Delhi, the National Capital Territory (NCT), is a hub of economic and administrative activity, characterized by a blend of historical and modern infrastructure. The city’s economy is driven by sectors such as finance, trade, information technology, public administration, and social services. Its extensive transport network, including highways, railways, and metro systems, supports efficient mobility for the population, facilitating daily commuting across the region.
Panipat, located 95 km north of Delhi in Haryana, is a key industrial city renowned for its global prominence in textile recycling and production, earning it the title ‘City of Weavers.’ With a strong historical and industrial foundation, Panipat’s economic growth is driven by both tourism, centred on its historical landmarks and museums, and a thriving industrial sector that attracts skilled labour and business professionals. This industrial activity has contributed to the city’s rapid economic development.
RRTS Project: A Way To Connect the States
RRTS is a semi-high-speed transit system that connects multiple states through a systematic rail network. It is well-known for its better commuter service, safety, shorter travel time, high speed, and high frequency. The RRTS technology makes it possible to cover about 100 kms in around 40-45 minutes. The project offers a high-quality network while catering to the needs of the people.
Overview of Delhi-Panipat RRTS
The Delhi-Panipat RRTS project is one of the three priority corridors of India’s RRTS projects. Moving towards the northwest side of Delhi, the Delh-Panipat RRTS corridor connects Sonepat, Gannaur, and Samalkha on the route.
| Line’s Total Length | 103 km |
| Estimated Cost of the Project | Rs. 21,627 crore |
| Deadline | Yet to be Announced |
| Estimated Daily Ridership | 7.79 lakh passengers/day (2031) |
| Fare Details | NCRTC has planned to use recent technologies, QR codes, and Near Field Communication (NFC) phones to utilise the system to utilise the Automatic Fare Collection (AFC) system. These trains will have one or more business class coaches with separate rules and fare collection criteria. |
| Detailed Project Report (DPR) of the Delhi-Panipat RRTS | Delhi Integrated Multi-Modal Transit Systems (DIMTS) has been awarded the workfor developing DPR for the proposed RRTS corridor by NCRPB. |
The route will start from Sarai Kale Khan, connect with Kashmiri Gate ISBT, and then go north on National Highway (NH) 44, passing through the Sonipat, Gannaur, and Samalakha before arriving in Panipat.
Key Specifications of Delhi-Panipat RRTS
| Speed | Design Speed: 180 km/h |
| Operational Speed: 160 km/h | |
| Average Speed: 100 km/h | |
| Track Gauge | Standard Gauge – 1435 mm |
| Rolling Stock | Aerodynamic, 3.2 m wide x 22 m long, stainless steel/aluminium body |
| Signalling | European Train Control System (ETCS) Level 2 of ERTMS |
| Traction | 1 x 25 KV AC overhead catenary (OHE) |
| Seating Arrangement | Transverse |
| Classes | Economy and Business (1 coach per train) |
Route Details of Delhi-Panipat RRTS
| Status | Proposed | Operational: 0 km | |
| Under Construction: 0 km | |||
| Proposed: 103 + 25 km | |||
| Depots | Gannaur & Panipat IOCL Terminal | ||
| Stations | 17 | Nizamuddin/Sarai Kale Khan, Indraprastha, Kashmere Gate, Burari Crossing, Mukarba Chowk, Alipur, Kundli, KMP Expressway Interchange, Rajeev Gandhi Education City (RGEU), Murthal, Barhi, Gannaur, Samalkha, Panipat South, Panipat North, Panipat Depot and IOCL Panipat | |
| 3 (extension to Karnal) | Gharunda, Madhuban and Karnal | ||
Delhi-Panipat RRTS Timeline
| 2017 | 19 July | The National Highways Authority of India (NHAI) granted in-principle approval for the Delhi-Panipat RRTS corridor. |
| 2020 | 13 March | The Detailed Project Report (DPR) for the corridor was approved by the NCR Transport Corporation (NCRTC) Board. |
| 2020 | March | The process to identify Station land for an extension to Karnal begins (3 more stations). |
| 23 December | The Government of Haryana officially approved the DPR for the Delhi-Panipat RRTS corridor. | |
2021 | 18 August | The DPR was submitted to the Central Government for further approval. |
2023 | 17 December 31 December | Delhi government expressed its willingness to grant in-principle/administrative approval for the Delhi-Panipat RRTS project, provided the Centre met its share of contribution. Delhi government releases 50 crores as initial fund for Delhi-Panipat RRTS. |
| 2024 | 21 October | On the completion of Namo Bharat’s first year of operations, Minister of Housing and Urban Affairs, Manohar Lal, made a big announcement regarding the Delhi-Panipat RRTS corridor. He stated, “We still have some formalities to complete, which will be finalized within a month. Following that, the tendering process will begin, and the corridor is set to be commissioned next year.” |
Inter-Connectivity of Delhi-Panipat RRTS
The Delhi-Panipat RRTS system will connect with 3 multi-modal transports.
- Haryana Orbital Rail Corridor near Kundli.
- The National Highway 44 (NH44) track will mostly run along NH44.
- Western Peripheral Expressway interchange near Sonipat.
Benefits of Delhi-Panipat RRTS
- Boost in Real Estate
The Delhi NCR region outlying the suburbs will give rise to the real estate business along the route. Property prices in these regions will raise the infrastructure development, education institutions, healthcare facilities, shopping centres, banks, and commercial hubs.
- Economic Development
The opening of this RRTS corridor is expected to increase the share of public transportation by 37% to 63%. The high-speed connectivity in the regions would promote economic development, providing benefits to a huge number of people in the regions.
- Job Access
By improving access to major employment hubs, healthcare facilities, and educational institutions, the RRTS will enhance opportunities for residents in both urban and rural areas along the corridor.
- High-Speed Travel
The RRTS will reduce travel time between Delhi and Panipat to approximately 65 minutes, compared to current travel times that can exceed two hours by road.
- Urban Planning
The RRTS aligns with broader urban planning goals for sustainable development in the NCR, promoting balanced growth across regions by connecting smaller towns like Kundli, Gannaur, and Samalkha with major urban centres.
- Integration
The corridor will connect with existing transport networks, including the Delhi Metro and national highways, facilitating easy transfers and enhancing overall accessibility.
Challenges Faced by Delhi-Panipat RRTS
- Delays in Approvals: The project has experienced delays in obtaining necessary approvals from various government bodies, particularly from the Delhi government regarding financial commitments.
- Land Acquisition Issues: Acquiring land for station construction and other infrastructure components can be a complex process, which might involve negotiations with multiple stakeholders and potential legal disputes. Delays in land acquisition can stall project timelines.
- Financial Constraints: The major roadblock for Delhi-Panipat RRTS is funding. The project’s estimated cost is around ₹21,627 crores, and securing adequate funding from both state and central governments is crucial. Any shortfall in financial commitments can lead to project delays or scaling back of planned features.
Metro Rail Policy 2017
On August 16, 2017, the Union Cabinet, chaired by Prime Minister Shri Narendra Modi, introduced Metro Rail Policy 2017. The policy was introduced to address the rising metro rail aspirations of cities in large numbers. It opened the door for private investments to meet the enormous resource demand for capital-intensive, high-capacity metro projects.
- Last-Mile Connectivity
The Metro Rail Policy 2017 seeks to address the absence of last-mile connectivity. The new policy aims to ensure a five-kilometre catchment area on either side of the metro stations. It requires states to provide feeder services, non-motorized transportation infrastructure such as walking and cycling pathways, and the introduction of para-transport facilities. The plans and investments for such feeder services should be disclosed in the reports for the states proposing new metro projects.
- Low-Cost Mass Transit Mode
The Metro Rail Policy 2017 demands an Alternate Analysis involving the evaluation of other mass transit options like Bus Rapid Transit System (BRTS), Light Rail Transit, Tramways, Metro Rail, and Regional Rail in terms of demand, capacity, cost, and ease of implementation to ensure that the least expensive mass transit mode is chosen for public transportation.
- Requirement of Public-Private Partnership
The policy made it compulsory to include a public-private partnership (PPP) component to ensure the efficient utilisation of private resources, expertise, and entrepreneurship. This has been done to ensure central assistance in developing new metro projects. This has also opened significant opportunities for private investors in this sector.
- Rigorous Assessment
The new metro rail policy proposed the introduction of third-party assessments to carry out rigorous and detailed assessments of the metro projects. It would include agencies identified by the government, such as the Institute of Urban Transport and other such Centres of Excellence.
To note the metro projects’ social, economic, and environmental gains, there is a shift from the present ‘Financial Internal Rate of Return of 8%’ to ‘Economic Internal Rate of Return of 14%’ for approving metro projects.
- Mandate to Transit-Oriented Development
The new policy requires Transit Oriented Development (TOD) to promote compact and dense urban development along metro corridors. TOD reduces travel distances and enables efficient land use in urban areas. The urban mass transit projects should be viewed less as urban transport projects and more as urban transformation initiatives.
By collecting a portion of increases in asset values through the “Betterment Levy”, the policy demands the states implement creative mechanisms such as value-capture funding tools to raise funds for funding metro projects. For metro developments, states must also issue corporate bonds to facilitate low-cost debt finance.
A variety of private sector involvement options are included in the policy for O&M of metro services. These include:
- Cost Plus Fee Contract
For the O&M of the system, the private operator is paid monthly or annually. Depending on the quality of the service, this can include fixed and variable components. The owner bears the operational and revenue risks.
- Gross Cost Contract
The private operator is paid a fixed sum for the duration of the contract. The operator bears the O&M risk, while the owner bears the revenue risk.
- Net Cost Contract
The operator collects the complete revenue generated for the services provided. The owner may agree to compensate if revenue generation is below the O&M cost.
Conclusion
The Delhi-Panipat RRTS project represents a step forward in regional connectivity and urban development. This initiative promises to enhance commuter efficiency, stimulate economic growth, and boost real estate values along its corridor by linking Delhi with Panipat through a semi-high-speed rail system.
The project aligns with the Metro Rail Policy 2017, emphasising public-private partnerships, last-mile connectivity, and transit-oriented development. Despite some delays and financial hurdles, the anticipated benefits of the RRTS in terms of reduced travel time and improved transportation infrastructure are poised to transform the region’s mobility landscape and drive sustainable growth.
