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Delhi Metro | DMRC to lease green line trains to beat rush

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Make in India metro coaches

New Delhi: In a first, Delhi Metro Rail Corporation (DMRC) will be leasing trains to cater to the growing rush of passengers.

 Delhi Metro caters to 28 lakh passengers daily and the numbers are only growing.
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To meet the rush and run trains at increased frequency — particularly during peak hours — DMRC needs more trains. Till date, DMRC had only purchased trains — a time-consuming process that also needs substantial investment.
The corporation is now exploring the possibility of taking trains on lease instead of purchasing them and the Inderlok-Mundka (line 5) corridor will be the first section where the leased trains will be deployed. DMRC is looking for companies that are capable of supplying trains and, if this new plan works, it will take more trains on lease for its other corridors. The leasing firm will also have to maintain the trains. DMRC will pay rental charges (on per hour basis) depending on the trains’ availability.

At first DMRC will take on lease 150 coaches, which will be converted into 25 six-coach train sets. At present, DMRC has deployed 23 trains on this corridor, out of which one is a six-coach train and the rest are all four-coach trains. The present rolling stock on this corridor was procured from Bombardier and the firm that will provide trains on lease will have to follow the same specifications in the train as the existing ones.

“We are exploring this option and will further extend it to other corridors only if it proves to be financially viable,” said a DMRC spokesperson.
Source: TNN
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Exclusive Interview with Smt. Sonal Goel, CEO Faridabad Smart City Ltd.

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Sonal Goel Municipal Commissionor Faridabad and CEO Faridabad Smart City Limited

Apart from being the largest city and largest corporation in Haryana, Faridabad also contributes to the development of economy in the entire National Capital Region (NCR), says Sonal Goel, Commissioner, Faridabad Municipal Corporation and CEO, Faridabad Smart City Limited.

What initiatives are being adopted by Faridabad Municipal Corporation for the Smart City project?

Faridabad has been selected in the second round of the Smart Cities Mission. We have engaged a Project Management Consultant (PMC) through an international competitive bidding to design, develop and implement smart city projects. Based on the Area Based Development (ABD) and pan-city components, Faridabad was able to get into the Smart Cities’ list. The Union Ministry of Urban Development has sanctioned a total outlay of Rs 2,600 crore that includes Rs 2,100 crore for ABD and Rs 470 crore for pan- city development mission.

“We carry door-todoor collection of garbage. Recently, the Government of Haryana has floated a tender to MoU for integrated Solid Waste Management System.”

Under ABD, urbnaisation, redevelopment and rejuvenation have been the major focus areas whereas in the pan-city components, it is mainly IT-based solutions and Solid Waste Management.

With the vision of transforming Faridabad to a cleaner and greener city by introducing smarter ways of living, Faridabad Smart City Limited (FSCL) has started several measures to implement the projects as identified in the Smart Cities challenge proposal.

Here, I express my thanks for the support and guidance of our visionary leader and Hon’ble Chief Minister of Haryana Shri Manohar Lal Khattar. I also thank Union Ministry of Urban Development and State Government of Haryana for extending their support.

So what is your next plan of action?

Faridabad has initiated several measures to implement smart city proposal in a planned and phased- manner. A blueprint for implementation of various projects has been prepared. FSCL envisages investing Rs 648 crore by 2017-18 in almost 10 sub-programmes. Some of the major development projects that will be implemented include smart road, smart e-toilet, open air gym, rainwater harvesting, generating 15 KW power from solar energy, integrated command and control centre etc.We have also adopted some long term measures that include rejuvenation of Badkhal Lake and Lakefront Development, Barhai Talab etc.

We have also planned several initiatives using IT solutions. At pan-city level, it is proposed to develop smart traffic and transit management system with an effective IT system, using latest technology such as SCADA system for leak management of water supply, automated online water quality monitoring system, provision of smart toilets and smart solid waste management, wi-fi, underground cabling, solar rooftops and LED street lighting etc.

What distinguishes Faridabad from other cities across India?

Faridabad is the largest city and largest corporation in Haryana. Known for its industry, it also contributes to the development of economy in the entire NCR region. If we talk about connectivity, construction of Badarpur flyover, and extension of Delhi Metro up to Ballavgar is significant. With this, a synergy has been evolved for industrial development. Metro connectivity from Mujasser to Central Secretariat has also given a facelift to the city. I believe, Faridabad is a potential city which was first selected as a Smart City by the Government of Haryana.

Our proposals like creating a multi-model hub and linking different modes of transportation including railways, metro rail and highways will make Faridabad very different and special from other cities.

How do you perceive Digital India and cashless economy?

After the Government of India and Government of Haryana mandate, the Faridabad Municipal Corporation is also trying to implement many initiatives. We have started online payment of taxes, setting up of ward level offices. We have made available a toll-free number. There is an emphasis for a proper citizen grievance redressal system. We have already signed a Memorandum of Understanding with the National Institute of Urban Affairs for setting up innovation Hub for ‘Urban WASH’ solutions in Faridabad. We are also starting a mobile application that integrates all the city services, providing more availability to citizens.

What initiatives have you undertaken for Swachch Bharat Mission?

With the help of Janagrah (an NGO) we have created a Swachchta app. Being the largest city in Haryana, more than 700 metric of garbage is generated everyday in Faridabad. At present, the city is lacking an integrated solid waste management system, though we have a partly functional site at Bhandwari, where garbage of the city is being transported.

We also carry door-to-door garbage collection. Recently, the Government of Haryana floated a tender to MoU for integrated Solid Waste Management system. In the recently held Swachchta Survekshan 2017, initiated by the Government of India, Faridabad has been selected as the fastest moving city at the national level in terms of ranking in the Swachchta survey. Through the guidance and support of our visionary chief minister, contributions made by citizens, political leaders of the city as well as the State government, we were able to achieve this.

What challenges do you face while implementing Smart City projects?

Faridabad has a major challenge to revive the Badkhal lake. In Faridabad, a city with more than 15 lakh population, we have a major issue of encroachment. The most significant challenge, I think, not only for Faridabad but for all cities across India, is of funding. Arranging Rs 1,600 crore for implementation of projects on PPP basis and land monetisation is a major challenge for us. Our Corporation is not a surplus organization. But of course we are trying to overcome these challenges.

Source: ENN

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Metro Rail News Magazine July 2017 Edition Published

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Metro Rail News Magazine July 2017 Edition

Dear Metro Rail News Readers,

We are please to inform you that Symbroj Media has published Metro Rail News Magazine July 2017 Edition.

Metro Rail News Magazine July 2017 Edition
                                                                      Metro Rail News Magazine July 2017 Edition

Highlights of this Edition:

  • News Highlights of the Month
  • Corporate Updates
  • India’s smart cities will need smart public transport
  • Urban underground space solving the problem of today’s cities
  • Delhi Metro to run new generation UTO trains in Phase-III corridors
  • Need of Mass Rapid Transit System in Jammu & Kashmir State
  • Interview with Dr. Brijesh Dixit, MD, Maha Metro Rail Corporation
  • Interview with Yuoh Jit Shiong, Sr. Manager (Design), MRTC Malaysia
  • PM Modi dreams Bullet Train, but India need high speed upgrade
  • Live Tender Notices
  • Upcoming Events on MRTS development in India & World

 

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Mumbai Metro | DN Nagar-Mandale Metro-2B corridor work hits a roadblock

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Mumbai: Seven months after floating bids for construction of DN Nagar-Mandale Metro-2B corridor, the Mumbai Metropolitan Region Development Authority (MMRDA) has hit a roadblock with the corridor still lacking a crucial nod from the Airport Authority of India (AAI).

The elevated Metro corridor will run parallel to funnel zone of the Juhu aerodrome. Due to this, the height of the elevated Metro-2B will have to alter as the Juhu aerodrome consists of an emergency runway. It is also one of the busiest heliports in the country.

According to MMRDA officials, it is the AAI nod that will be crucial for commencing civil construction work on Metro-2B corridor. Funnel zone is an area where there are height restrictions and where construction of more than four storeys is not permitted. The restrictions are imposed due to two reasons. First, the area is in the funnel of the runway and periphery of the airport for takeoff and landing of aircraft. Second, to ensure that radar signals are not distributed.

“We are following up with the AAI and we expect to get a no-objection certificate (NOC) from them soon. The height of the elevated Metro will be less as compared to the height of Metro beams on the rest of the alignment,” UPS Madan, metropolitan commissioner, MMRDA told Media.

Apart from the AAI nod, the construction of the Metro-2B will also have a couple of railway passes and the same will be done by constructing a rail overbridge (ROB). MMRDA has also approached the Railway for getting several clearances in the same regards.
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The MMRDA anticipates to begin work on both these corridors by year end and commission both by 2021.

Source: DNA

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Light Metro | Bengaluru’s Light Rail Transit project scrapped 10 years after proposal

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Bengaluru: A decade after it was first proposed, the state government has decided to scrap the Light Rail Transit (LRT) project.

The proposed JP Nagar to Hebbal light rail corridor, a 31.3-km stretch on the outer ring road, could now become part of the Namma Metro Phase 3, which is currently on the drawing board.

Chief Minister Siddaramaiah ordered shelving the LRT project during a recent review meeting of infrastructure projects, according to a senior official in the Chief Minister’s Office.

“There is little difference between Metro rail and light rail. Also, the LRT does not fit the scheme of things because we want to have a standardised Metro rail network along the outer ring road,” the official told to Media, requesting anonymity.

While shedding the decade-old baggage, Siddaramaiah also ordered the Bangalore Airport Rail Link Ltd (BARL) — a special purpose vehicle that designed the LRT project — to wind up.
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The LRT project has been handed over to the Bangalore Metro Rail Corporation, a BARL official said.

The LRT figured in the 2007 Comprehensive Traffic and Transportation Plan for Bengaluru. The project was formalised in 2010, when it was estimated to cost Rs 5,600 crore. The latest estimate stands at Rs 10,875 crore.

The JP Nagar-Hebbal light rail corridor was to pass through Bannerghatta Road, Kanakapura Road, Mysuru Road, eastern boundary of the Jnanabharathi campus, Dr Ambedkar Institute of Technology, Magadi Road, Peenya Industrial Area, BEL Circle and Lottegollahalli.

The project got a fresh lease of life when the chief minister announced it in his 2016-17 budget. Subsequently, the Cabinet approved innovative fundraising for the project.

Now, however, authorities say the LRT is out of place because Metro Phase 2A will connect Silk Board and KR Puram (with a possible extension till Hebbal) and Metro Phase 2B will connect Nagawara and the airport. “The LRT does not have the same gauge, signalling and locomotive as the Metro. Why should we have the LRT when we can connect Hebbal and JP Nagar on the outer ring road with a Metro? This is our thinking,” the official said.

Mobility expert Pawan Mulukutla hailed the decision to scrap the LRT project. “We haven’t seen any successful implementation of the LRT anywhere in India. Even the Mumbai Monorail is facing issues. Buses and Metro are the best transport options for Bengaluru,” he said.

Source: Deccan Herald

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Real estate to gain up to Rs 90,000 crore from Metro rail projects: ICRA

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New Delhi: The construction sector in the country is expected to witness a boost in its order book due to the strong traction seen in the Metro rail sector, according to rating agency ICRA.
The rating agency expects orders from the Metro rail sector to help boost the order book of the construction industry by Rs 75,000 to Rs 90,000 crore over the next three to five years. “The overall cost of expansion of operational and under-implementation Metro projects is over Rs 2.5 lakh crore. This would support the order books of construction contractors.Further, Metro Rail projects (MRP) worth another Rs 2 lakh crore are at various stages of approval and are likely to come up for bidding within the next five years,” ICRA said in its note.
 “Roads and urban infrastructure, including Metro Rails are two key segments that have witnessed robust order inflows for the construction companies. Further, with a sizeable pipeline of projects in these segments, the sector is expected to have sufficient order inflows and companies with a strong track record and a healthy balance sheet are expected to exhibit strong growth, going forward, “said K Ravichandran, Senior Vice-President and Group-Head, Corporate Ratings, ICRA.
Among the companies that are likely to benefit for the fresh flow of orders are ITD Cementation, L&T, Afcons, NCC, and IL&FS Group. All these firms have an exposure to the Metro rail sector.
According to the ratings agency, development of the Metro Rail is being planned in over 30 Indian cities. Currently, the Metro rail network is operational or partly operational in nine cities. Another five cities have under-implementation Metro projects. In addition to the extension of the MRN in these cities, a new Metro rail network is to be developed in another 15-20 cities.
ICRA also pointed out that private public partnerships (PPPs) in the Metro rail sector has been limited so far.
“The PPP participation in Metro rail projects has been limited so far. In order to encourage PPPs, adequate risk allocation would be required in the form of concession agreements, availability of the low-cost debt funding, and the presence of a robust dispute resolution mechanism,” said Shubham Jain, Vice-President and Sector-Head, Corporate Ratings, ICRA.
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Metro rail networks are rapidly spreading across India

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Kochi: An aerial view of the 2nd trial run of Kochi Metro Rail from Muttom yard to Edapally along the Viaduct on the elevated track in Kochi

New Delhi: The metro rail network in the country is increasing with the mass rapid transit system emerging as one of the best solutions for urban transportation. Even as eight metro rail networks covering a length of 370 km are operational in the country, over two dozen more projects are lined up.

Out of the two dozen projects, around 15 are lined up with the urban development ministry. The cities that have lined up their plans include Pune, Nagpur, Ahmedabad, Chennai, Vijayawada, Kozhikode, Indore, Bhopal, Patna, Guwahati, Kanpur and Varanasi.

A senior urban ministry official, on the condition of anonymity, said, “Success of Delhi-NCR metro brought enthusiasm in the state governments and they want to replicate the same in the cities with population of over 1 million. We are getting a lot of proposals and many of the state governments are also looking at public-private partnership (PPP) since urban transportation is a state subject.” He added that Central assistance is given only to projects which are feasible.

In the last three years, from 2014-2017, the urban development ministry sanctioned Rs30,653.78 crore, out of which only Rs12,345.33 crore was released to various metro rail companies in the country. Similarly, in the current fiscal year, the ministry allocated around Rs17,960 crore for metro rail companies and till the first quarter ending June only Rs4,650 crore was spent. The figures are for Uttar Pradesh, Maharashtra, Gujarat, Rajasthan, Tamil Nadu, Kerala, Karnataka, Maharashtra and Delhi-NCR region.

However, officials from states like Punjab and Madhya Pradesh, which are yet to get approval for the first metro projects in their states, said that there has been a huge delay from the Centre for their projects. Some of these states are ready for the PPP route too.

A senior Punjab government official, who didn’t want to be identified, said, “We have submitted two metro proposals for Amritsar and Ludhiana, both high-density areas where such a mass rapid transit system would be a success. However, none of them has been approved. We will see for some more time and are also open to PPP route for development of metro system.
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Metro rail projects are capital intensive and are generally undertaken through financial support of both the central and state governments in the form of equity and grants. The remaining funds are raised through multilateral agencies like Japan International Cooperation Agency (JICA) and European Investment Bank (EIB).

The urban development ministry official said, “States should learn to be open to use their own resources and reduce dependence on centre. In the recent months we have simplified provisions for state public sector undertakings to directly tap bilateral agencies for resources for infra development in their states.” He added that the new fund-raising route will allow for direct borrowing from official development assistance partners in countries like Japan, the US and Germany.

Interestingly, PPP for metro projects has been limited to five in India. Out of these five, one project (Mumbai Metro Phase 2) was terminated before it started, while another (Delhi Airport Line) was terminated after becoming operational. Currently, there are three operational PPP-based metro projects (one in Mumbai, and two in Gurugram) while one project is under implementation (Hyderabad Metro).

Shubham Jain, vice-president and sector head for corporate ratings agency ICRA, said, “The PPP participation in metro rail projects has been limited thus far, to encourage PPP would require adequate risk allocation in the concession agreements, availability of low cost debt funding, and the presence of a robust dispute resolution mechanism.”

ICRA in its report has estimated that in the next five years, metro rail projects worth Rs2 trillion are likely to come up for bidding.

Source: Live Mint

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Rail firms eyes on business opportunities in Tier-II cities metro projects

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New Delhi: As mass rapid transportation penetrates cities like Kochi, Jaipur and Lucknow, it throws open opportunities for companies like Alstom, Bombardier and Hyundai Rotem. Contracts for rolling stock, signalling and electric systems have helped these companies put up manufacturing units, too.

Now, the blue print for metro services in two cities in Madhya Pradesh — Indore and Bhopal — is also ready. In all, the government has identified nearly 50 Tier-II cities and towns for modern metro systems, herein, lies the next big wave of business for the companies.

The Indore metro project is expected to come up at a cost of Rs 7,522.63 crore, including financial cooperation from Asian Development Bank (ADB) and New Development Bank (NDB).

The expected expenditure in metro rail for India over the next three-five years is about Rs 2.3 lakh crore. Currently, 350 kilometres of route network is under operation. A critical mass has already been achieved and this is only expected to increase significantly in the coming years.

Rail coaches, rolling stock, signalling and other electrical components contribute close to 50-60 per cent of a metro project, hence, this offers a significant opportunity for the suppliers of these equipment, Jagannarayan Padmanabhan, practice leader and director, transport and logistics, CRISIL Infrastructure Advisory, said.

One of the recently unveiled metro services is the Kochi Metro that was inaugurated by Prime Minister Narendra Modi in June. The estimated cost of the metro project is Rs 5,181.79 crore, the total length of the rail line is 25.612 km with 22 stations.

Alstom is undertaking signalling, telecom and electrification solution for the Kochi Metro line. The company’s scope includes design, manufacture, supply, installation, testing and commissioning of Radio communication-based train control (CBTC) signalling solution and supply of onboard equipment for 25 trains. It would provide an integrated telecom solution comprising of radio, master clock, CCTV, passenger information display system, passenger announcement system and Giga bit network.

In a recent report, Icra said that the metro rail sector has seen strong traction in the last couple of years and is expected to provide sizeable opportunities for construction companies over the next three to five years due to a strong pipeline of projects which are in the approval and planning stage.

The Central government encourages cities with above 2 million in population to develop mass transit systems Bombardier is pursuing various metro projects such as Delhi Metro, Bengaluru Metro Phase II, Mumbai Metro Phase III, Vizag Metro and light rail for cities of Kerala.

“Roads and urban infrastructure, including metro rails are two key segments which have witnessed robust order inflows for the construction companies. Further, with a sizeable pipeline of projects in these segments, the construction sector is expected to have sufficient order inflows and companies with strong track record and healthy balance sheet are expected to exhibit strong growth going forward,” K Ravichandran, senior vice-president and group head, corporate ratings, ICRA, said in the report.

Canadian major Bombardier, for instance, has a supplier base and over 2,200 highly skilled employees in India. It operates a railway vehicle manufacturing site and bogie assembly hall at Savli near Vadodara, Gujarat. In addition, it has a propulsion system manufacturing facility at Maneja, near Vadodara.

Currently, Alstom, which employs close to 3,000 people, is executing metro-railway projects in Chennai, Kochi and Lucknow. The rolling stock for these has been manufactured at Sri City.

The company is also executing signalling and power supply systems for the 343-km section on the World Bank-funded Eastern Dedicated Freight Corridor.

“We are already playing an important role in several upcoming urban rail projects. Starting from designing and manufacturing completely out of India, to establishing local supply chains, we are well positioned to provide an end-to-end full systems turnkey solution from India and to emerge as the preferred partner for our customer,” Bharat Salhotra, managing director Alstom Transport said.

Cities like Kolkata, Chennai, Delhi, Bangalore, Gurgaon, Mumbai and Jaipur already have metro systems. But with nearly 50 cities and towns in line for modern metro systems, Tier-II cities are poised to witness the next big wave.

Source: Business Standard

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Bangalore Metro | K’taka Govt. under pressure on usage of Hindi in Namma metro

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Namma Metro
Namma Metro

Bengaluru: Amid the raging controversy over the usage of Hindi in Metro trains, the government has come under pressure to take a clear stand and formally ask Bangalore Metro Rail Corporation (BMRC) to use only Kannada and English in signages in trains and stations.

Pro-Kannada activists gearing up for a large-scale protest against the alleged imposition of Hindi have urged the government to come up with a clear-cut policy, without which confusion over the language issue will continue to disturb law and order. BMRC officials say they are caught in a bind and can not remove Hindi from signages without written instructions from the government.

“The government has to make up its mind and take a decision before the situation gets out of hand. With agitators disfiguring signages at Metro stations, the situation has become fluid. We are helpless as we are still awaiting the government’s instructions,” a BMRC official said on condition of anonymity.

Activists of Karnataka Rakshana Vedike (KRV), which is spearheading the anti-Hindi campaign, had recently blackened signboards at Metro stations and staged a demonstration in front of the BMRC office.

Kannada Development Authority (KDA), which has already shot off a missive to BMRC asking it to eliminate Hindi from its signages and public announcement system, is scheduled to visit the utility’s office on Tuesday. “We will assess the situation. Based on the findings, we will write to the government asking it to issue clear directions to BMRC to adopt a two-language policy and use only Kannada and English in all its communications,” said S G Siddaramaiah, chairman, KDA.

Interestingly, the government, which is said to be sympathetic towards the Kannada cause, is yet to issue any formal directive to BMRC on the issue. Chief minister Siddaramaiah is said to have orally instructed the utility to reduce the usage of Hindi, while Bangaluru development minister K J George has asserted that the government is for Kannada supremacy. This is in contract with the Centre, which had written to BMRC asking it to use Hindi in its public communications.

In a letter to BMRC dated December 9, 2016, under secretary to the Union ministry of urban development, had invoked the Official Languages Act 1976 and instructed the corporation to use three languages, Kannada, Hindi and English, in signboards, name boards, announcements and publication material.

The state government had written to the Centre earlier on July 2, 2016, seeking exemption for Namma Metro from the Official Languages Act. In the letter to the secretary, ministry of urban development, then chief secretary Arvind Jadav wrote: “Since BMRC is not a Government of India public sector unit, the mandate of using Hindi under the Official Languages Act should not be made applicable to Namma Metro.” However, there has been no reply from the Centre since then.

Source: TNN

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RVNL submits final feasibility report of Delhi-Kolkata Bullet Train corridor

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India Bullet Train Project
Image for representation purpose only copyright: respective Authority

Kolkata: Rail Vikas Nigam Limited (RVNL) submitted its final feasibility report of a high-speed bullet train in the Delhi-Kolkata corridor earlier this month.

A bullet train — capable of covering the 1,474.48km distance between the two metropolises in 5.24 hours flat, at a speed of 250kmph to 270kmph — would cut down surface travel time between the two metropolises by around 12 hours. The current fastest train on this route, the Rajdhani Express, takes around 17 hours.

The project will be completed in phases, starting in 2021, said a railway source. The Delhi-Varanasi corridor will be covered in the first phase. Within that, the Delhi-Lucknow stretch will become operational by 2029, and the first phase will be completed by 2031. For “bullet-speed” travel to Kolkata, you’ll have to wait till 2039, a source added.

The terminal station will be Shalimar. “We had also thought of the Kolkata (Chitpore) station. But congestion is higher on the east bank of the Hooghly. Also, the project cost will shoot up for building an underground tunnel for the bullet train corridor. Shalimar is also the right option because it will eventually be connected with the East-West Metro,” said Rajesh Prasad, executive director of RVNL, who was part of the high-speed corridor project.

Land acquisition and the high cost of implementation, said sources, are the two biggest hurdles for the project that will require 368 overbridges, 65 underbridges and five tunnels. There will be four depots and workshops. The train requires a dedicated elevated track, completely sanitized as far as security is concerned.

The project report was commissioned by High Speed Rail Corporation of India (HSRC), a subsidiary of RVNL. HSRC, which has been conducting feasibility studies for several bullet train projects, has submitted a final feasibility report for the Delhi-Amritsar project and a draft report for the Delhi-Kolkata corridor to the ministry of railways.

Even though a high-speed bullet train is a costly proposition, it saves energy costs and reduces greenhouse emissions, argued railway officials. An aeroplane consumes 51.1g energy per passenger per kilometre, private cars 29.9, bus 18.3 classic train 17.6, a high-speed train uses only 12.
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1. Similarly, journey time for air travel involves travel times to and from the airport, away from the city heart, and one also has to factor in waiting time at the airport. Taking all this into account, travel time by air betweeen Delhi and Chandigarh takes 3.5 hours, but would take only an hour in bullet trains.

Expert groups have predicted that by 2030, Indian’s urban population will swell to 590 million (40% of India’s total population). The rapid urbanization, HSRC officials argued, has triggered a growing demand for inter-city traffic between metropolitan cities and second- and third-tier cities. The train would touch upon some of the busiest urban hubs, which generate a huge number of passengers.

Source: TNN
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