1. Feasibility Study of Mechi - Mahakali &
Pokhara - Kathmandu Electrical Railway
FINAL
PRESENTATION
RITES Ltd (India)
&
SILT Consultants (Nepal)

2. Objectives of Study

3. Objectives of Study
Assisting GoN through MPPW for the Construction
of Railway line in a cost effective, efficient and
sustainable manner by means of
 Selection of alignment and preliminary
engineering designs for the Railway System
 Traffic survey and determining the existing and
future transportation demand
 Formulation of train operation plan, requirements
of rolling stock, electrification, signaling and
telecom system

4. Objectives of Study (contd..)
 Cost estimates for track, bridges, power supply
arrangement, overhead electrical lines, rolling
stock, signaling and telecommunication, stations
etc.
 Specifications of the Project
 Assessment of technical and economic feasibility
 Assessment of environmental and socio-economic
impacts and recommendation of impact
management plans
 Project implementation and operation modalities

5. Structure of Presentation
 Alignment
 Geological Studies
 Tunnels
 Environmental & Social Impact
 Design Parameters
 Transport Demand Forecast
 Signaling, Train Control and
Telecommunication
 Electric Traction
 Selection of Wagons, Coaches, and
Shunting (Diesel) Locomotives

6. Structure of Presentation
 Train Operations Plan
 Maintenance and Operation
Organisation
 Abstract Cost Estimates
 Institutional Frame Work for
Construction and Schedule
 Financial and Economic Appraisal
 Conclusions and Recommendations

7. Alignment

8. Index Plan of Proposed Nepal Railway
Sections:
1 - Gaddachowki-Mahadevpur
1 - Gaddachowki-Mahadevpur
2 - Mahadevpur Bhalubang-Mahuwa
2 - Mahadevpur Bhalubang-Mahuwa
3 - Mahuwa-Butwal-Tamsariya
3 - Mahuwa-Butwal-Tamsariya
4- Tamsariya-Madi-Simara-
4- Tamsariya-Madi-Simara-Chandranigahapur
Chandranigahapur
5 - Chandranigahapur-Lahan
5 - Chandranigahapur-Lahan
6 – Lahan-Mechi
6 – Tamsariya-Abu Khairaini (Link)
7 – Lahan-Mechi
7 – Tamsariya-Abu Khairaini (Link)
8 – Pokhara-Kathmandu
8 – Pokhara-Kathmandu
1
I
2
8
3 7
IIB
Connections to India: IIA 4
I – Kohalpur-Nepalganj
II A- Butwal-Bhairahawa III 5
II B – Bhairahawa-Lumbini
IV
III- Simara-Birganj 6 V
IV- Bardibas I
V
V – Itahari-Biratnagar
VI – Kakarbita

9. Length of Railway Alignment
Length of Mechi-Mahakali Route (km) 945.244
Length of Kathmandu-Pokhara Route (km) 187.083
Length of Link (Tamsariya-Abukhaireni) (km) 71.729
Length of Connections to India at six 113.419
locations(km)
Grand Total (Km) 1317.475

10. Summary of Important Features
Terminal Stations (Kathmandu, Pokhara, Gaddachowki, 4
Lumbini, )
Junction Stations (Kohalpur, Manikapur, Butwal, Tamsariya, 9
Simara, Madhawaliya, Bardibas, Itahari, AbuKhairani)
Intermediate Stations 123
No. of Tunnels 56
Length of Tunnels (km) 154.4
Major Bridges 401
Minor Bridges 1469
Road Under Bridge (RUB) 327
Road Over Bridge (ROB) 19
Level Crossings 340
Note:
Nepalganj, Bhairawah, Birganj, Janakpur, Biratnagar, Kakarbitta are already planned
stations on the planned connections with India, hence not included in this list.

11. Alignments of Section-1
To Kakarbita
Tanakpur not connected being flood prone area & space for Terminal Station
not available
Recommended alignment between Guleriya Krishanpur and Tikapur shorter by
2.3km and runs close to East-West Highway
Recommended alignment between Sukhkhad and Baidi shorter by 11.5km.
Chisapani on Alternate Alignment not connected due to difficult topogrpahy,
longer length, longer bridging length over Karnali River
Recommended alignment between Machad and Mahadevpuri shorter by 1.8km &
runs close to East-West Highway.

12. Salient Features of Section -1
Description Remarks
Total Length (km) 202.665
Major towns en-route Gaddachowki,
Mahendernagar,Attariya, Tikapur,
Kohalpur
Major water bodies crossed Chaudar, Doda, Shivganga, Karnali,
Geruwa, Babai
No. of Major bridges 70
Longest bridge (m)/Name 1067 / Geruwa Nadi
No. of terminal stations/Junction 1/1/25
Stations/Intermediate Stations

13. Mahendranagar Station

14. Y-Arrangements at Kohalpur

15. Alignments of Section-2
To Kakarbita
Due to the topographic constraints like hilly terrain , presence of Rapti River and
East-West Highway only one alignment shown above is feasible in this section.

16. Salient Features of Section -2
Description Remarks
Total Length (km) 139.163
Major towns en-route Mahadevpuri, Lamahi, Bahlubang,
Shivapur
Major water bodies crossed Muguwa, Gabar, Arjun, Rapti
No. of Major bridges 55
Longest bridge (m)/Name 671 / Rapti River
No. of tunnels/Length of tunnels (km) 3 / 17.742
No. of terminal stations/Junction 0 / 0 / 18
Stations/Intermediate Stations

17. Alignments of Section-3
To Gaddachowki
To Kakarbita
Recommended alignment between Shiwapur and Tilakpur shorter by 1.5km &
1.3km from alternate alignment -6 & alternate alignment -7 respectively.
Recommended alignment runs closer to East-West Highway

18. Salient Features of Section -3
Description Remarks
Total Length (km) 123.5
Major towns en-route Gorusinge, Butwal, Dumkibas,
Kusunde
Major water bodies crossed Banganga, Tinou, Binai, Arun
No. of Major bridges 37
Longest bridge (m)/Name 427/Arun Khola
No. of tunnels/Length of tunnels 2 / 6.22
(km)
No. of terminal stations/Junction 0 / 1 / 14
Stations/Intermediate Stations

19. Butwal Junction

20. Alignments of Section-4
Recommended alignment between Tamrariya and Simara shorter by 5.4km even
after considering 42 km long Tamsariya -Bharatpur line of section -7.
Tunneling requirements on recommended alignment would be 2.75 km against
35km on alternate alignment.
Recommended alignment travels on south of Royal Chitwan Park while alternate
alignment runs along East-West Highway.

21. Salient Features of Section -4
Description Remarks
Total Length (km)
176.937
Major towns en-route Tamsariya, Simara, Kanchanpur,
Chandranighapur
Major water bodies crossed Gadar, Narayani, Rewa, Amuwa,
Joroyo
No. of Major bridges
64
Longest bridge (m)/Name
488 / Narayani
No. of tunnels/Length of tunnels (km)
5 / 2.747
No. of terminal stations/Junction
Stations/Intermediate Stations
0 / 2 / 16

22. Tamsariya Junction

23. Simara Station and Y-Junction

24. Proposed Nijgadh Airport Location

25. Alignments of Section-5
To Kakarbita
Recommended Alignment shorter by 10km.
Recommended Alignment runs closer to East-West Highway.
Both the alignments pass through similar topography and cross the same
Waterbodies

26. Salient Features of Section -5
Description Remarks
Total Length (km) 119.129
Major towns en-route Chandranigahapur,
Bardibas, Lahan
Major water bodies crossed Bagmati, Rato, Kamla
No. of Major bridges 43
Longest bridge (m)/Name 793 / Bagmati
No. of terminal stations/Junction 0 / 1 /10
Stations/Intermediate Stations

27. Bardibas Junction
Bardibas

28. Alignments of Section-6
Recommended Alignment shorter by 10km.
Recommended Alignment passes through plain area while Alternative Alignment-
10 passes through undulating/hilly terrain necessitating higher
embankments, deeper cuttings and a tunnel of about 1.25km.
In addition to bridge over Saptkoshi river, lot of other bridges would be required
over tributaries of Saptkosi in alternative alignment.
Speed potential in parts of Alternative Alignment-10 via Chatara 75 km/h, against
160 km/h via barrage.

29. Salient Features of Section -6
Description Remarks
Total Length (km)
183.850
Major towns en-route Rajbiraj, Itahari, Biratmod,
Kakarbita
Major water bodies crossed Saptkosi, Kankaimai, Ratuwa
No. of Major bridges
65
Longest bridge (m)/Name
1171 / Saptkosi
No. of terminal stations/Junction
Stations/Intermediate Stations
0 / 1 / 16

30. Saptkosi River
To Lahan
Length of Bridge = 1171m

31. Itahari Junction
Itahari
To Kakarbita

32. Kakarbitta Station
Kakarbitta

33. Alignments of Section-7
Connection between
Mechi-Mahakali Railway
line and Pokhara- Mugling
Kathmandu Railway line
To Kathmandu
 Suitable locations for
connecting at these lines
were Tamsariya and Abu-
khairani .
Important to connect to
twin towns namely
Bharatpur and
Narayangadh .
Only one alignment is
found feasible

34. Salient Features of Section -7
Description Remarks
Total Length (km) 71.729
Major towns en-route Tamsariya, Bharatpur, Abu
Khaireni,
Major water bodies crossed Marahi, Kaligandki
No. of major bridges 9
Longest bridge (m)/Name 1250 / Kaligandki
No. of tunnels/Length of tunnels 2 / 20.416
No. of terminal stations/Junction 0/0/6
Stations/Intermediate Stations

35. Bharatpur Station
Bharatpur

36. Abu-khaireni Junction

37. Alignments of Section-8
Recommended alignment shorter by 2.7km than Alternate Alignment -1.
Recommended alignment shorter by 8.5km than Alternate Alignment -2.
Recommended alignment shorter by 10.5km than Alternate Alignment -3.
Alternate Alignment-1, 2 & 3 passes through remote area and more difficult
topography.
Alternate Alignment 2 passes through submergence area of proposed Upper Seti
Dam.

38. Salient Features of Section -8
Description Remarks
Total Length (km)
187.083
Major towns en-route Pokhara, Damauli,
Abukhaireni, Kathmandu
Major water bodies crossed Madi, Marsyandi, Budhigandki,
Trishuli
No. of major bridges
42
Longest bridge (m)/Name
1295 / Madi Nadi
No. of tunnels/Length of tunnels
44 / 107.277 (57.34%)
No. of terminal stations/Junction
Stations/Intermediate Stations
2 / 1 / 12

39. Pokhara Station
Pokhara
Proposed International Airport

40. Madi River Crossing
Length of Bridge = 1295m
Height of bridge 77m (Lowest point)

41. Trishuliganga River
Length of Bridge = 1143m
Height of bridge 172m (Lowest point)
To Pokhara

42. Kathmandu Station
Proposed
Kathmandu Station
7km
Airport

43. Kathmandu Station

44. Geological Studies

45. Geological Studies
Mechi-Mahakali –
 Loose fluvial sediments of the Indo-Gangetic Plain (Terai) and
sedimentary rocks of the Siwalik Group (mudstone, sandstone,
pebbly sandstone and conglomerate)
 Through the Himalayan Frontal Thrust (HFT).
 Strike of bedding plane extends nearly northeast to southwest
direction and dips toward north direction.
 Soil erosion in the Indo-Gangetic Plain may affect the alignment
during the flood disaster because of presence of loose sediments.
 Tunnel alignment through the rocks of the
 Lower Middle and Upper Siwaliks
 10 to 30% very poor rock
 10- 40% poor rock
 20-30% fair rock.

46. Geological Studies (contd..)
Tamsariya – Abu-khairani
 Rocks of the Siwalik and Lesser Himalaya as well as the
sediments of the Indo-Gangetic Plain.
 Rocks of Lower Siwalik and comprise of thick mudstone and
sandstone. At Bharatpur, the Dun valley sediment found
 Dip direction of the foliation plane and direction of the tunnel
alignment are nearly perpendicular.
Kathmandu-Pokhara
 Low- to high-grade metamorphic and sedimentary rocks of the
Lesser Himalaya, Central and Western Nepal Himalaya.
 Dip direction of the foliation plane and direction of the tunnel
alignment are nearly perpendicular
Connection to Indian Border
 Through Indo-Gangetic Plain
 Loose as well as thick silty sand

47. Tunnels

48. Pokhara – Kathmandu Tunnels
 Total Route length - 187Km
 Length of Tunnelling - 107Km
 Length of Longest tunnel - 14.525km
 Maxm Overburden - 1050m

49. Mechi – Mahakali Tunnels
 Total Route length - 945 Km
 Length of Tunnelling - 27 Km
 Length of Longest tunnel - 14.2 km
 Maxm Overburden - 573 m

50. Tamsariya – Abukhaireni Tunnels
 Total Route length - 72Km
 Length of Tunnelling - 20Km
 Length of Longest tunnel - 11.7Km
 Maxm Overburden - 1587m

51. EXCAVATION LINE
SHOTCRETE LINING
3560
INNER LINING
MAINTENANCE RESERVATION
6695
R3560 O
2585
1188 3660 1188
1676
Proposed Tunnel Cross
5911
MAIN DRAIN section tunnel ≤ 1000m

52. O F TUNNEL
O F TRACK
EXCAVATION LINE
SHOTCRETE LINING
3800
00
INNER LINING
Ø 14
MAINTENANCE RESERVATION
300
6385
R3800 O
700
3474
R6
2585
1856 3450 1256
1676
Proposed Tunnel Cross
section tunnel > 1000m

53. A
O
O
B
Parallel safety tunnel with cross
passage @ 500m in tunnel >1000m

54. Construction Methodology
Drill & Blast
 Conventional
Suitable for non-varying Geology
 NATM (New Austrian Tunnelling Method)
Excellent adaptability to varying geology
 Can be used in drill and ballast, excavator and
road header excavation
 No special equipment required except 3-D and
geotechnical monitoring

55. Machines for Tunneling
 Tunnel Excavators (can be used in conjunction
with NATM)
 Road Header Machines (can be used in
conjunction with NATM)
 Tunnel Boring Machines (TBM )
• not likely in PKR-KTM section due to high
probability of various geotechnical problems
e.g. squeezing, water inrush, rock burst etc.
• Transport and Installation Logistics is a big
challenge in hilly terrain.

56. Environmental &
Social Impact

57. Environmental & Social Impact
 The elevation ranges from 80m to 120m in Mechi- Mahakali
alignment and 260m to 1300m Pokhara -Kathmandu
alignment respectively
 Mechi Mahakali alignment - tea garden, mango garden.
Shuklaphanta Wildlife Reserve, Chitawan National Park, Parsa
Wildlife Reserve, Koshi Tappu Wildlife Reserve
 These ecologically sensitive areas are rich in floral and faunal
diversity.
 Tamsaria-Abukhaireni Alignment consists of sal forest, nearby
Abukhaireni a patch of Scima-Castenopsis forest also exists.

58. Environmental & Social Impact (Contd..)
 Kathmandu- Pokhara –
 hill sal forest, subtropical deciduous hill forest and
subtropical conifer forest.
 Forest is the prime source of fuel-wood, fodder,
timber, medicinal herbs and even agriculture manure
 Passes through many community forests
 Protected species - Sal, Khayar, Chanp, and Okhar

59. Environmental & Social Impact (Contd..)
Requirement of Land
 Forest Area – 2661 ha
 Agriculture – 4527 ha
 River – 222 ha
 Barren – 56 ha
 Settlement – 239 ha
 Tunnel – 312 ha
 Others – 9 ha
Total – 8027 ha

60. Environmental & Social Impact (Contd..)
Details of settlements falling in (1km wide influence
area)
 Mechi-Mahakali
 Population-3,40,113
 Households-58,327.
 Tamsaria-Abukhaireni
 Population-24,380
 Households-4160
 Pokhara- Kathmandu
 Population-58,036
 Households-10,104
 Connections to Indian border town
 Population-8,508
 Households-1,418

61. Environmental & Social Impact (Contd..)
 Main occupation of Mechi-Mahakali area is agriculture. Also, people
are involved in cash crop production, commercial livestock, poultry
farming, horticulture, business, cottage industry etc.
 Similar occupation profile in Pokhara- Kathmandu alignment also.
 Majority of the people in the Mechi-Mahakali corridor are local
inhabitants. Only a few households constitute the immigrants from
the distant area or neighbouring districts. In Pokhara- Kathmandu
area only a few households constitute the immigrants from the
distant area or neighbouring area.

62. Environmental & Social Impact (Contd..)
 The proposed railway alignment will change the
land use pattern of the project area. Both
adverse and beneficial impacts are expected
 Mechi-Mahakali alignment - 2247 ha. of forest
 Tamsaria-Abukhaireni - 187 ha. of forest
 Pokhara -Kathmandu -151 ha of forest
 In Connections to Indian border towns-75.15 ha. of
forest

63. Environmental & Social Impact (Contd..)
 Positive impacts
 Creation of employment opportunity.
 May check out migration of the area.
 Better connectivity
 will improve industry competitiveness
 reduce cost of production and
 reduce pollution
 Approximate cost of land and mitigation - NPR 2682Crore

64. Design Parameters

65. Design Parameters
 Broad gauge (1676 mm) has been proposed – Railways
connected to IR at 6 locations
 Axle load - 25t for bridges and 22.9t for track
 Ruling gradient:
 1 in 150, generally & exceptionally upto 1 in 80 in Mechi-
Mahakali
 1 in 110 in Tamsariya-Abu-khairani
 1 in 80, generally & exceptionally upto 1 in 65 Pokhara-
Kathmandu
 Yard gradient – 1 in 1200, and 1 in 260 in hilly sections

66. Design Parameters (Contd..)
 Group D routes – Hilly sections
 Mahadevpur – Bhalubang – Mahuwa (Section-2),
 Tamsariya – Simara (Section-4),
 Tamsariya – Bharatpur – Muglin (Section-7)
 Pokhara – Kathmandu (Section-8)
 Max speed 100 km/h, booked speed 90 km/h
 Balance all routes are Group A
 Max speed 160 km/h, booked speed 145 km/h

67. Preliminary Design of Civil Engg.
Structures
 Ballasted track –
 60 Kg 90 UTS rail with long welded Rails (LWR).
 Prestressed concrete sleepers (PSC monoblock)
 Elastic type of fastenings
 Ballast
 hard stone (65mm size) 350 mm (main line) and 250 mm (loop
line)
 Points and crossing
 60 kg rail, 1 in 12 thick web curved switches and CMS crossings
on fan shaped layout PSC sleepers. For loop lines and non-
running lines, 1 in 8 ½ turnouts

68.  Switches/points are moved by point machines as per direction of Train
 Signals will be off for the direction in which switches/points have been set

69. Preliminary Design of Civil Engg.
Structures
 Ballastless track will be provided in Tunnels.
 Rheda-2000 type with vossloh fastenings
 Formation width 6.85 m
 Blanket - average thickness of 600 mm

70. Bridges
 On straight and where height of Piers is less, simply
supported PSC girders planned.
 On Hilly area & deep Valleys, Steel and composite
super structure planned.
 Bridge design to IRS MBG loading Standards,
maximum axle load taken as 25t

71. Intersection Arrangements-
Railway Lines and Roads
 Road over Bridges- On highway, 18.0 m standard T-
Beam superstructure
 Road Under Bridges
 On un-metalled road, RCC box of 1x5x5 m
 On metalled roads, 1x6.25x5.5 or 2x6.25x5.5 m RCC box
as per requirement
 Manned level crossings

72. TRANSPORT DEMAND FORECAST

73. Project Influence Area*
 24 Districts in Mechi – Mahakali section
 6 Districts in Kathmandu – Pokhara section
Project influence area covers 40% districts and
66% population of Nepal.
* Project Influence area is taken 50km on either side of the proposed
alignment.

75. Study Approach
• Review of Secondary data and previous reports.
• Field surveys at strategic points.
• Meetings with different Government, Non-Government
and Private Agencies.
• Opinion surveys among different segments of the potential
rail users, both in respect of freight and passenger.
• Assessing and quantifying divertability of freight and
passenger traffic from other modes of transport to rail.

76. Primary Surveys
Primary survey was conducted to:
Understand the existing traffic on the corridor
Passengers likelihood to use the new mode viz. Rail
To assess the journey time/costs
To use the proper statistical hypothesis to estimate the
likely demand for the new mode.
Primary surveys were conducted at 15 locations.

77. Check-Post Locations

78. Primary Survey Results
TRAFFIC COUNT – No. of Trucks
3500
3000
2500
2000
1500
1000
500
0

79. Primary Surveys
PERCENT SHARE OF ORIGINATING FREIGHT
TRAFFIC FROM BORDER LOCATIONS
Nepalgunj
Kakarbita
2%
5%
Bhairahawa
35%
Birgunj
47%
Biratnagar
11%

80. Primary Surveys
MAJOR POTENTIAL PASSENGERS ORIGINATING POINTS PER DAY

81. Industrial Survey
 Most of industries contacted welcomed the new
mode of transport.
 Qualified their inclination for quantum shift with:
 Assured transit time;
 Freight handling facilities; and
 Integration with other modes of transport for
smooth transfer of freight.

82. Passenger Opinion Survey
Around 90% of the bus travellers & 75% of the car
travellers were in the favour of new rail connectivity in
view of:
• Better & safe mode
• Avoid traffic congestion and
• Result in development of country.
Cost of travel, comfort level and time savings are the
reasons behind selecting a particular mode of transport.

83. Base Year Traffic : 2009-10
Freight (Million tonne) 38.850
Passenger („000)
Bus 37574
Car/Taxi 9410
Air 1428
Total 48412

84. Origin - Destination Flows not Considered
 Following O-D flows not considered for shift to rail:
 Origin – Destination not falling in the Project Influence
Zone.
 Commodities not amenable to rail transport such as
perishables, milk & milk products, confectionery, glassware
etc.
 Commodities moving less than 100 kms distance left for
road sector .
 Origin – Destination not expected to run on Railways due to
higher time & cost.

85. Traffic Projections
Factors Determining Growth :
 The past trends of population,
 Sectoral Composition of Gross Domestic Product,
 Openness Ratio
 Vehicle Growth,
 Fuel Consumption

86. Sectoral GDP Growth (2000/01-2008/09)
Compounded Annual
Sectors
Growth Rate (CAGR)
Agriculture 3.0%
Non-Agriculture 3.9%
Industry 2.5%
Construction 3.7%
Services 4.3%
Transport, Storage and
6.2%
Communications
GDP at producers price 3.6%

87. Growth Rates for Traffic Projections
• 2.25% for projecting Passengers traffic and Consumption based
commodities like Foodgrains, Sugar, Salt etc. till 2019-20 as per
the decadal growth and, thereafter, 2 % as per the forecasts made
by CBS.
• 3% for Manufacturing goods based on Industrial Growth rate of
2.5%
• 8% for Automobiles based on the elasticity of automobiles to GDP
till 2019-20, thereafter, 7% till 2024-25 and6% till 2034-35
• 4% for Construction related Commodities like Cement , iron & steel
etc. synonymous with growth of Construction sector of GDP at
3.7%
• 10% based on the past trend of POL imports of NOC till 2019-20,
thereafter, 8% till 2024-25 and 7% till 2034-35

88. Rail Share
The traffic diversion from road to rail has been based on
 Cost of movement to Users
The following factors mainly influence the choice of
mode in transport
» Freight / fare Charges
» Transit Time
» Reliability
» Inventory / value of time
 Opinion surveys conducted from the users
(passengers and industries).

89. Traffic Diverted to Railways
2019-20 2024-25 2029-30 2034-35
Freight Traffic 25% 30% 35% 40%
Passenger
Car 25% 30% 35% 40%
Bus 40% 45% 50% 55%
AIR (Others) 10% 15% 20% 20%
AIR 15% 20% 25% 25%
(Kathmandu-
Pokhara)

90. Commodity Wise Type of Wagons
Wagon Type Commodity
Open Wagon Coal
Open / Flat Wagon Iron & Steel
Covered Wagon Cement, Fertilizer, Food grains, Salt, Sugar
Tank Wagon Petroleum and Petroleum Products
LPG Tank Wagon Gas
Container Wagons – Automobile, Beverages & Alcohol, Edible Oils,
Electrical Products, Electronic Goods, FMCG, G.I.
Flat
Pipes, Jute, Leather & Products, Machinery Items,
Medicines, Metals, Miscellaneous, Noodles, Paper
& Paper Products, Plastic and Plastic Products,
Provision & Household Goods, Pulses, Rubber &
Goods, Spices & Dry fruits, Stationary, Stone &
Marbles, Tea & Coffee, Textiles, Yarn & Products,
Tobacco & Product, Wood & Wood Products,
Woolen & Wool Products

91. Train Composition – Freight
Wagon Type No. of Pay Load (t) Tare (t) Net Train Gross
Wagon Weight Load (t) Train
s /train Load
Open 58 65 22.47 3770 5073
Open/Flat 40 65 23.28 2600 3532
Covered 40 65 24.55 2600 3582
Container – 45 2x 20ft/ 19.1 2700 3600
Flat 1x40ft
ISO
Container
Tank– POL 48 55 27 2640 3936
Products
LPG 33 22.3 41.6 802 2237

92. Loaded Wagons per Day
Type of
Wagon 2019-20 2024-25 2029-30 2034-35
Container Flat 463 670 939 1302
Covered 244 349 479 639
LPG 83 139 220 335
Open 58 79 110 152
Open / Flat 56 79 107 141
Tank –POL 64 114 185 297
Grand Total 968 1430 2039 2866

93. Passenger Opinion Survey
 The rail mode was found to be economical for the
passengers by bus as they had both time and cost
savings.
 Though not much of savings in journey time was
observed to personalised vehicle passengers, but
there was substantial cost savings by switching over
to new mode.

94. Total Projected Traffic & Rail Share
Traffic 2019-20 2024-25 2029-30 2034-35
Total Traffic
Freight (million Tonnes) 56.87 68.76 83.02 100.99
Passenger (million Nos) 60.48 66.77 73.72 81.39
Rail Traffic
Freight (million Tonnes) 14.22 20.63 29.06 40.39
Passenger (million Nos) 21.91 27.53 34.09 41.58

95. Signalling, Train Control
& Telecommunication

96. Signalling, Train Control &,
Telecommunication
 Signalling
 Multi aspect colour light signals (MACLS)
 AC LED signal lighting units for Multi Aspect Colour
 Electronic interlocking system
 Control Communication, Trunk Circuits, Emergency
communication and administrative & commercial
communication
 Optical Fibre communication system

97. Signalling, Train Control &,
Telecommunication (contd..)
 Exchanges at different administrative offices,
important stations and maintenance depot
 GSM-R system for Emergency Communication
 Point to point voice calls, Broad cast voice calls,
Group Voice calls, Multi party voice calls, Emergency
voice calls, Data Communication
 Train control office at each Divisional HQ office
 Train control, Dy. Control, Traction Power Control,
Traction Loco Control Engineering Control, S&T
control and Remote Control

98. Signalling, Train Control &,
Telecommunication (contd..)
 Absolute block system
 Single line tokenless block instruments along with
Single Section Digital Axle Counters at each station.
 Last stop signals of each station shall be interlocked
 Voice data recorder in control office

99. Electric Traction

100. Electric Traction
 AC Traction - 25 kV, 50Hz, Single Phase
 Over Head Equipment (OHE) parameters :
 Contact wire height at rail level – 5.6m
 Approximate length of span – 63m
 Cross section of contact wire (copper)-107 sq.mm
 Cross section of catenary wire (cadmium copper) –
65sq.mm

101. Overhead Equipment

102. Electric Traction
 Mast implantation – 2.6m from the centre of the track
 Portal upright implantation – 3m
 OHE and PSI depots at an interval of 120km
 Tower Wagon – 8 wheeler

103. Electric Traction (contd..)
 Power Supply Installation (PSI) Parameters :
 Traction supply through Traction sub-station (TSS).
 25 Nos TSSs at regular interval of 50-60km approx.
 Length of transmission lines-250 kms
 Every TSS with two Traction transformers of
13.5/21.6MVA.
 SCADA - Traction Power Control Room at each
Divisional HQs
 59 power line crossings to be modified

104. Selection of Electric Locomotives
 Passenger and freight locos :
Passenger locos
- WAP 7, HP 6350, max. speed 160kmph – 3 phase
- Single loco is adequate for hauling the load.
Freight locos
- WAG 9, HP 6120, max speed 100 kmph – 3 phase
- For hauling 58 Box-N freight load double headed engines
- For other loads, single loco.
- In graded sections, sometimes banker loco may be required to
push the train and overcome the incident of train parting

105. Freight Locomotive, Type WAG – 9,
HP – 6120, Max. Speed – 100kMPH, 3 Phase

106. Passenger Locomotive, Type WAP – 7,
HP – 6350, Max. Speed – 160 kMPH, 3 Phase

107. Power Requirement
Power requirement – 2019-20
 Traffic projection for the year 2019-20
-No. of Freight trains -45
-No. of Passenger trains -32
-Total traction power requirement with
electrical general services at stations and
Tunnel Illumination & Ventilation-180 MW (app)

108. Selection of Wagons, Coaches
and
Shunting (Diesel)Locomotives

109. Wagons
 Rolling Stock design considerations include Axle Load,
Length of rake, Payload to Tare Ratio and Maximum
Speed
 The choice of rolling stock (freight cars) is largely driven
by the type of commodities and volume to be carried,
operational and technical requirements of the system
 Proposed rolling stock -5 car consist container wagon (A
car/B car), Covered wagon, Open gondola wagon, Tank
wagons, Bogie Tank Wagon for LPG, Bogie rail wagon
flat
 Maximum moving dimension (3250mm/4265mm)
 Kinetic envelope (3850mm/4565mm)

110. Container Wagon

111. Open Wagon
 10.1 metre long
 Cubic capacity – 57 cubic metre
 Wheel diameter – 1000 mm
 Pay load – 65 tonnes
 Height – 3450 mm
 Max speed – 100 Kmph
 Suitable for tippling
 Used for carrying coal,
iron ore, minerals etc.

112. Covered Wagon
 14.5 metre long
 Cubic capacity – 104 cubic metre
 Wheel diameter – 1000 mm
 Pay load – 65 tonnes
 Height – 4015 mm
 Max speed – 100 Kmph
 Used for carrying bagged
commodities e.g cement

113. Tank Wagon
 12.5 metre long
 Cubic capacity – 71 cubic metre
 Wheel diameter – 1000 mm
 Height – 4265 mm
 Max speed – 100 Kmph
 Used for carrying POL

114. Passenger cars
 Proven coach with long life and excellent
maintainability features shall be provided. Comfort,
aesthetics, safety and maintenance-friendliness shall
be the guiding principles
 Maximum operating speed of 160 Km/h
• Car body shall be of stainless steel, provided with
flexi-coil springs, H type tight lock centre buffer
couplers, crash worthy features and bogie mounted
disc type brakes actuated by air pressure.
• Types of coach proposed to be used are AC Upper
Class Coach, AC 2 Tier Sleeper Coach, AC Chair Car,
3 tier Sleeper Coach, Sitting ordinary coach, Sitting
cum Luggage & Brake van.

115. General Features of Passenger Vehicles
AC Coach Non AC Coach
Interior Stainless steel
shell

116. Shunting locomotives
 It is proposed to have Diesel engine type shunting
locomotives and also for emergency services in case
of breakdown, accident etc.
 Two types of diesel engines are proposed –
 Low HP locomotive designated as WDS6 on IR. It
develops 1400 HP using 6 cylinder 251D diesel
engine, DLW make. Maximum speed 60 km/h
 High HP locomotive designated as WDG2 on IR. It
develops 3100 HP using 16 cylinder, V-type 251B
diesel engine, DLW make. Maximum speed 100 km/h

117. Shunting locomotives

118. Accident Relief Train
 To keep the railway system moving, it is necessary to
plan for handling accidents and emergencies
 Relief train shall be equipped with crane, mechanical
jacks and rerailing equipment, emergency track supply,
emergency lighting equipment, traction emergency
equipment, emergency communication equipment and
medical van.
 140 t capacity Gottwald crane with A frame, being
manufactured by Jamalpur workshop of Indian Railways
is proposed

119. 140 t Crane

120. Train Operations Plan

121. The Network
 Physical features of Net work :
 Broad Gauge, Single Line,
 Electric Traction,
 Electronic Interlocking,
 Multiple Aspects Colour Light Signaling,
 Machine Operated Points,
 Points and signals operated from the central panel,
 Absolute Block System,
 Tokenless Block Working

122. Operating System
 The Absolute Block System- Main features:
 Section divided into convenient segments
 Each segment known as a „Block Section‟;
 „Block Station‟ shall have a number of lines and shall
be demarcated by a number of signals;
 Each Block Section shall have only one train in it at a
time.

123. Speed
Section Passenger Freight Operation
Operation
Maximum Maximum
Booked Booked
Permissible Permissible
Speed speed
speed speed
Mahadevpur – Bhalubang 100 90 100 90
– Mahuwa (Shivpur)
(Section-2)
Pokhra-Kathmandu 100 90 100 90
(Section-8
Tamsariya – Abukhaireini 100 90 100 90
(Section 7)
Tamsariya-Simara 100 90 100 90
(Section-4)
Rest all sections 160 145 100 90

124. Originating Freight Traffic Per Day (Both ways)
In terms of Trains
2019-20 2024-25 2029-30 2034-35
22.49 33.29 47.53 66.80

125. Wagon Turn Round
Minimum WTR 0.94 days
Maximum WTR 2.44 days
WTR less than 1 day 2 - O-Ds
WTR 1 to 2 days 110 - O-Ds
WTR more than 2 days 24 - O-Ds

126. Wagons required to be loaded
daily – Type-wise
Type of
Wagon 2019-20 2024-25 2029-30 2034-35
Container Flat 463 670 939 1302
Covered 244 349 479 639
LPG 83 139 220 335
Open 58 79 110 152
Open / Flat 56 79 107 141

127. Requirement of Different Type of
Wagons
Description 2019-20 2024-25 2029-30 2034-35
Container Flat 627 901 1250 1740
Covered 314 446 609 811
LPG 104 172 273 412
Open 80 109 151 204
Open / Flat 68 99 133 180
Tank -POL 83 146 237 380
Grand Total 1276 1873 2653 3727

128. Requirement of Locomotives
 Requirement of Electric locomotives in 2019-20: 81
 Requirement of Diesel Shunting Locomotives: 27

129. Passenger Services
 The following services have been planned to cover
the entire network.
i. Long Distance over night service
ii. Intercity service
iii. Feeder cum medium distance service

130. Type and Capacity of Coaches
S. No. Type of Coach Capacity
Seating Sleeping
1 Upper Class Sleeper Coach - AC 24 24
2 2 – Tier Sleeper Coach - AC 54 54
3 Chair Car 83 -
4 3 – Tier Sleeper Coach 80 80
5 Seating Ordinary Coach 99 -
6 SLR 40 -

131. Number of Coaches Required
Coaches required 2019 2024 2029 2034
Upper first class 26 27 30 33
AC Sleeper 60 69 77 85
AC chair car 55 59 69 69
Non AC Sleeper 129 159 192 226
Ordinary sitting car 101 112 139 139
Sitting cum luggage & brake 46 51 58 62
van
Total 417 477 565 614

132. Line Capacity Issues
 Line capacity calculations are based upon the
universally adopted Scott‟s Formula for planning
purposes.
a) Ruling Block section,
b) Ruling gradients,
c) slowest train on the section and
d) its running time for the Ruling block section,
e) 70% efficiency factor etc are the salient elements
constituting the formula

133. Transit Time of Passenger Trains
Transit time in Hrs.
Sl. No. Section
and Mts
1 Gaddhachowki-Tamsariya-Kathmandu 10.32
2 Kakarbita-Tamsariya-Kathmandu 9.53
3 Birgunj -Simara-Tamsariya-Kathmandu 5.36
4 Gaddhachowki-Tamsariya 7.05
5 Kakarbita-Tamsariya 6.18
6 Tamsariya-Pokhara 3.25
7 Kathmandu-Pokhara 3.54
8 Nepalgunj-Kohalpur-Gaddhachowki 5.59
9 Lumbini-Butwal-Kohalpur 7.21
10 Bhairahawa-Butwal-Simara-Birgunj 6.05
11 Birgunj-Simara-Bardibas-Janakpur 4.31
12 Kakarbita-Itahari-Biratnagar-Janakpur 7.52

134. Line Capacity Issues
• Calculations for both scenarios
i. without maintenance block and
ii. with maintenance block of 4 hours per day,
• These show utilisation more than 100% on
Kathmandu-Pokhara and Abukharenei-Tamsariya
section.
• Steps to increase line capacity should be taken
based on experience of first 5 years i.e. from 2019-
20 to -2024-25.

135. Maintenance and Operation
Organisation

136. Maintenance and Operation
Organisation
 Three tier organisation
 One central organisation for overall control of Railway
system – at Kathmandu-headed by DG.
 Divisions responsible for day to day management
operation of trains in their jurisdiction
 Sub-divisions, depots, sick lines -to carry out routine
maintenance of infrastructure & rolling stock
 If Mechi-Mahakali Railway constructed in first phase,
HQ of Central Organisation can be kept at Simara

137. Departments
 Infrastructure (Civil Engineering, S & T
Engineering)
 Operations (Operations, Commercial, Rolling Stock
including locomotives, Electrical Engineering
General services, Safety)
 Human Resources (Man power Management,
Health Services, Training)
 Finance
 ‘Commissioner for Railway Safety' who shall be
the watch dog of safety issues.

138. Workshops
 All Major workshops located at Simara
 Electric loco shed
 Freight wagon workshop
 Passenger car workshop
 Diesel loco shed
 Track Machine workshop

139. Divisional Structure
 Division HQ - Mugling, Kohalpur and Bardibas. Each
division headed by Divisional Railway Manager.
Divisional heads of all the branches located at the
Divisional HQ
 Sub division for infrastructure maintenance
 Pokhara, Kathmandu & Mugling under Mugling
division
 Attariya, Kohalpur & Butwal under Kohalpur division
 Simara, Bardibas & Itahari under Bardibas division
 Base units at distance of about 60 kms

140. Track Maintenance Structure
 Three tier system
 Top tier (on track heavy machines)-at HQ,
 Middle tier (Duomatic tamping machines & mobile
maintenance units)-at Sub division
 Base tiers (sectional gangs supervised by sectional
engineers)
 Monitoring of track parameters by computerised track
recording car,
 Ultrasonic testing of rails to detect cracks
 Regular inspection by supervisors and engineers –
footplate and trolley

141. Track Parameters
 Track Gauge
 Track Alignment
 Longitudinal unevenness
 Cross levels
 Twist
Tolerances very small and very regular watch required

142. S&T and OHE Maintenance
 Signalling, Telecommunication & Train control
systems maintained periodically as per OEM
technical parameters, maintenance practices.
 Maintenance leased to OEMs for specialised
equipment
 Every alternate OHE base depot provided with self
propelled vehicle named as „Tower Wagon‟

143. Electric Locomotive Maintenance
 Locomotives maintenance
 Quarterly, half yearly, nine monthly, one and half
yearly, maintenance at Electric Loco Shed, Simara.
 Intermediate OverHaul
 POH after Nine year (Passenger Locomotive) &
Twelve years (Goods Locomotive)
 For trip inspections of locomotives, four trips sheds
at terminal stations -Pokhara, Kathmandu,
Gaddachowki and Kakarvitta and one at Simara.

144. Freight Car (Wagon) Repair &
Maintenance
 Freight car (Wagon) repair & maintenance carried
out at 3 stages.
 Train yard attention and running repair,
 Depot repair (Routine Overhaul)
 Heavy repair (Periodic overhaul). In addition, repair
has also to be carried out for out-of-course failures,
accident damaged wagons etc.
 Facilities for train yard examination in the yards and
sickline at: Kakarvitta, Birganj, Bhairawaha,
Biratnagar, Pokhara, Kathmandu, Nepalgunj

145. Freight Car (Wagon) Repair &
Maintenance
 Wayside monitors for freight cars - to analyze
component conditions as the trains pass.
 Types of rolling stock defects proposed to be
monitored are Dragging Equipment, Derailment, Flat
wheel/impact, Hot bearing, Acoustic bearing, Hot
wheel, Wheel profile and Hunting and skewed truck.
 Installation of wayside monitoring equipment at:
Simra, Butwal, Mugling

146. Passenger Car (Coaches) Repair &
Maintenance
 Passenger Car (Coaches) maintenance - 3 stages:
 Train yard attention including running repair and
cleaning/washing,
 Depot repair (Intermediate Overhaul),
 Heavy repair (Periodic overhaul)
 Facilities for washing, train examination in the yards
and repairs including IOH maintenance at
Gaddachowki, Nepalgunj, Bhairawaha, Lumbini,
Tamsariya, Kathmandu, Pokhra, Birganj, Kakarvitta

147. Diesel Locomotive (Shunting)
Maintenance
 Diesel locomotive maintenance (Shunting
locomotives) schedules
 Trip inspection, monthly inspection,
 Quarterly inspection, half-yearly inspection, yearly
inspection, three yearly inspection and six yearly
schedule (POH)
 For carrying out fuelling, trip inspection and monthly
scheduled maintenance, facilities provided at
Gaddachowki, Butwal, Kakarvitta, Pokhara,
Kathmandu, Chandranigahpur, Itahari, lahan and
Tamsariya.

148. Abstract Cost Estimates

149. Abstract Cost Estimates
 Capital Cost Estimate (Fixed Infrastructure)
 Capital Cost Estimate (Rolling Stocks)
 Operation and Maintenance Cost

150. Capital Cost of Fixed Infrastructure
(Section wise)
COST (Crore of
S. No. Section Length (KM)
NPRs.)
1 Gaddachowki - Atariya –Mahadevpur 202.665 4,303.87
2 Mahdevpur - Bhaluwang - Mahuwa 139.163 9,793.56
3 Mahuwa - Butwal - Tamsariya 123.500 4,030.85
Tamsariya - Madi - Simara-
4 176.937 4,568.86
Chandarnigahapur
5 Chandranigahapur - Lahan 119.129 2,788.68
6 Lahan - Mechi 183.850 4,098.14
7 Tamsariya - Bharatpur - Abukhaireni 71.729 5,271.11
8 Pokhara - Kathmandu 187.083 28,294.39
9 Connection to Indian Border Towns 113.419 2,264.65
TOTAL 1,317.475 65,414.12

151. Section Wise Cost Break-up
Gaddachowki - Mahadevpur
Mahdevpur - Mahuwa
4%
7% Mahuwa - Tamsariya
15%
Tamsariya -Chandarnigahapur
43% 6%
7% Chandranigahapur - Lahan
6%
8% Lahan - Mechi
4%
Tamsariya - Abukhaireni
Pokhara - Kathmandu
Connection Indian Border Towns

152. Capital Cost of Fixed Infrastructure for
Various Systems
COST per Km of
COST
S. No. SYSTEM project length
(Crore of NPR)
(Crore of NPR )
1 Land & Associated Activities 2,682.29 2.04
2 Earthwork 8,213.38 6.23
3 Protection Works (Retaining Walls) 210.16 0.16
4 Blanketing 1,350.62 1.03
5 Bridges 13,463.41 10.22
Permanent Way (Track items including
6 6,271.98 4.76
ballast & P. Way Machinery)
7 Station, Buildings, Sheds, Offices etc. 696.46 0.53
8 Tunnels 19,326.59 14.67
9 Electrical Engineering Works 1,605.20 1.22
Signaling, Train Control &
10 2,114.76 1.61
Telecommunication Works
11 Maintenance Facilities for rolling stock 947.00 0.72
Preliminary Expenditure like DPR,
12 5,688.18 4.32
Detailed Engineering & Supervision etc.
13 Contingencies 2,844.09 2.16
TOTAL 65,414.12 49.65

153. System Wise Cost Break-up
9% Earthwork
12%
Bridges
Permanent Way
29% 21%
Others
Tunnels
10%
Preliminary
19% Expenditure

154. Cost of Rolling Stocks
 Cost of Rolling Stock has been calculated for 4
components
Cost of Wagons
Cost of Coaches
Cost of Shunting (Diesel) Locomotives &
accident relief crane and
Cost of Electrical Locomotives

155. Capital Cost of Rolling Stock
Cost of Rolling Stock for different
Horizon Years
S. No. Type of Rolling Stock (Crore of NPR )
2034-
2019-2020 2024-25 2029-30
35
1. Wagons 672 991 1408 1982
2. Coaches 1609 1836 2169 2355
3. Diesel Locos & Accident
505 505 505 505
Relief Crane
4. Electric Locos 2540 3418 4610 6115
Total
5326 6750 8692 10958

156. Operation and Maintenance Cost
HORIZON YEAR (NPR Crore)
S. No. Name of Activity
2019-20 2024-25 2029-30 2034-35
1 Operation & Commercial Activities
62 65 69 74
Operation & Maintenance Cost of
2
Electrical Locomotives 130 147 212 279
Maintenance Cost of Civil Engg.
3
Structures 125 154 183 213
Maintenance Cost of Signalling,
4 Train Control & Telecommunication
Works 49 59 81 81
Maintenance Cost of Electrical Engg.
5
Works 29 37 45 45
6 Maintenance Cost of Wagon
35 50 84 116
7 Maintenance Cost of Coaches
59 73 92 99
Operation & Maintenance Cost of
8
Shunting (Diesel) Locomotives 38 40 41 42
Total
527 626 807 949

157. Institutional Frame Work for
Construction and Schedule

158. Main Activities Involved
 Preparation of Detailed Project Report
 Tendering & Award for Civil Engineering Works
 Land Acquisition
 Construction of Civil Engg. Infrastructure i.e. formation,
bridges, tunnel, tracks, buildings etc.
 Tendering & Award of Overhead Electrification and
Other Electrical Works
 Execution of OHE Works
 Tendering & Award of Signalling, Telecommunication
and Train Control Works

159. Main Activities Involved (contd..)
 Execution of Signalling, Telecommunication and
Train Control Works
 Finalisation of Rolling Stock Specification &
placements of Orders
 Supply & Testing of Rolling Stock
 Preparation of Manuals, Training of Staff, etc.
 Testing, Commissioning of the Whole System

160. Construction Schedule
 Project divided into three parts for construction
planning.
 Pokhara-Kathmandu & Tamsariya-Abukhaireni
 Gaddachowki-Simara (including connection to Indian
border falling in this reach)
 Simara-Kakatvitta (including connection to Indian
border falling in this reach)

161. Construction Schedule
(Pokhara - Kathmandu & Tamsariya – Abukhairani)

162. Construction Schedule
(Gaddachowki-Simara)

163. Construction Schedule
(Simara-Kakkarbita)

164. Preparation of DPR
 Project execution in phases as:
 The requirement of funds is huge
 There is no trained manpower in Nepal for
construction of Railway line
 Prioritisation of sections
 Work of DPR to be outsourced
 Dedicated team of Engineers for overseeing DPR

165. Components of DPR
 Marking the centre line of alignment on the ground.
 Detailed Geological mapping of the tunnel portion
 Detailed hydrological investigation of the major bridges
including model analysis
 Geotechnical investigation at the location of major
bridges, tunnels, deep cuttings and high
embankments.
 Detailed design criteria for various systems and
structures.

166. Components of DPR
 Preliminary design of tunnels, bridges, track, signalling
and electrification system etc.
 Environmental Impact Assessment
 Detailed operation plan.
 Detailed Yard Plans
 Recommendations regarding specification of rolling stock
& other components.
 Detailed cost of the project.
 Recommendation regarding constitutional and legal
provision to be made.
 Recommendation regarding packaging of contracts.
 Financing arrangements of the project.

167. Institutional Arrangement for Preparation
of DPR
 Team composition
 Chief Executive Officer [A senior Civil Engineer of Govt. of Nepal]
 Finance Adviser [A Senior Finance professional]
 Railway Advisor
 Assisting professionals
 Civil Engineers – 3 Nos.
 Electrical Engineer – 1 No.
 Mechanical Engineer – 1 No.
 Electronics/Computer Engineer– 1 No.

168. General Consultants for Execution
Team composition
 Project Director
 Chief Project Managers
 Resident Engineer (Track)
 Resident Engineer (Bridges)
 Resident Engineer (Tunnels)
 Resident Engineer (Electrification)
 Resident Engineer (Signalling & Telecommunication)
 Experts for Rolling Stock
 Design experts

169. Financial and
Economical Appraisal

170. Broad Assumptions
• Base Year : 2009-10
• Construction Period : 9 years
• Start of Rail Operations : 2019-20
• Traffic Projection upto : 2034-35
• Project Life : 30 Years
• New Rail Connections with India to be in
Place by 2019-20

171. Traffic Projections - Goods
Item Unit 2019-20 2034-35
Tons Million 14.22 40.39
Ton-Km Billion 4.57 12.77
Av. Lead Km 321.5 316.2

172. Traffic Projections – Diverted Passengers
(Million)
From From From
Year Total
Air Bus Car
2019-
0.20 18.78 2.94 21.91
20
2034-
0.51 34.74 6.33 41.58
35

173. Financial Appraisal
Infrastructure Development Cost
S
Item of Cost Cost (Million NR) Contribution (%)
#
Civil
1 522148.9 79.82%
Engineering
2 Electrical 16052.0 2.45%
3 S&T 21147.6 3.23%
Maintenance
4 9470.0 1.45%
Facilities
5 Preliminary Exp. 85322.8 13.04%
6 Grand Total 654,141.0 100.00%

174. Financial Appraisal (Contd.)
Rolling Stock Cost (NPR Million)
Year Wagons Coaches Electric Diesel Total Cost
Locos Loco
2019-20 6719.7 16089.0 25401.6 5048 53258.3
2024-25 3187.9 2273.2 8780.8 0 14241.9
2029-30 4177.2 3326.6 11916.8 0 19420.6
2034-35 5740 1863.6 15052.8 0 22656.4
Total 19824.8 23552.4 61152.0 5048 109577.2

175. Financial Appraisal (Contd.)
Residual Value (NPR Million)
Item Rate of Residual Value
(NPR Million)
Residual
Value
(% Range)
Infrastructure
20%-80% 263,138.50
Development
Rolling Stock 10% - 61% 35808.61
Total 298,947.11

176. Financial – Rail Freight Charges
(NR/TKM)
Terrain
Commodity
Classification Plain+ Hilly
Plain
Heavy 2.61 2.78
Normal 2.93 3.11
Light 3.21 3.41
Liquids 4.58 4.87
Overall Average 3.21
(2019-20)

177. Financial – Rail Fare Charges
S. #
Class of Travel Fare (NR /P-KM)
1 Ordinary (Seating + Sleeper) 0.89
AC - Chair, AC 2/3-Tier
2 2.57
Sleeper
3 AC - First 9.00
4 Overall Average Fare (2019-20) 1.28

178. Financial Appraisal : Total Earnings (NPR Million)
Year Freight Passenger Others Total
2019-20 14,472.6 3,361.9 356.7 18,191.2
2024-25 21,152.0 4,421.1 511.5 26,084.6
2029-30 29,986.4 5,664.7 713.0 36,364.0
2034-35 42,012.0 6,841.4 977.1 49,830.5
2049-50 42,012.0 6,841.4 977.1 49,830.5

179. Financial Appraisal (NPR Million)
Year Expenditure Earnings Net Benefit
Capital 763,718.2 - -763,718.2
2019-20 5,274.2 18,191.2 12,917.0
2024-25 20,499.0 26084.6 5,585.6
2029-30 27,486.8 36364.0 8,877.2
2034-35 32,145.1 49830.5 17,685.3
2049-50 -289,458.3 49830.5 339,288.8
FIRR NA

180. Economic Appraisal
 Carried out “With” and “Without” the Project
Approach
 With the Project - Covers Year to Year Entire Capital
and Operation Costs by Proposed Rail services
 Without the Project- Relates to Costs involved in
Handling Estimated traffic by Alternative mode
(Road)
 Gap Between the Two Costs Brings out Net Margin
to the Economy Due to the Project.

181. Economic Appraisal (Contd.)
 With The Project : (On Rail Services)
Direct Costs: Construction, Rolling Stock,
Operation & Maintenance, Road VOC-
Feeder services, Transshipment & Inventory
 Without the Project : (On Road Movement)
Direct Costs: Road Augmentation, Highway,
Road VOC, Transshipment & Inventory.
 Indirect Costs for Both : Environment &
Accident

182. Economic Appraisal (NR Million)
Year With Project Without Project Net Benefit
Capital 648,865.3 46,095.0 -602,770.3
2019-20 11,351.1 30,130.2 18,779.2
2024-25 28,028.5 42,894.1 14,865.6
2029-30 37,901.8 59,406.9 21,505.1
2034-35 46,710.0 80,713.5 34,003.5
2049-50 -249,165.2 62,275.5 311,440.7
EIRR 4.45%

183. Sensitivity Analysis - Financial
S# Sensitivity Criteria FIRR
1 Base Case NA
With 10% Financial Support in
2 NA
Capital Cost
With 20% Financial Support in
3 NA
Capital Cost
With 30% Financial Support in
4 NA
Capital Cost
With 40% Financial Support in
5 4.48%
Capital Cost
With 50% Financial Support in
6 5.38%
Capital Cost

184. Sensitivity Analysis - Economic
S# Sensitivity Criteria EIRR
1 Base Case 4.45%
With 10% Financial Support in
2 5.06%
Capital Cost
With 20% Financial Support in Capital
3 5.77%
Cost
With 30% Financial Support in Capital
4 6.62%
Cost
With 40% Financial Support in Capital
5 7.65%
Cost
With 50% Financial Support in Capital
6 8.97%
Cost

185. Conclusions
•Project feasible on ERR basis
•Further, additional advantages
• Induced Traffic
• Trans Asian Railways (TAR) : Southern
Corridor (Europe to Southeast Asia)
• Nepal is a Member
• No Rail System
• Services Can Directly be Extended to Nepal
With the Proposed Rail Links.
• India and China for Transiting Traffic
• Carbon Credit

186. Recommendations
• Project Should Not be Assessed in Isolation.
• Project is of International Importance, Financial
Support/Contribution From Other Benefiting
Economies may be Drawn
• With 50% capital support - 5.38% FIRR on
Balance Investment
• Further Increase due to additional advantages
not Quantified in the study

187. Thanks

188. Previous Studies
Development of East-West Electric Railway in Nepal:
Pre-feasibility Study concluded by Promotion of Renewable Energy,
Energy Efficiency and Greenhouse Gas Abatement (PREGA) in May-
2006.
•Length : 1027 km, Single Track, Broad Gauge (1.676m)
•Station inter-distance : 50 KM (19 Stations)
•Land : To be located in the land available with Mahendra Rajmarg
•Phases of construction : 3
Phase I - from Kakkrbita to Narayangadh (473km)
Phase II – from Narayangadh to Kohalpur (351km)
Phase III- from Kahalpur to Gaddachowki (203km)
•Total cost of System : US $ 2.07 billion (about US $ 20 lakhs per km)
•Fare: Passenger NRs 0.9 per passenger-km, Freight NRs 5 per ton
km
•FIRR : 6.9% over a period of 27 (including 6 years of construction)
•EIRR : 10.62% without carbon credits

189. Previous Studies
Kathmandu-Birgunj Electrified Railway Project:
Report concluded by M/s Benchmark, Nepal in February 2007
•Length : 160 km, Single Track, Broad Gauge (1.676m)
•Stations : 13
•Designed Speed : 100km/h (Max degree of curvature 4-deg)
•Ruling Gradient : 1 in 100
•Number of Tunnels : 53 (length 46km)
•Construction Period : 5 years
•Total cost of System : NPR 2320 Crores without land (about NRs 14.5 crore
per km)
•Project IRR : 10.56% (Diesel)
•Project IRR : 8.69% ( Electrical)
Above data is based on review of report and technical report on the
project is not available

192. Comparison Bharatpur-Mugling and
Simara-Kathmandu
Bharatpur-
Item Simara-Kathmandu
Mugling
Length of alignment 30km 130km
Level Difference
50m 1180m
between end points
Length of tunnels 20km 70km
Multiple thrusts zone
including plenty of
Faults, Crossing high
Geology of the area Sensitive grade metamorphic
rocks of Lesser
Himalaya for greater
length