Whalesbook
Tunnel Boring Shuru, Lekin Budget Ka Scene Kya Hai?
Mumbai-Ahmedabad High-Speed Rail ka sabse challenging underground section banane wale Tunnel Boring Machines (TBMs) ki assembly finally start ho gayi hai. Latest German machines se kaam shuru hone par thoda progress dikh raha hai, lekin project ke badhte kharche aur lambi delays ki chinta aur bhi badh gayi hai.
TBM Assembly Chalu Hai
National High Speed Rail Corporation Limited (NHSRCL) ne Bandra Kurla Complex (BKC) aur Shilphata ko jodnewali 21-kilometer ki underground tunnel ke liye do bade TBMs ki assembly shuru kar di hai. Yeh corridor ka sabse technical tareeke se mushkil hissa hai, jisme bheed-bhaad wale ilakon ke neeche aur 7-kilometer Thane Creek ke andar se khodai karni padegi. Har TBM ko assemble karne mein kam se kam 97 din lagenge.
Kharche Badhe Aur Deriyan Bhi,
Jo project pehle 2023-24 tak poora hona tha, uska estimated kharcha 83% badh kar ₹1.1 lakh crore se ₹1.98 lakh crore ho gaya hai. Iske peeche main reasons hain zameen milne mein hui delays aur material ke badhte daam. Maharashtra mein zameen milne mein project ko hamesha se dikkat aayi hai. Worldwide supply chain problems, jisme West Asia ke events ne aur aag lagai hai, uski wajah se bitumen, steel, aur fuel jaisi cheezein 15-25% mehngi ho gayi hain. Herrenknecht jaise advanced TBMs zaroori toh hain, lekin inhe laana aur assemble karna bhi mushkil hai. Pichli baar bhi TBMs ki delivery mein deri hui thi, kuch toh China ke customs mein atak gaye the, jo dikhata hai ki supply chain kaise Indian projects ko affect kar sakti hai. Vaise bhi, bade Indian infrastructure projects mein 20% se zyada cost overrun aur kaafi deriyaan aana aam baat hai, jisme zameen ki studies kharab hona, contracting mein issues, aur permissions milne mein problems shamil hain.
Risks Toh Hai Boss!
Mumbai-Ahmedabad High-Speed Rail ke underground section ki complexity ki wajah se bade kharche badhne aur deriyaan hone ka bada risk hai. TBM assembly toh sirf pehla step hai, asli khodai toh ab hogi. Zameen aur mitti ki conditions ki studies kharab hona Indian tunneling projects mein common hai, jisse delays aur cost overruns hote hain. Project mein safety issues bhi dekhi gayi hain, jaise Gujarat ke Anand mein ek structure gira, jisme 3 workers ki jaan gayi thi. NHSRCL aur IIT ke experts iski jaanch kar rahe hain. Kuch log project ki long-term financial health par bhi sawal utha rahe hain, unka debt aur operating kharche badh rahe hain. China ne apna high-speed rail network toh bada kar liya hai, lekin unka experience bhi debt trap aur economic sense se zyada bade sapno ko pehle rakhne ka risk dikhata hai, jahan bahut se routes nuksaan mein chal rahe hain. NHSRCL ka FY25 mein revenue sirf ₹117 crore tha, jabki authorized capital ₹20,000 crore aur paid-up capital ₹15,006 crore hai, jo dikhata hai ki funding ki kitni zaroorat hai.
Naye Timelines Aur Future Predictions
Ab TBM assembly shuru ho gayi hai, lekin poora 508 km corridor 2029 ke end tak khulne ki ummeed hai. Pehla section, Surat aur Bilimora ke beech, 15 August 2027 ko plan kiya gaya hai. Lekin, bade engineering challenges, badhte kharche, aur pata nahi kaunsi zameen ki problems ki wajah se BKC-Shilphata section ke dates phir se badal sakte hain. Project ki success is baat par depend karegi ki woh apne estimated ₹2 lakh crore ke kharche ko manage kar paaye aur naye schedules ko poora kar paaye.