192000 4
193 192000 193000 8

S. No
194 193000 194000 27
195 194000 195000 19
196 195000 196000 14
197 196000 197000 27
198 197000 198000 20
199 198000 199000 18
200 199000 200000 19
Total = 1806
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CHAPTER 6
CIVIL ENGINEERING
6.0 Construction of HSRs
The history of high-speed railways started in 1964 with the opening of the Tokaido
Shinkansen (however, the highest operating speed at that time was 210 km/h),
followed afterwards by France (TGV) in 1981, Italy (ETR) in 1988, Germany (ICE)
in 1991, and Spain (AVE) in 1992. Besides these countries, high-speed railways
are also running in Belgium, the United Kingdom, Korea, Taiwan, China, Turkey,
Holland and Russia. Today, high-speed railways are operated in these thirteen
countries.
Among the high-speed railways, the Japanese Shinkansen (Series 500 & Series
N700); the French TGV Series, Thalys, and Eurostar; the German ICE3, the
Spanish AVE, the Korean KTX, the Taiwanese Series 700T, the Chinese CRH are
operating at the worlds highest speed of 300 to 350 km/h.
It is proposed to adopt the construction technology used for Shinkansen for Kerala
High Speed Rail after making necessary changes for making it suitable as per the
local conditions. However, it is considered appropriate to detail the various
components of Shinkansen Technology. Table 6.1 gives the standard specifications
for major High Speed Rails in the world and thereafter the description of different
civil Engineering component of Shinkansen Rail are detailed
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Table 6-1 Construction

Table 6.1 Construction Standards Standards
of Majorof Main High-Speed
High-speed Railways
Railways in inthe
theWorld
World (1)
(1)

Hakata /Tours
Design Criteria
Gauge mm 1435 1435 1435 1435 1435 1435 1435
Max Cant mm 200 180 180 200 180 180 180
Max Gradient 20 15 15 30 35 25 35
Car Width m 3.4 3.4 3.4 3.4 2.9 2.9 2.9
m2 63.5 63.5 63.4 62.8 N one 71 100
DoubleTrack)
Tunnel km 69 13% 268 47% 115 23% 63 54% 0 0% 16 6% 13 5%
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Table 6-1Standards
Table 6.1Construction Construction Standards
of Major of Main High-Speed
High-speed Railways inRailways in the
the World (2)World (2)
Section ICE D irettissim a AVE KTX THSR
Hannover-
Wrzburg
1992-2010
1st Section opened
Design Criteria
Gauge mm 1435 1435 1435 1435 1435 1435 1435
Max Cant mm 160 160 160 160 140 180 160
Max Gradient 12.5 12.5 40 8.5 12.5 15 25
Car Width m 3.1 3.1 3.1 2.9 2.9 2.9 3.4
Max Axle Load ton 19.5 19.5 20 22.5 17.2 17 25.5
Tunnel Cross Section (Standard 2
m 82 82 92 54/60/68 75 107 90
DoubleTrack)
Tunnel km 30 30% 120 37% 47 22% 71 30% 16 3% 189 46% 65 19%
Enbeded Direct
Track
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6.1. Construction Standards
6.1.1 Track center-to-center distance
Tokaido Shinkansen: 4.2 m
Other shinkansens: 4.3 m
Track center-to-center of worlds high-speed railways
Railway line TGV lines ICE lines AVE line Direttissima KTX line THSR line
Track
center-to-
4.2
center
4.7 4.3 5.0 5.0 4.5
distance 4.5
(m)
6.1.2. Design Load
It was planed that freight trains also were operated on same Shinkasen
corridor, but now the corridors are dedicated for passenger trains.
N Standard live load (for freight car)
P Standard live load (for passenger car)
Length (m)
L L1 L2 L3
Load(kN)
160 200 2.8 2.2 12.8
170 200 3.5 2.2 12.1
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Sanyo Tohoku Hokuriku Kyushu

Tokaido Joetsu
(Osaka- (Tokyo- (Takasaki- (Hakata-
(Tokyo-Osaka) (Omiya-Niigata)
Hakata) Hachinohe) Nagano) Nishikagoshima)
N 16 N 16 N 16 N 16
P 16 P 16
P 16 P 16 P 17 P 17
Axel load of worlds high-speed railways
Railway line TGV lines ICE lines AVE line Direttissima KTX line THSR line
17.2tf
Maximum
17tf 20tf 19tf 20tf 25.5tf
axle weight
22.5tf
6.1.3 Civil Engineering Structure
6.1.3.1 Dimensions of Civil Engineering Structures
Standard section of cutting section
Standard section of retaining wall section
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Standard section of embankment section
6.1.3.2 Viaduct
Profile
Pile
Cross Section
Pile
Typical section of viaduct
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Beam-slab Type Viaduct (Rigid Frame Viaduct)
6.1.3.4 Bridge
Many kinds of bridge are used for Shinkansen and type can be selected taking
condition of construction site and cost. In general RC T-type girder is used for 8 to 25
m in span and PC girder is used for more than 25 m in span. Steel girder is also used
for many cases, but it is better to use concrete girder in urban area in respect of noise-
control measures.
Typical section of girder (RC T-type girder: for 8 to 25 m in span)
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Steel Concrete slab

girder
Composte girder
Steel girder
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Steel truss girder
Steel truss girder
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6.1.3.5 Tunnel
First blowing concrete
Second blowing concrete
Roadbed concrete
Invert concrete
Typical cross section of NATM tunnel
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2
(Area of cross section: 64m )
Shape of NATM tunnel section
Typical cross section of cut and cover tunnel
6.1.4 Stations and Station Facilities
6.1.4.1 Classification of station
Cross section of station (at-grade)
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Cross section of station (concourse under track type)
Cross section of station (concourse over track type)
Cross section of station (underground)
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6.1.4.2 Station layout
(a) Station layout

As standard distance between stations should be more than 30 km for 250km/h
operation. Distances between stations for each Shinkansen are shown in the
following tables.
Distance between stations
Tokaido Shinkansen Sanyo Shinkansen Tohoku Shinkansen
Kirometer (km) Kirometer (km) Kirometer (km)
Station Station Station

Cumulative Between Cumulative Between Cumulative Between
lenght stations lenght stations lenght stations
Tokyo 0 Shinosaka 515.4 Tokyo 0
6.8 32.7 3.6
Shinagawa 6.8 Shinkobe 548.0 Ueno 3.6
18.7 22.2 27.8
Shinyokohama 25.5 Nishiakashi 570.2 Omiya 31.3
51.1 31.1 48.9
Odawara 76.7 Himeji 601.3 Oyama 80.3
18.8 20.1 28.8
Atami 95.4 Aioi 621.3 Utsunomiya 109.0
15.9 55.0 43.4
Mishima 111.3 Okayama 676.3 Nasushiobara 152.4
23.7 25.8 26.1
Shinfuji 135.0 Shinkurashiki 702.1 Shinshirakawa 178.4
32.4 30.9 35.5
Shizuoka 167.4 Fukuyama 733.1 Kouriyama 213.9
43.9 17.4 41.2
Kakegawa 211.3 Shinonomichi 750.5 Fukushima 255.1
27.6 10.6 31.1
Hamamatsu 238.9 Mihara 761.0 Shiraishizao 286.2
35.3 30.9 39.2

Toyohashi 274.2 Higashihiroshima 791.9 Sendai 325.4
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38.7 29.3 38.5
Mikawaanjo 312.8 Hiroshima 821.2 Furukawa 363.8
29.2 44.2 21.8
Nagoya 342.0 Shiniwakuni 865.4 Kurikomakogen 385.7
25.1 38.2 20.6
Gifuhashima 367.1 Tokuyama 903.5 Ichinoseki 406.3
41.1 41.0 25.1
Mibara 408.2 Shinyamaguchi 944.6 Mizusawaesashi 431.3
68.1 24.1 17.3
Kyoto 476.3 Asa 968.7 Kitakami 448.6
39.0 23.8 14.5
Shinosaka 515.4 Shinshimonoseki 992.5 Shinhanamaki 463.1
20.7 33.3
Kokura 1,013.2 Morioka 496.5
55.9 31.1
Hakata 1,069.1 Iwatenumakunai 527.6
34.6
Total 553.8 Ninohe 562.2
30.9
Hakataminami 1,077.6 Hachinohe 593.1
Average distance Average distance Average distance

34.4 30.8 29.7
between stations between stations between stations
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Distance between stations
Joetsu Shinkansen Hokuriku Shinkansen Kyushu Shinkansen
Kirometer (km) Kirometer (km) Kirometer (km)
Station Station Station

Cumulative Between Cumulative Between Cumulative Between
lenght stations lenght stations lenght stations
Omiya 0 Takasaki 0 Shinyatsushiro 0
36.6 18.5 42.1

Annakaharu
Kumagaya 36.6 18.5 Shinminamata 42.1
na
40.7 23.3 16.0
Takasaki 77.3 Karuizawa 41.8 Izumi 58.1
41.8 17.6 32.7
Ageokogen 119.1 Sakudaira 59.4 Sendai 90.8
32.2 24.8 35.3
Echigoyuzawa 151.4 Ueda 84.2 Kagoshimacyuo 126.1
29.6 33.2
Urasa 181.0 Nagano 117.4
32.9
Nagaoka 213.8
23.6
Tsubamesanjo 237.4
32.1
Niigata 269.5
Average Average
distance distance Average distance
33.7 23.5 31.5
between between between stations
stations stations
(b) Track layout at stations

Typical track layouts at stations are as follows.
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Terminal station
Side platforms type station
Island platform type station
The track layouts of each Shinkansen are as follows.
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Tokyo Shinaga Shinyokohama Odawara Atami Mishima Shinfuji Shizuoka Kakegawa

wa
Toyohashi Shinanjo Nagoya Gifuhashima Maibara Kyoto

Hamamatsu
Shinosaka Shinkobe Nishiakashi Himeji Aioi Okayama
Shinkurashiki Fukuyama Shinonomichi Mihara Higashihiroshima Hiroshima

Shiniwakuni
Tokuyama Shinyamaguchi Asa Shinshimonoseki Kokura Hakata Hakataminami Car depot (workshop)
Maintenance dept
Track Layout of Tokaido Sanyo Shinkansen
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6.1.4.3 Station criteria
(a) Effective length of track at station

1) Tokaido Shinkanse
Standard of effective length of track at stations for Tokaido Shinkansen is 500 m.
2) Sanyo Shinkansen
Standard of effective length of track at stations for Sanyo Shinkansen is 480 m which
450 m (maximum train length) plus 30 m (extra length).
3) Tohoku, Joetsu Shinkansen

Standard of effective length of track at stations for Tohoku and Joetsu Shinkasen is 430
m which 400 m (maximum train length: 25 m x 16 cars) plus 30 m (extra length), but
actually these have been build in more than 480 m which 400 m (maximum train length)
plus 30 m (extra length) plus 50 m (for return operation in future) in order to rerun
operation at stations in future.
More than 4.3 m Platform
16 cars
4.3m 4.3m
4.3m 4.3m
16 cars
More than 4.3 m
Sign for absolutely required stop Platform
Effective length
Minimum length required for avoiding touch between

cars
Effective length (Tohoku, Joetsu Shinkansen)
4) Hokuriku Shinkansen
Standard of effective length of track at stations for Tohoku and Joetsu Shinkasen is 330
m which 300 m (maximum train length: 25 m x 12 cars) plus 30 m (extra length), but
actually these have been build in more than 380 m which 300 m (maximum train length)
plus 30 m (extra length) plus 50 m (for return operation in future) in order to rerun
operation at stations in future.
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Platform
12 cars
12 cars
Effective length

cars
Effective length (Hokuriku, Tohoku [Morioka-Shinaomori section])
5) Kyushu Shinkansen
Standard of effective length of track at stations for Tohoku and Joetsu Shinkasen is 230 m
which 200 m (maximum train length: 25 m x 8 cars) plus 30 m (extra length), but actually
these have been build in more than 280 m which 200 m (maximum train length) plus 30 m
(extra length) plus 50 m (for return operation in future) in order to rerun operation at stations
in future.
Platform
8 cars
8 cars
Effective length

cars
Effective length (Kyushu Shinkansen)
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(b) Platform
1) Length of platform
Standard of platform length is as follows.
L = Maximum train length + 10m (extra length)
1) Width of platform
Standard of platform width is as follows.
Island platform type: more than 9 m
Side platforms type: more than 5 m
2) Height of platform
Standard of platform height is as follows.
H = 1,300 mm (car floor level) 50 mm = 1,250 mm
Floor of rolling stock

Floor of platform
Height from rail level to floor of rolling stock
3) Distance between end of platform and track center
i) Distance between of platform and track center (for straight)

Distance between end of platform and track center is as follows.
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The cases there are passing trains
Displacement of Deviation Distance between end

Width of carbody
center gravity of Extra of platform and track
x 1/2
rolling stock (construction error) center
1,795 mm
98 mm 12 mm 10 mm 1,675 mm
1,800 mm
The cases there is no passing train
Displacement of Deviation Distance between end

Width of carbody
center gravity of Extra of platform and track
x 1/2
rolling stock (construction error) center
64 mm 11 mm 10 mm 1,675 mm 1,760 mm
ii) Distance between end of platform and track center (for curve)
The distance between end of platform and track center at curve is widened by the
following formula.
W = W
W: widening
W: deviation by curve = 39,000/R (mm)
: deviation of rolling stock caused by cant at 1,250 mm level from rail level
Out side : (-) = S1 + S2
Inner side : (+) = S2 S1
S1 = 1,675 1,675 x cos
S2 = 1,250 x tan
= tan-1 (C/G)
C: Cant (mm)
G: Gauge (mm)
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Floor Level
Floor Level
The distance between end of platform and track center at curve
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Island Platform
Floor Level Floor Level
Cant
Side Platform
Floor Level
Floor Level
4) Distances between end of platform and columns, walls of subway, over-bridge and others
More than 2.0 m
Distance between end of platform and columns
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More than 2.5

m
Distance between end of platform and walls of subway, over-bridge
More than 1.2

m
Distance between screen door and walls of subway, over-bridge
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Dimensions of station for each Shinkansen are shown in the following tables.
Station Dimension for Tokaido Shinkasen
Shinyokoha
Tokyo Shinagawa Odawara Atami Mshima
ma
Number of tracks 6 4 4 2 2 4
Down 456 Down 559 Down 528 Down 571 Down 495
Effective length 470 - 478
Up 457 Up 560 Up 524 Up 558 Up 444
Number of
3 2 2 2 2 1
platforms
11.8m x 1 Up 9.8m Down 7.5 Down 8.0

Width 10.0 12.5
10.7m x 2 Down 9.3m Up 8.5 Up 7.0
Platform
Side Side
Type Island Island Island Island
platforms platforms
Length 410 431
Up 412 Up 423 Up 411 Up 419 Up 418
L L
Gradient L 3.0 L L
(10.0) (6.0)
500 1,000 3,500 5,000

Curve Radius Straight 3,000
(2,000) (920) 1,900 (7,000)
Shinfuji Shizuoka Kakegawa Hamamatsu Toyohashi Mikawa-anjo
Effective length 448
Up 510 Up 569 Up 509 Up 454 Up 553
Number of
2 2 2 2 2 2
platforms
7.0m (up)
Width 5.0m 7.0m 5.0m 7.0m 5.0m
9.0m (down)
Platform
Compound
Type Island Island Island Island Island
type
Down 413 Down 410

Length 410 410 410 410
Up 440 Up 413
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L L 3.0 6.0
Gradient 2.0 L
(2.0) (8.0) (18.0) (13.0)
8,000 3,000 2,200 Straight

Curve Radius Straight Straight
(2,000) (2,500) (2,500) (2,500)
Nagoya Gifuhashima Maibara Kyoto Shinosaka
Number of tracks 4 6 5 4 7
Down 526 Down 482 Down 533

Effective length 550 486 - 517
Up 494 Up 497 Up 476
Number of
2 2 2 2 4
platforms
Down 9.0m Down 5.0m 12.0m x 3

Width 11.0m 11.0m
Up 7.5 Up 10.0m 7.5m x 1
Platform
Compound Compound
Type Island Island Island
type type
Down 419
Length 410 410 410 440
Up 416
L L L L L
Gradient
(20.0) (10.0) (16.0) (5.0) (4.0)
1,000 1,300 600

Curve Radius Straight 3,000
(1,000) (5,000) (1,600)
6.1.5 Track
6.1.5.1. Track Structure
(1) Rail
(a) Type of rail
The Tokaido Shinkansen opened in 1964 as the worlds first 200 km/h (124 mph) high-
speed railway. Its track structure was conventional, that is, ballasted track with 50T (53
kg/m (36 lbs/ft)) rails and pre-stressed concrete sleepers. The Tokaido Shinkansen
achieved great commercial success, with the number of passengers increasing rapidly.
Accordingly, the amount of track maintenance required continued to increase markedly.

As a means of reducing the burden of track maintenance, the 53 kg/m (36 lbs/ft) rails
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were gradually replaced with 60 kg/m (40 lbs/ft) rails. The replacement was completed in
1982.
50T-rail and 60kg-rail
Currently, 60kg rail is used for main tracks and 50kgN rail is used for siding tracks only.
50kgN Rail 60kg Rail
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JIS Rails (reference only)
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UIC Rails (reference only)
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The specifications of 60kg rail and 50kgN rail are shown in the following table.
Chemical Composition (%)

Neutral
Cross
Axis
Section Moment of
from
Rail Inertia
Weight Base P S
Area
C Si Mn
(cm2) (cm4)
(kg/m) (mm) Max Max
Ix Iy
60kg 77.50 60.8 3,083 512 77.8

0.63 0.15 - 0.70
0.045 0.050
0.75 0.30 1.10
50kgN 64.20 50.4 1,968 334 71.6
(b) Continuous welded rail

The length of standard length rail is 25 m in Japan. Continuous welded rails which the
standard length rails are prolonged with welding are used for the Shinkansen in order to get
rid of impact & vibration at rail joints and for better comfort.
Un-movable Section Expansion Joint
Movable Section Movable Section
1) Expansion joint
It is required that Insulated joint is set about 1,000 m interval for the purpose of track circuit
of signaling system. Therefore, expansion joints with insulated joint were used for Tohoku
and Joetsu Shinakansens.
Rail Tongue rail Rail

Insulation
(movable) (fix) (movable)
Movable Section Un-movable Section Movable Section
Expansion joint
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2) Super-continuous rail
Since costs of expansion joint and maintenance are high, bonded joint was developed and
is being used. As the result of that, the bonded joint has made possible super-continuous
rail of 40 km to 60 km.
Unit: mm
Name Plate
L l
6,000 3,000 t/2
7,000 3,500 t/2
10,000 5,000 t/2
12,000 6,000 t/2
No Parts
1 Rail
2 Fishplate
3 Rail form
4 Dry bond
5 Tube
6 Washer
Layer
7 Bolt and nut
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(2) Track Structures

(a) Ballasted track
Typical cross section of ballasted track on embankment
Typical cross section of ballasted track on viaduct

Tokaido Sanyo Tohoku Joetsu Hokuriu Tohoku Remarks
Tokyo- Osaka- Okayama- Tokyo- Omiya- Takasaki- Morioka-
Osaka Okayama Hakata Morioka Nigata Nagano Hchinohe
Rail 60kg 60kg 60kg 60kg 60kg 60kg 60kg
High-speed High-speed High-speed

Fastener Ttype102 Type102 Pandrol Pandrol
Type Type Type
Pad thickness 12 mm 12 mm 10 mm 10 mm 10 mm 10 mm 10 mm
PC Sleeper
PC Sleeper PC Sleeper PC Sleeper PC Sleeper PC Sleeper PC Sleeper
Material
(3HE or
Sleeper (3T or 4T) (3T or 4T) (3H or 4H) (3H or 4H) (3H or 4H) (3HE or 4HE)
4HE)
Number 43 43 43 43 43 43 43 Per 25m
At-grade 300 mm 300 mm 300 mm 300 mm 300 mm 300 mm 300 mm
Ballast
Tunnel 250 mm 250 mm 250 mm 250 mm 250 mm 250 mm 250 mm
thickness
Viaduct 200 mm 200 mm 200 mm 200 mm 200 mm 200 mm 200 mm
For
Viaduct
Ballast mat Not used Not used Not used Used Used Not used Not used
Bridge
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Ballasted track
Ballast screen (prevention of ballast scattering)
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(b) Slab track

The development of slab track was started in 1965 with the aim of radically reducing the
amount of track maintenance. Slab track consists of thin reinforced-concrete slabs laid
directly on a concrete bed onto which the rails are fixed directly.
This has been adopted as the standard track structure for the Sanyo Shinkansen (the
section west of Okayama) and other Shinkansen lines built subsequently. Proper track
maintenance is also vertical from the standpoint of ensuring the safety of trains running at
high speeds. Maintenance workers regularly grind tops and maintain track surfaces in order
to reduce the level of noise and repair damage to the rails.
Even for Shinkansen lines that were constructed later, the basic slab-track structure has
remained unchanged, although various improvements have been made to the slab track to
reduce noise, vibration and cost of maintenance.
Slab track
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Frame-shaped track slab
The newly developed frame-shaped slab track, a slab with a hole in the center, has
reduced the temperature stress and weight of the slab, thereby making the construction
of tracks easier and less expensive.
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Frame-shaped slab (AF-
55M)
Frame-shaped slab (AF-55M)
Before setting slab
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After setting slab
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Frame-shaped track slab in tunnel section
Under construction
Wider rail-fastener interval
Structure analysis and measurement of tracks during the running of trains showed that
the train running safety and stresses in the track structural members would remain
unaffected even when the rail-fastener interval was widened from 625 mm (2 ft 1 in) to
725 mm (2 ft 5 in). Therefore, the number of rail fasteners per track slab was decreased
from eight to seven, allowing track costs to be cut accordingly.
Slab track at grade
A Type Concrete Slab
Cement Asphalt (CA) Mortar

Steel Reinforcement Concrete Asphalt Pavement
Special Gravel
Slab track at grade
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Solid-bed track with resilient ties
At locations with special requirements for reducing noise and vibration, solid-bed track with
resilient ties is used.
Solid-bed track with resilient ties
Although slab track has a slightly higher than construction cost than ballasted track, it
required minimal maintenance after commencement of revenue-earning operation. In
addition, unlike ballasted track, slab track is free from problems of ballast being
scattered by wind caused by passing trains or the impact of snow falling from trains.
When ballasted track is used for a high-speed railway, it is difficult to completely prevent
the scattering of ballast. This is one of the major reasons why slab track is normally
chosen for the Shinkansen. However, if track irregularity occurs once, repairing work for
slab track is more difficult than ballasted track.
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Slab tracks used each Shinkansen line
Track slab Tohoku

(Tokyo- Tohoku
(Morioka-
Sanyo Hokuriku Kyushu
Fastener Morioka),
Environmental Shinkansen Shinkansen Shinkansen
Type Joetsu Hchinohe)
mesures
Shinkansen
Shinkansen
Standard O O O O
(A- Anti-vibration O
55)
Other Low spring
Tie plate O O
than pad
type
tunnel
Standard O
(AF-
55M) Low spring
O
pad
(A-
Standard O O
Tunnel 51)
(straight) (AF-
Standard O O O
57)
(A-
Standard O O
Tunnel 55)
Tie plate
type
(curve) (AF-
Standard O O O
55T)
Ratio between slab track and ballast track on each Shinkansen line
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(Reference only)
German Slab Track
Vossloh
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Vossloh
(c) Rail Fastener
1) Fastener for ballasted track
Type 102 High-speed Type Pandrol
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2) Fastener for ballastless track
Direct Fastening Device (Type 8)
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(3) Turnout
(a) Turnouts used for the Shinkansen
Specifications of turnouts for 60kg rail
Turnout number 9 12 14 16 18 38
0 0 0 0 0 0
Crossing angle 6 22 4 46 4 05 3 34.5 3 11 1 3028
Lead radius R 202.109 m 516 m 683 m 861 m 1,106 m 4,200 m
Total length of
29.978 m 52.640 m 51.827 m 66.276 m 71.339 m 134.790 m
turnout L
a 14.227 m 24.436 m 27.049 m 29.325 m 32.885 m 65.679 m
b 15.751 m 28.204 m 24.779 m 36.951 m 38.454 m 69.111 m
Crossing structure Fixed Movable nose Fixed Movable nose Movable nose Movable nose
V1 35 - 40 60 - 65 65 - 75 75 - 85 85 95
Permissible
speed km/h
V2 40 55 60 75 80 160
V1: For deadheading trains
V2: For service trains
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No. 38 Turnout
Turnout number 18 is basically used for main lines.
(b) Length of straight line between turnout and curve

More than 20 m
(c) Distance between turnouts

More than 15m
(d) Turnout structure

Movable nose crossing
Wing rail
Tongue rail
Tongue rail
Movable rail Welded part
Elastic part
Diagonal joint part Movable part Fix part Expansion joint part
a-a Section b-b Section c-c Section d-d Section e-e Section f-f Section
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Movable nose crossing of No. 18 turnout
A-A Section
Elastic part
80S rail
Cut-out of basic rail
Gradient 1/3
Start point of cut-out of basic rail
Basic rail Tongue rail
Elastic point
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Movable nose crossing
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Station Dimension for Sanyo Shinkasen
Shinkurashi
Shinkobe Nishiakashi Himeji Aioi Okayama
ki
Up 476 Up 504 Up 495 Up 487 Up 533
Number of
2 2 2 2 2 2
platforms
Down 9.5
Width 8.0 7.0 7.0 1.0 7.0
Up 8.0
Platform
Side Side Compound Side Side
Type Island
platforms platforms type platforms platforms
Down 410
Length 417 410 417 413 411
Up 420
L L
Gradient L L L L
(3.0) (3.0)
Curve Radius 3,000 4,500 Straight Straight 1,000 10,000
Shinonomich Higashihirosh
Fukuyama Mihara Hiroshima Shiniwakuni
i ima
Up 502 Up 489 Up 507 Up 508 Up 499
Number of
2 2 2 2 2 2
platforms
Down 8.0 Down 7.5

Width 5.0 7.0 5.0 10.0
Up 9.0 Up 9.5
Platform
Side Side Side Side Compound
Type Island
platforms platforms platforms platforms type
Length 415 410 410 410 414 410
L L L
Gradient L 3.0 3.0
(3.0) (7.0) (1.5)
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Straight Straight
Curve Radius 3,500 Straight Straight Straight
(3,500) (500)
Shinyamagu Shinshimono
Tokuyama Asa Kokura Hakata
chi seki
Down 426 Down 500 Down 495

Effective length 500 502 516
Up 428 Up 530 Up 493
Number of
2 2 2 2 2 2
platforms
Width 7.5 7.0 5.0 9.5 9.5 9.5
Platform Side Side Side Compound

Type Island Island
platforms platforms platforms type
Down 411
Length 410 410 410 414 414
Up 412
L
Gradient L L L L L
(7.0)
1,200 1,000
Curve Radius 1,600 4,000 Straight Straight
(2,000) (800)
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Column
In case passing train

speed is more than
130km/h, more than More
3.0m is required. than
For passing train: 1.80 1.2m More than For passing train: 1.80
m More than 2.5 mStairs 2.0m m
For no passing train: 1.76 wall For no passing train: 1.76
m than 2.0 m
More m
More than 0.8 m Screen door

Floor level
Stairs Stairs
Block Block
for for
caution caution
More than 1.5m More than 1.5m
Distance between end of platform and columns, stair walls
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6.1.4 Building Planning
(a) Basic concept of station facilities

Basic concept of station facilities is as follows;
1) Passenger moving zone

Station square, access way, free way, concourse floor, ticket barrier, passenger staircase
(Elevator, escalator), platform
2) Passenger service zone

Lobby, public telephone, toilet, etc
3) Station office, reception zone

Ticket gate office, ticket office, information bureau, station office, station masters office,
meeting room, emergency room, resting room, maintenance labor office, waste disposal
room, etc
4) Mechanical room
Air-conditioner & ventilation room, electric & mechanical room, power supply room, water
supply & drainage, signal & communication room, etc
(b) Basic concept of planning for station facility

1) Air-conditioner and ventilation
A natural ventilation system be provided for the passenger moving zone, namely platforms,
the concourse and the access way. The station office zone shall be equipped with an air
conditioning.
2) Electric & mechanical room

Electricity is supplied from the main electric room to each station office. Signal and
communication equipment shall be arranged at each station accordingly.
3) Water supply and drainage

Water is supplied from the main water tank to each place by a pumping system. Sewage is
drained to the sewage tank and disposed into a sewer pipe in the area.
4) Emergency equipment
Plan of emergency equipment shall be established based on the national fire laws and
related regulations for the particular region. Design of viaduct stations shall take into
account the smoke extraction. Alarm devices such as an automatic fire alarm, a fire
extinguisher shall be equipped in the station.
5) Evacuation plan of station

An evacuation route for passengers shall be established from a platform to the ground level
through the concourse. There are two routes required including a staircase.
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6) Barrier free service

A special route by an elevator from the ground level to a platform through a concourse shall
be arranges for elderly and disabled people. An escalator for passengers shall be arranged
for both directions i.e. upstairs and downstairs.
7) Safety measures
Closed circuit TV cameras and emergency reporting devices shall be established in various
locations to be used in the event of accidents or disaster. Protective device with doors shall
be used to prevent people falling down onto the track.
Concourse Level
Platform Level
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Cross Section
Syushu Shinkansen (Shin-Yatsushiro Station: singed for 8 cars)
6.1.5 Construction Standard for Kerala High Speed Rail
On review of High Speed Rail Technology worldwide, it was felt that Shinkansen
technology is the best and safest where no major accident since its inception has
taken place. The latest implementation of this technology has been in Taiwan High
Speed Rail by THSRC and hence, it is recommended to adopt for Kerala High
Speed rail all the specifications of Taiwan High Speed Rail. The standard
specifications of THSRC are given in the table below.
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n Standards of Main High-Speed Railways in the World (2) Table 6-1 Construction St
Country
Italy Spain Korea Taiwan Germany
Section
D irettissim a AVE KTX THSR ICE
Hannover-
Kln-Frankfurt Rome-Firenze Madrid-Sevilla Seoul-Busan Mannheim-Stuttgart
Taipei-Kaoshung K
Wrzburg
177 237
Length of New Line 471 412 km 345
99 327
1992-2010
1995-2002 Construction
1970-1992 Period 1987-1992 Year 1976-1991
1999-2005 1979-1991
1st Section opened
Design Criteria
1435 1435 Gauge 1435 1435mm 1435 1435
330 300 Max Design Speed300 350km/h 300
350 300
300 250 Max Commercial 300Speed 300km/h 280
300 280
4,000 5,400 Min Curve Radius
4,000 7,000 m 4,670
6,250 4,670
11,500 20,000 Min Longitudinal
24,000Curve Radius 25,000m 22,000
25,000 22,000
160 160 Max Cant 140 180 mm 160 160
150 130 Permussible Cant100 Defficiency 90 mm 100
60 100
40 8.5 Max Gradient12.5 15 12.5
25 12.5
4.5 5.0 4.3 Track Centers 5.0 m
Distance between 4.7
4.5 4.7
3.1 2.9 Car Width 2.9 2.9 m 3.1
3.4 3.1
20 22.5 Max Axle Load 17.2 17 ton 19.5
25.5 19.5
12.1 13.0 Width of Track 13.3
Formation 14.0 m 13.7
13.0 13.7
92 54/60/68 75 107 m2 82
90 82
DoubleTrack)
126 75% New
120 Line 50%Earth Work
445 95% 111 km
27% 64
33 65%
10% 177 54% 1
6 3% 46 20%
Bridge & 10
Viadnct 2% 112 km
27% 247
5 72%
5% 30 9%
47 22% 71 30%
Tunnel 16 3% 189 km
46% 30
65 30%
19% 120 37%
Enbeded Direct E
Ballast
Track Structure Ballast Slab/Ballast Slab/Ballast
Ballast Ballast
Track
AC 15kV 16 DC 3kV
Traction Power AC 25kV 50Hz AC 25kV 60Hz AC
AC15kV
25kV 60Hz16 AC 15kV 16 AC
Passenger Remark Passenger Passenger
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6.1.6 Geology of the Area
In general, the soils of Kerala are acidic, kaolintic and gravelly with low CEC(Cation
Exchange Capacity), low water holding capacity and high phosphate fixing capacity.
Climate topography, vegetation and hydrological conditions are the dominant factors of
soil formation. On the basis of the morphological features and physico-chemical
properties, the soils of the State have been classified into red loam, laterite coastal
alluvium, riverine alluvium, Onattukara alluvium, brown hydromorphic, saline
hydromorphic, Kuttanad alluvium, black soil and forest loam.
Red Loam
Location :- Red loams of Kerala are localized in occurrence and are found mostly in the
southern parts of Thiruvananthapuram district.
Formation and Occurance:-These soils occur in catenary sequence along with laterites
and are found mainly as deposits by colluviation in foothills and small hillocks.
Characteristics:-
a. Colour and texture:- The soils have red colour, which has been attributed to the
presence of hematite or anhydrous ferric oxides.
a. Permeability:- The rapid permeability of the surface soils also has been
responsible for the characteristic development of these loamy oils, which are very deep
and homogeneous without much expression of horizons.
a. Fertile Nature:- They are not fertile due to low organic matter content as well as
low essential plant nutrients.
a. Other Features:- These soils are essentially kaolinitic in nature, acidic in

reaction and friable.
Laterite
Location :- This is the most abundant soil seen in Kerala. They cover about 65 per cent
of the total area of the State, occupying a major portion of the midland and mid-upland
regions and are the most extensive of the soil groups found in Kerala. Laterite soil is
predominantly seen in northern parts of Kerala like Kozhikode, Kannur,Mallapuram and
Kasaragod.
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Formation and Occurance:-Laterite of Kerala is typical kaolinitic weathering products

of gneissic and granitic rocks developed under humid tropical conditions. Heavy rainfall
and high temperature prevalent in the State are conductive to the process of laterisation.
Characteristics:-
a. Colour and texture:- The surface soil, which is reddish brown to yellowish red, is mostly
gravelly loam to gravelly clay loam in texture. It shows the development of AB(c) profiles.
The profiles have well-developed B-horizon with abundant ferruginous and quartz
gravels. The plinthite is characterized by a compact vesicular mass below the B-horizon,
composed essentially of a mixture of hydrated oxides of iron and aluminum. The plinthite
includes quarriable type that breaks into blocks and also non-quarriable type that breaks
into irregular lumps.
a. Permeability:-They have poor water-holding capacity
a. Fertile Nature:- Tough this soil, in general, is acidic, poor in available nitrogen,
phosphorus and potassium and are low in the bases,it is well drained, widely cultivated
and respond to management practices. A variety of crops like coconut, tapioca, rubber,
areca nut, pepper, cashew etc can be successfully grown by the proper application of
fertilizers and irrigation.
a. Other Features:- They are generally acidic with pH ranging from 4.5 to 6.2.They have
CEC and high P fixing capacity with low organic matter content.
Coastal Alluvium
Location :- These soils are seen in the coastal tracts along the West as a narrow belt
with an average width of about 10 km.
Formation and Occurrance:- As it has been developed from recent marine deposits
Sand is the chief constituent of this type of soil. Soil profile surface is not well developed.
They show incipient development.
Characteristics:-
a. Colour and texture:- The texture is dominated by sand fraction The A horizon is usually
thin and the surface textures observed are loamy sand and sandy loam.
a. Permeability:-It has very rapid permeability.
a. Fertile Nature:- These soil are of low fertility level
a. Other Features:- These soils are acidic (pH value less than 6.5 in most of the
areas).They are also low in organic matter, clay and CEC.
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Riverine Alluvium
Location :- This soil occurs throughout the state cutting across the extensive laterite
soils. They are important in Kollam taluk.
Formation and Occurrance:- This type of soil, developed along river valley, occurs
mostly along the banks of rivers and their tributaries.
Characteristics:-
a. Colour and texture:- They are very deep soils which surface texture ranging from
sandy loam to clay loam. Horizon differentiation is not well expressed.
a. Other Features:- They are moderately supplied with organic matter, nitrogen and
potassium. They are acidic and poor in phosphorus and lime. They show wide variation
in their physico-chemical properties depending obviously on the nature of alluvium that is
deposited and the characteristics of the catchment area through which the river flows.
Onattukara alluvium
Location :- These soils are confined to the Onattukara region comprising the
Karunagapally, Karthikapally and Mavelikara taluks of Kollam and Alappuzha districts.
Formation and Occurrance:- They occur as marine deposits extending to the interior
up to the lateritic belt.
Characteristics:-
a. Colour and texture:- The soils are, in general, coarse textured with immature profiles.
a. Permeability:-These soils have very rapid permeability. In low-lying areas, the water
table is high and drainage is a problem.
a. Fertile Nature:- Addition of sufficient organic matter and irrigation facilities improve the
water holding capacity. Coconut, Paddy and Tapioca are the major products derived
from these soils.
a. Other Features:- They are acidic in reaction and are extremely deficient in all the major
plant nutrients.
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Brown hydromorphic
Location :- Hydromorphic soils, as a group, occur extensively in the State. These soils
are mostly confined to valley bottoms of undulating topography in the midland and to low
lying areas of coastal strip. These are also found in areas of wetland.
Formation and Occurrance:- They have been formed as a result of transportation and
sedimentation of material from adjacent hill slopes and also through deposition by rivers.
Presence of Lateritic and gravel suggest that these are formed by the action of gravity.
Characteristics:-
a. Colour and texture:- As the name implies the soil is deep brown in colour.
Compositionally it ranges between sandy loam to clay. Clay is of pottery type.
a. Permeability:-Drainage is the major problem of this kind of soil.
a. Other Features:- They exhibit wide variation in physico-chemical properties and

morphological features.The development of the soil profiles has occurred under impeded
drainage conditions. These soils,therefore, exhibit characteristic hydromorphic features
like grey horizons, mottling streaks, hard pans, organic matter depositions, iron and
manganese concretion, etc. They are moderately supplied with organic matter, nitrogen
and potassium and are deficient in lime and phosphorus. Acidity is a problem in some
areas.
Saline hydromorphic
Location :- These soils are usually seen within the coastal tracts of the districts of
Ernakulam, Alappuzha, Trissur and Kannur.
Formation and Occurrance:- The origin, genesis and development of these soils have
been under peculiar physiographic conditions. They are, therefore, not comparable with
the saline soils occurring in the other parts of the Country. The network of backwaters
and estuaries bordering the coast serves as an inlet of tidal waters to flow into these
areas, causing Salinity. During the period of March April the soil is characterised by
high salinity, but in June July they are devoid of salts. Wide fluctuation in the intensity
of salinity has been observed. During the rainy season, the fields are flooded and most
of the salt is leached out, leaving the area almost free of the salts.
Characteristics:-
a. Colour and texture:- These soils are in general brownish and deep. The profile show
wide variation in texture, as is common in most of the alluvial soils.
a. Permeability:- This soil is imperfectly drained.
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a. Fertile Nature:- In these soils one crop of Paddy is cultivated during Auguast
December.
a. Other Features: - Electrical conductivity of the soil during June July season ranges
from 0.1 to 2.0 m mhos/cm2. The maximum accumulation of toxic salts is observed
during the summer months from March to April when electrical conductivity rises to the
range of 10 - 15m mhos/cm2. Being developed in areas with relatively high ground water
table, these soils show aquic properties. In some areas,undecomposed organic matter is
observed in the lower layers, causing problems of acidity. The Pokkali (Ernakulam
district) and kaipad (Kannur district) soils come under this category.
Kuttanad alluvium/Acid saline soil
Location:- Kuttanad
a. Characteristics:- The Kuttanad region covering about 875 km2 is a unique agricultural
area in the world. A good portion of this area lies 1-2 m below MSL and is submerged for
major parts of the year. The area is susceptible to seasonal ingress of saline water as a
result of tidal inflow from the sea. During the monsoons, the rivers and rivulets pour fresh
water into the area. As the North East monsoon recedes, seawater again enters the
Vembanad Lake and the whole area becomes saline. Hence, the soils of Kuttanad area
are faced with the serious problems of hydrology floods, acidity and salinity. Consequent
on the construction of the Thanneermukkam bund, salinity hazards have been
considerably reduced. The soils of Kuttanad form the typical waterlogged soils and are
entirely different from normal well-drained soils in their morphological, chemical and
physical characteristics.
They can be grouped into three categories which are dealt with in the zone of Problem
Areas.
The Kayal soils
Location :- This type of soil is seen in the reformed lake bed of Kottayam and Alappuzha
districts.
Characteristics:-
Colour and texture:- This soil is dark brown in colour but a white colour seen on the
surface due to presence of salt. They contain Alluvial silt and Clay Loams some lime shells,
organic matter,calcium, little nutrients and some salts on the surface.
Permeability:- They are poorly drained soils.
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Other Features: -They are slightly acidic in nature and are deeply situated. These
soils show some aquic features like grey colour, red and brown streak, as the clay content
decreases with depth.
The karappadam soils
Location :- These occur in the flat lands of large part of upper Kuttanad and also along
the inland stream and rivers.
Formation and Occurrance:- They are formed by the transportation activity of rivers.
These are situated 1 2m below sea level.
Characteristics:-
a. Colour and texture:- This soil contain Clay Loams, Silty clay sub soils, some sands,
decayed organic matter, and little amount of nutrients Phosphorus and Calcium.
b. Permeability:- They are poorly drained soils.
c. Other Features: -The important features of these soils are high salt content and
presence of decomposed organic materials
The Kari soils
Location :- This soil is found insome parts of Alappuzha, Kottayam and Ernakulam
districts.
Formation and Occurrance:- These are situated 12m below sea level.
Black soils
Location:- Black soils are restricted in their occurrence to Chittoor taluk of Palakkad
district. They are found to occur in patches and are considered as extension of the black
cotton soils observed in the adjacent Coimbatore district of Tamil Nadu.
Characteristics:- These soils are dark, low in organic matter, calcareous, neutral to
moderately alkaline (PH 7.0 to 8.5) and high in clay content and CEC. Hence they
exhibit the characteristic cracking during dry periods. They are usually located in gently
sloping to nearly level lands. The levels of potassium and calcium are moderate and
those of nitrogen and phosphorus, low. In a relatively small area of 1000 ha. in Chittoor
block, a highly dispersed soil termed as "Poonthalpadam" soil, is seen. This soil occurs
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as a slushy layer to a depth of about 0.5m to 1.5m. A bed of limestone is seen beneath
the slushy layer. The physical properties like plasticity, cohesion, expansion and
shrinkage are similar to those of the regular soils of the Deccan.
Forest loam
Location:- They are found in the eastern parts of the State.
Formation and Occurrance:- They are the products of weathering of crystalline rocks
under forest cover.
Characteristics:-
a. Colour and texture:- They generally show vide variation in depth and are dark reddish
brown to black, with loam to silty loam texture.They have immature profiles with shallow
soils, followed by gneissic parent material in various stages of weathering. In areas with
lesser canopy cover, signs of laterisation have been observed in the profiles. In denuded
areas, leaching and deposition of humus in the lower layers are observed. The B-horizon
usually contains gneissic gravels and boulders.
Fertile Nature:-The soil is quite fertile under forest cover and promotes prolific
undergrowth. This soil is often found under vegetation
Other Features: - These soils are generally acidic with PH ranging from 5.5 to 6.3. They
are rich in nitrogen; but poor in the bases because of heavy leaching.
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6.2 CONSTRUCTION METHODOLOGY

As in the underground section most of the area is either built-up or passing under
Road, it is proposed to tunnel through Tunnel Boring Machine (TBM) or New Austrian
Tunneling Method (NATM) in the overburden soil mass. This will reduce cost
substantially and inconvenience to general public during construction. Tunnel
excavation for a major part of this underground section is expected to be carried out by
Tunnel Boring Machines. There is some smaller section along the underground part of
the alignment where Cut & Cover method has been considered for construction before
and after Switch Over Ramp (SOR) and at the start of the alignment at Lucknow
Station. Tunnel boring machines (TBMs) capable of drilling in soft soil with a finished
internal diameter of 7.8 m. can be successfully employed for boring tunnels through
this stratum. The tunnels are proposed with a minimum soil cover of 7-8 m.
6.2.1.1 Utility Diversion
It is suggested that all utilities falling within excavation area are diverted away in
advance to avoid damage to such utilities during the excavation/ construction phase.
The cross utilities, however has to be kept supported. It is suggested that pressure
water pipelines crossing the proposed cut area are provided with valves on both sides
of the cut so that the cut area can be isolated in case of any leakage to the pipeline to
avoid flooding of the cut/damage to the works.
6.2.1.2 Support Walls
Most commonly used support wall is RCC Diaphragm Wall. The advantage of
diaphragm wall is that the same can be used as part of permanent structure. The
modern techniques are now available where water-stop can be inserted at the joints of
two diaphragm wall panels to avoid seepage through the joints. It is also now possible
to ensure the verticality of the diaphragm wall panels to avoid any infringement
problem later on. Typically the diaphragm wall of 80 cm to 1 meter thickness is
sufficient to do the cut and cover construction. The various advantages of diaphragm
wall are as follows.
- It is rigid type of support system and therefore ensures the maximum safety
against settlement to the adjacent structures.
- Can be used as part of the permanent structure and, therefore, considered
economical.
- With diaphragm wall it is possible to construct an underground structure by top
down method. In this method top slab is cast once the excavation is reached to the
top slab level with rigid connections to the diaphragm wall which can be achieved
by leaving couplers in the diaphragm wall reinforcement at appropriate level. This
top slab then acts as strut between the two support walls and gives much more
rigidity and safety to the construction. Excavation thereafter can be completed.
This also helps in restoration of the surface faster without waiting for full structure
to be completed.
The other support walls which can be used depending on the site conditions are as
follows:
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Sheet Piles: Z/ U sheet piles cane be used as temporary support wall. This can be
advantageous where it is possible to re-use the sheet pile again and again and
therefore, economy can be achieved however the main concern remains, driving of
sheet piles causes vibrations/noise to the adjacent buildings. This may sometimes lead
to damage to the building and most of the time causes inconvenience to the occupants
of the building. Situation becomes more critical if sensitive buildings are adjacent to the
alignment like hospitals, schools, laboratories, etc. Silent pile driving equipments
however are now available and can be used where such problems are anticipated.
Retaining Casing Piles: This is suitable for situation where the cut and cover is to be
done partly in soil and partly in rocky strata. The top soil retaining structure can be
done with the help of Casing pile which is then grouted with cement slurry. This is
considered suitable in case of shallow level, non-uniform, uneven nature of rock head
surface which render the construction of sheet piles/diaphragm wall impracticable.
These are suitable up to 7-meter depth. The common diameter used for such casing
pile is 2.00-2.50 mm dia.
Soldier Piles and Lagging: Steel piles (H Section or I section) are driven into the
ground at suitable interval (normally 1-1.5 mtr.) centre-to-centre depending on the
section and depth of excavation. The gap between two piles is covered with suitable
lagging of timber planks/shot-creting /steel sheets/GI sheets during the process of
excavation.
Secant Piles: are cast-in-situ bored piles constructed contiguously to each other so
that it forms a rigid continuous wall. This is considered an alternative to diaphragm wall
where due to soil conditions it is not advisable to construct diaphragm wall from the
consideration of settlement during the trenching operation. 800 to 1000 mm dia piles
are commonly used. Two alternate soft piles are driven and cast in such a way that the
new pile partly cuts into earlier constructed piles. This new pile is constructed with
suitable reinforcement. With this, alternate soft and hard pile is constructed. This has
got all the advantages of diaphragm wall. However, this wall can not be used as part of
permanent structure and permanent structure has to be constructed inside of this
temporary wall.
6.2.1.3 Anchors
As an alternative to the struts, soil/rock anchors can be used to keep these support
walls in position. This gives additional advantage as clear space is available between
two support walls and progress of excavation & construction is much faster as
compared to the case where large number of struts is provided which create hindrance
to the movement of equipments and material & thus affects the progress adversely.
The combination of all the type of retaining walls, struts/anchors may be necessary for
the project to suit the particular site. Based on the above broad principle, the support
walls system for cut and cover shall be chosen for particular locations.
6.2.2 CHOICE OF SUPERSTRUCTURE
The choice of superstructure has to be made keeping in view the ease of
constructability and the maximum standardization of the form-work for a wide span
ranges. Following type of superstructures has been considered:
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6.2.2.1 Segmental Balanced Cantilever Method

- Cast-in-situ Segmental Balanced Cantilever Method.
- Precast Segmental box girder using external unbonded tendons.
- Precast segmental U-Channel superstructure with internal pre-stressing.
Cast-in-situ Segmental Balanced Cantilever Method
The formwork is supported from a movable form carrier. The form traveler moves forward on
rails attached to the deck of the completed structure and is anchored to the deck at the rear.
With the form traveler in place, a new segment is formed, cast and stressed to the previously
constructed segment. A covering may be provided on the form carrier so that work may
proceed during inclement weather.
Each segment is reinforced with conventional untensioned steel and sometimes by

transverse or vertical prestressing or both, while the assembly of segments is achieved
by longitudinal post-tensioning. One segment to the left of the pier is first constructed
and then stressed against the crosshead, followed by the corresponding unit on the
right, which will also be stressed against the crosshead. The sequence is then
repeated. Additional prestressing shall be provided for continuity to the overall frame
structure.
The operation sequence in cast in place balance cantilever construction is as follows:
- Setting up and adjusting carrier
- Setting up and aligning forms
- Placing reinforcement and tendon ducts
- Concreting
- Inserting prestress tendons in the segment and stressing
- Removing the formwork
- Moving the form carrier to the next position and starting a new cycle
The limitation of the method is that the strength of concrete is always on the critical
path of construction and it also influences greatly the structures deformability,
particularly during construction.
Pre Cast Segmental Box Girder
This essentially consists of precast segmental construction with external prestressing
and dries joints and is by far the most preferred technique in fast track projects. In
such construction the prestressing is placed outside the structural concrete (but inside
the box) and protected with high density polyethylene tubes which are grouted with
special wax or cement. The match cast joints at the interface of two segments are
provided with shear keys as in traditional segmental construction. However, epoxy is
dispensed with because water tight seal at the segment joints is not required in
association with external tendons. The schematic arrangement is shown at Fig. 6.4.
The main advantages of dry-jointed externally prestressed precast segmental
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construction can be summarized as follows:-

- Simplification of all post-tensioning operations, especially installation of tendons.
- Reduction in structural concrete thickness as no space is occupied by the tendons
inside the concrete.
- Good corrosion protection due to tendons in polyethylene ducts; the grout
inspection is easier and leaks, if any, can be identified during the grouting process.
- Simplified segment casting. There is no concern about alignment of tendons.
Increased speed of construction.
- The elimination of the epoxy from the match-cast joints reduces costs and
increases speed of construction further.
- Replacement of tendons in case of distress is possible and can be done in a safe
and convenient manner.
- Facility for inspection and monitoring of tendons during the entire service life of the
structure.
Pre Cast Segmental U Girder
- The single U type of viaduct structure is also a precast segmental construction with
internal prestressing and requires gluing and temporary prestressing of segments.
The match cast joints at the interface of two segments are also provided with shear
keys. The main advantages for this type of structural configuration of
superstructure are:
- Built-in sound barrier.
- Built-in cable support and system function.
- Possibility to lower the longitudinal profile by approximately 1m compared to
conventional design.
- Built-in structural elements capable of maintaining the trains on the bridge in case
of derailment (a standard barrier design does not allow this)
- Built-in maintenance and evacuation path on either side of the track.
After studying all the feasible options, Pre-cast segmental box girder using external
unbounded tendon had been adopted because of the advantages mentioned above.
6.2.2.2 Span by Span Construction Method

Constructing the typical spans on an Advanced Launching Girder (ALG) with system
formwork for span-by-span cast-in-situ construction:
Advanced Launching Girder with system formwork has been used in Singapore and it
has demonstrated the effective use of this construction methodology in the viaduct
construction to achieve quality finishes. The Advanced Launching Girder is a steel
structure specially designed and fabricated for the cast-in-situ construction of the
typical spans of the viaduct.
- Firstly, the piers and the cross heads are constructed in advance of the ALG. For
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the construction of every span, formwork units are adjusted, raised and suspended
on the transverse trusses using Maccalloy bars (high tensile bars) in conjunction
with the hollow ram jacks.
- After the formwork units are in place, fixing of reinforcement, placing of ducts and
concreting will follow.
- When the structure achieves a concrete strength of 30 MPa, the stressing of the
tendons will begin.
- Upon complete transfer of load to the starting elements and piers, the formwork
units will be dismantled and placed on the working platform. The entire ALG will
then be jacked to the next span. This cycle is then repeated.
The advantage of the span by span method of construction pertains to the pre-
stressing steel requirement. Since the segments are supported by the form travellers,
there are no cantilever stresses during construction, and pre-stress requirements are
akin to those of conventional construction on false work.
The capital investment in the equipment for this type of construction is considerable.
Taking into account total length of approximately 25.4 km of viaduct and the large
number of equal spans, it may be economically justifiable for the equipment
investment by the contractor.
6.2.2.3 Pre-Cast Construction
For the elevated sections It is recommended to have pre-cast segmental construction
for super structure for the viaduct. For stations also the superstructure is generally of
pre-cast members. The pre-cast construction will have the following advantages:-
- Reduction in construction period due to concurrent working for substructure and
superstructure.
- For segmental, pre-cast element (of generally 3.0m length), transportation from
construction depot to site is easy and economical.
- Minimum inconvenience is caused to the public utilising the road as the
superstructure launching is carried out through launching girder requiring narrow
width of the road.
- As the pre-cast elements are cast on production line in a construction depot, very
good quality can be ensured.
- The method is environment friendly as no concreting work is carried at site for the
superstructure.
Casting of Segments
For viaducts segmental pre-cast construction requires a casting yard. The construction
depot will have facilities for casting beds, curing and stacking areas, batching plant
with storage facilities for aggregates and cement, site testing laboratories,
reinforcement steel yard, fabrication yard, etc. An area of about 3 ha to 4 ha is
required for each construction depot (one per contract).
For casting of segments both long line and short line method can be adopted.
However the long line method is more suitable for spans curved in plan while short line
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method is good for straight spans. A high degree of accuracy is required for setting out
the curves on long line method for which pre calculation of offsets is necessary. Match
casting of segments is required in either method. The cast segments are cured on the
bed as well as in stacking yard. Ends of the segments are to be made rough through
sand blasting so that gluing of segments can be effective.
The cast segment will be transported on trailers and launched in position through
launching girders.
Launching Scheme
Launching girder is specially designed for launching of segments. The launching
scheme is shown in the Figures 6.1 to 6.7. Initially, the launching girder is erected on
pier head at one end of the work. The segments are lifted in sequence as shown in the
figures and dry matched while hanging from the launching girder. After dry matching,
the segments are glued with epoxy and pre-stressed from one end. The girder is
lowered on the temporary / permanent bearings after pre-stressing. The launching
girder then moves over the launched span to next span and the sequences continue.
6.2.2.4 Structural System of Viaduct
Superstructure
The superstructure of a large part of the viaduct comprises of simply supported spans.
However at major crossing over or along existing bridge, special steel or continuous
unit will be provided.
Normally the Box Girder having a soffit width of about 4.0 m (approx) accommodates
the two tracks situated at 4.2m center to center (c/c). The Box Girder superstructure
for almost all the simply supported standard spans will be constructed by precast
prestressed segmental construction with epoxy bonded joints.
The standard spans c/c of piers of simply supported spans constructed by precast
segmental construction technique has been proposed as 28.0m. The usual segments
shall be 3.0m in length except the Diaphragm segments, which shall be 2.0m each.
The other spans (c/c of pier) comprises of 31.0 m, 25.0 m, 22.0 m, 19.0 m & 16.0 m,
which shall be made by removing/adding usual segments of 3.0 m each from the
center of the span.
- The pier segment will be finalized based on simply supported span of 31.0m and
the same will be also kept for all simply supported standard span.
- For major crossing having spans greater than 31.0m, special continuous units
normally of 3 span construction or steel girders have been envisaged.
Substructure
The viaduct superstructure will be supported on single cast-in-place RC pier. The
shape of the pier follows the flow of forces. For the standard spans, the pier gradually
widens at the top to support the bearing under the box webs. At this preliminary design
stage, the size of pier is found to be limited to 1.8m to 2.0 m diameter of circular shape
for most of its height so that it occupies the minimum space at ground level where the
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alignment often follows the central verge of existing roads. To prevent the direct
collision of vehicle to pier, a Jersey Shaped crash barrier of 1.0 m height above
existing road level has been provided all around the pier. A gap of 25 mm has also
been provided in between the crash barrier and outer face of pier. The shape of upper
part of pier has been so dimensioned that a required clearance of 5.5 m is always
available on road side beyond vertical plane drawn on outer face of crash barrier. In
such a situation, the minimum height of rail above the existing road is 8.4 m. The
longitudinal center to center spacing of elastomeric/pot bearing over a pier would be
about 1.8 m. The space between the elastomeric bearings will be utilized for placing
the lifting jack required for the replacement of elastomeric bearing. An outward slope
of 1:200 will be provided at pier top for the drainage due to spilling of rainwater, if any.
The transverse spacing between bearings would be 3.2 m (to be studied in more
details).The orientation and dimensions of the piers for the continuous units or steel
girder (simply supported span) have to be carefully selected to ensure minimum
occupation at ground level traffic. Since the vertical and horizontal loads will vary from
pier to pier, this will be catered to by selecting the appropriate structural dimensions.
6.2.2.5 Foundation Recommendation
Substratum consists of top 1 meter as filled up soil followed by sand, silty sand, silty
sand mixed with gravel up to 30 meter depth. Pile foundations have been
recommended for the foundations as per the stratum encountered. Hence, pile
foundations with varying pile depths depending on soil characteristic have to be
provided on a case-by-case basis.
Deck Simple Spans
Salient features of the precast segmental construction method technique as envisaged
for the project under consideration are indicated below:
- The superstructure shall be constructed span by span sequentially, starting at
one end of a continuous stretch and finishing at the other end. Nos. of launching
girders may be required so as to work on different stretches simultaneously to
enable completion of the project in time.
- The number of breaks in the stretch can be identified by Nos. of continuous units
& stations.
- The suggested method of erection will be detailed in drawings to be prepared, at
the time of detailed design. The launching girder (or, more accurately, the
assembly truss) is capable of supporting the entire dead load of one span and
transferring it to the temporary brackets attached to the pier. The governing weight
of the segments will be of the order of 50t (to be finalized). The launching girder
envisaged will be slightly longer than two span lengths. It must be able to
negotiate curves in conjunction with temporary brackets.
- Transportation of segments from casting yard to the point of erection will be
effected by appropriately designed low-bedded trailers (tyre-mounted). The
segments can be lifted and erected using erection portal gantry moving on
launching girder.
- Box girder segments shall be match cast at the casting yard before being
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transported to location and erected in position. Post-tensioned cables shall be

threaded in-situ and tensioned from one end. It is emphasized that for precast
segmental construction only one-end pre-stressing shall be used.
- The pre-stressing steel and pre-stressing system steel accessories shall be
subjected to an acceptance test prior to their actual use on the works. The tests
for the system shall be as per FIP Recommendations as stipulated in the special
specifications. Only multi-strand jacks shall be used for tensioning of cables.
Direct and indirect force measurement device (e.g. Pressure Gauge) shall be
attached in consultation with system manufacturer.
- The Contractor shall be responsible for the proper handling, lifting, storing,
transporting and erection of all segments so that they may be placed in the
structure without damage. Segments shall be maintained in an upright position at
all times and shall be stored, lifted and/or moved in a manner to prevent torsion
and other undue stress. Members shall be lifted, hoisted or stored with lifting
devices approved on the shop drawings.
Epoxy Bonded Joints and Shear Keys
- A minimum compressive stress of 3 kg/sq cm shall be provided uniformly over the
cross-section for the closure stress on the epoxied joint until the epoxy has set.
The curing period for application of the compressive stress, method of mixing and
application of epoxy and all related aspects including surface preparation shall be
as per approved manufacturers specifications.
- The purpose of the epoxy joint, which is about 1mm on each mating surface, shall
be to serve as lubricant during segment positioning, to provide
- waterproofing of the joints for durability in service conditions and to provide a seal
to avoid cross-over of grout during grouting of one cable into other ducts.The
epoxy shall be special purpose and meet requirements of relevant provision of FIP
(International Federation of Pre-stressed Concrete)
- The temporary compressive stress during the curing period shall be applied by
approved external temporary bar pre-stressing (such as Macalloy or Diwidag bar
systems or approved equivalent).
6.2.2.6 Construction of Stations
It is proposed to construct the elevated stations with elevated concourse over the road
at most of the locations to minimize land acquisition. To keep the rail level low, it is
proposed not to take viaduct through the stations. Thus a separate structural
configuration is required (although this may necessitate the break in the launching
operations at each station location). Sub-structure for the station portion will also be
similar to that of viaduct and will be carried out in the same manner. However, there
will be single viaduct column in the station area, which will be located on the median
and supporting the concourse girders by a cantilever arm so as to eliminate the
columns on right of way. Super-structure will consist of precast segmental box Girders
for supporting the track structure and I Girder / Double T Girders for supporting the
platform and concourse areas. A pre-cast or cast in situ prestressed cross girder will
be required over the middle piers for supporting platform structure. Box shaped in situ
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prestressed cantilever cross girders are planned for supporting the concourse girders
and escalators at mezzanine level. All the members will be pre-cast in a construction
depot and launched at site through cranes.
6.2.2.7 Grade of Concrete
It is proposed to carry out construction work with design mix concrete through
computerized automatic Batching Plants with following grade of concrete for various
members as per design requirement/durability considerations.
i) Piles - M -35
ii) Pile cap and open foundation - M -35
iii) Piers - M -40
iv) All precast element for viaduct and station - M -45
v) Cantilever piers and portals - M -45
- M -60
vi) Other miscellaneous structure - M -30
For all the main structures, permeability test on concrete sample is recommended to
ensure impermeable concrete.
6.2.2.8 Reinforcement and pre-stressed Steel
It is proposed to use HYSD 415 or TMT steel as reinforcement bars.For pre-stressing
work, low relaxation high tensile steel strands with the configuration 12 T 13 and or 19
K 15 is recommended (confirming to IS:14268).
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Fig 6.2
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Fig 6.3
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Fig 6.4
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Fig 6.5
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Fig 6.7
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CHAPTER 7
ROLLING STOCK
7.1. Rolling Stock

7.1.1. Characteristic of Rolling Stock
(a) Progress of rolling stock technology

The Tokaido Shinaksen, which started commercial service in 1964 with a fleet of Series
0 cars, introduced double-decker in 1985 on different Shinkansen lines as well as
Series 100 cars featuring a new interior design to further improve the level of service
and ride comfort. In 1992, the advent of Series 300 cars that run at a maximum speed
of 270 km/h made a remarkable technological breakthrough with the adoption of AC
traction motors and significantly lighter car bodies. Series 300 Nozomi trains connect
Tokyo and Shin-Osaka in two hours and thirty minuts (drastically cutting the travel time
between Japans two largest cities) , and their introduction represented the dawn of
second-generation Shinkanasen technology. Since that time, 300X test cars have
recorded a maximum speed of 443 km/h, the fastest of any rail-guided train in Japan.
Technological development has been continuously promoted to further improve
Shinkasnen trains, with one of the results being the implementation of Series 500 cars
reaching maximum speeds of 300 km/h on the Sanyo Shinkansen section. Series 700
cars, introduced in 1999, incorporate the technologies of Series 500 and 300X cars
based on those of Series 300 cars to realize a higher level of passenger comfort and
harmony with the environment. Based on the high potential of the 700 series, Series
N700 cars have greatly improved the features of high speed, comfort and energy
saving while ensuring environmental friendliness.
(b) Increased train speed and improved riding comfort

The performance of Shinaksen cars has improved markedly thanks to advances in
power electronics and semiconductors, the significant reduction of car weight and the
implementation of streamlined car design based on aerodynamics. The progress of
power electronics has brought about a major change in control systems. Together with
the reduced vehicle weight, it has helped to increase train speed and decrease power
consumption. In addition, the improvement of curving performance through an in-depth
analysis of vehicle motion, the development of active suspension to reduce vehicle
vibration, progress in sensor technologies and the development of advanced new air-
conditioning equipment have contributed much to the reduction of noise in the
passenger room and the improvement in riding comfort and train running stability.
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Technological progress (Tokaido / Sanyo Shinkansen)
ROLLING STOCK
(c) Importance of comprehensive technology development

Since rolling stock technology for high-speed railways progress hand in hand with the
related wayside facilities and technologies, their component technologies are
interrelated. Therefore, developing practical rolling stock technology calls for
comprehensive research and development, not only for rolling stock but also for related
facilities and technologies.
Themes of technological innovation in the Shinkansen
7.1.2. Electric Multiple Unit (EMU) System
(a) Adoption of EMU system

Until the advent of the Shinakansen, the concentrated traction system, in which the
train is hauled by a locomotive, was employed for most high-speed railways. In the
development of the Tokaido Shinkansen, in contrast, the EMU system was adopted.
The system employs a distributed traction system in which all the cars of a train are
equipped with traction motors to lighten the axle load, reduce noise and vibration, cut
the cost of maintenance (because of less impact on the track) and increase the
reliability of train operation (at train speeds exceeding 200 km/h (124 mph)).
(b) Superiority of distributed traction system

The distributed traction system requires less traction effort per axle than the
concentrated traction system. This means that the wheels of a train employing the
distributed traction system do not slip easily even when the axle load is decreased and
the motor output is increased. For a high-speed railway, decreasing the vehicle weight
is extremely important from the viewpoint of reducing ground vibration and improving
the acceleration/deceleration performance of the train. In recent years, the progress of
ROLLING STOCK
technology for reducing the size and weight of electrical and electrical products is
especially remarkable. It may be said, therefore, that the combination of the distributed
traction system and the recent technological progress has contributed much to the
progress of the Shinkansen. High-speed railways in Europe employed the concentrated
traction system at first. Today, however, the German ICE and the French TGV have
made a changeover to the distributed traction system. In view of this, it is evident that
the initial choice made for the Japanese Shinkansen was a wise one.
Concept of distributed traction system
Progress of distributed traction system
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(c) The Shinkansen todays best high-speed railway

The Shinkansen started as a high-speed railway which ran through Japans most
densely-populated and industrialized area. Since then, the best has always been
demanded of it in every respect safety, reliability, mass transportation, high-
density transportation, environmental friendliness and riding comfort. In order to
enable the Shinkansen to remain viable amidst intense competition with the
airplane and other types of transportation, the utmost effort has been made on a
continuing basis to develop new and improved technologies. Thus, the Shinkansen
has always been kept up-to-date and at its best possible level.
(d) Ensuring high efficiency and stable profits

Employing the EMU system enabled the Shinkansen to meet the needs of its users,
and also enabled a wide selection of transportation formats. Trains can be split up
and joined together, and formed into long or short trains, all the while ensuring top
running performance.
The Shinkansen also features a highly reliable operational management system.
This system enables trains to be operated at intervals as short as 3 minutes and up
to 15 trains to be operated on a line every hour. Even while assuring this high level
of running performance, the energy-efficiency of the Shinkansen makes it possible
to dramatically decrease energy consumption.
These facts demonstrate how efficient the Shinkansen high-speed railway system
is. The ability to efficiently operate trains in accordance with and to reduce energy
consumption reduces operating costs. Combined with reductions in maintenance
costs, the Shinkansen is a truly superb rail system, ensuring consistent profits for
its operators.
ROLLING STOCK
Electricity consumption
ROLLING STOCK
Competence for high-speed railway

7.1.3. Carbody
Carbody
The carbody of the Shinkansen meets safety requirements in both its strength and
durability, while being lightweight enough for a high-speed train. It is constructed to
provide both high riding comfort and a quiet interior to its passengers. In addition to
these basic living space properties, it also feature a large cross-section to allow for
flexible layout.
Carbody cross-section
The carbody has a large cross section than the worlds other high-speed rail systems.
In terms of the rolling stock gauge, the carbody is 3,400 mm (11 ft) in width and 4,500
mm (15 ft) in height from the rail top. Therefore,, it normally permits a layout of five
seats (2+3) per row. In addition, it is possible to build a bi-level car within the height
limit such as in Series E1 and E4.
Lightweight structure through aluminum body

Recent Shinkansen cars employ an aluminum alloy body. This is because aluminum
alloy is comparatively light, and is thus advantageous for reducing the carbody weight
ROLLING STOCK
and thereby increasing the car speed. The most common carbody of the Shinkansen is
made of hollow, extrusion-formed aluminum alloy members. This carbody does not
require any support pillars. Since the aluminum-alloy carbody is comparatively easy to
build and has boog soundproofing performance, it has come to be widely used for
many new Shinkansen cars (the 700 and subsequent series).
Structure and features of the latest Shinkansen carbody
Shape of the end cars

Much consideration is given to aerodynamics when designing the carbody of
Shinkansen trains. First of all, the entire carbody is made sleek. The nose is shaped to
minimize air resistance and pressure change when the train runs into a tunnel. Even
when the train runs with the nose at the rear end, it is free from rolling. Since the
underfloor profile also affects air resistance, it is made as smooth and flush as possible.
On the roof only, parts that are absolutely necessary (e.g. the pantograph cover) are
installed so as to minimize sources of noise. Even the pantographs are compact in size
and simple in design.
ROLLING STOCK
Aerodynamic design (Series N700)
Front obstruction guard

Sinkansen tracks are completely grade-separated and have no level crossing. In
addition, the entry of unauthorized persons onto the tracks is strictly prohibited by low.
For a high-speed railway, it is especially important to eliminate all possible causes of
collision. Each Shinkansen train is equipped with an obstruction guard at the front end
to minimize the impact of collision with obstructions (animals, accidentally fallen items
etc.) weighing up to several hundred kilograms. This guard absorbs the energy of the
collision and thereby protects the front end of the carbody. The construction of the front
obstruction guard, which has been used since the opening of the Shinaksen, has
proven effective for this purpose.
ROLLING STOCK
Front obstruction guard (Series 300)
The photos of some of the series of the rolling stock of Japan are given below.
E1 Series:
E2 Series:
E3 Series:
ROLLING STOCK
E4 Series: E5 Series:
E6 Series:
7.1.4. Bogie and enhanced riding comfort
Bolsterless bogies and improved running performance

The Shinkansen employs bolsterless bogies. Formerly the bogie frame was
provided with a bolster on the top give suitable rotational resistance between
the bogie and carbody so that the carbody weight was applied gently to the air
springs. The bogies for the Series 300 and later are not provided with bolsters,
and the carbody is supported directly by air springs. The rubber used for these
air springs is capable of standing comparatively large deformation. This is
intended to reduce the carbody weight and improve the running performance in
curved sections. The elimination of the bolster has simplified the bogie
construction, reduced its weight and improved running performance. Other
improvements made to the conventional bogie construction include the use of a
smaller-diameter wheel, a hollow axle and weight of a bogie, including the
motor, has decreased from about 10 tons (22,000 lbs) to about 7 tons (15,000
ibs).
ROLLING STOCK
Bolsterless bogie construction (Series 700)
Series E2-1000 bogie (with active control)
Improving riding comfort controlled bogie

A bogie that is capable of detecting and controlling car vibration was developed and
introduced in the Series 500 and subsequent models, with the aim of improving the
riding comfort of Shinkansen cars. There are two methods of controlling the vibration of
Shinkansen cars: semi-active control and active control. In the first method, the force of
a damper installed between the carbody and the bogies is computer-controlled to the
optimum value according to the vibration. In the second, a pneumatic actuator is
inserted between the carbody and the bogie to move the carbody in the direction
opposite to the vibration and thereby control the vibration of the carbody. To make the
most of the advantage of each method, active control is employed for some of the
Series 500, E2 and E3, and semi-active control is adopted for the Series 300, 500, 700,
ROLLING STOCK
N700, E2, E and 800.

In addition, for the air springs that support the carbody, a nonlinear spring which
hardens when the displacement increases is adopted to make it difficult for bogie
vibration to be transmitted to the carbody. This has helped improve riding
comfort.
Full active control system
Full active control system
ROLLING STOCK
Semi-active control system
Semi-active control system
Damper installed between carbody
Series 300 and later, a car-end damper is installed at the end of each car to prevent
them from rolling. For the Series 700, N700, E2 and E3 a damper to restrain yawing is
also installed between the carbodies. I addition, for the Series E2, and later, a
precompressed outer bellows is installed between the carbodies to absorb vibration
and improve riding comfort.
The introduction of a controlled bogie and the control of rolling and yawing by dampers
installed between carbodies have improved the riding comfort of the Shinkansen. A
ROLLING STOCK
carbody inclining system has been introduced on the Series N700, to further improve
the curving performance and riding comfort of the Shinkansen.
High-performance dampers to improve riding comfort
7.1.5. Propulsion System-Power and Intelligent Technology
Asynchronous motor
After the opening of the Shinkansen in 1964, DC traction motors were used for
the Series 0, 200 and 100, and their speeds were controlled by a tap-changing
method and thruster phase control circuit. The Shinkansen 300 (developed in
1992) and subsequent Shinkansen cars employ asynchronous motors. An
asynchronous (AC) motor is more compact, has a higher output and is lighter
than a DC motor. Despite the fact that the asynchronous motor generates
higher output, its weight is less than half that of a DC motor.
The AC motor is extremely easy to maintain. The AC motors is extremely easy
to maintain. The AC motors that are now in use only require overhaul about
every 3 million km (1.9 million miles) of train operation. This means that despite
the large number of AC motors, they do not cause a bottleneck in vehicle
maintenance. In fact, these motors almost never break down.
ROLLING STOCK
Comparison between DC motor and AC motor
Type and output of motor and maximum speed
Ope JR Circuit Maximu

Traction Output of
ning Series To Nishin Higashinih Kyus control m
motor motor
Year kai ihon on hu system Speed
Ta-
220
1964 Series 0 changing 185KW
km/h
method
DC 230
1986 Series 100 traction Thyristor km/h
230KW
motor phase
1982 Series 200
control 240
circuit km/h
1992 Series 400 210KW
270
1992 Series 300 300KW
km/h
300
1997 Series 500 285KW
km/h
1999 Series 700
285
Series km/h
2000 275KW
700, 7000 Asynchr
onous 260
2004 Series 800 VVVF
(AC) km/h
Series motor 300
2007 305KW
N700 km/h
1997 Series E2
275
1997 Series E3 300KW
km/h
Series E2,
2002
1000
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Series E3,
1999
1000
Series E1 240
1994 410KW
(MAX) km/h
Series E4
1997 420KW
(MAX)
Main circuit control system (converter-inverter control system)

Single-phase AC power is fed from the catenary. This unstable power-supply current is
first stepped down by a transformer and converted into a stable DC power supply by
means of a power converter. It is then subjected to high-speed switching by an inverter
to control the voltage and frequency (variable voltage and variable frequency, or VVVF)
and drive the asynchronous motor. This converter-inverter system drives the
asynchronous traction motors of the Shinkansen.
To perform high-speed switching, the control equipment incorporates power transistor
modules, including a high-capacity semiconductor element, GTO thyristor and IGBT.
Thus, Japans advanced semiconductor and power-electronics technologies have
contributed enormously to the development of the sophisticated driving and control
systems of the Shinkansen.
Main circuit control system
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Typical GTO, IGBT
Regenerative braking and energy saving

The converter system uses the motor as a generator during braking. Namely, it
performs reverse control to generate an AC current of commercial frequency and
returns it to the catenary (regenerative braking).
All early Shinkansen trains consisted of motor cars only. With the improvement in
adhesion performance by the adoption of an asynchronous motor, however, the ratio of
motor cars to trailing cars in a train set of the Series E1, for example, is now 1:1 (6
motor cars and 6 trailing cars). In order to secure the same braking performance as a
train consisting entirely of motor cars, the present Shinkansen cars use air supplement
control that controls the brakes of the motor cars and trailing cars simultaneously. In the
high-speed range, the regenerative brakes of the motor cars are fully utilized, whereas
the mechanical brakes of the trailing cars are not used. In the low-speed range, the
mechanical brakes of the trailing cars are applied only when the regenerative braking
capacity alone is insufficient. By increasing the regenerative braking capacity, is has
become possible to save energy and reduce the burden of the mechanical brakes. This
in turn has reduced the amount of wear of the lining and other parts of the mechanical
brakes. In addition, a slide-detection device is provided, which releases the brakes and
then reapplies then in the event of a (wheel) slide or (wheel) skid.
Brake combination (Series N700)
No. Type System
Regenerative
1 Electric Brake
Brake
Mechanical
2 Wheel Disk Brake
Brake
The use of regenerative braking helps to
reduce electricity consumption.
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Regenerative brake
Control of power factor 1

The power factor is controlled to become almost 1 (i.e. the voltage and current are in
the same phase) at the pantograph contact point. This allows a reduction of the
amperage in the catenary.
Powering performance curve and deceleration of Series 700 are shown in the following
figures.
Acceleration/Traction Force
Train Type: Series 700

Composition: 12M4T
Total Weight of Train: 784t
Speed V (km/h)
Powering performance curve of Series 700
Deceleration (km/h/s)
ROLLING STOCK
Speed (km/h)
Deceleration of Series 700
7.1.6. Noise Reduction

Reduced number of pantographs
Pantographs are the predominant source of Shinkansen-induced noise. Therefore,
reducing the number of pantographs is an effective way of reducing total noise. With
this I mind, studies have been varied out to minimize the number of pantographs per
train. Since a high-voltage bus is passed through on the roofs of all cars of a train, just
two pantographs are sufficient even for a 16-car train. This helps reduce not only the
noise but also the adverse effect of contact loss. Single-arm pantographs are employed
to reduce aerodynamic noise. In addition, the conventional pantograph cover has been
modified to reduce noise.
Reduction of noise-making pantographs
ROLLING STOCK
Reduced vehicle weight

Shinkansen operators have worked actively to reduce the weight of Shinkansen cars
so as to reduce their running noise and improve their riding comfort, even in sections
constructed on poor subsoil. As a result, a 16-car train (400 m (1,310 ft) in length) is as
much as 260 tons (573,300 lbs) lighter than a train of the formation used when the
Shinkansen was opened. The axle weight has been reduced from 16 tons (35,000 lbs)
to 1.4 tons (25,000 lbs). This has brought about a number of favorable results,
including energy savings and improved acceleration.
Continual weight reduction
ROLLING STOCK
Technique for noise reduction
ROLLING STOCK
Energy for running

Thanks to the reduction of vehicle weight and air resistance and the use of a regenerative
braking system, the energy required for the operation of recent Shinkasen cars has been
dramatically reduced. This is despite the fact that train speeds have continually increased. The
Series N700 runs on 34% less energy and emits 16% less CO2. Thus, the Shinkasen has been
significantly improved in both promptness and energy efficiency.
Energy required for the 515 km (320 miles)

Journey between Tokyo and Shin-Osaka
Adhesion control and running stability

In order for a wheel-to-rail system to attain stable operation, it is important to keep the wheels
from slipping. Within a train formation, it is known that slipping does not happen to all the wheels
uniformly, but most commonly occurs with the leading car and cars near the leading car. In a
Shinkansen train, this phenomenon is monitored quantitatively to adjust the braking force for
each car. This allows extremely stable running. In this slip respect, a locomotive-hauled train
has a disadvantage since the slip occurs in the locomotive where the trains motive power is
concentrated.
ROLLING STOCK
Adhesion control
High-speed running performance

An experimental Shinkansen train made a new speed record of 443 km/h (275 mph) in 1996.
Because of the stringent environmental standards for the wayside and the limitations created by
nonlinear tracks (small radius of curvature), the maximum speed of the Shinaknsen is set at 270
km/h (168 mph) to 300 km/h (186 mph). If more favorable field conditions are offered by a new
route or the like, it is possible to raise the maximum speed can be raised. JR East has already
carried out many running and other tests, and is expected to start revenue-earning operation of
trains at a maximum speed of 360 km/h (224 mph) on the Tohoku and possibly other
Shinkansen in the near future.
Gradient running performance

Since vehicle performance is planned for each individual section, it normally differs from one
section to another. Even through the Shinkansen is generally free of steep hills, the vehicles
have good gradient running performance. The Series E2 was developed exclusively for the
Hokuriku (Nagano) Shinkansen. It is capable of running at high speeds through the Takasaki-
Karuizawa section, which has a length of about 30 km (17 miles) and a steep gradient of 3%.
This has been made possible through the reduction of running resistance and the development
of advanced control systems, a holding regenerative brake applied on downward slopes and a
number of other new technologies. Advanced new technologies developed for the Shinkansen
have increased train speeds and improved gradient running performance.
Item Series 800 Series E2 Remarks

Motor car composition 6M 6M2T
Rated output 6,600kW 7,200kW
Vehicle weight 294t (648,000 365.9t
ROLLING STOCK
lbs) (807,000ibs)
Starting acceleration of
2.5km/h 1.6km/h Series 0 is one before
Starting acceleration
(1.6mph/s) (1.0mph/s) improvement in current
limiting value
Equilibrium speed on 377km/h 300km/h
Open section, tangent
flat track (234mph) (186mph)
195km/h 170km/h
Equilibrium speed on
(121mph) or (106mph) or Open section
3.5% track
more more
i) Reduction to 76% of that of Series 0, ii) 0.3% gradient, iii) Open section, 3.5%
gradient, iv) Tunnel section, 3% gradient
Amidst the mountainous terrain of the Hokuriku and Kyushu areas, the Shinkansen
shines on steep grades.
ROLLING STOCK
7.1.7. Train formation
Train formation for each Shinkansen is as follows.
Series 0, 200
Series 300
Series 500
Series 700
Series 800
Series 400
Series E1
Series E2
Series E3
Series E4
ROLLING STOCK
7.1.8. Amenities, Comfort and Convenience
The interior of each Shinkansen car is an open, bright and comfortable space. Standard class
cars are equipped with five (2 + 3) seats per row and first class cars with four (2 + 2) seats per
row. The space between seats in contiguous rows is 1,040 mm (3 ft 4 15/16 in) for standard
class and 1,160 mm (3 ft 9 11/16 in) for first class. All seats can be reclined and turned around.
The vestibule areas are equipped with toilets, washbasins, telephones, vending machines and
so on. For physically handicapped persons, specially designated benches, toilets, washbasins
and private compartments are also provided. Careful consideration is given to the layout of
these facilities.
Since the vehicle vestibule is level with the platform, even small children and elderly persons
find no difficulty getting on and off the train.
Air conditioning and ventilation equipment

The ventilation equipment of the Shinkansen is specially designed not to be influenced by
pressure changes. Since the ventilating capacity is very high, an air conditioning system
sufficient even for hot summers is installed. In accordance with the hot, humid climate of Japan,
the air conditioning system is a two-stage cooling type that does not require much duct space.
The air conditioning and ventilation system has been proven to be extremely energy efficient,
and exhibits stable performance. These recently developed types of system employ an air outlet
setup that supplies air to the passenger area from under the luggage rack instead of the ceiling.
Some of them are also provided with downward air outlets in the upper window sills. These
improvements have eliminated the temperature difference from one place to another in the
same passenger cabin, contributing to better riding comfort.
ROLLING STOCK
Air-conditioning and ventilation (Series 700)
ROLLING STOCK
General arrangement Cab Car (Regular Coach Accommodation) Series 700
General arrangement Club Car (Fist Class Coach Accommodation) Series 700
ROLLING STOCK
Series 800
ROLLING STOCK
Among the high-speed railways, the Japanese Shinkansen (Series 500 & Series N700);
the French TGV Series, Thalys, and Eurostar; the German ICE3, the Spanish AVE, the
Korean KTX, the Taiwanese Series 700T, the Chinese CRH are operating at the worlds
highest speed of 300 to 350 km/h.
It is impossible to conduct tests for all imaginable railway accidents because it is

impossible to re-create all operating conditions that a railway may face. Therefore,
railway technology is constantly being improved. That explains why railway is known as
empirical engineering. To pursue maximum safety, it is advisable to adopt technologies
that have been proven.
7.1.9 Rolling Stock on THSRC

THSR 700T
Two THSR 700T trains at Zuoying
All 30 trainsets used on THSR are Electric multiple units (EMUs) of the 700T series,
supplied by a consortium led by Kawasaki Heavy Industries. THSRC considered
ordering an additional six to twelve trains in November 2008 to cope with increased
demand expected by 2011.
The THSR 700T type is based on the 700 Series Shinkansen train used by JR Central
and JR West in Japan. This marked the first time Shinkansen technology had been
exported to a foreign country. The trains had to be adapted for Taiwanese climate
conditions, had to meet European specificationsincluding additional safety
measuresand the nose shape was optimised for tunnels wider than those in Japan.
The maximum service speed of the trains was raised from the 700 Series Shinkansen's
285 to 300 km/h (177 to 186 mph). The 12 cars of a 700T train are grouped in three
traction units with three power cars and one trailer each, providing 10.26 MW of power;
both end cars are trailers to avoid slip on powered bogies. The train is 304 m (997 ft)
long and has a mass of 503 t (554 short tons) when empty. The trains have a passenger
capacity of 989 seats in two classes: 66 seats in 2+2 configuration in the single Business
Car and 923 in 2+3 configuration in the eleven Standard Cars. The per capita energy
consumption of a fully loaded 700T train is 16% of that of private cars and half that of
buses; carbon dioxide emissions are 11% of private cars and a quarter that of buses.
7.1.10 Rolling Stock for High speed Rail Kerala
ROLLING STOCK
1) It is recommended to select EMU (Electronic Multiple Unit) for HSR because it will
enable full use of the floor area of a train for passengers, and thus increase the
transportation efficiency. This also has the effect of minimizing the design load for
construction if EMU for HSR are chosen. Moreover, this choice would allow a cost
reduction.
2) In a view of cost effectiveness it will be preferable to adopt the specifications without
changing those of trains that are already operational in other countries (the design
of the color of the body and interior and the types of fabric for seating may be
selected without additional cost) and to adopt the propulsion system which has
reduced mechanical systems for decreasing potential malfunction and minimizing
maintenance costs.
3) Specification of Rolling Stock Series N700(Shinkansen)
Series No. N700
Train formation 14M2T
(3M1T X 2unites, 4M X 2unites)
Overall length (16 cars) 404.7 m
Seating Capacity (First / standard class 1,323 (200 / 1,123)
Electric System 25kV 60 Hz
Maximum service speed 300 km/h
Starting acceleration 2.6 km/h/s
Carbody: Material Aluminum alloy
Length; (Leading car) 27,350 mm
(Intermediate car) 25,000 mm
Width 3,360 mm
Height; (Single level) 3,600 mm, 3,500 mm
Bogie center distance 17,500 mm
Gauge 1,435 mm
Wheel diameter 860 mm
Wheel base 2,500 mm
Vibration control device Yes
ROLLING STOCK
Series No. N700

Train output 17,080 Kw
Traction motor: Type Asynchronous
Rating output 305kW x 56sets
Powering: Circuit control Converter Inverter
PWM control
Element adopted IGBT
Braking: AC regenerative brake M: 56 axles
Eddy current brake Not used
Air brake (axle disk) Not used
Air brake (wheel disk) M/T: 2 sets/axle
Pantographs type (sets/train) Single arm low noise type
x2
Air conditioning equipment (sets/car) Under-floor
Semi-centralized x 2
Ventilation system Continuous, Pressure sealed
ATC system Double-frequency combination
(Digital ATC)
The above specification is for 16 Car trains. However, Kerala High Speed will need only
8 car trains due to the PHPDT being comparatively less than Japan and Taiwan. Even
ultimately, it may require only 12 car trains for catering to the demand. Hence for
KHSR, some modification will be needed as done on Shinkansen trains for Taiwan high
speed trains. The modifications will be needed as per the changed climate conditions
for having the effective ventilation systems etc.
Unit Unit Unit

Unit Unit Unit Unit
Train Formation of Series N700
ROLLING STOCK
Km /h M inutes
300 6
sec
Pass through 5
turnout
Pass through
200 230sec 4
turnout
Lost tim e
(about 1.5 3
Lost tim e 170sec
m inutes)
100 (about1.5 2
m inutes)
1
0
10 20 -10
11.9Km 18.78Km 6.6Km
(case of Taiw an)
Run Curve (Speed-Distance Curve) of Series N700
An image of the rolling stock (JR Tokai N700 series)
7.1.11 Depot and Workshop

1) Car depot with workshop should be constructed at Thiruvananthapuram, which is a terminal
station of the line.
2) It is preferable to construct a small depot at Ernakulam also.
Major Features of Depot and Workshop

Daily inspection facilities shall be installed at Trivandrum and ErnakulamDepots and daily,
regular inspection and dismantling facilities shall be installed at both thse depot.
The number of storage tracks at Trivandrum and Ernakulam depot will have 6, and 3
ROLLING STOCK
respectively.
Land for stabling lines and maintenance facilities for future increase of train sets should be
reserved.
Typical layout of depot is shown in below.
N o overhead contact line

M aintenance tracks
Length of train + 50m Length of train + 50m
D aily inspection shed

Length of train + 50m
Storage tracks (Effective length + 100m )
W heel Lather Shop

Length of train + 50m
Typical Layout of Depot
POWER SUPPLY AND OVERHEAD CATENARY SYSTEM (OCS)
CHAPTER 8
POWER SUPPLY AND OVERHEAD CATENARY SYSTEM
8.1 Feeding Technology

Since the Tokaido Shinkansen started commercial operation in Japan in October 1964, the
Sanyo Shinkansen, Tohoku Shinkansen and Joetsu Shinkansen also entered service one
after another. In recent years, the Hokuriku Shinkansen (Takasaki-Nagano) was launched
in 1997, followed by the Kyushu Shinkansen (Yatushiro-Kagoshima-Chou). The operation
of these Shinkansens has been very successful.
The system being proposed here is the latest system and is highly reliable. It combines the
proven technology of Japanese Shinkansen developed over many years and the cutting
edge technology of power electronics, which has made tremendous advances in recent
years.
8.1.1 Voltage of Overhead Contact Lines
Table 1.1 shows the voltage of overhead contact line for the TM HSR proposed.
Table 1.1 Voltage of Overhead Contact Line

Classification Voltage
Highest Voltage 27.5 (kV)
Standard Voltage 25 (kV)
Lowest Voltage 22.5 (kV)
Instantaneous lowest voltage 20 (kV)
8.2 Feeding System

Electricity is supplied to the electric rolling stock through overhead contact lines and rails for
operation. Because the rails, which are in contact with the ground, become the return circuit
of the feeding circuit, a portion of the return current flows to the ground through the rails.
In the case of an AC electric railway, the outflow current is induced to the nearby
communication lines, causing inductive problems to the communication lines. A feeding
system shall be adopted as a measure to control the outflow of current.
Kerala High Speed Rail between Thiruvananthapuram and Ernakulam - Pre Feasibility Report Sept 2011 1 of 29
There are four major types of feeding systems: simple feeding systems, booster
transformer feeding system, auto transformer feeding system and coaxial cable feeding
system. Table 1.2 shows the characteristics of each system.
Of the systems, the auto-transformer feeding system has many characteristics that are
suitable for the TM HSR. For example, it can have a longer interval between sub stations,
it is effective in reducing induction to communication lines, and it can control the leakage
of current from the rails of the ground.
For this reason, the auto Transformer (AT) feeding system is recommended for the TM
HSR, which requires high density/high volume power supply.
In general, the auto-transformers are installed at a standard interval of 10 to 15 km. For this
project, the auto transformer will be installed at substations, sectioning posts, sub
sectioning posts and AT-posts. The rated power self capacity of each auto-transformer is
5MVA. Details of how the capacity was selected are explained in 2.5.
Table 1.2 Characteristics of Various Feeding systems

Type Characteristics Conceptual Drawing
The simplest feeding system

Simple feeding
system Little induction to communication lines
Higher rail potential than other feeding
systems
A feeding system that uses a booster

transformer
Effective in reducing induction to
Booster communication lines
Transformer Need a BT section
feeding system Complicated contact wiring in the BT section
Considerable impedance in the feeding
system
Suitable for supplying high electricity volume

because it can carry feeding voltage (power
Auto sent out from a substation) higher than that
Transformer carried by an overhead contact line
feeding system Can have a longer interval between
substations than the other sections
Approximately a 10-km interval between two
auto-transformers
High inverse barometer effect is effective in
reducing induction to communication lines
Do not need BT or other sections, simple
conductor arrangement, suitable for narrow
Coaxial cable and small sections
feeding system Expensive cables
Reciprocating impedance is about 1/7 of the
overhead contact line
Need to pay attention to resonance with the
harmonic current
8.2 The 2x25kV Power Supply System

for TM HSR
The 2x25KV Power Supply system is being recommended for TM HSR. In comparison with
an architecture based on 1x25 kV, a system based on 2x25 kV architecture shall provide
the following advantages for the HSR:
- With equal traffic the number of sub-stations, and consequently neutral sections
would reduce to half.
- With the same number of sub stations, it is possible to double the traffic,
- To locate in better conditions the sub-stations at the proximity of the existing very
high voltage lines,
- To decrease significantly the electromagnetic interferences created by the OCS in
face of the signaling and telecommunications installations.
8.3 Configuration of Feeding Circuit
8.3.1 Types and Allocation of Substations

With the AC feeding system, the adjacent substations have a different phases of traction
power supply. Therefore, a sectioning post (SP) is installed midway between the
substations.
Although constraints in the installation of substations for this project have not been clarified,
the capacity of feeding transformers is examined based on the assumption that the feeding
section interval between the substations is approximately 80 km. The tentative study
indicates that 08 substations with 07 sectioning posts will be required.
Between a substation and a sectioning post, a few sub-sectioning post (SSP) are to be set
up. This makes it possible to minimize the affected section during maintenance or when an
accident occurs. AT post (ATP) is required to provide relief when there is a drop in voltage
and to mitigate inductive problems triggered by a low-voltage circuit.
There will be around 28 sub-sectioning posts and 05 AT posts. The positions of the SSP
are determined taking into account the feeding distance, the location of AT posts, station
positions, and cost-effectiveness, etc.
Once the commercial operation ends, feeding from the substations to the main line will also
stop so that maintenance can be carried out. The car depots, however, will continue to
need power to perform maintenance on the rolling stock and to air-condition the cars to
prepare them for early morning operation, even after the commercial operation has finished
for the day. For this reason, the car depots need an independent power supply system.
There are two ways to supply power to the car depots: by setting up a dedicated substation
or by providing an independent dedicated power supply from the nearest substation. The
latter is preferred on account of economic considerations.
8.3.2 Operation of the feeding system

- Up-and-down paralleling facility: The up-and-down paralleling facility is provided at
substations (SS), sectioning posts (SP) and sub-sectioning posts (SSP) in a
double-track section. This system is effective in mitigating voltage drop in the
feeding circuit and in suppressing arc in the up-and-down transitional section of a
train.
- Simultaneous up-and-down line feeding: The simultaneous up-and-down line
feeding provides power simultaneously to up-line and the down-line. Four feeding
circuit breakers are used: one for each of the up and down lines and directions in
the substation. The simultaneous up and down feeding is normally performed by
using one of two circuit breakers for the respective direction. Using the remaining
circuit breaker as a backup enhances the reliability of the feeding system.
- Neutral Section: A neutral section is provided for sections that have different
phases to prevent the pantograph from causing short circuit to the different-phase
power supplies when a train passes. TM HSR can operate at a speed exceeding
200 km/h. in order for train to pass while it is powering (without notch control), a
middle section of about 1000-m long is constructed to provide two air sections, as
shown in Figure 1.1. A change over circuit breaker (ASNS- Automatic Switching
Neutral Section) is used to adjust the power supply required by train. The change
over circuit breaker switches upon receipt of a signal indicating the presence or
absence of a train. A vacuum-type change over circuit breaker shall be used.

Because it switches every time a train passes, a high frequency specification is
required. The vacuum type change over circuit breaker is especially developed for
HSR use. Change over circuit breaker for regular and backup uses will be installed
on both the up and down lines to enhance the reliability of the feeding system. The
instantaneous switching time is approximately 30050 ms.
Fig 1.1- Detailed Diagram for Neutral Section
- Extended feeding: The substation and sectioning post facilities shall have
configuration capable of extended feeding.
Extended feeding is resorted to supply the same-phase power supply into a regular feeding
section through the sectioning post when power supply of adjacent substation fails . This
method ensures the continued supply of power for passenger services, including lighting
and air-conditioning, to cars that are still in the section. However, due to the following
reasons , extended feeding will not be used for regular operation.
+ It is unlikely that the power failure at a substation will continue for long time as power
supply will be provided through two independent sources, two feeding transformers
will be used for regular and backup operation, and other devices will also have
backup. If extended feeding is used for the purpose of ensuring normal operation,
the interval between substations will be longer and huge facility investment will be
needed, making the option very expensive.
+ Parallel operation of feeding transformers will not be carried out. If a power receiving
bus line is installed for parallel operation, then the short circuit current will become
very large. It will necessitate raising the current overload capacity of the auto-
transformer, circuit breaker and so on, making the cost formidable.
Thus rating of the feeding transformers, auto transformers, circuit breakers etc. is
made on the assumption of regular feeding.
8.3.3 Configuration of the Feeding Circuit

Single-line diagrams of the proposed standard substation, sectioning post, sub-sectioning
post and AT-post will be shown in the attached drawings for substations. Figure below
shows the configuration of a standard feeding circuit.
Fig 1.2- Configuration Diagram of an AC Feeding Circuit
Fig 1.3- Detailed Configuration Diagram of an AC Feeding Circuit
8.3.4 Voltage Drop in the Feeding Circuit

Voltage drop in the feeding circuit differs substantially depending upon the train positions,
train current, numbers of trains in the same power-feeding section, track impedance etc.
The detailed review, simulation will be done during the detailed design stage. The minimum
pantograph voltage for the train is expected to be 22.5 kV, which is with in the tolerable
voltage fluctuation range of overhead contact lines.
8.3.5 Harmonic from the AC Feeding Circuit

After the HSR train uses a PWM converter to convert the AC power to DC power, the VVVF
inverter changes the voltage and frequency to drive the three-phase induction motor.
Because the primary current waveform is substantially sinusoidal, there is very little low-
order harmonic current. For this reason, the substations do not need to take any measures
to tackle low-order harmonic current. Furthermore, since the car interior is likely to be
designed with features to lower the high-order harmonic current, very little harmonic current
can be detected. If, however, there is any concern that the harmonic current generated by
the electric trains may interfere with the system, filters and devices can be installed to
mitigate the resonance of harmonic current, which will be dealt with during the detailed
design stage..
8.3.6 Coordination of Insulation

The insulation strength of devices, ranging from the transformers at substations to circuit
breakers used in feeding, is basically insulated at BIL 300 kV. Lightning arresters with rating
of 84 kV will be used.
Insulation of BIL 200 kV will be used for overhead contact lines with auto transformer
feeding facilities and low voltage control circuits. Even though the high voltage devices
have earth fault protection, net like earth connection is used to distribute the grounding
potential evenly. Optical cables are likely to be used as communication cables for
controlling the trains entry into stations and information display and as cables for circuit
breakers.
8.3.7 Inductive Interference and Countermeasures

The communication cables near the overhead contact line generate induction voltage and
noise, which are caused by electrostatic induction induced by electrostatic proportional to
the voltage of the overhead contact line and by electromagnetic induction induced
electromagnetically by the electric current leaked from the return wire to the ground.
- Electrostatic Induction: The electrostatic induction voltage induced by the

communication lines as a result of the electrostatic induction phenomenon is
proportional to the overhead contact lines voltage to the ground. If the overhead
contact line contains harmonic voltage, harmonic induction voltage will be
generated, which is known as noise voltage between railway lines. The following
points need to be examined as countermeasures:
+ Separate the communication lines from the overhead contact line as far as possible
+ Enclose the communication lines with cables
- Electromagnetic induction: Electromagnetic induction means that when the

overhead contact line in the feeding circuit corresponds to the primary winding of
the transformer and the communication line corresponds to the secondary winding,
a transformer circuit is formed. Induction voltage is generated through
electromagnetic induction from the overhead contact line to the communication
line. The voltage is proportional to the frequency, leakage current, mutual
inductance and length of the parallel sections of the two lines. From the car load,
electromagnetic induction voltage will also be generated from the harmonic if the
harmonic current flows to the feeding circuit. This is known as noise voltage
between lines. The following countermeasures to be reviewed provided after
detailed deliberations.
+ Install auto transformers to proactively absorb the current from the rails to harness
the current leaked to the ground.
+ Separate the communication line from the overhead contact line as far as possible
or cover the communication line with cables.
8.3.8 Reclosing of Feeding Circuit Breakers

During the operation of an electric train, if a power outage triggered by an accident on an
outside line is lasting for some time, all power sources, including the one to control the
electric train, will fail. Using an auxiliary machine to restart the electric train takes time and
will cause delay in operation. The AC feeding circuit has relatively frequent occurrence of
tripping. By closing the concerned CB/BM feeding will become normal again. The rate of
reclosing is also relatively high. This reclosing system is adopted to secure power supply
and to enhance the safety of electric train operation for TM HSR.
8.3.9 Remote Supervision and Control of Substations

The supervision and control of feeding substations, sectioning posts, sub-sectioning posts,
auto-transformer posts, and so on are normally performed from a control center. For data
communications between the control center and the substations, etc., a remote supervisory
control device equipped with microcomputers, known as SCADA, is used. Its performance
is time-proven. SCADA uses a system that allocates the latest workstations by function,
making it possible to provide high-level functions at low cost. It has become the mainstream
in today's remote supervision and control. The same system is recommended for TM HSR.
8.4 Calculating the Capacity of Substations Facilities

Train related Data
The max operating speed shall be 300 km/h and design speed of 350 km/h.
8.5 Rolling stocks specification

The calculation will be based on full operation in 2026, not partial operation in 2016.
Table 1.2 Rolling Stock specifications

Number of trains 24 trains per day per direction
Maximum Speed 300 km/h
Train set configuration 12 cars
Weight of train 588 tons
Power factor 0.99
Maximum current of train 565A
Pantograph voltage 25 kV 50Hz
Feeding Voltage 27.5 kV
Feeding distance Maximum 40 km, minimum 30 km
8.6 Capacity of Feeding Transformers
8.6.1 Calculating the Maximum Electrical Power per Hour
The maximum electrical power per hour can be calculated from train types and the number
of trains in each type that operate in the section for which the feeding substation supplies
power. The maximum electrical power per hour is calculated as follows:
Wa= (PuxWtxLLxNex2)/(1000xPF)
Wherein, Wa : Maximum electrical power per hour (KVA)
Pu : Average electricity consumption rate (wh/ton.km)
Wt : Weight of train
LL : Distance between substation and sectioning post (km)
TL : No. of trains per hour (No. of trains, one way/h)
Ne : Margin for timetable delays (set at 1.30
PF : power factor from the substations perspective (set at 0.99)
8.6.2 Capacity of Feeding Transformer
The capacity of feeding transformers will be based on the start of full operation in 2026.
Based on a train set of 12 cars and two trains per hour between Trivandrum Mangalore, it
is suggested to have transformer capacity of 80 MVA for feeding a distance of 80 km. Thus,
the 80MVA value will be used.
Table 1.3 Capacity Required for the Feeding Transformer and Rating Capacity.
Section No. of trains Maximum Rating capacity of Remarks

Electric power Transformer (MW)
Per hour (MW)
Trivandrum - 12 cars per train set, with train 80 MVA 80 MVA Feeding distance:
Mangalore at 30 minutes interval during Using the values
rush hour and 60 minutes for calculated at 80
day time km at maximum
However the capacity would be finalized based on the simulation study carried out at the
detailed design stage.
8.7 Capacity of Auto transformer
Besides the capacity needed for operating electric trains, the auto transformer also needs
to have short circuit capacity that corresponds and endures the intensity of the electrical
source (electrical source short circuit capacity). Assuming that the capacity needed for the
auto transformer is set based on the capacity needed to operate electric trains, when the
electrical system is configured with large electrical source short circuit capacity and small
ground fault resistance, it is conceivable that electric current above the specified short
Circuit current may flow to the winding wire when a train accident occurs.
Presently it is taken as 5000 KVA, however it would be finalized based on the

simulation study carried out at the detailed design stage.
Fig 1.4- Current flow of the AT feeding system
8.8 Two System of OCS are being discussed as below:
8.8.1 The Simple Overhead Catenary System (OCS)
The Simple OCS includes trackside equipment, but the power supply system must be
thought about as a global system including the pantographs installed on the rolling
stock. The proper working of the whole system includes the interface between the
catenary and the pantograph.
The electric static clearance between the parts of the OCS electrified under 25 kV and the
structures not electrified must be at the minimum of 320 mm as per IEC 270.
Fig 1.5- General characteristics of the OCS for an HSR
8.8.2 Catenary Mast

On open line with 2 tracks, independent posts (masts) must be installed. This
mechanical independence allows an intervention of the maintenance teams on the
catenary of one track without stopping train operation on the other track.
In case of use of one common gantry to support the catenary of the 2 tracks, a
problem on the gantry may prevent train operation on both tracks. Gantry supports
may be required:
- In the areas where switches are installed,
- In stations at location where the insufficient gauge do not allow to install
independent posts for each track.
8.8.3 The overhead contact lines

The overhead contact lines distribute the energy to the trains running on the route and
transmit it to the trains through the pantographs. The overhead contact line is also
equipped with manually or remotely controlled disconnectors which are required to isolate
sections or groups of the overhead contact lines depending on the operational necessities.
8.8.4 Characteristics of the contact wire

The characteristics of the contact wire (150 mm2) are defined in the norm EN50149; these
characteristics may be completed by the followings requirements:
- A minimal resistance to traction of 430 N/mm2,
- A load break rated at 62.6 kN,
- A maximum linear resistance of 0.148 /km
Tensioning of the contact wire

The mechanical tensioning of the contact wire is around 25 kN.
The design of tensioning devices has been modified and uses only ball bearings.
Staggering of the contact wire

The maximum staggering of the contact wire is equal to 200 mm if no special equipment
are used.
Deflection
The contact wire has a deflection in the middle of the span of 1/2000 of the length of the
span.
Fig 1.6- Typical arrangement
8.8.5 Characteristics of the carrying cable

The characteristics of the carrying cable shall be as per the following:
- copper alloy cable of 116 mm2, or equivalent Al. alloy
- including 37 wires of 2 mm2 each,
- a load break rated at 66.9 kN,
The diameter of the carrying cable is of 14 mm.
Tensioning of the carrying cable
The mechanical tensioning of the carrying cable is estimated to be around 20 kN.
8.8.6 The Feeder

The feeder is in aluminum with a section of 288 mm2. The characteristics of the feeder
are given in the European norm EN 50182.Other characteristics is expected to be as under :
- The feeder comprises 37 wires with a diameter of 3.15 mm each,
- A load break rated at 98.58 kN,
- An external diameter of 22.1 mm.
Fig 1.7- Fixing of the feeder on the Pole
8.8.7 Specific characteristics in tunnels and cut and covers
One way to fix the Simple OCS equipments in tunnels and cut and covers is to use fixing
profiles of the Halfen" type (or a similar production).
Fig 1.9- Example of "inserts" installed in the vault of the tunnel to support OCS equipments
The aerial earthing conductor and the feeder may also be fixed in tunnels with a profile of
the Halfen type.
Fixing of the OCS equipments with Halfen profile
8.9 The Composite Overhead Catenary System (OCS)
8.9.1 Feeder cable
Aluminum alloy stranded wire (300 mm2) and copper stranded wires (200 mm2) are used
for feeder cables. Polymer insulator is recommended for use. Insulator characteristics are:
- Superior pollution performance

- Impact Resistance
- Higher mechanical reliability
- Better dielectric characteristics
- Low leakage current and power loss
- Light weight
Polymer Insulator
8.9.2 Current collection

The electric car pantograph collects current from the contact wire via the pantograph. It is
therefore necessary that the pantograph to make perfect contact with the contact wire.
When the electric car runs at high speed, contact loss can occur. The pantograph loses
contact force due to the oscillation of the wire because by pantograph push up, fails to
follow the vertical oscillation of the pantograph. In order to minimize contact loss, it is
necessary to improve the follow-up capability of the pantograph and keep the contact wire
height uniform. To this end, the Shinkansen uses a heavy compound catenary system and
simple catenary system (high tensile strength) in which the entire system is given higher
tension than conventional systems in order to reduce catenary displacement caused by
uplift of the pantograph is to be used. The simple catenary system has already been
discussed in para 3.1 above.
For train operation at 300 km/h (186 mph) a copper clad steel contact wire and a copper
alloy contact wire are used.
The schematic representation is as below
Catenary Equipment
Composite Catenary System in Sinkansen
Heavy compound catenary Simple catenary (high-tensile

equipment strength) equipment
2 2
Cross Section St 180 mm PH 150 mm
Catenary wire
Standard Tension 24.5 kN 19.6 kN
2
Cross Section PH 150 mm -
Auxiliary Catenary wire
Standard Tension 14.7 kN -
2 2
Cross Section GT 180 mm CS 110 mm
Contact wire 14.7 kN
Standard Tension 19.6 kN
(17.64 to 19.6 kN)
Overhead Line Equipment
CS contact wire Copper alloy (PHC, SN) contact wire
Contact Wire Cross Section
CS contact wire is composed of a center made of steel and an exterior covered with
copper. For a copper alloy contact wire, we add chromium and zinconium to the copper for
PHC and tin for SN. Copper alloy contract wire gives a higher tensile strength, and is
superior to CS contact wire in terms of recycling after use to the allowance wear limit.
Contact wire with optical fiber cables
Pulley type has been used for automatic tension regulator, but spring type (39.2 kN, tension
change ratio: 9%) is recently used. Consequently it is not required to lubricate and replace
wire.
Spring type automatic tension regulator
Support of feeding system at viaduct
T: Trolley (Wire)
M: Messenger (Wire)
AF: AT Feeder (Cable)
PW: Protective Wire for AT feeding circuit
GW: Grounded Shield Wire (Lightning

Protection Cable)
TC: Tunnel Center
R.L: Rail Level
F.L: Formation Level
Support of feeding system at tunnel
8.10 Anchor span with 5 spans
Fig 1.8-The tensioning equipment are realized with 4 spans or 5 spans depending on the site conditions
It is recommended to go in for composite catenary system keeping in view better

current collection and efficiency of the system
8.11 Earthing and Bonding

8.11.1 Safety of the railway staff against electromagnetic induction
The protection of people working on the installations is a priority. That shall be realized by
connecting to the earth all the metallic structures and equipment all along the line.
In particular, special attention will be paid to the cables. Electromagnetic induction may
develop important voltage on the surrounding metallic parts of the cables. The voltage
developed on the cables which are parallel on long distances to the electrified lines may
be dangerous for the safety of the railway staff. That is the reason why the metallic
parts of the cables (screens) are connected to the earth at regularly distances.
Safety of staff is obtained by:

- connecting all the metallic structures to the earth,
- ensuring the equipotent level of the surrounding equipments,
- Complying with standards related to impedance between earth and structures.
The standard for earthing and bonding as referred in para 5 is to be followed
8.11.2 Protection against corrosion

All the equipments of the OCS system must be protected against corrosion in a natural manner or
with a specific process which does not generate an electrical coupling.
8.11.3 Return of the traction current

The traction current uses mainly the earth, but also the rails and all metallic conductors to
return to the substations. The principles to apply are:
- The return of the current to the sub-station mainly with the earth for safety
purpose,
- To minimise the voltages which may developed in the metallic structures
particularly in case of short circuits,
- To take measures in order to protect passengers and personal staff against the
danger of voltages superior to the admissible limit,
- To limit the voltages created by electromagnetic induction, in particular with
regards to the signaling and telecommunication cables installed in parallel to the
tracks,
- To e a r t h the maximum of the metallic structures, (rails, catenary support)
without disturbing signaling installations in particular the track circuits,
8.12 Earthing of the installations

The principle to apply is to link to the earth all the metallic structures without disturbing
Track Circuits. Two earthing cables are installed:
- An aerial earthing cable is installed and connected on the catenary masts (as
indicated in the drawing below),
- An earth cable is buried in the ground.
From time to time, on locations defined by the design study for the return of the traction
current, this aerial cable is linked to the earth cable and linked to the rails also. The
metallic structures of the cables are connected to the earth cable.
Fig 1.10 Aerial earthing conductor is installed on the catenary mast
Fig 1.11 Earthing details of Structures
8.13 Main applicable International standards

All equipment shall comply with the EMC standards EN 50-121-1 to 5. Concerning the
tests, when not defined into the EN 50121, the equipment shall comply with the
relevant EMC standard of the series IEC 61000.
Standard Title
Number
IEC 38 IEC standard voltage
IEC 44-6 Instructions related to protection current transformer for transient
state response
IEC 62271-100 High voltage circuit breaker for alternating current
IEC 59 IEC standard current
IEC 99-4 Metal oxide surge arrester without gaps for a.c. systems
IEC 62271-102 Alternating current disconnectors and earthing switches
IEC 383-1 & 2 Insulators and fittings for overhead lines. Insulators of ceramic
material or glass for overhead line with nominal voltage higher than
1000 V. Requirements
IEC 502 Power cables with extruded insulation and their accessories for rated
voltage from 1 kV (Um = 1,2 kV) up to 30 kV (Um = 36 kV). Part 2:
rated voltages from 6 kV (Um = 7,2 kV) up to 30 kV (Um = 36 kV)
IEC 529 Degrees of protection provided by enclosures (IP code)
IEC 617-2 Graphical symbols for diagrams. Part 2: symbol elements, qualifying
symbols and other symbols having general application.
IEC 694 Common specifications for high-voltage switchgear and controlgear
standards
IEC 721-3-4 Classification of environmental conditions- Classification of groups of
environmental parameters and their severities- Stationary use at non
weatherprotected locations.
IEE 802-3
UIC 812-3
IEC 840 Power cables with extruded insulation and their accessories for rated
voltage above 30kV (Um = 36 kV) up to 100 kV. Test methods and
requirements.
IEC 865 Earth mesh and earth procedure code
IEC 889 Hard-drawn aluminium wire for overhead line conductor
IEC 60071 Insulation co-ordination
IEC 60076 Power transformer
IEC 61000 Electromagnetic compatibility
IEC 61508-3 Functional safety of electrical/electronic/programmable safety-related
systems. Part 3: software requirements
EN 10025 Hot Rolled Products of Non-Alloy Structural Steels: Delivery
Standard Title
Number
Conditions
EN 10034 Structural Steel I and H Sections Tolerances on Shape and
Dimensions
EN 10055 Hot Rolled Steel Equal Flange Tees with Raduised Root and Toes
Dimensions and Tolerances on Shape and Dimensions
EN 10056 Structural Steel Equal and Unequal Leg Angles
EN 10083 Quenched and Tempered Steels
EN 10088 Stainless Steels
EN 1301 Aluminium and Aluminium Alloys
EN 50163 Supply Voltage of Traction System
EN 60811 Insulating and Sheathing Materials of Electric Cables
ENV 50121-5 Railway Application Electromagnetic Compatibility Part 5: Fixed
Power Supply Installations
EURONORM IPE Beams; I-Beams with Parallel Flange Facings and Steel Products
19 IPN Beams Dimensions
IEC 60398 General Test for Electro-heating Equipment
IEC 1131 Programmable controllers
IEC 265.1 High Voltage Switch
IEC 502 Insulated and protected cables for power supply network
IEC 60 44-1 Current Transformers
IEC 60 44-2 Voltage Transformer
IEC 60137 Insulated Bushing for rated Voltage above 1 kV
IEC 60157 Low Voltage Switchgear Circuit Breakers
IEC 60168 Tests on Indoor and Outdoor Post Insulators of Ceramic Material or
Glass for Systems with Nominal Voltages greater than 1000 V
IEC 60228 Conductor of Insulated Cables
IEC 60273 Dimensions of Indoor and Outdoor Post Insulators and Post Insulator
Units for Systems with Nominal Voltages greater than 1000 V
IEC 60296 Insulating oils for transformers
IEC 60297 Dimensions of mechanical structures of the 482.6 mm (19 in)
IEC 60372 Locking Devices for Ball and Socket Couplings of String Insulator
Units Dimensions and Tests
IEC 60376 Sulphur Hexafluoride
IEC 60383 Insulators for Overhead Lines with a nominal Voltage above 1000 V
IEC 60502 Power Cables from 1 kV to 30 kV
IEC 60591 Test for OHCS Ceramic or Glass Insulators above 1 kV
IEC 60591 Sampling Rules and Acceptance Criteria when applying Statistical
Standard Title
Number
Control Methods for Mechanical and Electromechanical Tests on
Insulators of Ceramic Material or Glass for Overhead Lines with a
Nominal Voltage greater than 1000 V
IEC 60721 Environmental conditions :Specifications for painting
IEC 622 Sealed Nickel-Cadmium prismatic rechargeable single cell.
IEC 801 Electromagnetic Compatibility for Industrial-process Measurement
and Control IEC 870
ISO 1035 Hot Rolled Steel Bars
ISO 1190 Copper and Copper Alloys
ISO 1234 Split Pins
ISO 1337 Wrought Coppers (having Minimum Copper Contents of 99,85%)
Chemical Composition and Forms of Wrought Products
ISO 1460 Metallic Coatings Hot Dip Galvanised Coatings on Ferrous
Materials Gravimetric Determination of the Mass per Unit Area
ISO 1461 Metallic Coatings Hot Dip Galvanised Coatings on Fabricated
Ferrous Products Requirements
ISO 2092 Light Metals and their Alloys Code of Designation based on
Chemical Symbols
ISO 2340 Clevis Pins without Head
ISO 2341 Clevis Pins with Head
ISO 261 ISO General Purpose Metric Screw Threads General Plan
ISO 262 ISO General Purpose Metric Screw Threads Selected Sizes for
Screws, Bolts and Nuts
ISO 2859/1 Sampling Procedures for Inspection by Attributes Sampling Plans
Indexed by Acceptable Quality Level (AQL) for Lot-by-lot Inspection
ISO 3768 Metallic Coatings Neutral Salt Spray Test (NSS Test)
ISO 4014 Hexagon Head Bolts Product Grades A and B
ISO 4017 Hexagon Head Screw Bolts Product Grades A and B
ISO 4032 Hexagon Nuts, Style 1 Product Grades A and B
ISO 404 Steel and Steel Products General Technical Delivery Requirements
ISO 657 Hot Rolled Steel Sections
ISO 68 ISO General Purpose Screw Threads Basic Profile
ISO 8402 Quality Management and Quality Assurance Vocabulary
ISO 898 Mechanical Properties of Fasteners
ISO 9000 Quality Management and Quality Assurance Standards
ISO 9001 Quality Systems Model for Quality Assurance in Design /
Development, Production, Installation and Servicing
ISO 9002 Quality Systems Model for Quality Assurance in Production and
Standard Title
Number
Installation
ISO 9003 Quality Systems Model for Quality Assurance in Final Inspection
and Test
ISO 9004 Quality Management and Quality System Elements
ISO 965 ISO General Purpose Metric Screw Threads
UIC 505-1 Railway Transport Stock Rolling Stock Construction Gauge
UIC 505-4 Effects on the Application of the Kinematic Gauges defined in the 505
Series of Leaflets on the Positioning of Structures in relation to the
Tracks and of the Tracks in relation to each other
UIC 606-1 OR Consequences of the Application of the Kinematic Gauges defined by
UIC Leaflets in the 505 Series on the Design of the Contact Lines
UIC 606-2 OR Installation of 25 kV and 50 or 60 Hz Overhead Contact Lines
UIC 608 OR Conditions to be complied with for the Pantographs of Tractive Units
used on International Services
UIC 791 R Quality Assurance of Overhead Line Equipment
UIC 811-1 Technical Specifications for the Supply of Axles and Trailing Stock
UIC 812-2 Solid Wheels for Tractive and Trailing Stock Tolerances
UIC 870 O Technical Specification for Grooved Contact Wires
IEC 28 International specification of soft annealing type copper
IEC 99-2 Expulsion type lighting arresters
IEC 99-1 Non-linear resistor type gapped surge arresters for A.C. system
IEC 62271-200 Alternating current disconnectors and earthing switches
IEC 146-1-3 Semiconductor converters, general requirements and line
commutated converters. Transformers and reactors
commutated converters. Application guide
commutated converters. Specifications of basic requirements.
IEC 196 IEC standard frequencies
IEC 228 Conductors of insulated cable
IEC 265-1 High voltage switches for rated voltage above 1 kV and less than 52
kV
IEC 296 New insulating mineral oil specification for transformers
IEC 298 A.C. metal enclosed switchgear and control gear for rated voltages
above 1 kV and up to and including 72,5 kV
IEC 502-2 Extruded solid dielectric insulated power cables and their accessories
for rated voltage from 6 kV (Um = 7,2 kV) up to 30 kV (Um = 36 kV)
IEC 551 Determination of transformer and reactor sound level
Standard Title
Number
IEC 622 Alkaline secondary cells and batteries- Sealed nickel-cadmium
parallelepiped rechargeable single cells
IEC 721-3-3 Classification of environmental conditions- Classification of groups of
environmental parameters and their severity- Stationary use at
weather protected locations.
IEC 726 Dry type power transformer
IEC 1131 Programming languages Programmable controllers Part 3
IEC 1131 Programmable Logic Controllers
IEC 297-3 Dimensions of mechanical structures of the 482.6 mm (19 in) series
IEC 571 Electronic equipment specification
IEC 60870 Transmission Protocol
IEC 801-1 Electromagnetic compatibility for industrial-process measurement and
control equipment General introduction
control equipment Electrostatic discharge requirements
control equipment Radiated electromagnetic field requirements
control equipment - Electrical for transient/burst requirements
control equipment Shock wave requirements
control equipment Immunities to disturbances conducted and
induced by radio fields
IEC 848 Preparation of block diagrams for control systems
IEC 870-1-1 Control equipment and systems General principles
IEC 870-2-1 Control equipment and systems Power supply and environment
conditions
IEC 870-3 Control equipment and systems Interfaces (electrical
characteristics)
IEC 870-4 Control equipment and systems Performance requirements
IEC 870-5 Control equipment and systems Transmission protocol
TRIVANDRUM-MANGALORE HIGH SPPED RAIL
LOCATION OF TSS, SWITCHING STATIONS AND ATP
Corridor Station KM
SSP20 195.00
TSS6 180.00
SSP21 165.00
SSP22 155.00
SP6 140.00
SSP23 125.00
Thiruvanathapuram-
SSP24 115.00
Ernakulam HIGH
SPEED RAIL TSS7 100.00 SUMMARY
SSP25 85.00
SSP26 75.00 TSS 3
SP7 60.00 SP 2
SSP27 45.00 SSP 9
SSP28 35.00 ATP 1
TSS8 20.00 TOTAL 15
ATP2 8.00
Trivandrum HSR Station 0.00
Signalling and Train Control
CHAPTER 9
SIGNALLING AND TRAIN CONTROL

9.1 Introduction
The Signalling and Train Control system shall provide the means of an efficient Train
Control, ensuring safety in train movements. It assists in optimization of rail
infrastructure investment and running of efficient train services on the network.
On high speed lines in Europe and Asia, there are mainly two types of signaling systems
presently in service. Europe is shifting towards ERTMS Level 2 on high speed lines and
is becoming the standard in Europe. This is true for some Non-European countries also.
Where as the countries which already have high speed lines in Asia like Japan, Taiwan
etc are using the older proven signaling system having ATC based on track circuits.
Any of these systems can be deployed on a high speed line in order to have Centralized
Train Control System.
9.1.1 Overview
High speed rail is expected to carry large number of passengers by maintaining shorter
spacing between trains requiring a very high level of safety enforcement and reliability.
At the same time heavy investment in infrastructure and Rolling stock necessitates
optimization of its capacity to provide the best services to the people.
These requirements of the High Speed Rail are planned to be achieved by adopting ATC
sub-systems. This will:
Provide high level of safety with trains running at high speed at shorter headways
ensuring continuous safe train separation.
Eliminate accidents due to driver passing Signal at Danger by continuous speed
monitoring and automatic application of brake in case of disregard of signal / warning
by the driver.
Provides safety and enforces speed limit on section having permanent and
temporary speed restrictions.
Improve capacity with safer and smoother operations. Driver will have continuous
display of Target Speed in his cab enabling him to optimize the speed potential of the
track section. It provides signal / speed status in the cab even in bad weather.
Increased productivity of rolling stock by increasing line capacity and train speeds,
and enabling train to arrive at its destination sooner. Hence more trips will be
possible with the same number of rolling stock.
Improve maintenance of Signalling and Telecommunication equipments by

monitoring system status of trackside and train born equipments and enabling
preventive maintenance.
Signalling & Train Control system on the line shall be designed to meet the required
headway during peak hours.
9.2 Train Control System
9.2.1 The trains are operated at such high speeds that wayside signals can hardly be
recognized by the human eye, a cab signal system which indicates a permissible train
speed on the drivers console is employed in place of the wayside-signal system. In
addition, a device is employed which applies the brakes automatically (without
intervention of the train crew) when it becomes necessary to lower the train speed. This
is called Automatic Train Control (ATC), and it ensures the safe operation of trains.
9.2.2 The train control system ensures safety and reliability. In order to operate high-speed
trains safely and efficiently, it is essential that all trains are controlled in a centralized
manner. This is accomplished by implementing a traffic control system that permits
confirmation of current train positions, train numbers, route open/close status and
other information on an integrated display panel. The traffic controller can manipulate
the points and signals at all stations from the display terminal. The integrated display
panel and display terminal also permit continuous monitoring of the operating
conditions of the entire line.
9.2.3 The Signalling and Train control system forms the basis of the security setup, and to
ensure safety, stability and reliability, the systems devices constitute a redundant fail-
safe system. A fail-safe system means that it is designed to always work on the safe
side, even in the event of failure. This concept supports the safety and reliability of
railway.
9.3 Centralized Train Control Computer
9.3.1 It provides support to the traffic control personnel to implement sophisticated

transportation management. They can constantly monitor the conditions of all trains in
operation on the basis of the operating conditions (departure time, departure track
number and train sequence at each station) of each individual train.
9.3.2 If any train is not operated as scheduled, this computer issues an alarm calling for
suitable adjustments such as changing the sequence of departures/arrivals. In addition,
central computer predicts train operating conditions according to conditions set by traffic
control personnel.
9.3.3 This computer can also performs transport planning and traffic control, managements
equipment, vehicles and maintenance, controls information and more in order to improve
the reliability, economy, maintainability, operability and scalability of the System.
Description of two types of signaling systems prevalent on High speed rail

networks:
9.4 ERTMS LEVEL 2 (based on Radio)
9.4.1 ERTMS Level 2 (also called ETCS Level 2) is a fix block continuous speed
supervision and control system. This system works like a conventional Automatic
Train Protection System but the vital information exchange between the train and
track side equipments is through radio instead of track circuit. On the track side,
centralized Radio Block Centers (RBC) and distributed EURO balises are
provided. GSM-R radio basically transfers the vital information to and from
onboard system and EURO balises are used for initialization and periodic
calibration of onboard computer.
Eurobalise + Radio (GSM-R) + Radio Block Center
No more Trackside Signals Required.
Movement Authorities through GSM-R.

Train Position via Eurobalise.
9.4.2 Train detection and train integrity supervision are performed by the trackside
equipment of the underlying signaling system (interlocking, track circuits etc.) and
are outside the scope of ERTMS.
9.4.3 In the RBC, all static data such as static speed profiles, gradient profiles, track
conditions and location of Balises are held in the form of a routemap. Through a
direct connection between RBC and interlocking all the necessary dynamic
information such as state of the points and signals are available in the RBC.
Thus, in the RBC an image of the supervised area exists.
9.4.4 The fixed infrastructure information in RBC is combined with the variable
information taken from the track side interlocking.
9.4.5 With this information, the RBC is constantly in a position to calculate a MA for
every ETCS controlled train in the area, or to withdraw a previously issued MA.
9.4.6 This information is passed in the form of message to the GSM-R radio for
assessment to the train.
9.4.7 The on board unit will process the information received via radio and the
information available in the trainborne unit such as brake characteristics to
determine the necessary speed profile and identify the necessary information for
presentation to the driver via the DMI.
9.4.8 The on board unit also sends information to the RBC, for example MA request or
position reports thus provide bi-directional data exchange on real time bases
regarding train locations. Based on the position report, the train position on the
RBC routemap can be updated. This information is processed by different
systems for control and supervisory functions.
9.4.9 Recognised procedures are used to ensure the security of the radio
communication.
9.4.10 Although in this arrangement, line side signals are not required but still it is
proposed to keep line side signals on interlocked stations having point and
crossings. Line side signal will also be required at the depot connections in both
directions. These signals also provide backup in case of system failure.
9.4.11 This system provides continuous speed supervision and control and also protect
against over run of movement authority. Train detection and train integrity
supervision are performed by track side equipment (interlocking, track circuits
etc.).
9.5 Components
9.5.1 List of trackside components
The various components of a trackside sub-systems can be:
- Balises (Eurobalise) mainly for location referncing
- A radio communication network (GSM-R) for bidirectional track train communication
- Radio Block Centres (RBC)
9.5.2 List of on board components
The various components of the on board sub-system can be:
- The ERTMS/ETCS onboard equipment
- The GSM-R on board equipment for ETCS
9.6 Main functions of ETCS trackside:
- Knowing each train equipped with and running under ETCS within and RBC area by
its ETCS identity.
- Following each ETCS controlled trains location within an RBC area.
- Determine movement authorities according to the underlying signaling system for

each train individually.
- Transmit movement Authorities and track description to each train individually.
- Handing over of train control between different RBCs at the RBC-RBC borders.
9.7 Main functions of ETCS on board
- The train reads Eurobalises and sends its position relative to the detected Balises to
the Radio Block Centre
- The train receives a movement authority and the track description via Euroradio
relating to a Balise.
- Selection of the most restrictive value of the different speeds permitted at each
location ahead.
- Calculation of a dynamic speed profile taking into account the train running/braking
characteristics which are known on board and the track description data
- Comparison of the actual train speed with the permitted speed and commanding of
the brake application if necessary.
- Cab signaling to the driver.
9.8 Generation of the movement authority
9.8.1 The movement authority is generated by the Radio Block Centre, on the basis of
communications with the ERTMS-equipped trains on one side and with interlocking
on the other.
9.8.2 The interlocking are responsible for
- Setting and releasing of routes, in relation to the orders from the Control Centre,
- Detection of track vacancy
9.8.3 The main objective of the communication between interlocking and the Radio Block
Centres then to provide information about:
- The routes that are set and locked
- The type of movement allowed on the route (full supervision, on sight or

shunting movement)
- The emergency replacement of signals to red, due either to the intervention of the
Controller or due to an emergency situation
9.9 Interface with the trackside operator (Local/Central)
9.9.1 The Level 2 system will also provide an interface to the operator of the Control
Centre.
9.9.2 Typical facility offered by the Level 2 system is to allow the introduction and removal
of temporary speed restrictions directly by the operator, or any portion of the area
covered by the Radio Block Centre. Other commands can also be sent, as sending
Unconditional Emergency stop to one or to all trains, sending text messages to a
train, etc.
9.9.3 The Level 2 system can also provide information about the trains it supervises,
based on their position report and on the train data known by the Radio Block
Centre. This includes train running number, train length, train category, train
position, train mode and train speed.
9.10 Automatic Train Control (based on track to train communication)
9.10.1 The rails of train tracks are divided into sections (shorter than that in the vicinity of
station), with each one electrically insulated from the adjacent sections to form a
track circuit. When a train enters a section, its wheel sets drops a track circuit,
indicating presence of a train, ATC telegrams are sent on the rails. The on board
ATC system receives these telegrams from the rails with a receiver and displays it
via the speedometer on the driving console. This enables the driver to acknowledge
the signal aspect ahead even when forward visibility is insufficient due to rain, fog or
other meteorological conditions. The ATC system automatically applies the brakes
at the right time when required, regardless of the drivers intention.
9.10.2 This system is based on the principle of making the onboard devices take the
initiative in controlling train speed. Under this setup, trains have a database that
stores the information required for speed control such as data on track conditions
and vehicle performance. Additionally, wayside devices transmit digital signals
containing information on the position of the preceding train and the turnout
open/close status. On receiving the information, the onboard devices retrieve an
appropriate brake pattern from the database, perform the necessary calculations
and implement optional brake control. The wayside devices send digital signals on
the number of clear sections ahead and the route code to trains, based on which
the onboard devices compute an appropriate brake pattern consecutively and
perform optimal brake application.
9.11 Cab Signalling:
The information to drive the train are displayed in the cabin to the driver (cab signaling).
Following information are displayed to the driver;
Actual speed
Maximum speed at which he is permitted to travel
the target speed to achieve
the target distance at which a target speed is to be achieved
Mode of supervision
Cab Signalling enables the driver to acknowledge the signal aspect ahead even when
forward visibility is insufficient due to rain, fog or other meteorological conditions. The
ATC system automatically applies the brakes at the right time when required, regardless
of the drivers intention.
The diagram below shows a typical cab signal display.
9.12 Implementation with signals
ERTMS Level 2 system can be installed with or without signals. In the case this is
implemented with signals, the implementation must take into account possible discord
between the cab signaling and the signal indication.
Further, these redundant line side signals are useful for back up arrangement when
trackside is defective.
9.13 Centralized Train Control and Supervision system
- A train supervision system will be installed to facilitate the monitoring of train operation
and also remote control of the station. The train supervision will log each train movement
and display it on the workstations with each Traffic Controller at the OCC and on one
workstation placed in the Station Control room (SCR) with each Station Controller.
- The centralized system will be installed in the Operation Control Centre. The OCC will
have a projection display panel showing a panoramic view showing the status of tracks,
points, signals and the vehicles operating in the relevant section/ whole system.
9.14 Interlocking System:
(i) Computer Based Interlocking (CBI)
At all stations with points and crossings, Computer Based Interlocking (CBI) will be
provided for operation of points and crossings and setting of routes.
The setting of the route and clearing of the signals will be done by workstation, which
can be either locally (at station) operated or operated remotely from the OCC.
This sub-system is used for controlling vehicle movements into or out of stations
automatically from a workstation. All stations having points and crossings will be
provided with workstations for local control. Track occupancy, point position, etc. will be
clearly indicated on the workstation. It will be possible to operate the workstation locally,
if the central control hands over the operation to the local station. The interlocking
system design will be on the basis of fail-safe principle.
The equipment will withstand tough environmental conditions encountered in a Mass

Transit System. Control functions in external circuits will be proved both in the positive
and negative wires. Suitable IS, IRS, BS standards or equivalent international standards
will be followed in case wiring, installation, earthing, cabling, power supply and for
material used in track circuits, relays, point operating machines, power supply etc.
(ii) Track Circuits/Axle counter
Track Circuit/Axle counter will be used for vehicle detection and for transmission of data
from track to train (if train control information is transmitted through track circuits).
(iii) Point Machines
Non-Trailable Electrical Point Machine capable of operating with either 110V DC or 3-

phase 380V AC will be used on main line. The depot point machine will preferably be
trailable type.
9.15 Depot Signalling
All depot lines except the one which is used for shunting and in the workshop shall be
interlocked. A workstation shall be provided in the Depot Control Centre for electrical
operation of the points, signals and routes of the depot yard. Audio Frequency Track
Circuits or DC track circuit will be used in the depot as well.
9.16 OTHER SAFETY SYSTEMS
The signals from these systems will be provided to Train Control system to ensure
appropriate action to avoid a unsafe situation.
9.16.1 HOT BOX DETECTORS (HBD)
It is required to monitor the temperature of the axle boxes, in order to take

appropriate decision in case of high temperature and avoid a derailment which
could result from a broken axle.
9.16.2 DETECTION OF FLOODED TRACKS
Where there is a risk of flooding of the railway track, steps should be taken in
order to slow down or stop the trains before the concerned area.
9.16.3 EARTHQUAKE DETECTION
A specific study should have to be realized in order to evaluate the risks and the
possible consequences of an earthquake, taking into account the geotechnical
characteristics of the site.
If there are risks with regards to the train operation, seismic captors shall have to
be installed near the line and data shall be transmitted to the OCC/train control
system.
9.16.4 DETECTION OF FALLING VEHICULES
All the Road Over Bridges (ROB) located on High Speed Line must be equipped
with a protection system in order to avoid the fall of vehicles on the tracks. As a
complement, the road bridges with heavy traffic and with such a configuration
that fall of vehicles may be considered, a system for the detection of falling
vehicles must be installed.
9.16.5 WIND DETECTORS
In windy areas, there is a risk of overturn of the train under the combination of
crosswinds and induced winds provoked by the trains.
A meteorological study must be carried out in order to define the critical sites
taking into account and protective steps ensured:
the topographic environment,
the records of wind speed,
the dynamic characteristics of the train.
9.16.6 DETECTION OF FALLING ROCKS
To counter the risk of falling rocks on the tracks and/or landslides, specials
systems must be installed in order to prevent accidents.
9.17 Standards
System Description and Specifications
The Signalling and Train Control system shall be as below. Sub-system/ components will
conform to international standards like CENELEC, IEC, BS, IS, ITU-T etc:
The following standards will be adopted with regard to the Signalling system.
Description Standards
Computer based Interlocking adopted for station

having switches and crossing. All related equipment
as far as possible will be centralised in the equipment
Interlocking room at the station. The depot shall be interlocked
except for lines mainly used for shunting,
workshop/inspection shed areas.
With Direct current 110V D.C. point machines or 380

Operation of Points volts 3 phase, 50 Hz. AC point machines.
Audio frequency Track circuits or DC track circuits on

Track Circuit running section, test track and in depot.
Line Side signals to protect the points (switches). LED

Signals at Stations with type signals for reliability and reduced maintenance
point & crossings cost.
UPS (uninterrupted
For Signalling, Telecommunications and AFC
power at stations as
well as for OCC)
ERTMS Level 2 or Train Control system based on
Train protection system Track circuit based transmission
Automatic Train Supervision system. Movement of all

trains to be logged on to a central computer and
displayed on workstations in the Operational Control
Train Describer System
Centre and at the SCR. Remote control of stations
from the OCC.
Redundant Train borne equipment and ATS

Redundancy for TP/
Train Describer. equipment at OCC.
Outdoor cables will be steel armoured as far as

Cables possible.
SIL-4 safety levels as per CENELEC standard for

Fail Safe Principles signal application.
All data transmission on telecom cables/OFC/Radio.

All Signalling and telecom cables will be separated
Immunity to External
Interface. from power cables. CENELEC standards to be
implemented for EMC.
Running on site with line side signal with speed

Train Working under
emergency automatically restricted to a predefined level.
Environmental Air-conditioners for all equipment rooms.

Conditions
Philosophy of continuous monitoring of system status
and preventive & corrective maintenance of Signalling
equipments shall be followed. Card / module / sub-
Maintenance
philosophy system level replacement shall be done in the field
and repairs under taken in the central laboratory/
manufacturers premises.
9.17.1 Power supply for Signalling
Reliable uninterrupted power supply is the most essential requirement for working of
Signalling, Telecom and AFC installation. There will be a common 3 phase UPS catering
to various loads to meet the requirement of voltage and frequency range of all the
systems. UPS will also have generator backup.
9.17.2 Space Requirement for Signalling Installations
Adequate space for proper installations of all Signalling and UPS equipment at each of
the stations has to be provided keeping in view the case of maintenance and use of
instrumentation set up for regular testing and line up of the equipment/system. The
areas required at each of the stations for Signalling equipment shall be generally 60
sq.m for UPS Room (common for signalling and telecom) and for Signalling Equipment
Room 50 sq.m at interlocked station with points & 20 sq.m at other stations. These
areas shall also cater to local storage and space for maintenance personnel to work. At
the OCC and the Depot, the areas required shall be as per the final configuration of the
equipments and network configuration keeping space for further expansion.
9.17.3 Maintenance Philosophy for Signalling systems
The philosophy of continuous monitoring of system status and preventive & corrective
maintenance of Signalling and telecommunication equipments shall be followed. Card /
module / sub-system level replacement shall be done in the field. Maintenance
personnel shall be suitably placed at intervals and they shall be trained in
multidisciplinary skills. Each team shall be equipped with a fully equipped transport
vehicle for effectively carrying out the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall be sent for
diagnostic and repair to a centralized S&T repair lab suitably located on the section. This
lab will be equipped with appropriate diagnostic and test equipments to rectify the faults
and undertake minor repairs. Cards / modules / equipments requiring major repairs as
specified in suppliers documents shall be sent to manufacturer's workshop.
9.17.4 Conclusion
Both train control technologies i.e. ERTMS Level 2 and Train Control based on track to
train communication are suitable for high speed rail as both are proven and are working
in Europe, Japan, Taiwan and China.
It is also suggested that line side signal will also be provided for back up signaling.
9.18 TELECOMMUNICATIONS
9.18.1 INTRODUCTION
The telecommunication system acts as the communication backbone for

Signalling systems and other systems such as AFC etc and provides
telecommunication services to meet operational and administrative requirements
of metro network.
9.18.2 OVERVIEW
The telecommunication facilities proposed are helpful in meeting the

requirements for


Maintenance Control
Emergency Control
Telephone Exchange
Integrated Passenger Announcement System and Passenger Information and
Display System within the station and from Central Control to each station.
Instant on line Radio Communication between Central Control and Moving
Cars and maintenance personnel.
9.18.3 TELECOMMUNICATION SYSTEM AND TRANSMISSION MEDIA
(a) Fibre Optic System (FOTS) - Main Telecommunication Bearer
The main bearer of the bulk of the telecommunication network is proposed

with optical fibre cable system. A minimum 24 Fibre optical fiber cable with
redundancy (cable on both side of track) is proposed to be laid.
SDH (minimum STM-4) based system will be adopted with SDH nodes at
every station and OCC . Access 2MB multiplexing system will be adopted
for the lower level at each node, equipped for channel cards depending on
the requirement of channels in the network. Further small routers and
switches shall be provided for LAN network at stations. Alternatively a
totally IP Based High Capacity, highly reliable and fault tolerant, MPLS
Ethernet Network can be provided in lieu of SDH/MUX.
(b) Telephone Exchange
For an optimized cost effective solution, small exchanges of 30 port each

will be planned at each station and a 60 Port Exchange at the Terminal
Stations will be provided. The exchanges at OCC/Depot can be of larger
sizes as per the actual number of users. The Exchanges will serve the
subscribers at all the stations and OCC. The exchanges will be
interconnected at the channel level on optical backbone. The exchanges
shall be software partitioned for EPABX and Direct Line Communication
from which the phones shall be extended to the stations. Alternatively
only for non-operational (other than Direct Line Communication) a
separate IP Based Phone System can be implemented.
(c) GSM-R network
GSM R system will cater to voice (in moving train as well as to

maintenance mobile staff) and data communication for various purposes.
(d) Passenger Announcement System
The system shall be capable of announcements from the local station as

well as from OCC. Announcements from Station level will have over-riding
priority in case of emergency announcements. The System shall be linked
to Signalling System for automatic train actuated announcements.
(e) Passenger Information Display System
These shall be located at convenient locations at all stations to provide

bilingual visual indication of the status of the running trains and will
typically indicate information such as destination, arrival/departure time,
and also special messages in emergencies. The boards shall be provided
at all platforms and concourses of all stations. The System shall be
integrated with the PA System and available from same MMI.
(f) Centralized Clock System
This will ensure an accurate display of time through a synchronization

system of slave clocks driven from a Master Clock fed from a GPS
equipment at the operation control center. The Master Clock signal shall
also be required for synchronization of FOTS, Exchanges, Radio,
Signaling, etc. The System will ensure identical display of time at all
locations. Clocks are to be provided at platforms, concourse, Station
Master's Room, Depots and other service establishments etc.
(g) Closed Circuit Television (CCTV) System
The CCTV system shall provide video surveillance and recording function
for the operations to monitor each station. The monitoring shall be
possible both locally at each station and remotely from the OCC.
The CCTV system backbone shall be based on IP technology and shall

consist of a mix of Fixed Cameras and Pan/Tilt/Zoom (PTZ) Cameras.
Cameras shall be located at areas where monitoring for security, safety
and crowd control purpose is necessary
(h) Network Monitoring and Management
For efficient and cost effective maintenance of the entire communication

network, it is proposed to provide a network management system (NMS),
which will help in diagnosing faults immediately from a central location and
attending the same with least possible delay, thus increasing the
operational efficiency and reduction in manpower requirement for
maintenance. The proposed NMS system will be covering radio
communication, Optical Fiber Transmission, Telephone Exchange and
summary alarms of PA/PIDS, CCTV and Clock System.
(i) Technology
The Technologies proposed to be adopted for telecommunication systems

are shown in Table 9.1 :
TABLE 9.1
System Standards
Optical Fibre system as the main bearer for bulk

Transmission
Media of the telecommunication network
EPABX of minimum 30 ports is to be provided at

Telephone all Stations, an Exchange of 60 Ports to be
Exchange provided at Terminal Station
Digital Train radio (GSM-R) communication

between motorman of moving cars, stations,
Train Radio System
maintenance personnel and central control.
LED/LCD based boards with adequate visibility to

be provided at convenient location at all stations
Train Destination to provide bilingual visual indication of the status
Indicator System of the running trains, and also special messages
in emergencies.
Accurate display of time through a

synchronisation system of slave clocks driven
Centralized clock from a master clock at the OCC and sub master
system clock in station. This shall also be used for
synchronisation other systems.
Passenger Announcement System covering all

Passenger
platform and concourse areas with local as well
Announcement
System as Central Announcement.
System Standards

Redundancy
(Major System) Path Redundancy for Optical Fibre Cable by
provisioning in ring configuration.
Environmental All equipment rooms to be air-conditioned.

Conditions
System to have, as far as possible, automatic
switching facility to alternate routes/circuits in the
event of failure.
Philosophy of preventive checks of maintenance
Maintenance to be followed. System networked with NMS for
Philosophy diagnosing faults and co-ordination.
Card/module level replacement shall be done in
the field and repairs undertaken in the central
laboratory/manufacture's premises.
Requirement for Telecom Installations
Adequate space for proper installations of all Telecommunication

equipment at each of the stations has to be provided keeping in view the
case of maintenance and use of instrumentation set up for regular testing
and line up of the equipment/system. The areas required at each of the
stations for Telecom equipment shall be generally 25 sq.m for Telecom
Room. UPS will be common for signal, telecom and AFC. These areas
shall also cater to local storage and space for maintenance personnel to
work. At the OCC, the areas required shall be as per the final
configuration of the equipment and network configuration keeping space
for further expansion.
Maintenance Philosophy for Telecom systems
The philosophy of continuous monitoring of system status and preventive

& corrective maintenance of Signalling and telecommunication
equipments shall be followed. Card / module / sub-system level
replacement shall be done in the field. Maintenance personnel shall be
suitably placed at intervals and they shall be trained in multidisciplinary
skills. Each team shall be equipped with a fully equipped transport vehicle
for effectively carrying out the maintenance from station to station.
The defective card/ module / sub-system taken out from the section shall
be sent for diagnostic and repair to a centralized S&T repair lab suitably
located on the section. This lab will be equipped with appropriate
diagnostic and test equipments to rectify the faults and undertake minor
repairs. Cards / modules / equipment requiring major repairs as specified
in suppliers documents shall be sent to manufacturer's workshop.
9.19 AUTOMATIC FARE COLLECTION
9.19.1 INTRODUCTION
High Speed Rail Systems is expected to handle large number of

passengers. Ticket issue and fare collection play a vital role in the efficient
and proper operation of the system. To achieve this objective, ticketing
system shall be simple, easy to use/operate and maintain, easy on
accounting facilities, capable of issuing single/multiple journey tickets,
amenable for quick fare changes and require overall lesser manpower. In
view of above, computer based automatic fare collection system is
proposed.
For Multiple Journey, the Store Value Contactless Smart Card can be
utilized and for the Single Journey, Smart Contactless Token can be
utilised.
AFC system proves to be cheaper than semi-automatic (manual system)

in long run due to reduced manpower cost for ticketing staff, reduced
maintenance in comparison to paper ticket machines, overall less cost of
recyclable tickets (Smart Card/Token) in comparison to paper tickets and
prevention of leakage of revenue. Relative advantages of automatic fare
collection system over manual system are as follows:
A) Manual fare collection systems have the following inherent

disadvantages:
1. Large number of staff is required for issue and checking of tickets.
2. Change of fare structure is time consuming as has to be done at each
station.
3. Manipulation possible by jamming of mechanical parts.
4. Staff and passenger interaction leading to more chances of
confrontation.
5. Almost 100% ticket checking at entry / exit impossible.
B) Automatic fare collection systems have the following advantages:

1. Less number of staff required.
2. Less possibility of leakage of revenue due to automatic ticket check by
control gates.
3. Recycling of ticket fraudulently by staff avoided.

4. Efficient and easy to operate, faster evacuation both in normal and
emergency.
5. System is amenable for quick fare changes.
6. Management information reports generation easy.
7. System has multi-operator capabilities. Same Smart Card can be used
for other applications also, including in other lines of the Metro.
A. AFC systems are the worldwide accepted systems for LRT/Metro
environment.
The proposed ticketing system shall be same as that to be of Contactless

Smart Card type for multiple journey and Contactless Token for Single
Journey. The equipment for the same shall be provided at each station
Counter/Booking office and at convenient locations and will be connected
to a local area network with a computer in the Station Master's room.
C) Choice of Control Gates

Retractable Flap Type/Paddle Type Control Gates are proposed which
offer high throughput, require less maintenance and are latest in modern
metros internationally. Tripod turnstile type gates offer less throughput and
require more maintenance.
D) Passenger Operated Machine

At all stations, two Passenger Operated Machines (Automatic Ticket
Vending Machines) each are proposed. The POMs will provide
convenience to passengers to avoid standing in queues at ticket booths
and provide them international standard service.
Technology
The technology proposed for AFC systems are given in Table 9.2:
TABLE 9.2
Standards Description
a) Contactless smart card For multiple journeys.
Fare media b) Single Journey : Same as being adopted for other Metro Line
(East West Corridor).
Standards Description
Computer controlled retractable flap type automatic gates at entry
and exit. There will be following types of gates:
Entry
Gates Exit
Reversible (if required as per final station layout) can be set
to entry or exit
Reversible Handicapped Gate -gate for disabled people.
All the fare collection equipment shall be connected in a local area
network with a station server controlling the activities of all the
Station computer, machines. These station servers will be linked to the central
Central computer computer situated in the operational control centre through the optic
and AFC Net fibre communication channels. The centralised control of the system
work shall provide real time data of earnings, passenger flow analysis,
blacklisting of specified cards etc.
Ticket office Manned Ticket office machine shall be installed in the stations for
machine selling tickets to the passengers. Also POMs shall be provided for
(TOM/EFO) Automatic Ticket Vending.
Ticket reader and Ticket reader shall be installed near EFO for passengers to check
portable ticket information stored in the ticket.
decoder.
UPS
(uninterrupted
power at stations Common UPS of S&T system will be utilized.
as well as for
OCC).
Entry/Exit Gates
9.20 The Technology for Ticket sale for High Speed Rail in Other countries
Rail transportation requires Automatic Fare Collection (AFC) system to charge

passengers for the transport service. Between all the systems around the world,
there are principally two systems. The two most popular ticketing systems are:
Paper tickets and open area in he rail satin

Mixed tickets ( magnetic ticket and contactless card) and close area in the rail
station
We can find the first one principally in Europe and he second one in Asia.
That is the two parts of he world where high speed lines are the most experienced.
This document is intended to provide a view of AFC systems dedicated to high speed
lines. It will present:
Two different ticketing systems existing in the world.

The functionalities expected from the ticketing.
What is important in ticketing today?.
Existing Systems.
Here the AFC systems existing around the world is described. The examples
highlighted herein present the ticketing systems in France and Japan by
functionalities:
Tickets media
Sale
Validation
Control
France
Tickets media
France uses actually one ticket media for the high speed train, the paper ticket. The
dimension is: 20,3 cm x 8.2 cm. This ticket contains the travel information
Sale
In France the train ticket can be bought:
At a ticket counter in the rail station

At a ticket distributor in the rail station.
In a rail company shop
On Internet.
The ticket counters and the company shop are equipped with Post Of Sale (POS)
All the sale systems need a connection with the booking system to attribute and book
the place.
For the Internet system the customer chooses how to get this ticket. He can get it by
mail or in a ticket distributor in a rail station. Recently the rail operator offers at the
customer to print his ticket himself but not for every train at the moment.
Validation
The French rail stations are all open area. The customer must validate his ticket
before boarding. There are many validators principally close to the platforms.
The validators print on the ticket the stations name, the date and the time plus mark
a triangle shape in relief and it is not possible to validate a second time.
Control
The control is done on board the train. The controllers do a visual check of the ticket
and use a Personal Digital Assistant (PDA) with a dedicated application to register
the potential violation.
Japan
Ticket Media.
Japan uses two tickets media for the high speed train, the magnetic ticket and the
contactless card.
The dimensions of the magnetic ticket are: 8,5 cm x 5,75 cm. This ticket contains
the travel informations:
The cards incorporate contactless Radio Frequency Identification (RFID) technology

developed by Sony, called FeliCa. These cards are available at card vending
machines at the train stations that allow these ones.
These cards are prepared, the user recharge with a value.
This card is interoperable with other transit systems ( metro, bus) in Japan.
Sale
In Japan the train ticket can be bought:
At a ticket counters in the rail station.

At a ticket distributor in the rail station.,
On Internet.
The ticket counters are equipped with Post of Sale (POS).
All the sale systems need a connection with the booking system to attribute and book
the place.
The contactless card can be recharged:
At a counter in the rail station.

In a distributor in the rail station.
Validation
The rail stations are closed areas, the customer uses the ticket or the smart card to
pass the entrance gates to go in and out.
For the magnetic ticket, the validator checks if it is the right station.
For the smart card, the validator records the departure station in the card and the
minimum fare is collected. At the destination station, the validator calculates the
amount and collects the complement if necessary.
Control
The control is done on board the train. The controllers do a visual check of the ticket
and use a Personal Digital Assistant (PDA) with a dedicated application to register
the potential violation.
The PDA includes a card reader to check the smart card.
TRAIN OPERATION PLAN AND TRANSPORT PLANNING
CHAPTER 10
TRAIN OPERATION PLAN AND
TRANSPORT PLANNING
10.1 Outline of Transportation
Details of Stations with their chainages, are given in table below

S.No Chainage Station Name Inter station
distance(m)
1 0 THIRUVANANTHAPURAM
2 56568.5 QUILON
56568.5
3 108296.2 CHANGANNUR FUTURE
STATION
51727.7
4 139315.7 KOTTAYAM
31019.5
5 192595.5 ERANKULAM
53279.8
1) The proposed train set is an 8 (eight) car train, which consists of six motor cars
2) All of commercial trains will stop only on one station in between to get the higher
average speed. Few trains may be allowed to stop even on both the intermediate
stations.
3) A period of time between 22.46 hrs. and 6:00 am is strictly allocated for
this time zone from view point of safety of maintenance work at the site, which is
essential for safety train operation and comfortable riding quality.
4) Consideration for transfer to/from other transport modes and transit to/from
stations/terminals.
Shuttle service will be provided for the transit railway passenger using existing
conventional railway when the HSR station is apart from the station of the
existing railway line.
Change of operation plan or change of the origin/destination of trains will be

required to formulate effective railway network system.
10.2 Maximum Speed and Traveling Time
10.2.1 Maximum Speed of Trains
Maximum speed of 350 kph is proposed for the HSR system.
10.2.2 Traveling Time
1) Detailed traveling time is not estimated at this time due to lack of detailed
alignment data.
2) The proposed HSR trains will be operated at its maximum speed of 300 kph
through out the route between Trivandrum and Mangalore with no speed
restriction section if horizontal/vertical alignment design along the route is
observed.
3) The number of stations of the HSR line will be four, namely Trivandrum, Quilon,
Ernakulam, and the stopping time at each station is assumed to be two to two and
half minutes. Consequently, traveling time between Trivandrum and Ernakulam is
estimated at approximately 47 minutes. In case no stop in between, traveling time
is estimated at approximately 42 minutes.
10.3 Number of Trains and Headway
TRAIN OPERATION PLAN

Length of Thiruvananthapuram- 194 Kms
Ernakulam Section :
Maximum unidirectional sectional load in 14232
2020
Peak Hour Peak Direction Traffic 1423 Trips
Capacity of 8 Coach Train 817 Passengers
No. of trips in an hour : 1.74

Frequency of Trains 60 / 1.74= 34 Minutes
Say every 30 minutes interval

Turn round time 194x2 / 250= 1.55 hours
Number of Rakes required 3.1 Trains
Say 4 Trains, after adding for
maintenance reserve and stand-by total
requirement : 5 Trains.
Train Frequency Trains will be run at 30 minutes interval
in peak hour. In non-peak hour, the
trains will be hourly.
Energy Consumption:
It is planned that time between 22.45 hrs and 06.00 hrs. will be strictly allocated for
maintenance work only. No commercial train operation shall be allowed during this
time. The last train from either side of the terminal will leave at 22.00 hours. The total
number of trips for catering to the projected traffic in 2020 will be 2x7+1x9 = 23 Nos
one way.
Total TKM per day = 23x2x194= 8924
Total annual TKM = 3257260
Total Annual Energy Consumption= 3257260 x 48 = (KW hour per TKM) = 15.63
Crores KWHR.
Figure 10.1 Diagram of 30 minutes headway for rush hour and 60 minutes headway for day time Maximum
speed 300km/h, Series N700)
CH
AP
TE
R 11
ENVIRONMENTAL IMPACT ASSESSMENT
11.1 PROJECT DESCRIPTION
The proposed high speed rail link between Thiruvananthapuram and Kasargod in Kerala is of about 550
km length. On this route, 9 stations are proposed at present and 3 in future. The proposed high speed
corridor along the west coast is quite near the existing railway lines. The proposed nine stations are
Thiruvananthapuram, Quilon, Kottayam, Earnakulam, Thrissur, Calicut, Kannur, Kasargod and Manglore,
while Chengannur, Tirur and Thalassery are the future stations. Kerala has a coast line of 580 km. The
proposed stations and alignment is shown in Figure 11.1 On the proposed high speed rail link, trains will
run at a speed of 300 kmph through tunnels and a dedicated right of way (ROW).
11.2 SUMMARY OF LIKELY ENVIRONMENTAL IMPACTS
Due to the typical coastal terrain, approach roads, bridges and tunnels are to be built for construction of
the rail link. As a result, the excavate that will be generated may eventually slide down into the streams
if not disposed off properly. The construction of the rail link may also lead to instability of some of the
slopes which may be vulnerable. The rail link envisages construction of tunnels and bridges. Due to
construction of tunnels, a significant amount of earth will be generated requiring disposal in an
environmentally sustainable manner. The biodiversity of the region as well as the virgin landscape of the
area are likely to be affected due to the proposed high speed rail link activity. The existing drainage
network is also likely to be affected due to construction of approach roads. Since the proposed high
speed rail link trains will run at a speed of 275 - 300 kmph through tunnels and decided right of way
(ROW), due to this high speed noise and vibration issues will be of critical importance and will have to be
studied in greater detail.
11.3 APPROACH AND METHODOLOGY OF THE STUDY
The present study is essentially in the nature of an Initial Environmental Examination. The approach for
this study is based on the collection and analysis of secondary data on environment of the project area,
as available in literature. The methodology involves identification of environmental issues and impact
prediction. The available Acts, legislations, Standards and Environmental Impact Assessment Guidelines
have been consulted to assess the impacts. The environment baseline data from secondary sources
Kerala High Speed Rail between Thiruvananthapuram and Ernakunal - Pre Feasibility Report Sept 2011 1/21
include available Water Quality, Air quality, Soils, Geology, Land use, Forests, and Socio- economic
factors.
Based on project particulars and the existing environmental conditions, potential impacts have been
identified. Both positive and negative impacts have been evaluated to have an idea about resultant
impacts. These likely impacts may be such as loss of land, loss of buildings / houses, loss of livelihood
and impacts on vulnerable population. These impacts have been assessed for various phases of project
cycle namely location, design, construction and operation.
An environmental management strategy has been suggested to mitigate the adverse impacts and is
integrated as a part of project implementation. However, for accurately assessing the magnitude of
aforesaid impacts, a detailed social analysis and social management along with a detailed environmental
study and environmental management plan are required and it shall be prepared during detailed
engineering design phase of the study. Suggested Scope of Work for such a study has also been
recommended.
11.4 Environmental Acts, Legislations, Rules and Standards
The objective of Initial Environmental Examination (IEE) is to ascertain the baseline environmental
conditions and then assess the impacts as a result of the proposed High Speed Passenger Line (HSPL)
during various phases of the project cycle namely location, construction and operation. The proposed
HSPL is an effort to meet growing demand of traffic and reduce travel time. The fast and safe
transportation system is a prerequisite for sustainable development. The development process has
depleted and degraded natural resources. Consequently this requires attention for conservation of
environment and to push development with utmost care which could not have severe negative impacts
on the natural resources, if any observed, should be mitigated properly and comprehensively. Thus the
environmental consideration in development process is necessary to achieve the universal goal of
sustainability. To achieve the goal of sustainable development and environmental protection, the
Government of India (GoI) has formulated numerous Policies, Acts and Rules with amendments from
time to time with the following basic principles:
Enhance the quality of Environment in and around the project area by adopting proper
measures for conservation of natural resources,
Prevent the adverse environmental impacts up to the extent possible, and
Mitigate the possible adverse environmental impacts.
In pursuance of the global goals of nature conservation and protection of environment to which India is
committed since its participation in Stockholm Conference, the State Government has initiated plans,
schemes and actions to implement the various legislations, latest being Environmental (Protection) Act
1986 of Ministry of Environment and Forests (MoEF). The MoEF has issued notifications with
amendments for Environmental Impact Assessment (EIA) of development projects in May 1994, July
2004, September 2006 and January 2009. Though the railways development projects are exempted from
the environmental clearance from MoEF and also from the purview of these notifications, the client and
consultant both are environmental conscious and have carefully assessed the negative impacts of HSPL.
Keeping high speed rail corridor in view, selected important Environmental Legislations/Acts/Rules
referred are listed in Table 11.1.
11.5 Environmental Baseline Data
The section deals with the description of existing environmental setting of the project area.
Environmental baseline data includes the physical, biological and socio-economic data. A scoping matrix
is formulated in Table 11.2 to identify the attributes likely to be affected due to the development of
proposed project.
Based on the environmental scoping matrix and project settings the attributes likely to be affected are
identified for baseline data generation. Information presented in this chapter was collected from various
sources. Land use data was compiled from toposheets; data on physiography, geology, soil, water and
Air was collected from various reports/publications and maps.
TABLE 11.1
KEY ENVIRONMENTAL LEGISLATIONS
S SCOPE AND OBJECTIVE KEY AREAS OPERATIONAL Stage/Phases

AGENCIES
and Control To prevent and control water pollution and maintain or restore wholesomeness Prevention and control of water Central and State Pollution Construction and
, amended of water pollution Control Boards operation phases
and Control To levy and collect cess on water consumed by persons carrying on certain Prevention and control of water Central and State Pollution Construction and
ess Act, industries and by local authorities pollution Control Boards operation phases
003
d Control of To prevent, control and abatement of air pollution, for the establishment, with a Preservation of the air quality and Central and State Pollution Construction/
, amended view to carrying out the aforesaid purposes control of air pollution Control Boards Operation phases
To prevent and control Noise pollution Control noise pollution Central and State Pollution Construction/
l)Rules, Control Board Operation phases
(Protection) To protect the wild animals, birds and plants and the matters connected Deals with the Nature Protected Forest and Wildlife Construction/
93, 2002 therewith or ancillary or incidental thereto with a view to ensure the ecological Areas, National Parks and Boards/Authorities Operation phases
and environmental security of the country Sanctuaries and regulation of
Kerala High Speed Rail between Thiruvananthapuram and Ernakunal -

activities in these areas for the
protection of both Flora and fauna.
ction Act, To protect and improve the Environment and for matters connected therewith An umbrella legislation; Central government nodal Pre-construction /
supplements pollution laws agency MoEF; can Construction/
delegate powers to state Operation phases
department of Environment
Assessment Environmental Impact Assessment of Projects and Environment Management Environmental Ministry of Environment Pre-construction/
nded 2009 Plans Protection/Environmental and Forest, State EIA Construction
Clearance Committees phases
ent Tribunal To provide for strict liability for damages arising out of any accident occurring Hazardous substances Ministry of Environment Construction phase
while handling any hazardous substance and compensation for damages to and Forest/Central
persons, property and the environment Government
ation) Act, To conserve forests and matters connected therewith or ancillary or incidental Restriction on de-reservation of State Government Pre-Construction/
thereto. forests or use of forest land for and Central Government Construction phase
Pre Feasibility Report Sept 2011

non-forest purpose.
Act, 2002 To conserve biological diversity and sustainable use of its components Biodiversity. National Biodiversity Construction/
Authority Operation phases
(Source: Government of India Publications) *railway projects are exempted
4/21
TABLE 11.2
SCOPING MATRIX FOR THE PROJECT
S.N. ENVIRONMENT ATTRBUTES LOCATION LIKELY IMPACTS DURING PHASES PARAMETER SOURCE
CONSTRUCTION OPERATION
Land Use Change in Land Use Labour Colonies/Camps & RoW No Impact Land Use Toposheets
pattern
Soils Throughout the Increase in Soil Erosion due to Borrow No Impact Types of Soils Secondary
alignment and Querry sites data
1 LAND
Soil Pollution Throughout the Increase in soil pollution due to waste Increase in soil Pollution Secondary
alignment water, sewage and construction spoils pollution due to waste Indicators Source
water, sewage and
solid waste
Water Quality Water Pollution Impact on water Quality due to soil Water quality change Physical, Field Study &
WATER erosion, disposal of sewage and due to disposal of Chemical & Secondary
2 RESOURCES waste water sewage, solid waste & Biological data
Water Body size Loss of Water Bodies Construction of Pillars/Piers waste water
reduction
3 AIR Air Quality Construction site Increase in Air Pollution due to Emission due to the SPM,RSPM, Field Study &
construction activities operation of HSPR SOx & NOx Secondary
data
4 NOISE & Noise & Vibration Throughout the Increase in noise & Vibration due to Increase in Noise & Noise Level (dB Field Study &

VIBRATION Level alignment various equipments & increased Vibration due to speed (A) Secondary
vehicular movement movement of HSPR data
Construction Loss of protected Loss of forest area Development of Green Flora & Fauna Field Study &
Sites areas belt Secondary
5 ECOLOGY data
Clearance of tree, herbs and shrubs
Flora & Fauna Loss of Flora Development of greenbelt
Loss of Land Throughout in Decrease in agriculture product Decrease in agriculture Land acquisition
agriculture area product
Livelihood Land & Infrastructure Acquisition of Land & Infrastructures Infrastructure Condition of the
Generation of employment for both Development Project Area Field Study &
SOCIO
Skilled & Unskilled Secondary
6 ECONOMIC
Saving in transit Between two places Pressure on existing infrastructure Quick and easy traffic Saving in transit data
time facilities movements time

More Throughout alignment More jobs More jobs Employment
employment
5/21
The environmental baseline data was compiled for:
Land Environment (Physiography, geology and minerals, soils, seismicity)
Water Environment (Water resources, water uses )
Air Environment (Air quality)
Noise/Vibration Environment (Noise/Vibration levels)
Ecological Environment (Flora and Fauna) and
Socio-Economic Environment (Demography, socio economics, etc)
The coastal state of Kerala lying on the south western tip of India has commonly been called the tropical
paradise of India. The Arabian Sea on one side and the Western Ghats on the other cover the state of
Kerala. The area is marked by coastal zone of Arabian Sea. This coastal state has hot and humid climate
during April - May and pleasant, cold climate during December - January. Kerala has 14 districts. Eleven
districts fall on the alignment and their population in 2001 is presented in Table 11.3. The state has a
population of 31.841 million people. Out of this 28.697 millions (90.12%) are in those districts through
which the high speed corridor will pass. Male and female ratio is 0.944. Although Kerala accounts for
only 1% of the total area of India, it contains about 3% of the countrys population. The population
density of the state is about 819 people per square kilometre, three times the national average. Kerala is
one of the densest states in the country and it recorded a decadal population growth of +9.42%
(2,740,101).
TABLE 11.3
POPULATION OF THE PROJECT AREA
S.N. DISTRICT POPULATION MALE FEMALE
1 Thiruananthpuram 3,234,356 1,569,917 1,664,439
2 Kollam 2,585,208 1,249,621 1,335,587
3 Alappuzha 2,109,160 1,014,529 1,094,631
4 Kottayam 1,953,646 964,926 988,720
5 Ernakulam 3,105,798 1,538,397 1,567,401
6 Thrissur 2,974,232 1,422,052 1,552,180
7 Palakkad 2,617,482 1,266,985 1,350,497
8 Kozhikode 2,879,131 1,399,358 1,479,773
9 Malappuram 3,625,471 1,754,576 1,870,895
10 Kannur 2,408,956 1,152,817 1,256,139
11 Kasargod 1,204,078 588,083 615,995
11.5.1 Soils and Geology
The baseline data related to the land environment is oriented towards collection of baseline data with
respect to physical environment viz. physiography, soils, geology, minerals, land use pattern and
seismicity. The state is gifted with 12 soil types derived from laterite base and has distinct agro-climatic
zones. Based on morphological features and physico-chemical properties, the soils are red soils, laterite
soils, coastal alluvial soils, reverine alluvial soils, onattukura soils, brown hydromorphic soils, black and
forest soils. Low lands (0-7.5m) contribute 10.24% area of the state; Mid lands (7.5-75m) 41.76% and
High land (above 75m) 48.0%. The Kerala soils have limitations for sustained use under irrigation. Only
37% of soils of Kerala are suitable for agriculture. Kerala has mineral deposits such as Zircon, Rutile,
Monozite, Sillimanite and Gold. The minerals found near the proposed corridor of high speed rail are
Buxite, Clay, beach placers, silica sand, etc. The land use pattern of Kerala is summerised in Table 11.4.
The route will be passing through built up rural and urban areas, agriculture field, plians, coastal,
riverine sands and marshy. The project area falls in the zone III (Moderate) as per seismic zoning Map of
India.
TABLE 11.4
LAND USE PAATERN
2
S.NO. LANDUSE AREA (KM ) % age
Residential (Urban) 8.12 0.02
Residential (Rural) 356.50 0.92
Industrial 0.31 0.00
Commercial 226.15 0.58

1 Built up
Beaches 47.66 0.12
Mixed Use 899.25 2.31
2 Agriculture 23315.96 59.99
3 Forest dense 6771.28 17.42
4 Deciduous Forest 1193.96 3.05
5 Open Mixed 267.85 0.69
6 Forest Plantation 1217.13 3.13
7 Grass Land 171.22 0.44
8 Scrub Land 1530.96 3.94
9 Mining/Waste land/Rocky 354.74 0.91
10 Degraded Land 581.83 1.50
11 Flood Plains/Waterlogged 30.17 0.78
12 Water Bodies 1172.84 3.02
13 Coastal Sand/Riverine 39.42 0.11
14 Marshy Area 76.05 0.22
Total 38864.93 100.00
11.5.2 Water Resource
Kerala has 44 perennial rivers. Out of these 3 are east flowing and 41 are west flowing and fall in
Lakshadweep Sea. Most of the west flowing rivers will be crossed by the proposed corridor for high
speed rail alignment. The state also has a total of 46.13 km2 area under estuaries. The important back
waters are Vembanad (260 km2), Kayamkulam and Ashtamudi lakes (55 km2).These are observed
throughout the alignment. The backwaters or lagoons are shallow bodies of water separated from the
open sea by land. Because of this separation from sea, backwaters are free from the pounding action of
sea. Backwaters are one of the most alluring, ecologically and economically valuable features of Kerala.
Environmentally speaking, the hot spot back waters are Velli, Kadhinamkulam, Anjuthengu, Kodungallur,
Punmamada and Chetuva.
11.5.3 Air Environment
The data on air, noise and vibration environment is important for the proposed HSPR corridor as the
proposed alignment passes through dense populated cities & habitation, environmental hot spots,
ecologically sensitive and rich biodiversity. The people of Thiruvanathpuram, Kollam, Alappuzha,
Kottayam, Ernakulam, Thrissur, Palakkad, Kozhikode, Malappuram, Kannur and Kasargod have already
been facing the high level of air and noise pollution due to the population growth and large scale
vehicular movement. Table 11.5 indicates air quality of few selected cities along the proposed
alignment. As observed from the table, all parameters of the air quality along the alignment are within
the permissible limits, however level of RSPM in Palakkad city is a little higher.
TABLE 11.5
AIR QUALITY ALONG THE ALIGNMENT
(source: CPCB, 2006); BDL: below detection limit
The level of noise is likely to increase due to the proposed high speed passenger trains, which needs to
be mitigated properly since the alignment is passing close to densely populated regions.
11.5.4 Ecology, Forest and Vegetation
The major forests types include dry deciduous, moist deciduous, semi evergreen, ever green and sola
forests. The project area has wet land ecosystem, mangroves ecosystem and marine ecosystem.
Western Ghats through which the proposed high speed trains are planned fall under major
environmental hotspot. The detail on fauna biodiversity is presented in Table 11.6, which shows the rich
biodiversity of the region. Approximately 8% of the total fishes types of India are found in Kerala, 64% of
total Indias amphibians are noticed in Kerala, 39% of the Indian reptile, 41% of Indian birds, 35% of
Indian Mammals are found in Kerala. These indicate that the area is ecologically a hotspot and needs
special attention while studying the project. .
SPM RSPM NO2 SO2

S.No Location Average Average Average Average
(g/m3) (g/m3) (g/m3 (g/m3)
1 Kochi 114 66 11 16
2 Thiruvanathpuram 84 74 23 9
3 Kozhikode 93 32.5 BDL BDL
4 Kottayam 48.5 46.5 19 5
5 Palakkad 178 147 BDL BDL
TABLE 11.6
FAUNA STATISTICS
S.NO. FAUNA WORLD INDIA KERALA
1 Fishes 31,000 2439 196
2 Amphibian 6184 277 117
3 Reptile 8734 408 159
4 Birds 9782 1179 484
5 Mammals 5416 410 145
Kerala is one of the most land-hungry-states in India with most lowest per capita holding. Hence the
encroachments, cattle grazing, firewood collection, man-animal conflict, poaching, mining,
infrastructure development shall affect the biodiversity of the region.

Leopold matrix is used to show possible interaction between developmental activities and a set of
environmental characteristics. On top on X-axis, project cycle activities are considered while on Y-axis,
Valued Ecosystem Components (VEC) are taken to identify the impacts, through interaction method, the
boxes are marked with possible impacts during different phases of project cycles. Impacts on
environmental component due to project activities are summarized in Table 11.7. It identifies and
assesses various impacts likely to result from the proposed development on environmental baseline
conditions.
Land will be required for the execution of the project under two heads (i) Permanent Land Requirement
(ii) Temporary Land Requirement. Temporary land will be required for the use during construction
period which are reclaimed after the construction work is over. Acquisition of temporary land is the
responsibility of the contractor. Permanent land requirement leads to permanent change in land use
which has impact on environment with loss of trees/vegetation, acquisition of agricultural/forest land,
displacement of people, loss of ecological habitat and species.
The proposed high speed rail project will divert passengers from road based transport and as ridership
increases, this is likely to result in significant reduction of air pollutants such as CO, HC, NOx and PM.
The impacts have been evaluated using a rating system to determine the magnitude and significance of
the impact. Since the rating procedure is mostly subjective in the absence of any validated correlation a
verbal rating instead of numerical rating is employed. The evaluations of all predicted impacts are given
in Table 11.8. The impacts are categorized and divided as Direct and Indirect impacts. Direct impacts
are those which are attributed directly by the project on environmental attributes, whereas indirect
impacts are those which are associated with long term changes on the environmental settings. A typical
checklist identifying the anticipated environmental impacts due to the project activities are shown in
Table 11.9.
PRE
CONSTRUCTION CONSTRUCTION PHASE OPERATION PHASE
PHASE
PROJECT
VEHICLES &
ACTIVITY ASPHALT
SITE REMOVING TREES CONTRACTOR MACHINES
LAND ACQUISITION QUARRIES CONSTRUCTION CRUSHER OPERATION
CLEARANCE AND VEGETATION CAMPS OPERATION AND
COMPONENT PLANTS
MAINTENANCE
AFFECTED
Loss of Contamination by fuel Increase in erosion,
Erosion and loss of Contamination from Pollution due
Soil Agricultural / Loss of crops and lubricants siltation and slope Soil pollution No Impact
top soil wastes to spills
Barren land Compaction of soil instability
Water extraction for
Spill of lubricants and
Ground Water No Impacts No Impact No Impact drinking and other No Impacts No Impact No Impact No Impact
grease contaminates
purposes
Pollution due
Water logging
Change in water Siltation Pollution from sanitary Contamination by fuel reduction of GW to Pollution due to disposal of
Surface water No Impact and mosquito
quality and siltation due to Torrent & other wastes & lubricants recharge spill into water effluents and wastes
breeding
runoff bodies
Change in drainage
Change in natural Interference with
Change in natural Change in natural pattern due to Change in
Drainage -- drainage pattern due to natural drainage No Impacts Cleaning & maintenance
drainage pattern drainage pattern disposal drainage pattern
spills and water logging
of wastes on soils
Reduced buffering of
air pollution, change Pollution due to fuel Dust pollution and Reduction in SPM, SO2

Air Quality No Impacts Increase in SPM Dust & air pollution Dust pollution SPM, SO2
in burning odor problems and NOX
climatic conditions
TABLE 11.7
Increase in Noise Reduced buffering increase in Noise increase in Noise Increase in Increase in noise level,
Noise Quality No Impacts No Impacts Increase in Noise level
level of Noise level level Noise migration of wildlife
Increase in Vibration Vibration from Increase in
Vibration No Impact No Impact No Impact No Impact Insegnificant Increase in Vib. Level
level blasting operations Vibration level
Disturbance to Human
habitations/life due to high
Loss of level of vibration & noise, but
Encroachment into Disturbance to local Employment
Socio-Economic Loss livelihood environment & Loss of Eco-settings -- -- at the same time it will help in
Lives and freedom people generation
livelihood fast mobility and by this rapid
socio-economic changes which
may transform the region.
Loss of habitat, Loss of habitat due to
Loss of Flora and Water pollution and Loss of habitat and
Ecology density and Loss of Forest -- -- interference and migration of
fauna impact on ecology diversity
biodiversity wild life due to high noise

IMPACT MATRIX FOR POTENTIAL ENVIRONMENTAL IMPACTS
11/21
TABLE 11.8
EVALUATION OF ENVIRONMENTAL IMPACTS
NATURE OF
POTENTIAL RATING OF IMPACT
PROPOSED IMPACT
POTENTIAL IMPACT
ACTIVITY BENEFICIAL
DIRECT OR SIGNIFICANCE MAGNITUDE
OR ADVERSE
INDIRECT OF IMPACT OF IMPACT
Construction of Demand / Supply Beneficial Direct Medium Medium
Rail Corridor
Infrastructure Beneficial Indirect Medium Medium
Employment Beneficial Direct Medium Low
Raw Materials Stone Adverse Indirect Medium Low

Consumption
Water Surface Water Adverse Direct Medium Low

consumption
Ground Water Adverse Direct Low Low
Transportation Ambient Noise Adverse Direct Low Low

of materials
Public health and Adverse Indirect High Low
safety
Atmospheric Ambient air Adverse Direct Medium Low

emission quality
Adverse Direct Medium Low
Ambient odour
Waste water Land/Water Adverse Direct Medium Medium

discharge Ecology
Solid Waste Ground water Adverse Indirect Medium Low

disposal
Soil quality Adverse Indirect Low Low
Noise Ambient noise Adverse Direct High High

generation
Vibration Public health Adverse Direct High High
Construction Land Adverse Direct Low Low

spoils disposal
Water Adverse Direct Medium Low
Note: (Impact) High Irreversible; Medium Mitigated through measures; Low Mitigation required
TABLE 11.9
CHECKLIST OF IMPACTS
S. PARAMETER NEGATIVE NO POSITIVE SHORT LONG

NO IMPACT IMPACT IMPACT TERM TERM
A. IMPACT ON LAND ENVIRONMENT
i) Change of land use pattern * *
ii) Impact on Soil quality * *
iii) Soil erosion on ROW * *
iv) Borrow/Quarry Areas * *
B. IMPACT ON WATER ENVIRONMENT
i) Change in Natural Drainage *
Pattern
ii) Pollution at Construction Site * *
iii) Health Risk due to Waste * *
Disposal
iv) Impact On Water Quality *
v) Increased Water Demands * *
C. IMPACT ON AIR ENVIRONMENT
i) During Construction * *
ii) During Operation * *
D. IMPACT ON NOISE ENVIRONMENT
E. IMPACT ON VIBRATION ENVIRONMENT
F. IMPACT ON BIOLOGICAL ENVIRONMENT
i) Encroachment into Forest Land * *
and Loss of Forest Produce
ii) Loss of Tress * *
iii) Encroachment into Nature *
reserve and Wildlife
iv) Impact on Back waters/Fish * *
Species/density/diversity
v) Impacts on Mangroves * *
G IMPACT ON HUMAN USE *
VALUES
G. POSITIVE IMPACTS
i) Reduction in Air Pollution * *
ii) Reduction in Transit Time * *
iii) Better Connectivity * *
iv.) Reduction in Traffic * *
Congestion
v.) Increase in Transport Capacity * *
vi) Employment Opportunity * *
vii.) Enhancement Social Interaction * *
viii) Benefits to Economy * *
11.7 ENVIRONMENTAL & SOCIAL MANAGEMENT PLANS
Protection, preservation and conservation of environment is of prime importance. Management of

Environment by provision of necessary safeguards in planning of the project itself can lead to reduction
of adverse impacts due to the project. This section spells out the set of measures to be taken during
project construction and operation stages to mitigate or bring down the adverse environmental impacts
to acceptable levels based on the proposed Environmental Management Plan. The most reliable way to
ensure that the plan will be integrated into the overall project planning and implementation is to
establish the plan as a component of the project.
It is proposed to prepare the environmental management plan to mitigate or reduce negative impacts
due to the development of the project. Environmental mitigation measures shall be incorporated into
the design process, including the avoidance of potential impacts through alignment shifts and other
means. Appropriate measures have also been identified for action in the construction and operational
phases. The environmental mitigation measures are presented in Table 11.10. This table identifies the
nature of the potential environmental impact, the measures which will be taken, the time frame in
which they are taken, the implementing agency and responsible organization.
TABLE 11.10
ENVIRONMENTAL MITIGATION MEASURES
ENVIRONMENTAL MITIGATION MEASURES IMPLEMENTING RESPONSIBLE

TIME FRAME
SOCIAL IMPACTS TAKEN OR TO BE TAKEN ORGANISATION ORGANISATION
DESIGN PHASE
Alignment Minimised the land disturbances During Design Design Unit,
and avoided archaeological sites,
temples and other
environmentally sensitive areas.
Land and Property Agricultural & Barren land shall During Design Design Unit &
acquired be acquired, Phase Developer
Cultural Heritage Avoided by adjustment of During Design Design Unit
alignment.
Flood Bridges shall be well designed During Design Design Unit
Loss of Water Utmost care taken to avoid During Design Design Unit
Bodies alignment crossing water bodies
PRE - CONSTRUCTION PHASE
Land Compensation for land as per the Before Developer Developer
policies to the Project Affected Construction
Families
Structures Evaluate actual loss & Before Developer
Compensate at market rate and Construction
shifting allowance to rehabilitate
the losers
Livelihood Provide sustainable means to Before Developer Developer
earn livelihood in the local area Construction
CONSTRUCTION PHASE
Environmental This will include institutional During Concessionaire Developer
Management and requirements, training, Construction
Monitoring environmental management and & Operation
monitoring
Dust Water should be sprayed during During Concessionaire & Developer &
construction phase, construction SPCB SPCB
Vehicles delivering materials
should be covered to reduce
spills and dust blowing off the
load.
Air Pollution Vehicles and machinery are to be During Concessionaire & Developer &
TIME FRAME
regularly maintained so that construction SPCB SPCB
emissions conform to National
and State Standards.
Noise Sites within 200m of sensitive Beginning Concessionaire & Developer &
receptors construction will be and SPCB SPCB
stopped from 22:00 to 06:00. throughout
Noise barriers to machinery for construction
silence, if required.
Vibration Sites within 200m of sensitive Beginning Concessionaire & Developer &
receptors construction will be and SPCB SPCB
stopped from 22:00 to 06:00. throughout
A buffer zone of 100m shall be construction
created between site and human
habitation, if required.
WATER
Alteration of Measures need to be taken to Whenever Design Unit and
drainage prevent earthworks and stone encountered Concessionaire
works related to the rail track during
from impeding cross drainage at construction
rivers / streams and water canals
or existing irrigation and drainage
systems
Siltation Construction materials containing Throughout Concessionaire
fine particles will be stored in an construction
enclosure such that sediment- period
laden water does not drain into
nearby watercourse, but rather
percolate slowly into the soil.
Contamination from All measures will be taken to Throughout Concessionaire & &
Wastes prevent the wastewater from construction SPCB SPCB
construction site entering into period
water resources
Sewerage disposal A minimum distance of any Throughout Concessionaire & &
during construction sewage or toilet facility from construction SPCB SPCB
water sources should be 200 period
meters
Contamination from Vehicle maintenance and Throughout Concessionaire & & SPCB
fuel and lubricants refuelling will be confined to construction SPCB
areas in construction camps period
designed to contain spilled
lubricants and fuels. Waste
petroleum and lubricants must be
collected stored and taken to
proper disposal sites, as per GOI
laws.
Sanitation and Provision of garbage bins and During Concessionaire & & SPCB
Waste Disposal in sanitation facilities in the construction SPCB
Construction construction camps. Waste in
Camps septic tanks will be cleared
periodically. Garbage will be
collected in a tank and disposed
of daily.
Quarrying & Quarrying shall be carried at During Concessionaire Developer
Borrow pits licensed quarries only. Before construction
opening additional borrow pits,
operating pits shall be closed as
per the Specification.
Equipment Construction plants and During Concessionaire Developer
Selection, equipment will meet emission construction
maintenance and standards and will be maintained
operation and operated in a manner that
ensures relevant air, noise, and
discharge regulations are met.
SOIL
Soil Erosion and In slopes and at other suitable During Concessionaire Developer
Soil Conservation places along the roadside, trees construction
TIME FRAME
and grass should be planted. On
sections with filling (>3m) and
deep cutting their slopes should
be turfed or planted with grass,
etc. If existing irrigation and
drainage system of ponds are
damaged, they will be rebuilt by
suitable methods.
Loss of agricultural Arable lands should not be used During Concessionaire Developer
topsoil as earth borrowing. If needed, the construction
topsoil (15 cm) will be kept and
refilled after excavation is over to
minimise the impact on
productive lands.
Compaction of Soil Construction vehicles should During Concessionaire Developer
operate within the Corridor of construction
alignment to avoid damaging soil
and vegetation.
FLORA AND FAUNA
Loss of trees and Trees removed due to project will End of Forest Developer &
Avenue Plantation be replaced according to construction Department Forest
Compensatory afforestation activities Department
Guidelines of forest Department.
Fauna Construction workers should be During Concessionaire, Developer Forest
told to protect natural resources construction Forest /Department
and wild animals. Hunting would Department
be prohibited.
OPERATION PHASE
Vegetation Replace trees lost due to Immediately Forest Developer &
construction and encourage new after Department Forest
plantations on either side of Rail construction, Department
Corridor within Right of Way to since area
develop buffer zone to reduce should no
noise/vibration. longer be
disturbed
Pollution Enforce Pollution Under Control During Developer & Developer &
(PUC) Programs. Monitor air Operation SPCB SPCB
pollution at critical points and
Tree Plantations
Noise The use of sound barriers or After Developer & Developer &
other measures should be completion of SPCB SPCB
considered where warranted. construction
The public will be educated about
the regulations of noise.
Vibration The vibration barrier and After Developer
plantation of trees along the completion of
alignment. If possible a buffer construction
zone of 100m shall be left
between alignment and human
and wild life habitation.
WATER
Maintenance of The urban drainage systems will Beginning Developer Developer
Storm Water be periodically checked and and end of designated EO &
Drainage System cleared so as to ensure adequate monsoon Municipal Corps.
storm water flow.
FAUNA
Collision with Barriers along the forest region During Developer with Developer Forest
animals and wild life Construction the help of Forest Department
Dept.
Accident of Compliance with Rules as During Developer Developer

hazardous defined in Environmental construction
materials (Protection) Act, 1986, including.
Safety and noise No new schools and hospitals Throughout Developer Developer
TIME FRAME
disturbances should be allowed within 1km and after
from HSPR. project
development
period.
11.8 CONCLUSION
The proposed high speed rail project is situated in an environmentally sensitive region and one of the
ecological hot spots of the world/India. The proposed project shall have significant impacts on all the
environmental attributes in different stages of the project cycle. The proposed high speed rail project
shall acquire land in the state of Kerala where per capita land holding is minimum and the ecology and
biodiversity is very rich. The proposed alignment shall pass through backwaters, estuaries, coastal /
riverine, lakes, sands and the coastal regulated zones. At this stage, the Initial Environmental
Examination has just screened out the environmental issues which require a detailed environmental and
ecological impact study along with detailed Rehabilitation and Resettlement (R&R) issues. Hence, a
more comprehensive Environmental Impact Assessment (EIA) is recommended for the project. This
cannot be ignored as explained that the project area is a very sensitive zone. Keeping this in mind, the
proposed scope of work for a detailed EIA is enclosed as Annexure-11.1.
Annexure-11.1
PROPOSED SCOPE OF WORK FOR DETAILED EIA STUDY
The scope of work for detailed EIA recommended to be taken up subsequently is summarized on the
basis of Initial Environmental Examination conducted for the High Speed Rail Corridor.
The Environmental Impact Assessment study will be conducted for selected alignment during which
additional data will be collected from primary, secondary and all other sources wherever required to
accomplish the detailed environmental study. The study will be concentrated on the project influence
area as decided during environmental screening study. The data collected will be verified by consulting
key stakeholders and as per the demarcated project influence area.
Baseline Surveys : Verification of collected data will be accomplished along with particular attention to
environmentally sensitive issues such as Marine Ecology, Costal Regulation Zones, Creeks, etc.. Primary
data for air, water, noise and soil will be generated along with the detailed data collection within the
project influence area. Detailed discussions with all stakeholders will be accomplished regarding impact
of the project on environment and suitable mitigation measures to minimize the impacts.
Stakeholder Consultation : Consultation and communication with stakeholders during the project
preparation is an integral part of the process of gathering relevant data for impact assessment, and
facilitates the development of appropriate options for the affected population. The consultation would
be fostered by holding public meetings and identifying focus groups with consultation. The initial
opposition to a project may be transferred into constructive participation of selected listed
stakeholders by consulting for impacts on identified environmental components and their suggestion for
mitigation measures. The stakeholders would be informed for inclusion of their suggestion during
second consultation. The stakeholder consultation would improve projects interventions with regard to
environmental management.
Analysis of Alternatives : It would be done on the basis of considering the parameters like Routes, Cross
section, Materials, Machinery, Earthwork, Design Technology, Selection of Construction Techniques,
Phasing of Works and O & M Procedures which will have impacts on Environmental Components.
Environmental Impact Prediction : The objective of the study would be to ascertain the existing baseline
conditions and assess the impacts as a result of construction of high speed corridor. The changes likely
to occur in different components of the environment viz. physical, biological, socio-economic etc.
would be studied and analysed.
Based on project particulars and the existing environmental conditions, potential impacts would be
identified that are expected to be effected as a result of the proposed high speed rail project and
wherever possible, these will be quantified. Both positive and negative impacts would be evaluated
to have an idea about resultant impacts. These impacts would be assessed for various phases of project
cycle namely, location, design, construction and operation. The standard methodology will be
adopted for impact prediction and assessment. The issues in each phase will be considered as follows;
a. Impacts due to Project Location: The potential issues under this head are:
loss of lands/Change in land use,
loss of forest/trees,
encroachment into forest lands and loss of forest produce,
encroachment into natural reserves,
loss of historical and cultural monuments,
effect on water resources inside and outside the project.
risk due to earthquake.
Land acquisition,
rehabilitation and resettlement of people
b. Impacts due to Project Design & Structure : Considered impacts due to project design could be:
drainage problem,
impacts related to design of structures,
passage for people, livestock and wildlife.
c. Impacts due to Project Construction: Although environmental hazards related to construction

works are mostly of a temporary nature, this does not mean that these should not be considered.
The most likely hazards related to the construction works are
soil pollution at construction sites,
pollution by construction spoils,
Earthwork,
health risks,
cultural hazards,
Air, Vibration and Noise pollution.
d. Impacts due to Project Operation: The impacts due to project operation will be long term and will
be both positive and negative in nature. These could be:
i) Positive Impacts :
Traffic decongestion
better infrastructures
Reduction in pollution load
Saving in time
Employment Opportunity
ii) Negative Impacts :
Noise
Vibration
Above impacts will be classified as Positive and Negative, Direct and Indirect, Immediate and Long Term,
Unavoidable or irreversible. The impact will be analysed under different stages of project like pre-
construction, construction and operation.
Environmental Management Plan : The impact projections would identify whether the pre-project
environmental conditions would be degraded or enhanced. An environmental management strategy
would be developed to mitigate the adverse impacts during construction and operation phases of the
project. The strategy would include evaluation of alternative methods to reduce or eliminate adverse
impacts of the most critical areas likely to contribute to the most significant environmental burdens. The
Environmental Action Plan (EAP) would specifically highlight the proposed mitigation measures to be
implemented during project construction phase like compensatory afforestation plan, Rehabilitation and
Resettlement Action Plan (R&RAP), comprehensive health plan, plan for adequate provision of fuel
wood, infrastructure facilities like sanitation, project colonies, roads, refuse disposal, Institutional
arrangement and training, environmental enhancements, redevelopment of quarries/borrow areas and
construction camps, upkeep of plant and machinery and responsibility for execution and supervision.
Cost estimates for each of the proposed mitigation measures shall be given.
Environmental Monitoring : It is necessary to monitor parameters during various phases of project

cycle. Monitoring would indicate any environmental problem which has come up due to the ongoing
activity. This will facilitate to assess the effectiveness of mitigation measures. The outcome of such
efforts would be to design a post project environmental monitoring programme for implementation.
The institutional arrangement required for monitoring will be suggested. The inter-sectoral
arrangement, training needs, staffing and budgeting will be recommended.
Environmental Cost : The Budget estimates and equipments necessary for the effective implementation
of the Environmental Management Plan and environmental monitoring would be worked out.
Clearances : Being the Railway Project, Environmental Clearance from the Ministry of Environment and
Forest is not required. Forest clearance will be obtained as per Indian Forest Act. Consent to Establish is
required to be obtained prior to start of the construction from the relevant State Pollution Control
Board.
Fig. 11.1
PROJECT COST
CHAPTER 12
COST ESTIMATE
12.1 Capital Cost
The unit costs of each item are estimated based on the Japanese costs and Indian
Delhi Metro costs..Foreign Consultants while preparing the Report did an exercise for
estimating the cost of High Speed Rail Corridor in Kerala by way of finding a factor
between unit cost of Delhi Metro and the unit cost of Tokyo Metro. They worked out
the factors for various group of construction activities which are given in the Table
below:
Table 12.1
S.No Item Kerala High Speed Corridor
unit cost as %age of
Shinkansen unit cost
1 Civil works (embankment, viaduct, bridges, 20.21%
tunnel)
2 Stations ( Elevated) 20.21%
3 Track work ( Ballasted ) 37%
4 Track work ( Slab) 37%
5 E & M ( Sub-station/Section Post/Sub- 50.39%
section Post
6 Catenary equipment (Messenger/contract 50.39%
wire
7 Signalling/Telecommunication/OCC 50.39%
8 AFC at stations 50.39%
9 Cost of Depots 16.2%
10 Cost of Workshop 16.2%
11 Rolling Stock 100% + Transportation cost
12 Engineering services cost 4% of construction cost as
taken in Shinkensen Report.
13 Administrative cost 2% of the construction cost as
taken in Shinkensen Report
14 Contingency 5% of the construction cost
PROJECT COST
Delhi Metro unit cost and Japanese Metro unit cost are shown in Table 12-2
Table 12.2 Comparison of Metro cost (Delhi Metro and Tokyo

Metro)
Japan (Ikebukuro - Shibuya)

India (Delhi Metro)
Tokyo Metro
Underground Length: 11.17 km
Underground Length: 8.9 km
S.No. Item Unit Rate as per Amount

per km cost per km cost
price level Jan Amount (Rs. (converted to per km cost 2009 (US$. in
Qty. (US$ in (US$ in
2010 (Rs. in In Cr.) US$ in million)
million) million)
Crores) million)
(a) (b) (c) (d) (e) (f) (g)

1 Alignment and Formation
Underground Cut & Cover
1.1 R. Km 96.34 1.59 153.18 21.48
excluding station
1.2 Tunneling by TBM R. Km 137.44 2.64 362.84
2 Station Buildings
2.1 Underground Station Each 107.63 4 430.52 17.92
3 Depot
(i/c Civil works, E&M, P&M,
LS 175.00 43.77 216.60
Track work, OHE ect.)
Sub Total (3) 175.00 37.800 3.05
4 Permanent way
Ballastless/Ballasted track for
4.1 elevated & underground and R. Km 6.17 12.4 76.51
at grade alignment
Sub Total (4) 76.51 16.526 1.33
5 E&M Works
Underground station (E&M,
5.1 Lifts, Escalators, DG sets, Each 49.08 4 196.32 8.17
UPS, TVS, ECS etc.)
6 Traction & Power supply
Traction & Power supply incl.
6.1
OHE, ASS etc.
6.1.1 Under Ground Section R. Km 12.13 6.58 79.82 3.32
7 Signalling and Telecom
7.1 Signalling R. Km 7.72 12.4 95.73 1.67 15.28 30.32
7.2 Telecom. Each Stn 2.65 8 21.20 0.37
7.3 Automatic fare collection
7.3.1 Under ground station Each 2.82 4 11.28 0.47
Misc. civil utilities, other civil
8 (i) works such as median road R. Km 3 12.4 37.20
Signage etc.
8 (iii) Electrical utilities LS 31.41
8 (iv) Telecom utilities LS 4.83
Sub Total (8) 73.44 15.863 1.28
9 Rolling Stock (SG) Each 8 60 480.00
Sub Total (9) 480.00 103.680 8.36 8.36 20.86
10 Total of all items except Land 67.41 67.41 267.78
PROJECT COST
Unit cost of the Shinkansen (Tokaido Shinkansen) is shown in the following table.
Table 12-2 Unit cost of the Tokaido Shinkansen in Japan

Unit: X 100 Million Yen) (Unit: Million US$)
Item Unit Unit Cost Item Unit Unit Cost

Civil Work Km 15 Civil Work Km 16.3
Track Work (Ballasted Track) Km 5 Track Work (Ballasted Track) Km 5.4
Sub-station (Power Supply) Km 10 Sub-station (Power Supply) Km 10.9
Feeder Cable Km 2 Feeder Cable Km 2.2
Signal & TelecomCTC Km 3 Signal & TelecomCTC Km 3.3
Sub-Total (A) 35 Sub-Total (A) 38.0
1) Land acquisition cost is not included in the above table.

2) Civil work of the Tokaido Shinkansen is composed of embankment(53%), Viaduct(23%), Bridge(11%) & Tunnel (13%)
3) The cost of slab track is 1.5 to 2.0 times than that of ballasted track.
Item Unit Unit Cost Item Unit Unit Cost

Rolling Strock (8 cars train) Set 24 Rolling Strock (8 cars train) Set 26.1
Station (Elevated Station) Each 150 Station (Elevated Station) Each 163.0
Depot Each 600 Depot Each 652.2
Workshop Each 800 Workshop Each 869.6
Sub-Total (B) Sub-Total (B)
4) Average scale of depot is as follows;
PROJECT COST
12.3 Unit Cost of Civil Work

Since for civil works the ratio of Delhi Metro unit cost to Japanese metro cost is
20.21%, unit cost for each item is estimated based on the ratio and Delhi Metro unit
cost as follows;
Table 12-4 Unit cost of civil works
(Unit: Million US$)

Item Unit Unit Cost Remarks
Embankment
Viaduct 20.21% of Shinkansen unit cost in Japan
Km 3.29
Bridge (16.3)
Tunnel
Station (Elevated) Each 32.94 20.21% of Shinkansen unit cost in Japan
(163.0)
12.4 Unit Cost of Track Works

Since specification of the Shinkasen track is higher than that of Metro track, it is
estimated that unit cost of the Shinkansen is 1.5 times than that of Delhi metro. The
unit cost is about 37% of the Shinkansen in Japan. In Japan the cost of slab track is
1.5 times to 2 times than cost of ballasted track. It is estimated the cost of slab track in
India is 2.3 times than that of ballasted track in India.
Table 12.4 Unit cost of track works
(Unit: Million US$)

Track work (Ballast) Km 2.00 150% of Delhi Metro unit cost (1.333)
37.0% of Shinkansen unit cost in Japan
(5.4)
Track work (Slab) Km 4.60 230% of ballasted track unit cost (2.00)
12.5 Unit Cost of E&M

Since E&M cost of Delhi Metro is 50.39% of that of Japanese Metro, the percentage is
used for estimated unit cost of E&M.
PROJECT COST
Table 12-5 Unit cost of E&M
(Unit: Million US$)

Facilities Unit Unit Remarks
cost
Sub-station/Section Post /Sub-section Km 5.49 50.39% of Japanese unit cost
Post (10.9)
Catenary equipment Km 1.11 50.39% of Japanese unit cost
(Messenger/contact wire (2.2)
Signaling /Telecommunication/OCC Km 1.66 50.39% of Japanese unit cost
(3.3)
AFC at stations Each 1.22 200% of Delhi Metro unit cost
(0.61)
12.6 Unit Cost of Depot & Workshop

For depot and workshop the percentage, 20.21% of civil works is used for the
estimated unit cost depot and workshop. Since depot and workshop for the project is
smaller than these of the Shinkansen in Japan, the unit cost of depot and workshop
for the project is another 80% of the cost given in 20.21% as the factor.
Table 12.6 Unit coat of depot and workshop
(Unit: Million US$)

Depot Each 106.16 80% of 20.21% of Japanese unit cost (656.5)
Workshop Each 141.52 80% of 20.21% of Japanese unit cost (875.3)
12.7 Unit Cost of Rolling Stock

Since the cost of 8cars Shinkansen train in Japan is US$ 26.75 million, it is estimated
that the cost of the Shinkansen per train in India is US$ 26.75 million plus US$ 0.5
million for transportation cost.
PROJECT COST
Table 12.7 Unit cost of rolling stock
(Unit: Million US$)

Rolling Stock (8 Set 26.75 Japanese unit cost (26.25) + Transportation
Cars) cost (0.5)
12.8 Other Costs

(1) Engineering Services Cost
Engineering services include detail design, tendering assistant and

construction supervision, and the cost is estimated about 4 % of construction
cost.
(2) Land Acquisition and Residents Relocation
Costs for land acquisition, compensation and the substitute land are unknown
at this moment.
(3) Administration Cost
Administration cost includes management cost of project implementation

authority and environmental cost, and the cost is estimated about 2 % of
construction cost.
(4) Contingency
For the contingency of project cost, 5 % of construction cost is estimated.
PROJECT COST
12.9 Capital Cost Estimates
Table 12.8 Total Construction Cost (Unit: million US$)
Total
Item Unit Unit Cost Qty Remarks
Amount
1 Civil works
1-1 Earth work
Embankment
1-2 Concrete structure Km 3.29 632.0 2,079.28
Viaduct
Bridge
Tunnel
Station Each 32.94 7 230.58
1-3 Incidental works (5% Ls 115.493
of civil)
Total 2,425.35
2 Track works
Track works (Ballast) Km 2.00 335.0 670.00
Track works (Slab) Km 4.60 297.0 1,366.20
Total 2,036.20
3 E&M work
Power supply Km 5.49 632.0 3,469.68
Catenary equipment Km 1.11 632.0 701.52
Signal/Telecom, Km 1.66 632.0 1,049.12
OCC
AFC Each 1.22 7 8.54
Total 5,228.86
4 Depot and Workshop
Depot Each 106.16 3 318.48
Workshop Each 141.52 1 141.52
Total 460.00
PROJECT COST
5 Rolling stock
Shinkansen Series Set 26.75 17 454.75
N700
Maintenance cars Ls 1 69.36
Total 524.11
6 Sub-total 10,674.52
(1+2+3+4+5)
7 Engineering service 426.98
cost (4%)
8 Administration cost 213.49
(2%)
9 Contingency (5%) 533.73
10 Grand Total 11,848.72
(6+7+8+9)
In the above table, the total length of the project corridor was taken as 632 Kms. Which is on
very high side as finally it has come to only 534 Km and 574 Kms up to Kasargod and
Mangalore respectively . However in this chapter, the cost only for the portion between
Thiruvananthapuram Ernakulam is worked out.
12.10 Cost of High Speed Rail in Taiwan
Taiwan High Speed Rail
1 Total Length : 330 KM
2 Main Structure:
(in KM)
A. Viaduct : 75%
248
B. Tunnel : 15%
50
C. Embankment : 10%
32
Total
330
3 Cost of Construction:
TWD USD %
(Million) (Million)
PROJECT COST
A. Civil Works 38%

184,000 6,345
B. Core System 21%
101,300 3,493
C. Track Work 12%
60,300 2,079
D. Station 4%
21,200 731
E. Depot 4%
17,300 597
F. Others (Indirect Cost) 11%
52,700 1,817
G. Custom Duty 1%
4,900 169
H. Financing Cost 8%
37,600 1,297
I. Working Capital 2%
10,300 355
Total 100%
489,600 16,883
Unit - TWD=Taiwan Doller
4 Source of Fund
TWD USD %
(Million) (Million)
A. Common Capital 13%
63,984 2,206
B. Preferred Stock 8%
39,216 1,352
C. 1st Syndication 63%
307,600 10,607
D. 2nd Syndication 8%
40,700 1,403
E. ECB 2%
9,000 310
F. 2nd Syndication - New Tranche 2 5%
24,800 855
G. Interest Income 1%
4,300 148
Total 100%
489,600 16,883
TWD USD
(Million) (Million)
5 Cost Per KM
A. Civil Works
PROJECT COST
557.58 19.23
B. Core System
306.97 10.59
C. Track Work
182.73 6.30
D. Station
64.24 2.22
E. Depot
52.42 1.81
F. Others (Indirect Cost)
159.70 5.51
G. Custom Duty
14.85 0.51
H. Financing Cost
113.94 3.93
I. Working Capital
31.21 1.08
Total
1,483.64 51.16
Say Rs. 230 Crores /KM
12.11 Capital Cost of Kerala High Speed Rail

From the Capital cost estimates done by the Consultants, it is seen that the cost of
civil works has been taken as Rs. 14.80 Crores per KM, which is considered on a very
low side. Therefore, the cost of Kerala High Speed Rail Corridor has been calculated
by DMRC taking the unit rate of some of the items given by the Consultants worked on
the basis of unit rates of Shikansen and for some of the items the rates estimated by
DMRC based on Delhi Metro. The approximate cost of High Speed Rail Corridor in
Kerala is given in the Table below:
S.No Items Remarks

1 Land cost Considering at grade and elevated length.2/3rd of the
elevated length has been assumed to pass through the
fields and 1/3rd through township and villages. In field the
width for land calculation has been taken as 13 m with the
restriction that no development in 11.5 m on either side will
be allowed. While in towns/ villages. For at
Grade(Cutting/Filling) the width has been taken as 23 m.
For tunnel no acquisition is proposed. For water ways, the
acquisition is proposed only in 13 m width and that too
only for 10 % length. The unit rate for the acquisition of
the land has been taken as Rs. 10 Crores per Hectare.
Lump sum cost for 8 Nos of Construction Depot has also
been provided.
PROJECT COST
2 Alignment and (a)

The unit rate for TBM and cut & cover has been
formation adopted as per the estimates for Phase-III of
Delhi Metro after increasing it for the more size of
tunnel and also cut and cover boxes
(b) Elevated viaduct- the basis for the calculation of
unit rate of viaduct has been, the completion cost
of Phase-II of Delhi Metro. These have been
increased for increasing viaduct width
Considering that 13 m of total width of pier
viaduct will be sufficient for Kerala High Speed
Rail as compared to 10 m in case of Metro the
rates have accordingly been enhanced Similarly,
3 Bridges The rate for important bridges per Km has been adopted
considering the completion cost of the bridge at Yamuna
river in Delhi.
4 Station buildings The cost of construction of station for Shinkansen has
been approx.Rs.148 Crores. However, as the station
length for Kerala High Speed Rail Corridor will be lesser
than Shinkansen due to ultimate requirement of only 12
coach trains (as against 16 coach trains in Japan), the rate
of Rs.100 Crores per station in the estimate has been
adopted. Provision for interchange facilities on two
stations of High Speed Rail Corridors with Railways has
also been made..
5 E & M Works Provision of Rs. 20 Crores for each station for E & M
works (Lifts, Escalators, DG sets etc.) is made.
6 Depot Based on Shinkansen, after reducing for the smaller trains
length, the provision of Rs. 300 Crores has been made for
the Depot to be located at Trivendrum. Provision for
stabling lines on other end i.e. Kasargod/Mangalore is also
made.
7 Workshop Provision of Rs.500 Crores for the Workshop is also made
based on the Shinkansen Japan where it is worked out as
Rs. 600 crores.
8 Permanent Way The unit rate for ballasted track has been arrived at based
on the rates of Shinkansen.
9 Traction and power The rates for traction and power supply have been worked
supply out based on Shinkansen but reduced due to rate in Japan
being on very high side.
9 Signalling & The rates of Signalling and Telecommunication based on
Telecommunication Shinkansen rates were considered on low side and hence
the rates of Delhi Metro have been adopted.
PROJECT COST
10 AFC The rates have been adopted based on Shinkansen.

11 Rolling Stock The rates for Rolling Stock have been taken based on
Shinkansen
12 Taxes Taxes have also been calculated on cost of Rs 4583
Crores.
The cost of The High Speed Rail Corridor between Thiruvananthapuram and Ernakulam is
given as under in table 12 9 and taxes in table 12 10..
Table 12.9 Abstract Cost Estimate of Trivendrum to Ernakulam

Under Ground Length= 35.630 km(TBM=23.297 Km, C/C=9.744, NATM=2.5886 Km.)
Major Bridge length 8.876 Km
At grade length= 38.976 km
Elevated = 110.489 km
Total Station =4 nos ( All elevated )
(Cost Without Taxes &

Duties), May 2011 price
level
S. Item Unit Rate as Qty. Amount Remark
No. per Price (`. in Cr.) s
level May
2011 (`. In
Crores)
1.0 Land
1.1 Assume
d rate
Private land Hect. 10.00 217.670 2176.70
Rs. 10
Cr./Ha
1.2 Govt.
Land
Govt.Land Hect. 5.00 24.170 120.85 Rs. 5
Crore/H
a.
1.3 Railway Land Hect. 17.70 0.000 0.00
1.4 Temporary land for 8 Nos.
casting yard, working Hect. 3.60 32.000 115.20 construc
spaces etc. tion
PROJECT COST
depot
1.5 Miscellaneous works like B/Wall=

Boundary wall etc. km 1.00 6.000 6.00
6 Kms.
1.6 Cost of land for
rehabilitation ( to be LS 500.00
identified)
Sub Total (1) 2918.75
2.0 Alignment and
Formation
Underground section by
Cut & Cover excluding R. km. 120.00 9.744 1169.28
2.1 Station length Derived
2.2 Tunneling by TBM R. km. 160.00 23.297 3727.52 from the
rates
2.3 Tunneling by NATM R. km. 145.00 2.589 375.35
taken for
2.4 Elevated viaduct section R. km. 39.00 110.489 4309.07 Phase III
2.4.1 At Grade R. km. 26.13 38.976 1018.44 DPR
2.6 Civil work for Mid
each 30.00 4.000 120.00
Section Ventilation Shaft
Sub Total (2) 10719.66
Derived
from the
rates
3.0 Important bridges Nos 70.00 8.876 621.32
taken for
Phase III
DPR
Sub total (3) 621.32
4 Station Buildings
4.1 Elevated stations
(including finishes)
b Type (B) Way side with Based
signaling on
Each 100.00 2.000 200.00
Shinkan
sen
c Type (C), Terminal Based
station on
Each 100.00 2.000 200.00
Shinkan
sen
PROJECT COST
Interchange facilities at Lump

4.3 Each 20.00 1.000 20.00
interchange stations sum
5 E&M Works
5.1 Elevated station (E&M
Lump
,Lifts ,Escalators, DG Each 20.00 4.000 80.00
sum
sets etc.)
5.2 Derived
from the
Mid Section Ventilation rates
Each 10.00 4.000 40.00
Shaft taken for
Phase III
DPR
6.0 Depot
6.1 Depot at Trivendrum( i/c Based
Civil works, E & M,P&M, on
Track work, OHE etc.) Shinkan
no. 300.00 1.000 300.00 sen but
reduced
due to
smaller
6.2 Stabling Lines, trains
Ernakulam 50.00 1.000 50.00
and also
less
6.3 Workshop
LS 500.00 numbers
of rake
7.0 Permanent Way
7.1 Ballastless/Ballasted Based
track for elevated , on
R. km. 22.00 193.970 4267.34 Shinkan
underground and at
grade alignment sen
7.2 Ballasted track for depot R.Km 9.45 6.000 56.70
Sub total (7) 4267.34
8 Traction & power
8.1 Traction & power
supply incl. OHE, ASS
etc.
8.1.1 Under Ground Section R. km. 20.00 35.630 712.60 Based
PROJECT COST
8.1.2 Elevated & at grade on

section R. km. 20.00 158.340 3166.80 Shinkan
sen
Sub total (8) 3879.40
9.0 Signalling and
Telecom.
Derived
9.1 Signalling R. km. 8.00 193.970 1551.76 from the
rates
taken for
Each Phase III
9.2 Telecom 2.00 193.970 387.94
Stn. DPR
9.3 Automatic fare collection Based
9.3.2 Elevated stations on
Each 5.50 4.000 22.00 Shinkan
sen
Sub Total (9) 1961.70
10.0 R & R incl. Hutments
and road restoration LS 100.00
etc.
Sub Total (10) 100.00
11.1 Misc. Utilities, other
civil works such as
median, road signages LS 150.00
etc.
Sub Total (11) 150.00
12 Rolling Stock (SG) set 112.00 6.000 672.00 Based
Sub Total (12) on
Shinkan
672.00 sen
13.1 Barracks for CISF

including security LS
equipments 0.00
13.2 Staff Qutarters for
LS
O&M 100.00
Sub Total (13) 100.00
14 Special noise &
vibration reduction
treatment
14.2 Elevated section LS 50.00
Sub Total (14) 50.00
PROJECT COST
15 Noise barrier LS 0.00

Sub Total (15) 0.00
except Land 23911.42
17 General Charges incl. Based
Design and on
administration charge Shinkan
@6% on all items sen
except land 1434.69
including General
charges 25346.11
19 Total of cost inclusive
land cost 28264.86
20 Contingencies @ 3 % 847.95
21 Gross Total 29112.80
Thiruvanantahpuram to Ernakulam
Customs duty = 20.9464 %

Excise duty = 10.3 %
Sale tax = 6.25 %
Works tax = 6.25 %
VAT = 12.5 %
Taxes and duties
S. customs excise Total
No. VAT taxes &
duty duty
Total cost without Taxes & duties (Cr.) duties
(Cr.) (Cr.)
Description (Cr.) (Cr.)
Alignment &
1 Formation
Underground 5392.15 338.84 272.14 364.29 975.27
Elevated, at grade &
entry to Depot 5948.83 428.91 574.14 1003.05
2 Station Buildings
c) Elevated station -
civil works 570.00 41.10 55.01 96.11
d) Elevated station-EM
works 120.00 5.03 8.40 11.25 24.68
PROJECT COST
3 Depot
Civil works 340.00 21.37 17.16 22.97 61.50
EM works 510.00 21.37 35.72 47.82 104.90
4 P-Way 4267.34 715.08 74.72 100.02 889.83
Traction & power

5 supply
Traction and power
supply 3879.40 325.04 203.78 272.78 801.61
6 S and T Works
S&T 1939.70 325.04 39.96 53.49 418.48
AFC 22.00 3.46 0.57 0.76 4.78
7 R & R hutments 100.00 6.25 6.25
8 Misc.
Civil works 150.00 10.82 14.48 25.29
9 Rolling stock 672.00 123.87 5.40 7.23 136.49
Total 23911.42 1879.08 1138.68 1530.48 4548.23
Total taxes & Duties 4548
CHAPTER 12 - FINANCING OPTIONS, FARE STRUCTURE AND FINANCIAL VIABILITY
CHAPTER 13
FINANCING OPTIONS, FARE STRUCTURE AND
FINANCIAL VIABILITY
13.1 INTRODUCTION
The Kerala High Speed Rail covering a route length of 193.97 KMs is
proposed to be constructed with an estimated cost of Rs 29113 Crore at May
2011 price level without taxes and duties but including land cost of Rs. 3006
crore. The estimated cost with central taxes is Rs. 32132 crore.
13.2 Costs
13.2.1 Investment Cost
13.2.1.1 For the purpose of calculating the Financial Internal Rate of Return (FIRR),
the completion cost with central taxes have been calculated by taking
escalation factor @5% PA. It has been assumed that Government of Kerala
will exempt local taxes or reimburse the same. The impact of proposed
Goods & Service Tax Act (GST) has not been considered in the calculation.
The project will be taken up for construction in April-2013 and expected to
be completed on 31.03.2020 and Revenue Opening Date (ROD) has been
assumed as 01.04.2020. The total completion costs duly escalated and
shown in the table 12.1 have been taken as the initial investment. The cash
flow of investments separately is placed in Table 13.1 as below.
Table 13.1 Corridor-wise & Year wise Investment-With Central Taxes

Figs in Rs./Crore
Financial Year Estimated Cost Completion Cost
2013-14 2458.00 2607.00
2014-15 3915.00 4374.00
2015-16 5371.00 6313.00
2016-17 5825.00 7434.00
2017-18 5825.00 7806.00
2018-19 4369.00 6148.00
2019-20 2913.00 4304.00
2020-21 1456.00 2259.00
Total 32132.00 41245.00
13.2.1.2 The land cost is divided in initial three years during which it is expected that
the land acquisition work would be over and related payments would have to
be released.
13.2.1.3 The escalation factor used is 5% p.a. excluding on land cost. No escalation
has been considered on Land Cost.
13.2.2 Additional Investment
Total investment provided in the FIRR calculation towards requirement of

additional rolling stock duly escalated @5% PA is placed in table 13.2 as
under: -
Table 13.2 Additional Investment towards Rolling Stock (Rs/Crore)
With Taxes & Duties
2030-31 2040-41
No of
No of Cars Amount Amount
Cars
40 1621.00 40 2641.00
13.2.3 Operation & Maintenance (O&M) Costs

13.2.3.1 The Operation & Maintenance costs can be divided into three major
parts: -
(i) Staff costs
(ii) Maintenance cost which include expenditure towards upkeep

and maintenance of the system and consumables
(iii) Energy costs
The staff is assumed to be provided @ 35 persons per kilometre.

The escalation factor used for staff costs is 9% per annum to provide
for both escalation and growth in salaries.
The cost of other expenses is based on the actual O & M unit cost for
the Delhi Metro Phase-2 project. The rate of electricity assumed in
the Delhi Metro study is about Rs. 3.80 per unit whereas at present in
Kerala the applicable rate is Rs. 4.00 per unit. The latter has been
used for all calculations. The O&M cost (excluding staff cost) has
been obtained by providing an escalation of 5% per annum towards
energy cost, 5% towards Maintenance cost.
13.2.3.4 The total O&M cost of both the corridors have been tabulated in
Table 13.3 as below:
Table 13.3 Operation and Maintenance Costs
Figs in Rs./Crore
Maintenan
YEAR Staff ce Energy Total
Expenses
2020 - 2021 314.05 216.00 121.24 651.29

2021 - 2022 342.31 226.80 127.30 696.41
2022 - 2023 373.12 238.14 133.66 744.93
2023 - 2024 406.70 250.05 140.35 797.10
2024 - 2025 443.31 262.55 147.36 853.22
2025 - 2026 483.20 275.68 154.73 913.61
2026 - 2027 526.69 289.46 162.47 978.62
2027 - 2028 574.10 303.93 170.59 1048.62
2028 - 2029 625.76 319.13 179.12 1124.02
2029 - 2030 682.08 335.09 188.08 1205.25
2030 - 2031 743.47 351.84 434.46 1529.77
2031 - 2032 810.38 369.43 456.18 1636.00
2032 - 2033 883.32 387.90 478.99 1750.21
2033 - 2034 962.82 407.30 502.94 1873.06
2034 - 2035 1049.47 427.67 528.09 2005.22
2035 - 2036 1143.92 449.05 554.49 2147.46
2036 - 2037 1246.87 471.50 582.22 2300.59
2037 - 2038 1359.09 495.08 611.33 2465.50
2038 - 2039 1481.41 519.83 641.89 2643.13
2039 - 2040 1614.74 545.82 673.99 2834.55
2040 - 2041 1760.07 573.11 1029.36 3362.54
2041 - 2042 1918.47 601.77 1080.83 3601.07
2042 - 2043 2091.13 631.86 1134.87 3857.86
13.2.4 Depreciation
Although depreciation does not enter the FIRR calculation (not being a cash
outflow) unless a specific depreciation reserve fund has been provided, in the
present calculation, depreciation calculations are placed for purpose of record.
13.2.5 Replacement Cost

The replacement costs are provided for meeting the cost on account of
replacement of equipment due to wear and tear. With the nature of equipment
proposed to be provided, it is expected that only 50% of the Signalling and
Telecom and 25% of electrical works would require replacement after 20
years. Further, 50% of the Signalling and Telecom and 25% of electrical
works would require replacement after 30 years. These costs have been
provided duly escalated @ 5% per annum.
13.3 Revenues
The Revenue of Kerala High Speed Rail mainly consists of fare box collection
and other incomes from property development, advertisement, parking etc.
13.3.1 Fare box
The Fare box collection is the product of projected ridership per day
and applicable fare structure based on trip distribution at different
distance zones.
13.3.2 Traffic
13.3.1.1 a. The projected ridership figures years are as indicated in table 13.4
as below: -
Table 13.4 Projected Ridership

Year Trips per day (lakhs)
2020-21 0.42
2030-31 0.75
2040-41 1.14
13.3.1.1 b. The growth rate for traffic is assumed at 7% Per Annum upto 2025-
26, @ 5% from 2026-27 to 2035-36 and @3.5% thereafter.
13.3.1.2 Trip Distribution

The trip distribution has been considered based on average trip length of 100
KMs.
13.3.1.3 Fare Structure
The fare structure has been assumed @ Rs.4.35 per KMs for 95% of the
passengers (normal) and @ Rs.8.70 per KMs for 5% of passengers
(executive).
13.3.1.4 Other sources of revenues
Other revenues from Property Development and advertisement have been

estimated at 15% of the fare box revenues during operations. Apart from
development of property on metro stations and depot it is possible to raise
resources through leasing of parking rights at stations, advertisement on trains
and tickets, advertisements within stations and parking lots, advertisements
on viaducts, columns and other metro structures, co-branding rights to
corporate, film shootings and special events on metro premises.
As per the calculations, the FIRR without taking in to account revenue from
additional PD land is negative. Accordingly, revenue from additional 50
hectors of lands to be provided free of cost by GOK for PD, which can be
exploited for Real Estate Development with the involvement of established
Developers has been considered. The property development models can be
designed in a way that the regular receipts in the development of lease rentals
can be ensured to supplement the fare box collection and reduce the fare
structure.
The SPV i.e., KHSRL will give the land free of cost to the developer. The
developer will bring equity to the extent of Rs.722 crore and the balance
amount towards construction to be given to KHSRL as 12% Market Debt.
The estimated development cost will be Rs.2891 crore. It is assumed that the
rental revenue will accrue to the developer from the FY 2020-21 which has
been escalated @5% every year. Out of the estimated rental income, apart
from meeting maintenance expenditure, the developer will repay the loan and
interest. After meeting these obligations and retaining 14% return on his
equity with an escalation @5% every year, the residual rental earnings will
accrue to JMRC, which has been taken into account in the FIRR calculations.
The income from PD from standalone land parcel have been worked out
based on the experience of DMRC by taking lease rent @ Rs.50/sq. ft., in
2016-17 construction cost of the development @ Rs.20,000/- per sq.mtr.,
maintenance charge of the development @ 20% of the lease rent income and
FAR of 2.75.
13.4 Financial Internal Rate of Return (FIRR)

The FIRR with Central taxes only is produced in Table 13.7.
Table 13.7 FIRR:

Particulars Completion Cost with Central Taxes
FIRR (%) 2.21 %
13.4.1 The Financial Internal Rate of Return (FIRR) obtained with the above
revenues and costs for 30 years are placed in table 13.8: -
Table 13.8 FIRR (with Central taxes)
Figs in Rs. /Crore
Net
Year Outflow Inflow Cash
Flow
Fare
Running Replac Total
Completio Addition Total Box PD &
Expens ement Revenu IRR
n Cost al Cost Costs Revenu ADVT
es costs e
e
2013 - 2014 2607 2607 0 0 0 -2607
2014 - 2015 4374 4374 0 -4374
2015 - 2016 6313 6313 0 -6313
2016 - 2017 7434 7434 0 -7434
2017 - 2018 7806 7806 0 -7806
2018 - 2019 6148 6148 0 -6148
2019 - 2020 4304 4304 0 -4304
2020 - 2021 2259 0 651 2910 868 -570 299 -2612
2021 - 2022 0 0 696 696 929 -338 591 -105
2022 - 2023 0 0 745 745 1134 -78 1055 310
2023 - 2024 0 0 797 797 1213 196 1409 612
2024 - 2025 0 0 853 853 1481 276 1757 903
2025 - 2026 0 0 914 914 1584 350 1934 1021
2026 - 2027 0 0 979 979 1897 438 2335 1356
2027 - 2028 0 0 1049 1049 1992 516 2507 1459
2028 - 2029 0 0 1124 1124 2385 610 2995 1871
2029 - 2030 0 0 1205 1205 2504 693 3198 1992
2030 - 2031 0 1621 1530 3151 2997 797 3794 643
2031 - 2032 0 0 1636 1636 3147 886 4033 2397
2032 - 2033 0 0 1750 1750 3766 1002 4768 3018
2033 - 2034 0 0 1873 1873 3954 1100 5054 3181
2034 - 2035 0 0 2005 2005 4734 1226 5960 3955
2035 - 2036 0 0 2147 2147 4970 1584 6554 4407
2036 - 2037 0 0 2301 2301 5864 1694 7558 5258
2037 - 2038 0 0 2465 2465 6069 1774 7844 5378
2038 - 2039 0 0 2643 2643 7162 1902 9064 6421
2039 - 2040 0 0 2835 2835 7413 1993 9406 6571
2040 - 2041 0 2641 3363 4764 10768 8746 2139 10886 118
2041 - 2042 0 0 3601 5002 8603 9052 2241 11293 2690
2042 - 2043 0 0 3858 3858 10682 2412 13094 9237
Total 41245 4262 41020 9766 96293 94543 22843 117388 2.21%
13.5 Financing Options

Objectives of Funding: - The objective of funding metro systems is not necessarily
enabling the availability of funds for construction but coupled with the objective of
financial closure are other concerns, which are of no less importance: -
Ensuring low project cost
Ensuring debt funds at low rates of interest
Creating self sustainable system in the long run by
o Low infrastructure maintenance costs
o Longer life span
o Setting fares which minimise dependence on subsidies
Recovering returns from both direct and indirect beneficiaries
Rail based mass transit systems are characterised by heavy capital

investments coupled with long gestation period leading to low financial rates of
return although the economic benefits to the society are immense. Such
systems generate externalities, which do not get captured in monetary terms
and, therefore, do not flow back to the system. However, experience all over
the world reveals that both construction and operations of metro are highly
subsidised. Government involvement in the funding of metro systems is a
foregone conclusion. Singapore had a 100% capital contribution from the
government, Hong Kong 78% for the first three lines and 66% for the later 2
lines.
13.5.1 ALTERNATIVE MODELS OF FINANCING

13.5.2 The financing option shall depend upon selection of the dedicated
agency created to implement the project. The prominent models are: -
(i) Special Purpose Vehicle under the State Control (Delhi Metro Rail
Corporation (Metro model)
(ii) Public-Private Partnership (PPP) mode
- Built Operate and Transfer (BOT) model
- Other PPP Model
a) SPV pattern of Financing: - A Special Purpose Vehicle (SPV) is set

up for the implementation of the project and for its subsequent
Operation & Maintenance. Under this arrangement Government of
India and Government of Kerala shall make equal equity contribution
and run SPV as a commercial enterprise. Central Government may be
willing to contribute 10% of the project cost as their equity contribution.
An equal amount can be contributed by Government of Kerala

aggregating the total equity to 20%. With the equal ownership of the
SPV, both the governments nominate their representatives as
members of the Board of Directors, which in turn select functional
directors. Such a SPV has a benefit of independent management
under the aegis of Indian Companies Act, 1956. For the balance 68%
funding requirement, options available are as follows: -
(i) Subordinate Debt: Land and rehabilitation and resettlement cost

amounting to Rs.3006 crore may either be fully funded by GOK or
provide the Land free of cost by GOK.
(ii) Debt: - The balance cost is to be met through loans from various
institutions namely JICA, Local borrowing, loans from ADB/World Bank
and Suppliers Credit.
JICA Loan: - The total amount of loan required is Rs. 25570 Crore.
Overseas Development Loan from Japan International Cooperation
Agency (JICA) can be availed of for metro rail projects with interest rate
@ 1.40% PA. The loan is repayable in 30 years including moratorium
period of 10 years. The loan is to be provided to Central Government
which in turn releases the same to SPV under a Pass Through
Assistance (PTA) mechanism. Normally, JICA agrees to fund for
underground civil works, Electrical, Signalling &Telecom and Rolling
Stock only. Since the loan will be in Japanese Yen any fluctuation in
exchange rate at the time of repayment shall be borne by the
Government of Kerala in line with recent guidelines of Department of
Economic Affairs of Ministry of Finance, GOI. Alternatively, JICA can
release the loan to the SPV for which a sovereign guarantee will be
required from Central Government. Foreign exchange variation in such
eventuality will be borne by the SPV. The State Government need to
hedge the foreign currency fluctuation so minimise its loss. In either
case loan shall be repaid by SPV from the income streams of metro
operations.
The basic technology of the High Speed Train is of Japan, JICA may be
willing to fund the entire debt.
13.5.2 The funding pattern assumed under this model (SPV) top ensure only
eligible portion will be funded by JICA is placed in table 13.9 as
under: -
Table 13.9 Funding pattern under SPV model (with central taxes)
Government of India Government of Kerala Total
Particulars
% Rs/Crore % Rs/Crore % Rs/Crore
Equity by GOI & GO
10% 4124.50 10% 4124.50 20% 8249.00
Kerala
SD for land/ land to be
provided free of cost 0% 0.00 7% 3006.00 7% 3006.00
by GO Kerala
SD for Central Taxes
by GOI (80%) & GO 9% 3536.00 2% 884.00 11% 4420.00
Kerala (20%)
JICA Loan @ 1.40%
62% 25570.00 0% 0.00 62% 25570.00
PA
Total 81% 33230.50 19% 8014.50 100% 41245.00
Add: State Taxes to
be borne by Govt. Of 0.00 2009.00 2009.00
Kerala
Grand Total 33230.50 10023.50 43254.00
13.5.4 Public Private Partnership: - Public Private Partnership (PPP)

arrangements are steadily growing in use particularly in road, power,
and telecom sectors which are more of commercial nature rather than
in a social sector project. PPP models are arrayed across a spectrum
ranging from BOT where the private sectors have total involvement to
other tailor made models where both public and private sector
assume separate responsibilities. BOT model is explained as under-
13.5.5 BOT Model: - In this model, the private firm will be responsible for
financing, designing, building, operating and maintaining of the entire
project. The contribution of Government of Kerala will be limited to
cost of land only. Such a project become eligible for Viability Gap
Funding (VGF) upto 20% from the Central Government provided the
state government also contribute same or more amount towards the
project. The metro being a social sector project not much private
parties are available to bid for such a project. Besides quite
expectedly the private operator may demand assured rate of return in
the range of 14% to 18% or a comfort of guaranteed ridership.
13.5.6 The funding pattern assumed under this model including the cost of
land to ensure 14% post tax return on operators equity i.e. Equity
Internal Rate of Return (EIRR) is placed in table 13.10 tabulated as
under: -
Table 13.10 Funding pattern under BOT model

(With central taxes but excluding state taxes)
Particulars % Of contribution Amount (Rs/Crore)
VGF by GOI 20% (Excluding Land
19% 7648.00
Cost)
VGF by Kerala State Government 54% 22451.00
Land to be provided free of cost by
7% 3006.00
State
Equity by Concessionaire 7% 2713.00
Concessionaires debt @11% PA 13% 5427.00
Total 100% 41245.00
Add: State Taxes 2009.00
Grand Total 43254.00
13.6.1 Recommendations: - The FIRR of subject metro with taxes is 2.21%

and hence the corridors are recommended for implementation.
13.6.2 The total contribution of GOI & Government of Kerala under the SPV
model excluding PTA to be repaid latter is Rs.15675 Crore only
(excluding state taxes to be exempted of Rs.2009 Crore on
completion cost basis) as against Rs. 33105 crore under BOT model.
Since the Kerala High Speed Rail is primarily a social project and the
total contribution of funds to be made by GOI and Kerala Government
is less under SPV model, it is recommended that it should be
implemented by an SPV of GOI and Government of Kerala jointly.
13.6.3 The details showing cash flow under JICA Loan, and BOT model
when the project cost is with central taxes only are shown
respectively in table 13.11.1 and 13.11.2. The estimated revenue
from PD is shown in table 13.11.3.
IMPLEMENTATION PLAN
CHAPTER 14
IMPLEMENTATION PLAN
14.0 High Speed Implementation Strategy
This country does not have any experience or background for planning, designing,
execution and operations of a high speed railway network. Credit for ushering high
speed technology into the world goes to Japan. Japan Government gave the go
ahead for a high speed railway line between Tokyo and Shin Osaka a distance of
510 kms. on December 19, 1958 and this line was inaugurated on 1st October, 1964.
They were able to commission such a line in a matter of 6 years. Japan still
dominates the high speed technology and has now upgraded and honed this
technology to an unbelievably perfect standard. The Taiwan high speed line was
basically planned, designed ad executed with the Japanese help and supervision.
14.1 We, therefore, strongly recommend that Japanese help should be availed for the high
speed railway line between Thiruvananthapuram and Kochi and transplant the
Japanese technology in-toto without trying to invent the wheel. This would also pave
the way for a massive aid to flow from Japan to fund the Thiruvananthapuram Kochi
Project.
14.2 The Project can be implemented in either of the two ways:
a. Special Purpose Vehicle

By setting up a Special Purpose Vehicle (SPV) as a joint venture between
Government of Kerala and Government of India with each Government contributing
10% of the cost of the project as equity to the SPV. The cost of the land has to be
fully borne by the State Government. All state taxes amounting to Rs.2009 crores
leviable on the project should be waived by the State Government. The Central taxes
and duties amounting to Rs.4420 crores should be provided to the SPV as interest
free subordinate debt in the ratio of 80 : 20 by the Central Government and the State
Government respectively. The remaining cost amounting to Rs.25570 crores should
be availed as a soft loan from the Government of Japan through Japan International
Cooperation Agency on similar conditions as for the loan to Delhi Metro.
On this basis the state governments burden on the project will be Rs.10024 crores
(inclusive of land cost, state taxes and 20 % of central Taxes.) The State Government
may raise part of this amount by domestic borrowings.
From the financial analysis it will be seen that there will be sufficient operational
revenue from which the SPV will not have any difficulty in servicing and paying back
the loan taken from Japan.
IMPLEMENTATION PLAN
If this model is followed, work can commence immediately after the project is
approved by the two governments and completed within a period of 7 years.
The operation and maintenance of the high speed network will be done by the SPV
itself with Japanese help in the initial stages.
b. BOT Model
In the BOT model, a concessionaire will be selected with viability gap funding support.
If the concessionaire is to have at least 14% return on his investments, then the VGF
will be Rs.30100 crores (excluding land cost and State Taxes) as indicated in the
financial analysis. As the VGF will be too much for the two governments to shoulder,
this route is not recommended. Further to finalize the concessionaire agreement it will
take at least two years. Only thereafter the concessionaire will engage general
consultants to prepare the designs and tender documents which will involve a delay of
another 18 months. Thereafter the work will commence i.e 3 years after the
government gives approval to the project. It is also highly doubtful whether a suitable
concessionaire can be found for undertaking this project. If the BOT route is followed
the government will not be able to give duty and tax concessions and the
concessionaires financial costs will also be much more than the governments
financial costs. This is likely to result in the cost of the project going up by 25 to 30%.
Hence we do not recommend the BOT route.
In case the project is implemented in the BOT route the concessionaire will have to
engage a suitable operator for running the system.
14.3 Legal cover:

The Indian Railways Act, 1989 is essentially for railway operations in the country
where the speed is limited to 130 kms. per hour. Although there is no mention in
the Railways Act itself, it is obvious that for speed beyond 130 kms. per hour,
special statutory provisions and safeguards will have to be incorporated. On the
lines of the Metro Construction and Operations Act, a new act can be passed by
the Parliament specifically for high speed operations where the speeds can be
more than 160 kms.
The Commissioner of Railway Safety can continue to be the authority for

inspection and certifying the line for carriage of passengers. The Project can be
commenced under the Railway Act but by the time it is ready for operation the new
High Speed Railway Act should be in position.
14.4 Way Forward
On receipt of Pre-Feasibility Report, following action will be required for

implementation of High Speed Rail:
Pre-Feasibility Report to be put up to State Government for their approval for the
decision regarding preparation of Detailed Project Report.
IMPLEMENTATION PLAN
Detailed Project Report for High Speed Rail in Kerala to be ordered. The
preparation of DPR is likely to take about 10-12 months time as it will be based on
the Topo survey, Geo-technical survey, It will also need Environmental
Assessment Report and Social Impact Assessment Report.
Once the Detailed Project Report is prepared, it should be put up to State Cabinet
for their approval.
The copy of DPR should be forwarded to Indian Railways requesting them to

approve High Speed Rail Corridor and also for financial participation through
equity contribution in the SPV.
Signing of MOU between Government of Kerala and Ministry of Railways giving all
the details of the Joint Venture bringing out the financial involvement of each
partys liability for the loans raised , administrative control in the SPV, Policy in
regard to Fare Structure, Operational subsidy, if any, etc. Preparation of new Act
by Indian Railways and enactment of the same by Parliament.
State Government to freeze all the developments along the Corridor suggested for
any construction within 50 M of the proposed alignment. A system of No Objection
Certificate to be introduced so that infructuous expenditure at later stage is
avoided.
14.5 Implementation Schedule
S.No Milestone Duration required

1 Approval of Final Pre-Feasibility Report D+ 30 days
and order for preparation of Detailed
Project Report
2 Preparation of Detailed Project Report D+ 360 days
3 Approval of Detailed Project Report by D+400 days
State Cabinet
4 Sending Detailed Project Report to D+410 days
Ministry of Railways
5 Approval of Derailed Project Report by D+500 days
Ministry of Railways
6 Formation of SPV D+500 days
7 Implementation of High Speed Rail D+3000 days
Note: D= Date of submission of Final Pre-Feasibility Report.
IMPLEMENTATION PLAN
For implementation of High Speed Rail Corridor, Kerala Government has already
posted an Officer on Special Duty, who has to monitor this Project strictly as per the
time schedule at every stage. He will have very important role of coordination with
Ministry of Railways and other Government departments. Ministry of Railways will be
also responsible for the enactment of the new Act needed for Operation and
Maintenance of High Speed Trains planned in our country first time.
14.6 High Power Committee
During the implementation of such projects several problems with regard to acquisition
of land, diversion of utilities, shifting of structures involved in the project alignment,
rehabilitation of the Project affected persons etc. are likely to arise. For expeditious
resolution of these problems, an Institutional mechanism needs to set up at the State
level. Keeping this in view, it is recommended that a High Power Committee under
the Chairmanship of Chief Secretary, Kerala Govt. , has to be set up. Other Members
of the Committee should be Secretaries of the Departments of State Govt. and District
Collectors of all the Districts through which the High Speed Rail line is likely to pass.
The Committee should meet once a month and sort out all problems brought before it.
14.7 Empowered Group of Ministers
As the High Speed Rail Project will be the first time in our country, the decision
regarding its implementation has to be taken at the highest level. The Cabinet has to
set up an Empowered Group of Ministers (EGoM) to take decision on behalf of the
Cabinet on all policy matters concerning High Speed Rail . EGoM for this work should
also include Chief Minister of Kerala Govt. as one of the Members.
14.8 Concession from Government:
High Speed Rail Project may require very heavy investments. Loans may invariably
be taken to fund the part of the capital cost of such projects. As India is a developing
country and the citizens do not have income as high as in the countries like Japan,
Taiwan, the viability of such projects may be possible only when certain concessions
are extended from Government. Hence it is recommended that State taxes should be
waived off by State Govt., land should be provided free of cost by State Govt. and
Central taxes should be borne by Govt. of India and State Govt. in 80:20 ratio.
Chapter 15 Conclusion and Recommendations
CHAPTER - 15
CONCLUSION AND RECOMMENDATIONS
15.1 GENERAL
Government of Kerala (GOK) vide their Go No. 1107/2010/ID dated

02.08.2010, engaged Delhi Metro Rail Corporation for conducting pre-
feasibility study for High Speed Rail corridor between Thiruvananthapuram
and Kasargod in view of heavy congestion of traffic on the roads and also
being economical to the public as compared to Air travel up to the distance of
900 Kms. However, in this report the recommendations are given only for
Thiruvananthapuram- Ernakulam section as Stage- I of the study.
The study has been done following the under mentioned steps
(i) collection of data from field and the authorities involved in the
passenger transport ;
(ii) Analysis of data collected
(iii) Preparation of Logit model for traffic forecast
(iv) project the ridership
(v) Preparation of base map with the help of Carto-set and Quick Bird
images.
(vi) Design of alignment keeping in view the technical specifications of
High Speed Rail
(vii) Costing and financial analysis.
15.2 CONCLUSIONS
i) The traffic survey indicated that there is willingness to shift to the High
Speed rail corridor if available. There is need of providing more efficient
rail system which will attract the road and air traffic and reduce the load
and congestion on the roads and also be comfortable and quick transport
system.
ii) The road traffic has been growing at a rate of 10 to 12%. The same
trend is seen in the growth of vehicles during 03 to 07 which is at
12%.While the growth of Road length has been negligible. This has
resulted in great increase in Road congestion.
Pre-Feasibility Report of Thiruvananthapuram to Ernakulam

iii) Study revealed that there is no efficient and fast rail transport system in
the State.
iv) For the success of High Speed Rail, in influence area of residential /
commercial /institutional localities, planned integrated operation of the
system with provision of KSRTC/feeder bus services from / to various
may be required.
v) The Study was started with the marking of route alignment on Topo
Sheets of Survey of India and finally the base map was prepared
making use of Carto-set and QuickBird Images.The base map so
prepared was used for designing the route alignment.
vi) On review of High Speed technology worldwide available, it was found

that Shinkansen technology is the best and adopted by number of
countries like Taiwan, U.K., China , Brazil and Vietnam.
vii) To complete this study, Experts from Japan were engaged for
reviewing the technology worldwide and give their recommendations
for various items to be implemented as part of Kerala High Speed Rail..
viii) High Speed Rail is now a tried and tested technology with deliverables
really transport benefits and can dominate market against road and
Airline transport
ix) The cost of Shinkansen High Speed Rail was used for costingt of
Kerala High Speed Rail .
x) As Stage-I of Feasibility study of Thiruvananthapuram-Kasargod High

Speed rail, the costing for Thiruvananthapuram to Ernakulanm Section
has first been done and it comes to Rs. 29113 Crores at May, 2011
price level.
xi) The traffic projections have been done based on the candidate for trips
along Thiruvannathapuram to Ernakulam Section and using the
logistic model In 2020, the expected date of commissioning of this line,
it is estimated that 42359 passengers will use High Speed Rail.
xii) It has been assumed that 95% of the passengers can afford to pay
only business Class fare which is Rs.4.35 per KM on date and 5% of
the passengers will be in position to afford 1st class with the fare of
Rs.8.70 per KM.

xiii) 50 Hectares of the Government land for P.D.has been considered for
making the Project viable.
xiv) Financial Internal Rate of Return of Thiruvannanthapuram-Ernakulam

High Speed Corridor comes to 2.21% with Property Development land
of 50 Hectares.
xv) The Viability Gap for any private party to take this project on BOT( with
14% return) comes to Rs.33105 Crores (including the cost of land),
which is 80% of the total cost of this Project and hence not
recommended.
xvi) It is recommended that this Project should be done by an SPV owned

by State Govt. and Govt. of India.

KHSRC Pre Feasibility Report

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KHSRC Pre Feasibility Report

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Kerala is a union state located in the southwestern part of India. With an

0.1.2 Decadal Growth of Population

An analysis of the decadal growth of all India population shows that it

0.1.3 District wise Population of Kerala State

District Population Males Females

Malappuram is the most populated district and has a population of

0.1.4 KERALA TRANSPORT

Three major international airports at Thiruvananthapuram, Kochi, and

0.1.5 State road network

0.1.6 Railway Lines in Kerala

1. Pattambi Podanur 14/04/1862 Provided direct

4. Shoranur Ernakulam MG line 16/07/1902 Converted to

9. Ernakulam to Trivandrum Converted to

0.1.7 Economic Benefits of High-speed rail

0.1.8 OBJECTIVE OF THE STUDY

0.2 HIGH SPEED RAIL WORLDWIDE

0.2.2 ADVENT OF HIGH SPEED

0.2.3 Country wise High Speed rail in the World

Country In operation (km) Under construction (km) Total Country (km)

0.2.4 High Speed Rail Planning in India

The Indian Ministry of Railways' white-paper Vision 2020 submitted to Indian

Table 0.4 High Speed Rail Planning in India

In summary, high-speed rail is now a tried and tested technology that

A site reconnaissance of the study area and the proposed high

Carryout primary traffic surveys such as traffic volume counts, origin

Development of mode choice model to estimate the shift towards the

Forecast ridership on the High Speed Rail corridor

Does purpose of the trip makes any difference?

Should be able to account the impact of changes in economy on the overall

Demand and economic impacts of activity based developments around the

Table 0.6 Trip Length Distribution Taxi

Table 0.7 Trip Length Distribution Airport Car

0.3.6 Public transport-Bus

Mode Category Total Daily Trips

Table 0.9: Trip Length Distribution KSRTC Bus

Table 0.10: Trip Length Distribution Private Bus

0.3.7 Public transport-Rail

Category Daily Trips

Table 0.12: Passenger Km and Trip Length Distribution for Candidate

101 To 150 4797284 38171 17%

Sl.No Mode Service

0.3.9 Candidate Traffic

Mode Total Trips Candidate Trips

Car (Own Car +

0.3.10 The recommended traffic on High Speed Rail Corridor

In calculation of revenue it has been assumed that 95% of the passengers

Table 0.17 Thiruvananthapuram to Kasargad Boarding & Alighting (2021)-

Thiruvananthapuram 20807 0 20807

Table 0.18 Kasargad to Thiruvananthapuram Boarding & Alighting (2021)-

Kozhikode 9703 705 20807

2021 48310 65074 108673.6

Daily link loads and PHPDT for 2021

2021 2021 2021 2031 2031 2031

STATION A STATION B UP DN PHPDT UP DN PHPDT

THRUVANANTAPURAM QUILON 17200 12283 1720 23164 17410 2316

QUILON KOTTAYAM 32819 24804 3282 42680 34304 4268

KOTTAYAM ERNAKULAM 34488 27434 3449 45219 37876 4522

KANNUR KASARGOD 14564 18979 1898 22188 26087 2609

Table 0.21 Origin Destination matrix for Thiruvanthapuram to Kasargod

2021 THRUVA QUILON KOTTA ERNA TRISSUR CALICUT KANNUR KASA

THIRUVAN 0 866 2521 4184 1495 1857 999 363

QUILON 1120 0 1568 5488 1894 2050 1044 478