The Rail Market in India – 2011

Brooks Market Intelligence Reports,

part of Mack Brooks Exhibitions Ltd

www.brooksreports.com

Mack Brooks Exhibitions Ltd © 2011. All rights reserved.

No guarantee can be given as to the correctness and/or completeness of the information

provided in this document. Users are recommended to verify the reliability of the

statements made before making any decisions based on them.

Mack Brooks Exhibitions Ltd © 2011 2

Contents

Introduction 4

1. MAIN LINE RAILWAYS 5

Indian Railway Board 5

IR Organisation 6

IR Traffic 9

IR Budgeting and Strategic Planning 9

Vision 2020 10

Infrastructure Developments 11

Golden Quadrilateral Projects 11

Dedicated Freight Corridors 12

Kashmir Valley Railway 13

High-Speed Corridors 14

Railways' Infrastructure for Industry Initiative (R3i) 14

Rail Connectivity to Coal and Iron Ore Mines (R2CI) 14

Passenger Service Developments 14

Freight Traffic Developments 15

Traffic Growth Initiatives 15

Container Traffic 16

Rolling Stock Developments 17

IR Safety 17

Research and Development 18

Procurement 19

Consultancy Services 19

2. URBAN RAILWAYS 20

Bangalore Airport Rail Link 20

Bangalore Monorail 20

Bangalore Namma Metro 21

Chandigarh Mass Rapid Transit System 22

Chennai Metro Rail 22

Chennai Mono Rail 23

Delhi Metro 23

Delhi Airport Metro Express 25

Hyderabad Metro Rail 25

Jaipur Metro Rail 26

Kochi Metro Rail 27

Kolkata Metro Railway 27

Kolkata Metro Rail System 27

Kolkata Light Rail Transit System 28

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Lucknow Metro 29

Ludhiana Metro Rail 29

MetroLink Express for Gandhinagar & Ahmedabad (MEGA) 30

Mumbai Metro Rail 30

Mumbai Monorail 32

Mumbai Urban Transport Project (MUTP) 32

Navi Mumbai Metro 33

Pune Metro 34

Rapid MetroRail Gurgaon 35

3. RAIL INDUSTRY MANUFACTURING IN INDIA 36

IR traction and rolling stock manufacturers 36 Other major rolling stock manufacturers 39 Other manufacturers based in India (selection) 41

Mack Brooks Exhibitions Ltd © 2011 4

Introduction

India’s huge railway system continues to undergo rapid expansion and extensive

upgrading as it endeavours to support the country’s economic and social development.

On the existing network, track doubling, conversion from metre gauge to broad gauge

and electrification all continue to attract investment, with traction and rolling stock fleets

also being expanded. Dedicated corridors for freight traffic are under construction and

moves are being made to introduce high-speed passenger routes.

This report highlights some of the strategies India is adopting to cope with rising traffic

in both passenger and freight sectors. It is also intended to provide an overview of the

structure of the Indian railway system, together with key statistics, plus indicators that

show how the market might develop.

The report also summarises the growing number of metro and mass rapid transit projects

in India that are either operational, under construction or for which positive steps have

been taken towards implementation. With the country’s densely populated metropolitan

conurbations labouring under the ever increasing traffic congestion that accompanies

economic growth, solutions are needed urgently to sustain the mobility needs of their

residents.

The report also contains a non-exhaustive list of companies providing rolling stock and

infrastructure equipment, products and services to the main line and urban rail transport

markets in India. Those listed represent only a small proportion of the suppliers active in

India – many smaller companies contribute to the high level of self-sufficiency that

characterises the market.

Website addresses are provided in most cases to enable users of this report to access

additional information on individual projects and the organisations responsible for them,

and to learn more about suppliers.

August 2011

Mack Brooks Exhibitions Ltd © 2011 5

1. MAIN LINE RAILWAYS

Indian Railway Board (IR)

All statistics reflect the status as at March 2010

Route length:

54,257 km 1,676 mm gauge (BG)

7,180 km 1,000 mm gauge (MG)

2,537 km 762 or 610 mm gauge (NG)

Total: 63,974 route-km

Track length:

Running lines:

76,758 km BG

7,792 km MG

2,537 km NG

Total track including sidings: 113,617 km

Electrification:

BG: 18,494 route-km at 25 kV AC 50 Hz; 433 route-km at

1.5 kV DC; total 18,927 route-km

Total electrified running track length: 35,811 km

Total electrified track length inc. sidings: 48,639 km

Stations

7,083

Signalling and

communications systems:

3,830 panel and 255 route-relay systems; 401 solid state

interlockings.

Train protection and warning system similar to ETCS Level

1 to be installed on Southern Railway suburban lines.

Increasing use of digital axle-counters, audio frequency

track circuits, failsafe multiplexers and LED signals.

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Digital telecommunications with electronic exchanges in

use. Fibre-optic communications installed over 28,124

route-km.

Locomotive/DMU/EMU

fleet:

Electric locomotives: 3,825 (all BG)

Diesel locomotives: 5,022 (BG and MG)

Steam locomotives: 42

DMU/DHMU cars: 709

EMU cars: 6,765

Rolling stock:

Freight wagons: 219,931

Passenger coaches: 51,030

Non-passenger-carrying coaching stock: 6,505

Staff:

1,361,520

Website:

www.indianrailways.gov.in

Sources: IR Year Book 2009-2010 and others.

IR Organisation

IR is a central government undertaking operating under the Ministry of Railways. It is

overseen by the Railway Board, reporting to the Minister for Railways (in 2011 Dinesh

Trivedi, who replaced the previous incumbent Mamata Banerjee earlier that year)) and

two Ministers of State for Railways. The Railway Board comprises a Chairman and six

members.

Railway operations are undertaken by 16 quasi-autonomous geographically defined zonal

railways:

Central Railway (www.cr.indianrailways.gov.in) (3,905 route-km)

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East Central Railway (www.ecr.indianrailways.gov.im) (3,628 route-km)

East Coast Railway (www.eastcoastrail.indianrailways.gov.in) (2,572 route-km)

Eastern Railway (www.er.indianrailways.gov.in) (2,414 route-km)

North Central Railway (www.ncr.indianrailways.gov.in) (3,151 route-km)

North Eastern Railway (www.ner.indianrailways.gov.in) (3,667 route-km)

North Western Railway (www.nwr.indianrailways.gov.in) (5,459 route-km)

Northeast Frontier Railway (www.nfr.railnet.gov.in) (3,907 route-km)

Northern Railway (www.nr.indianrailways.gov.in) (6,968 route-km)

South Central Railway (www.scr.indianrailways.gov.in) (5,803 route-km)

South East Central Railway (www.secr.indianrailways.gov.in) (2,447 route-km)

South Eastern Railway (www.ser.indianrailways.gov.in) (2,631 route-km)

South Western Railway (www.swr.indianrailways.gov.in) (3,177 route-km)

Southern Railway (www.sr.indianrailways.gov.in) (5,098 route-km)

West Central Railway (www.wcr.indianrailways.gov.in) (2,965 route-km)

Western Railway (www.wr.indianrail.gov.in) (6,182 route-km)

The present zonal structure has been in place since 2002-03, when a territorial

reorganisation added seven new zones to the previously existing nine.

An additional public sector railway operates outside the auspices of IR’s zonal railways

group:

Konkan Railway Corporation Ltd (www.konkanrailway.com) (760 route-km)

This company was created as a joint-venture between IR (51 per cent) and the four states

it serves, Goa, Karnataka, Kerala and Maharashtra. The 760 km BG route linking

Mumbai and Mangalore opened throughout in 1998. Constructed as India’s first Build-

Operate-Transfer (BOT) project, the railway will become fully integrated into IR once its

financial liabilities have been met.

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In addition, IR is an equal joint-venture partner with Gujarat Pipavav Port Ltd in Pipavav

Railway Corporation Ltd (www.pipavavrailway.com), set up to construct, maintain and

operate a 271 km BG line connecting the Western Railway to ports in Guarat.

Other undertakings operating under the Ministry of Railways include:

Container Corporation of India Limited (CONCOR) (see above)

Indian Railway Catering and Tourism Corporation Ltd (IRCTC)

(www.irctc.co.in)

Indian Railway Finance Corporation Ltd (IRFC) (http://irfc.nic.in) – the dedicated

financing arm of Indian Railways

IRCON International Ltd (www.ircon.org) – infrastructure construction services

in India and abroad for rail and other projects

Konkan Railway (see above)

Metro Railway, Kolkata (www.mtp.indianrailways.gov.in) – a joint venture

between the Ministry of Railways and the West Bengal Government to build and

operate the Kolkata Metro Railway system (see page 27)

Mumbai Railway Vikas Corporation Ltd (MRVC)

(www.mrvc.indianrailways.gov.in) – a joint venture between the Ministry of

Railways (51%) and the Government of Maharashtra (49%) to execute projects

under Mumbai Urban Transport Project (MUTP) as sanctioned by Ministry of

Railways

Pipavav Railway Corporation Ltd (PRCL) (see above)

RailTel Corporation of India Ltd (www.railtelindia.com) – telecommunications

and multimedia services

RITES Ltd (www.rites.com) – engineering, consultancy and project management

services in transport sector

It is planned to set up Kolkata Railway Vikas Corporation to upgrade the entire suburban

system in the city under a similar arrangement to that in Mumbai, with powers to raise

investment funds. The concept is expected to be applied to other conurbations including

Ahmedabad, Chennai and Hyderabad.

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IR Traffic

Figures in millions

2005-06

2006-07

2007-08

2008-09

2009-10

Passenger

journeys

5,725 6,219 6,345 6,920 7,246

Passenger-

km

615,614 694,764 769,956 838,032 903,465

Freight

tonnes

682.4 744.6 793.9 833.4 887.8

Freight

tonne-km

441,762 483,422 521,000 552,002 601,290

Both passenger and freight traffic continue upward trends as India’s economy rapidly

develops, although rail’s share of the country’s freight market overall has declined. This

growth trend is set to continue.

Forecasts for 2011-12 are for 993 million tonnes of freight lifted (up 12%) and 7,710

million passenger journeys (up 6.4 %).

IR Budgeting and Strategic Planning

Strategic development of the IR network is encapsulated in National Five-Year Plans.

The 10th

Plan period which expired in 2007 attracted investments of INR820 billion. In

the 11th

Plan (2007-12), a huge rise in spending was foreseen as IR planned for

continuing rapid economic expansion and the mobility needs of a growing population in

which almost 50 per cent will be below the age of 25 by 2012. As a result, the 11th

Plan

budget presented in 2009 by the then Railways Minister Lalu Prasad provided for an

almost threefold increase in rail investment to INR2,300 billion, to be funded by internal

railway sources, market borrowing, government budget support and public-private

partnerships. The last-mentioned were set to play an increasingly important role in the

development of the IR network, helping to take forward projects such as upgrading major

stations and the creation of the planned Dedicated Freight Corridors.

Among investments provided for in the 11th

Plan were:

Steps towards the creation of high-speed corridors capable of handling passenger

services at 300-350 km/h as a means of competing with budget airlines. Six

corridors have been identified for pre-feasibility studies: Chennai-Bangalore-

Ernakulam; Howrah-Haldia; Delhi-Amritsar; Delhi-Patna; Hyderabad-

Vijaywada-Chennai; and Pune-Mumbai-Ahmedabad.

Completion of the Eastern and Western Dedicated Freight Corridors.

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Completion of pre-feasibility studies on East-West, East-South, North-South and

South-West Dedicated Freight Corridors.

Construction of some 1,100 route-km of new lines.

Gauge conversion of 4,900 km.

Doubling of some 1,800 km.

Electrification of some, 3,500 route-km.

Conclusion of the Phase 1 of Mumbai Urban Transport Project (see Section 2)

during the Plan period and commencement of Phase 2.

A doubling in the production of locomotives and rolling stock compared with the

10th

Plan, with a concentration on high-horsepower and energy efficient traction.

Increased security, with increased use of technology such as explosives detection

equipment and CCTV, plus a strengthening of the railway police force.

The budget for 2011-12 was set at INR576,300 million. This includes:

INR95,820 million for new lines

INR54,060 million for track doubling

INR24,700 million for gauge conversion

INR138,200 million for traction and rolling stock

The former minister’s speech introducing her 2011-12 budget to the Indian parliament

can be accessed at:

http://www.indianrailways.gov.in/railwayboard/uploads/directorate/finance_budget/Rail

Budget_11-12/RailBudget_2011-12.pdf

Vision 2020

In the longer term IR strategy is informed by its Vision 2020 document, last presented in

an updated form in December 2009. A summary version of this document can be found

at:

http://infrastructure.gov.in/pdf/Railway-Brochure-2010.pdf

Targets set for the period 2010-11 to 2019-20 include:

25,000 km of new lines

12,000 km of track doubling

12,000 km of gauge conversion, completing this process for the whole network

except mountain lines

14,000 km of new electrification

Creation of 2,000 km of high-speed corridors

Procurement of 5,334 diesel and 4,281 electric locomotives

Procurement of 50,880 passenger coaches

Procurement of 289,136 freight wagons

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Modernisation of 50 stations to ‘world class’ standard

Infrastructure Developments

IR infrastructure investment in recent years has focused on the following:

New lines. In 2009-10 258 route-km of new lines were built. The budget for

2010-11 foresees completion of some 700 km.

Elimination of IR’s legacy of metre gauge lines by conversion to broad gauge,

increasing operational effectiveness and capacity and eliminating transhipment of

freight and transfers by passengers. In 2009-10 1,516 route-km was converted. A

target of 1,017 km of gauge conversion has been set for 2011-12.

Doubling busy single-track lines to increase capacity and reduce delays. By

March 2010 18,606 route-km was double track or more. The budget for 2010-11

set a target of 700 km to be doubled.

Electrification of trunk routes. By March 2010, 18,927 route-km of the IR

network was electrified. While this was only equivalent to 29.6 per cent of the

system, in 2009-10 electric traction handled 63.1 per cent of freight train-km and

51.4 per cent of passenger train-km. The budget for 2010-11 provides for a further

1,000 route-km to be electrified.

Signalling and telecommunications improvements, plus other safety initiatives.

These include further deployment of the Anti Collision Device over eight zonal

railways, elimination of level crossings by the construction of road overbridges

and underbridges/subways and rollout of the ‘Fog Safe’ GPS-based safety device.

Golden Quadrilateral Projects

In the early part of the decade 2001-10 the Indian government conceived a major

investment plan to increase capacity and improve strategic rail communications within

the so-called Golden Quadrilateral – the part of the country bounded by the four

metropolitan areas of Delhi, Kolkata, Chennai and Mumbai. It named this project

National Rail Vikas Yojana and defined these components:

Strengthening the Golden Quadrilateral itself and the Diagonals – routes from

city to city. This to be achieved by: upgrading track, signalling, bridges and

other aspects of infrastructure to permit 100 km/h operation of freight trains;

provision of additional tracks to remove bottlenecks; and electrification of key

links.

Providing rail connections between ports and the country’s interior, including

intermodal corridors for container movements.

Constructing four major bridges at Munger and Patna (River Ganga), Bogibeel

(River Brahmaputra) and Mirmali (River Kosi).

To implement these plans, a special-purpose vehicle, Rail Vikas Nigam Ltd (RVNL)

(www.rvnl.org), was established by the government. Incorporated in 2003, its role is to

Mack Brooks Exhibitions Ltd © 2011 12

undertake project development, identify funding, including from private sector sources,

and tender for the construction of projects forming part of National Rail Vikas Yojana.

In mid-2011 the RVNL website listed 53 projects of varying size and scope covering new

lines (many to provide port connectivity), doubling or construction of additional tracks,

gauge conversion or electrification. Progress with these was at widely varying stages.

Those covering sections of line of more than 100 route-km were:

Gooty-Renigunta (Andhra Pradesh) (151 km): ‘patch’ doubling

Renigunta-Guntakal (Andhra Pradesh) (284 km): electrification

Tomka-Banaspani (Orissa) (156 km): electrification

Cuddapah-Bangalore (Karap) (255 km): new line

Bilaspur-Urkura (Chhattisgarh) (105 km): addition of third line

Pune-Guntakal (Maharashtra, Andhra Pradesh) (641 km): electrification

Aligarh-Ghaziabad (Uttar Pradesh) (106 km): addition of third line

Sambalpur-Titlagarh (Orissa) (182 km): doubling

Raipur-Titlagarh (Orissa, Chhattisgarh) (203 km): doubling

Bhopal-Bina (Madhya Pradesh) (138 km): addition of third line

Daund-Gulbarga (Maharashtra) (225 km): doubling (under development)

Banaspani-Jakhpura (Orissa) (180 km): doubling (unsanctioned)

Obulavaripalle-Krishnapattnam (Andhra Pradesh) (113 km): new line

Hospet-Tinaighat-Vasco da Gama (Karnataka, Goa) (352 km): doubling

Jaroli (Banaspani)-Jakhpura (170 km): doubling

Villupuram-Dindigul (Tamil Nadu) (273 km): doubling

Buramara-Chakulia (Orissa) (125 km): new line with upgrading of Rupsa-

Buramara (under development)

Yelahanka-Dharmavaram-Gooty-RE (Karap) (306 km): electrification

Dedicated Freight Corridors (DFCs)

In 2006 the Indian government approved IR plans to construct the first two of an intended

series of high-performance Dedicated Freight Corridors (DFCs) intended to separate this

traffic from passenger services. These are due to be completed during the 11th

Plan

period. The lines are to be built to a larger loading gauge than existing IR lines and will

accommodate axleloads of up to 32.5 tonnes, compared to the current 20.3 tonnes

maximum, and speeds of up to 100 km/h. Where feasible, the new lines will be built

alongside existing routes, with bypasses for major conurbations and some grade

separation where other lines are met. Trains are to be controlled by GPS-based signalling.

A combination of reduced transit times and increased performance is intended to increase

rail’s competitiveness. Construction of the DFCs is expected to trigger the development

of rail-served logistics facilities along their routes.

The two lines are:

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Eastern Dedicated Freight Corridor (1,843 km), double-track from Dankuni

(giving access to Kolkata) in West Bengal to Khurja in Uttar Pradesh (1,427 km)

and single-track from Khurja to Ludhiana (397 km). The line is to be electrified

throughout. Connection with the existing IR network will be provided at several

locations. Current traffic projections foresee the corridor carrying 91.33 million

tonnes by 2021-22.

Western Dedicated Freight Corridor (1,483 km), double-track from Jawahar Lal

Nehru Port in Mumbai to Dadri (connection with the Eastern Corridor), with a

single-track spur (32 km) to Tughlakabad container terminal, both near New

Delhi. This line is to be electrified, probably employing a catenary system that

provides sufficient clearance for the operation of double-stack container trains,

container traffic providing much of the traffic for this line. Current traffic

projections foresee the corridor carrying 40 million tonnes and 6.2 million TEUs

of container traffic by 2021-22.

Implementation of these two DFCs is the responsibility of the Dedicated Freight Corridor

Corporation of India Ltd (DFCCIL) (http://dfccil.org), an SPV under the administrative

control of the Ministry of Railways. While work on the Eastern Corridor was

symbolically inaugurated at Ludhiana in 2006, formal construction only began in

February 2009. This is being undertaken in five sections. Construction of the Western

Corridor also began in 2009 and is being undertaken as three sections. Completion of the

Eastern line is expected in 2016, followed by the Western line in 2017.

In 2009 the estimated construction cost of these two DFCs was put at INR450 billion, a

figure expected to have risen to INR800 billion on completion of the project. The Eastern

Corridor is being funded by the World Bank, internal generation and public private

partnerships. The Western Corridor is to be funded by government of Japan loans.

Government is also encouraging the development of up to eight logistics parks along the

alignment of the first two DFCs, proposing that these be implemented as PPP schemes.

In the longer term four additional DFCs are projected:

Chennai-Goa

Delhi-Chennai

Kharagpur-Vijayawada

Kolkata-Mumbai

Kashmir Valley Railway

Construction continued in 2011 of a 290 km Northern Railway BG line between

Udhampur and Baramulla via Qazigund, in the northern state of Jammu and Kashmir.

Much of the line passes through mountainous terrain. It includes the longest tunnel on the

IR network, the 11 km Pir Panjal Tunnel, and a bridge over the River Chenab claimed to

Mack Brooks Exhibitions Ltd © 2011 14

be the world’s highest on a railway at 359 metres. Opening throughout is expected in late

2012, although some sections are already operational.

High-Speed Corridors

Plans are being developed by IR to construct high-speed lines to serve several key

corridors. This would see trains running at 250-300 km/h, with the states served

contributing to the construction costs incurred. In 2011 six corridors had been identified

for pre-feasibility studies:

Chennai-Bangalore-Coimbatore-Ernakulam (649 km)

Delhi-Agra-Lucknow-Varanasi-Patna (991 km)

Delhi-Chandigarh-Amritsar (450 km)

Howrah-Haldia (135 km)

Hyderabad-Darnakal-Vijaywada-Chennai (644 km)

Pune-Mumbai-Ahmedabad (650 km)

The Ministry of Railways intends to set up a national high-speed rail authority to plan,

implement and monitor these projects.

In the interim IR plans to increase train speeds from 110 to 130 km/h and from 160 to

200 km/h by implementing infrastructure improvements.

Railways' Infrastructure for Industry Initiative (R3i)/Rail Connectivity to Coal and

Iron Ore Mines (R2CI)

These IR policy initiatives aim to increase connectivity by industry to the national rail

network by attracting private sector participation in new line projects. By sharing the cost

of construction, investors will receive a portion of the freight revenues generated. Under

R3i only new line schemes of 60 km or more are eligible and the policy excludes coal

and iron ore mine lines: these are covered by the R2CI programme. A 62 km line to serve

the port Dhamra in Orissa, a joint venture between Tata Steel and Larsen & Toubro, is

the first to be taken forward under the R3i policy. It was commissioned in 2011.

Passenger Service Developments

In 2009-10, 7,246 million passenger journeys were recorded by IR, an increase of 4.7%

on the previous year, while for passenger-km the figure was up 7.8% to 903 billion.

Suburban travel accounted for 53.5% of passenger journeys.

Current and future initiatives for the development of passenger include:

Provision of additional coaches to overcome a shortage of rolling stock and to

increase passenger capacity.

Lengthening of MEMUs used for suburban services.

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Introduction of air-conditioned double-deck stock.

Introduction of new Duronto premium services and additional Shatabdi Express

services, as well as numerous other long-distance trains.

Increased train frequencies and extensions to existing services.

Introduction of Garib Rath air-conditioned services for low- and middle-income

long-distance passengers to win new markets.

Reduced fares and changes to the concessions structure.

Increased train comfort and cleanliness.

Extensive station improvements: in 2009 IR announced a modernisation

programme covering 528 stations, some larger facilities to be implemented

under PPP schemes. The New Delhi station redevelopment alone is estimated to

cost INR90 billion.

Retailing initiatives, including installation of some 6,000 automatic ticket

vending machines, Internet ticket sales and sales via non-railway outlets.

Improved train service information provision, especially via the ‘139 Train

Enquiry Service’.

Continuing development of urban Mass Rapid Transit Systems (MRTSs) such as

those implemented in Chennai, Kolkata and Mumbai, created more integrated

multimodal networks.

Freight Traffic Developments

In 2009-10 IR carried 887.79 million revenue-earning tonnes, an increase of 6.5 per cent,

while freight tonne-km rose by 8.9% to 601 billion. Measured by tonnes lifted, coal heads

the list of commodities carried, totalling 396.15 million tonnes in 2009-10 (44.62% of the

total). Iron ore and other ores amounted to 132.74 million tonnes (14.95%) and cement

93.15 million tonnes (10.49%).

Traffic Growth Initiatives

Among initiatives to be pursued by IR to raise its freight business performance include:

Upgrading selected lines to accommodate 22.9 or 25 tonne axleloads, using

wagons built to suit, to create a High Density Network.

Planning for triple-stack container trains on diesel-operated routes and double-

stack on electrified lines. The first double-stack container train ran in 2006

between Jaipur and the port of Pipavav (950 km).

The implementation of ‘merry-go-round’ operations for power station coal

services.

Raising IR’s share of cement and steel movements to 200 million tonnes each by

2011-12.

Raising IR’s share of container movements to 100 million tonnes by 2011-12.

Wider use of high-capacity wagons.

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Development of Private Freight Terminals (PFTs), enabling private investors to

develop new terminals or expand existing facilities.

Facilitating the establishment of Special Freight Train Operators (SFTOs),

introduced in 2010 to boost rail’s share of bulk commodity movements and to

stimulate private investment in special purpose wagons.

Facilitating the establishment of Automobile Freight Train Operators (AFTOs),

introduced in 2010 to encourage private sector participation in the procurement

and operations of vehicle fleets dedicated to automotive traffic. In the same sector

the government is encouraging the creation of hubs to facilitate the movement of

automotive traffic from points of production to centres of consumption.

Container Traffic

Since 1989 container movements by rail in India have been handled by the Container

Corporation of India (Concor) (www.concorindia.com), administered by the Ministry of

Railways. Concor acts as road carrier, terminal operator and rail service operator, using

its own fleet of around 7,200 wagons together with IR traction. It operates 61 terminals

throughout India and in 2010-11 handled 2.56 million TEU, up from 2.42 million the

previous year. 21% of this volume was in domestic traffic. The company has successfully

run double-stack container services on the Kanakpura (Jaipur)-Pipavav and Kankakpura-

Mundraand diesel-operated routes but this cannot be extended to existing electrified

routes due to overhead equipment clearance restrictions. It has also diversified into cold

chain logistics and bonded tracking between major international airports. In 2011 Concor

employed 1,147 people.

In 2006, in a bid to boost the development of rail container traffic, the Indian government

opened the market to other operators on an ‘open access’ basis. By 2007 Public Private

Partnership concession agreements had been signed with 15 potential container train

operators (CTOs), all of which were required to procure their own wagons, leading to

investments totalling some INR4 billion in more than 2,000 vehicles as well as the

development of new terminals which allow private sector CTOs to avoid the high cost of

using the incumbent Concor’s facilities.

The CTOs granted concessions, not all of which have been taken up, were:

Adani Logistics (www.adanilogistics.com)

Boxtrans Logistics India (www.boxtrans.in)

Central Warehousing Corporation (http://cewacor.nic.in)

Container Rail Road Services (CRRS) (www.dpworldintermodal.com)

Delhi Assam Roadways Corporation, Transrail Division (www.darcl.com)

Emirates Trading Agency

GatewayRail (www.gatewayrail.co.in)

Hind Terminals (www.hindterminals.com)

India Infrastructure & Leasing

Innovative B2B Logistics Solutions (www.inlogistics.in)

Krishak Bharati Cooperative Limited (Kribhco) (www.kribhco.net)

Mack Brooks Exhibitions Ltd © 2011 17

Pipavav Railway Corporation Ltd (www.pipavavrailway.com)

Reliance Infrastructure Engineering (www.rinfra.com)

Sical Logistics (Sical Multimodal and Rail Transport (SMART) Ltd)

(www.sical.in)

Rolling Stock Developments

Rolling stock shortages have imposed constraints on the development of IR freight

traffic. In 2010-11 IR was to procure 16,500 freight wagons. The figure for 2011-12 is

18,000.

The budget for 2011-12 provides for two new wagon manufacturing plants at Kolar &

Alappuzha and Buniadpur, to be built as PPP joint ventures.

As well as facilitating the creation of SFTOs and AFTOs as outlined above as a means on

stimulating private sector investment in rolling stock, the Ministry of Railways has

introduced the Liberalized Wagon Investment Scheme (LWIS). This opens the door to

wagon leasing companies to purchase special purpose wagons for dedicated bulk and

intermodal traffic. A modification of the LWIS facility to cover coal, iron ore and cement

wagons – not currently covered by the scheme – is under consideration.

IR Safety

A spate of accidents in the early 2000s prompted IR to implement a programme of safety

improvements. Central to these is a the 10-year Corporate Safety Plan, which runs from

2003 to 2013, by which time IR aims to reduce the accident rate from 0.44 to 0.17 per

million train-km. Improved signalling and rain control systems feature prominently in

this programme.

Progress in this area has been marked, with 165 ‘consequential’ accidents in 2009-10

compared to 325 in 2003-04 serving as an indicator. Of the 165, 63 (38.18%) were

attributed to railway staff failures and 75 (45.45%) to non-staff failures, mostly at

unmanned level crossings.

Among current initiatives to enhance safety are:

Progressive deployment of the Anti Collision Device (ACD) following service

trails on the Northeast Frontier Railway.

Enhanced track-circuiting.

Progressive deployment of Last Vehicle Check by Axle Counter (BPAC).

Use of Auxiliary Warning System (AWS) and Train Protection Warning System

(TPWS)

Installation of driver Vigilance Control Device (VCD) in all conventional diesel

and electric locomotives.

Mack Brooks Exhibitions Ltd © 2011 18

Wider use of long welded rail.

Automation of track maintenance and introduction of track monitoring and rail

flaw detection vehicles.

Progressive fitting of Central Buffer Couplers (CBCs) to modern passenger

coaches to prevent ‘climbing’ in event of a collision, plus enhanced

crashworthiness for new stock.

Research and Development

IR’s research and development activity is undertaken by Research Design and Standards

Organisation (RDSO) (www.rdso.indianrailways.gov.in), which structurally has the

status of a ‘zonal railway’ within the Ministry of Railways and is based in Lucknow. It is

the sole R&D organisation within IR and acts as technical adviser to the Railway Board,

the zonal railways and IR’s manufacturing units. Its role is defined as the development of

safe, modern and cost-effective railway technology that complies with statutory and

regulatory requirements.

Improvements in traction and rolling stock.

Improvements to infrastructure.

Improvements to safety.

Improvements to reliability.

Functions cover:

The development of new and improved designs.

The development, adoption, absorption of new technology for use on Indian

Railways.

The development of standards for materials and products specially needed by

Indian Railways.

Technical investigations, statutory clearances, testing and providing consultancy

services.

Inspection of critical and safety items of rolling stock, locomotives, signalling and

telecommunications equipment and track components.

The RDSO also incorporates the Central Board of Railway Research. Its functions are:

To consider and recommend the programme of research on Indian Railways.

To review the research programme from time to time.

To ensure coordination and assistance from other research laboratories.

To review the ongoing projects from the technical angle.

Mack Brooks Exhibitions Ltd © 2011 19

Procurement

The Zonal Railways and Production Units procure directly many of the materials they

need but some items are purchased via the IR Board or via the Director General of

Supplies and Disposal (DGS&D). In 2006 the split of stores purchases worth INR186.5

billion was 51%, 44% and 5% respectively via these sources.

IR follows a strategy of domestic self-sufficiency and in 2006-07 just 3.2% of total stores

purchased were imported.

A directory of approved vendors to IR is published on the RDSO website.

Consultancy Services

IR provides consultancy expertise both domestically and internationally via its subsidiary

RITES Ltd (www.rites.com). The company has provided a wide range of railway-related

services in more than 60 countries, especially in Africa and Asia. Its expertise extends far

beyond rail to encompass airports, highways, ports and waterways and urban transport.

Mack Brooks Exhibitions Ltd © 2011 20

2. URBAN RAILWAYS

Existing metro or rapid transit systems, those under construction, approved or at an

advanced planning stage are detailed on the following pages. Several other cities have

voiced aspirations to develop systems which are not judged sufficiently mature to

include.

Bangalore Airport Rail Link

Responsible authority: Karnataka State Industrial Investment and Development

Corporation (KSIIDC) via its SPV, Bangalore Airport Rail Link Ltd (BARL)

Websites: www.ksiidc.com; http://idd.kar.nic.in/hsrl.html

System

Planned 33.65 km double-track elevated high-speed rail link between the city centre and

Bangalore International Airport (BIA) at Devanhalli.

Delhi Metro Rail Corporation (DMRC) acting as consultant.

To be taken forward as a BOT scheme with a concession period of 30 years, including

construction time.

In September 2010 five bidders were shortlisted following a Request for Qualification

issued in 2009. Signature of a Memorandum of Understanding with the successful bidder

had been expected mid-2011, as had a start on land acquisition.

Estimated cost: INR 57.7 billion.

Rolling stock

Ten six-car trains initially.

Bangalore Monorail

Responsible authority: Government of Karnakata, Infrastructure Development

Department

Websites: www.idd.kar.nic.in; http://idd.kar.nic.in/monorail.html;

Mack Brooks Exhibitions Ltd © 2011 21

System

Proposed three-line 60 km elevated monorail to serve as a feeder within central

Bangalore to the Namma Metro system as part of a programme to develop a 134 km mass

transit system by 2017.

Project developed under the Swiss Challenge Approach via which an unsolicited proposal

is made, in this instance by the Scomi Geodisic Consortium (SGC).

Detailed Project Report (DPR) for the first phase, the 16 km Green Line, approved by the

Karnataka state government in June 2011 ahead of invitations for global bids.

SGC has signed an agreement with ITNL Enso Rail System Ltd (IERS), a subsidiary

company of IL&FS Transportation Network Limited (ITNL), to be its financial partner in

its own bid for the Design, Build, Finance, Operate and Transfer (DBFOT) contract.

Estimated cost of Green Line: INR1.5 billion.

Rolling stock

Not yet specified.

Bangalore Namma Metro

Responsible authority: Bangalore Metro Rail Corporation Ltd (BMRCL)

Website: www.bmrc.co.in

System

In initial Phases I and II, 33 km two-line standard gauge network electrified at 750 V DC,

third rail.

Government approval granted in January 2009 for Phase II covering two extensions

totalling 9.3 km with 9 additional stations to create total network length of 42.3 km with

41 stations. 8.82 km underground, remainder at grade or elevated.

Construction of Phases I and II is due to be completed in stages from 2011 to 2013. First

section to be commissioned will be Byappanahalli-Chinnaswamy Stadium.

Estimated system cost of initial 33 km phase: INR100 billion.

Estimated cost of 9.3 km extensions: INR17.6 billion.

Rolling stock

Three-car trains, later to be augmented to six-car. Contract awarded 2009 to consortium

led by Mitsubishi Electric Corporation and Mitsubishi Corporation to supply 150 cars.

Consortium also includes BEML Ltd and Hyundai Rotem. Option on 63 more cars.

Mack Brooks Exhibitions Ltd © 2011 22

Chandigarh Mass Rapid Transit System

Responsible authorities: Chandigarh Administration; states of Haryana, Himachal

Pradesh and Punjab

Website: www.chdpr.gov.in

System

Comprehensive Mobility Plan (CMP) developed by RITES for multimodal Mass Rapid

Transit System (MRTS) includes a 52.4 km 50-station metro system, mostly

underground, serving five corridors in Chandigarh and Mohali.

RITES CMP published June 2009. Also includes Bus Rapid Transit System (BRTS) and

Commuter Rail System (CRS) elements.

In 2011 Delhi Metro Rail Corporation (DMRC) was undertaking preparation of a

Detailed Project Report. However, political opinion on the scheme appears divided.

Overall cost of the MRTS estimated at INR150 billion.

Rolling stock

Not yet specified.

Chennai Metro Rail

Responsible authority: Chennai Metro Rail Ltd (CMRL), an SPV jointly owned by

Tamil Nadu State Government and the Union Government

Website: www.chennaimetrorail.gov.in

System

Planned 45.1 km two-line standard gauge system electrified at 25 kV, approved by the

Tamil Nadu State Government in 2007 but not until early 2009 by the Government of

India.

Line 1 (Washermanpet-Chennai Airport) 23.1 km, including 14.3 km

underground; remainder mostly elevated.

Line 2 (Chennai Central-St Thomas Mount) 22 km, 9.7 km underground, 12.3 km

elevated.

Consortium led by Egis Rail SA acting as general consultants.

Construction commenced 2009. Completion expected 2016.

Estimated system cost: INR146 billion.

Mack Brooks Exhibitions Ltd © 2011 23

Earlier proposals for a possible third line of 21.6 km in 2011 appeared to have been

abandoned by the Tamil Nadu state administration in favour of developing a monorail

network for Chennai (see next entry).

Rolling stock

Alstom Transport selected in August 2010 to supply 42 four-car trains at a cost of

INR14.7 billion. Units can be lengthened to six-car sets if needed to meet traffic growth.

Chennai Mono Rail

Responsible authority: Tamil Nadu State Government

Website: www.tn.gov.in

System

Proposed monorail system of 111 km in a first phase, possibly eventually extending to

300km, serving 18 corridors. Proposal originally put forward in 2006 and revived in 2011

by the state government following studies by Pallavan Transport Consultancy Services

Ltd, having been shelved by the previous administration. The government views

monorail as a more cost-effective means of providing mass transit than further extending

the metro system (see previous entry).

No moves to invite tenders had been reported by mid-2011.

Rolling stock

Not yet specified.

Delhi Metro

Responsible authority: Delhi Metro Rail Corporation Ltd (DMRC), equally owned by

the Government of India and the National Capital Territory of Delhi

Website: www.delhimetrorail.com

System

189.6 km part-1,676 mm, part-standard gauge network being built in two main phases for

completion by 2010. Two further phases (Phases III and IV) could see the network

extended by some 250 km by 2021.

Phase 1 (65 km)

Line 1 (Red Line, Shahdara-Tri Nagar-Rithala): 22.1 km, 18 stations.

Line 2 (Yellow Line, HUDA City Centre-Jahangirpuri): 10.8 km, 10 stations.

Line 3 (Blue Line, Dwarka Sector 21-Noida City Centre): 32.1 km 31 stations.

Mack Brooks Exhibitions Ltd © 2011 24

Commissioned progressively 2002-10.

Total estimated cost of Phase I: INR105.7 billion.

Phase II (124.6 km)

Covers 10 lines or extensions to existing lines totalling 124.6 km with 83 stations.

Shahdara-Dilshad Garden, 3.1 km, 3 stations. Extension to Line 1/Red Line.

Commissioned 2008.

Indraprastha-Noida Sector 32 City Centre, 15.1 km, 11 stations. Extension to Line

3/Blue Line. Commissioned 2009.

Line 4 (Blue Line, Yamuna Bank-Anand Vihar ISBT, 6.2 km, 5 stations.

Commissioned 2010.

Vishwavidyalaya-Jahangir Puri, 6.4 km, 5 stations. Extension to Line 2/Yellow

Line. Commissioned 2009.

Line 5 (Green Line, Inderlok-Kirti Nagar-Mundka): 18.5 km, 15 stations.

Commissioned 2010.

Line 6 (Violet Line, Central Secretariat-Sushant Lok): 27.5 km, 19 stations. Initial

20 km commissioned 2010-11. To be extended 13.9 km from Badarour to

Faridabad by 2013 at a cost of INR25.3 billion following funding agreement with

Haryana state government.

Dwarka Sector 9-Dwarka Sector 21, 2.8 km, 2 stations. Extension to Line 3/Blue

Line. Commissioned 2010.

New Delhi- Indira Ghandi International Airport, 22.7 km, 6 stations.

Commissioned 2011 (see next entry).

Anand Vihar-KB Vaishali, 2.6 km, 2 stations. Extension to Line 4/Blue Line

Central Secretariat-Badarpur, 20 km, 15 stations. Extension to Yellow Line/Line

2.

Overall completion of Phase II due by 2010.

Total estimated cost of Phase II: INR200 billion.

Phase III (approximately 70 km)

Six standard gauge corridors totalling 70 km and serving 50 stations. Government

approval of DMRC proposals granted in principle in October 2010. Completion

provisionally expected by 2016 at a cost of INR110 billion.

Rolling stock

240 Rotem/Mitsubishi or BEML (under technology transfer) stainless steel cars formed

as 60 four-car sets.

Mack Brooks Exhibitions Ltd © 2011 25

Contract for additional vehicles awarded July 2007 to Bombardier for 340 Movia cars,

followed in March 2008 by contract for 84 additional cars. To be formed as 46 six-car

and 37 four-car sets. 36 cars being manufactured in Germany; the remainder at a new

Bombardier facility at Sivla, Gujarat.

Contract for 74 additional Movia cars with an option on 40 more awarded to Bombardier

in 2010. Option taken up later in 2010.

Delhi Airport Metro Express

Responsible authorities: Delhi Metro Rail Corporation Ltd

Websites: www.delhimetrorail.com

System

Double-track electrified 1,676 mm gauge 22.7 km line, including 7 km elevated, linking

New Delhi Station with Indira Ghandi International Airport, with 6 stations. System

includes in-town check-in.

30-year PPP DBFOM concession awarded in January 2008 to a consortium led by

Reliance Energy (95%) and including Spanish train builder CAF.

Commissioned in February 2011.

Cost: INR 57 billion, of which INR29 billion invested by the concession-holder.

Rolling stock

Eight six-car trainsets supplied by CAF.

Hyderabad Metro Rail

Responsible authority: Andhra Pradesh State Government via its SPV, Hyderabad

Metro Rail Ltd

Website: http://hyderabadmetrorail.in

System

First-phase 71.2 km three-line standard gauge network under construction, mainly

elevated, with 66 stations, comprising:

Line1: Miyapur-LB Nagar (28.87 km, 27 stations)

Line 2: JBS-Falaknuma (14.78 km, 16 stations)

Line 3: Nagole-Shilparamam (27.51 km, 23 stations)

Mack Brooks Exhibitions Ltd © 2011 26

Project being taken forward as a public-private partnership under a 35-year DBFOT

concession, including 5-year construction period. Concession agreement signed in 2010

with L&T Metro Rail (Hyderabad) Ltd. This followed the withdrawal of a previous

preferred bidder, the NMII consortium, which was unable to reach financial close.

A four-year construction period starting in 2011 is foreseen.

Estimated system cost: INR121.3 billion.

Rolling stock

150 stainless steel cars initially, formed as three-car sets, rising to 366 cars by 2021 as

six-car formations.

Jaipur Metro Rail

Responsible authority: Rajasthan State Government via its SPV, Jaipur Metro Rail

Corporation Ltd

Website: www.jaipurmetrorail.in

System

Proposed 35.2 km two-line standard gauge network, part elevated, part underground, with

31 stations.

Corridor 1 (north-south, 23.1 km, 20 stations): Sitapura-Amba Bari – 5.1 km

underground, remainder elevated.

Corridor 2 (east-west, 12.1 km, 11 stations): Mansarovar-Badi Chaupar – 2.8 km

underground, remainder elevated.

Second Detailed Project Report prepared by Delhi Metro Rail Corporation in April 2011.

DMRC acting as project manager. Mott MacDonald providing tendering consultancy.

11 bidders responded to an RFQ invitation issued in 2011 for a PPP BOT concession to

complete the east-west corridor, build the north-south corridor and operate and maintain

both.

Some construction work on the east-west corridor has already been undertaken by the

Corporation and DMRC. Completion of the network expected by 2013.

Estimated system cost: INR100 billion.

Rolling stock

Quantity of vehicles not yet specified.

Mack Brooks Exhibitions Ltd © 2011 27

Kochi Metro Rail

Responsible authority: Initially the Government of Kerala via the Kerala Industrial

Infrastructure Development Corporation. Kochi Metro Rail Ltd established as an SPV the

Kerala Government awaiting equity participation by the Government of India

Website: www.kochimetro.org

System

Planned north-south one-line elevated light metro system from Alwaye to Petta (25.3 km

first phase, 23 stations + 3 more by 2020) and on to Tripunithura (second phase).

System designed by Delhi Metro Rail Corporation. To be taken forward as a PPP

concession. Union Government approval still awaited July 2011. Some preparatory works

initiated. Estimated construction period four years.

Estimated cost: INR44.27 billion. Funding not finalised as at July 2011.

Rolling stock

Not yet specified.

Kolkata Metro Railway

Responsible authority: Metro Railway, Kolkata (a Zone of IR since December 2010)

Website: www.mtp.indianrailways.gov.in

System

25.1 km one-line standard gauge system from Dum-Dum to New Garia, with 33 stations;

initial 16.4 km commissioned 1995; 8.7 km extension south from Tollygunge to New

Garia commissioned 2010 at a cost of INR9 billion.

Rolling stock

200 ICF-built cars formed as 8-car sets. Fleet includes seven additional 8-car air-

conditioned sets supplied by ICF from 2010 for increased traffic generated by the New

Garia extension.

Kolkata Metro Rail System

Responsible authority: Kolkata Metro Rail Corporation (KMRC), joint venture between

the West Bengal Government and the Government of India

Website: www.kmrc.in

Mack Brooks Exhibitions Ltd © 2011 28

System

14.7 km standard gauge metro system under construction running east-west to link Salt

Lake Sector V with Howrah Maidan. At the eastern end 5.8 km will be elevated, the

remainder in tunnel including under the Hooghly River. 12 stations, including connection

with Metro Railway, Kolkata.

Construction commenced 2009. To be commissioned in phases: elevated section 2012;

underground section 2014.

Estimated cost: INR49 billion (excluding land acquisition, 2007 prices).

Extension of 6.5 km projected from Salt Lake to Kolkata Airport.

Estimated cost: INR8 billion.

Rolling stock

66 cars initially, rising to 84, all in six-car sets.

Kolkata Light Rail Transit System

Responsible authority: West Bengal Government via its SPV, Kolkata Mass Rapid

Transit Pvt Ltd

Website: www.wbgov.com

System

Proposed monorail of around 40 km serving two corridors, Joka-Esplanade and

Esplanade-Barrackpore, with 37 stations, including interchange with the Kolkata Metro

Railway.

MoU signed in 2009 by the West Bengal Government and a consortium led by SREI

Infrastructure Finance (a Non Banking Financial Institution) and including Amex

International of the Czech Republic (technology partner) and West Bengal Transport

Infrastructure Development Corporation (WBTIDC).

Consulting Engineering Services (CES) appointed as project consultants.

Detailed Project Report completed 2009.

It had been planned to implement the project in two phases, with a construction period of

4-5 years. However, in 2011 the scope of the project was in doubt, in part due to a

proposal from the state government that part of the proposed alignment should be

developed by IR.

Estimated cost: INR60 billion.

Mack Brooks Exhibitions Ltd © 2011 29

Rolling stock

Around 40 four-car trainsets.

Lucknow Metro

Responsible authority: Government of Uttar Pradesh

System

In 2009 DMRC completed a Detailed Project Report commissioned by the state

government of Uttar Pradesh on a proposed metro system for Lucknow. This provided for

a 37.5 km network comprising two main corridors, both part elevated, part underground,

plus a short branch. In 2011 moves to take the project forward were focusing on finding a

suitable funding model as a PPP scheme. With aspects of the network subject to revision,

its provisional structure is:

North-south corridor (Amausi Airport-Munshi Pulia): 23 km

East-west corridor (Gomtinagar-Sector 13 (Rajajipuram)): 11 km

Gomti Nagar Link: (3.5 km)

Estimated cost: INR126 billion.

Rolling stock

Not yet specified.

Ludhiana Metro Rail

Responsible authority: Punjab Government

System

Planned metro system of 29 km serving two corridors:

Ayali Chowk to BBMB Chowk (east-west, 16 km. 14 stations, totally elevated).

Gill Chowk-Rahon Road (north-south, 13 km, 13 stations, 7 km underground,

remainder elevated).

Plans are based on a Detailed Project Report prepared by DMRC. Project approved in

June 2011 by the government of Punjab to be taken forward either as a PPP scheme or

under the BOT model. Ludhiana Metro Rail Corporation to be established by the state

government as an SPV.

Commissioning expected in 2016.

Estimated cost: INR87 billion.

Mack Brooks Exhibitions Ltd © 2011 30

Rolling stock

Not yet specified.

MetroLink Express for Gandhinagar and Ahmedabad (MEGA)

Responsible authority: Government of Gujarat via the Gujarat Urban Development

Corporation and its SPV, MetroLink Express for Gandhinagar Ahmedabad Company Ltd

(MEGA)

Website: http://gujaratmetrorail.com

System

Proposed metro system serving the Ahmedabad- Gandhinagar area. Phase 1 (43.6 km)

would be completely elevated and comprises: Vishala-Akshardham (north-south, 32.7

km, 31 stations); and Kalupur-Thaltej (east-west, 10.9 km, 11 stations). Subsequent

extensions to Phase 1 could extend the system from Koba Circle via GIFT City to

Gandhinagar (10 km) and from Koba Circle to Ahmedabad airport (8 km).

Proposed Phase 2 corridors are: Sarkhej-Indroda Circle (32.4 km); Vasna-Sarkhej (5.5

km); and Sarkhej-Dholera (120 km). If all lines are built, this would result in a 219.5 km

network.

Feasibility report prepared by DMRC in 2005. Revalidation of the alignment and update

of the Detailed Project Report subsequently commissioned from DMRC. Likely to be

taken forward as a PPP project – financial model still under discussion in July 2011.

Some funding expected from the Union Government. Implementation timetable not

defined.

Estimated system cost of first phase: INR12 billion.

Rolling stock

Not yet specified.

Mumbai Metro Rail

Responsible authority: Mumbai Metropolitan Regional Development Authority

(MMRDA)

Website: www.mmrdamumbai.org

System

Under Mumbai Metro Rail Master Plan, total projected nine-line system of 146.5 km, of

which 32.5 km underground and 114 km elevated. Entire network programed to be

completed by 2021 at an estimated cost of INR195 billion (2003 prices).

Mack Brooks Exhibitions Ltd © 2011 31

Phase I (2006-13)

Line 1 (Versova-Andheri-Ghatkopar): 11.1 km standard gauge elevated with 12 stations.

BOT contract for a 35-year concession, including 5-year construction period, awarded in

2006 to Mumbai Metro One Pvt Ltd, an SPV consortium of Reliance Energy (an Indian

utilities company), Veolia Transport and MMRDA. Construction commenced 2006, with

completion expected in 2011.

Estimated cost: INR24 billion.

Line 2 (Charkop-Bandra-Mankhurd): 31.9 km standard gauge mostly elevated with 27

stations. To be built under BOT contract for a 35-year concession awarded in 2010 to

Mumbai Metro Two Pvt Ltd, a consortium led by Reliance Infrastructure and including

SNC-Lavalin Group and Reliance Infocomm. Completion is expected in 2013-14.

Estimated cost: INR115 billion (2010 prices).

Line 3 (Colaba-Bandra): 20.4 km standard gauge, 8.2 km underground, 12.2 km elevated

with 8 stations. To be implemented under a PPP BOT contract. Approval pending.

Estimated cost: INR94 billion (2010 prices).

Phase II (2011-16)

Line 4 (Charkop-Dahisar): 7.5 km

Line 5 (Ghatkopar-Mulund): 12.4 km

Phase III (2016-21)

Line 6 (BKC-Kanjur Marg via Airport): 19.5 km

Line 7 (Andheri (E)-Dahisar (E): 18 km

Line 8 (Hutatma Chowk-Ghatkopar): 21.8 km

Line 9 (Sewri-Prabhdevi): 3.5 km

Rolling stock

Contract awarded in 2008 to CSR Nanjing Puzhen, China, for 64 cars (16 four-car trains)

for Line 1 at a cost of INR6 billion. First example delivered in 2010. Option to increase

order to 18 six-car trains.

Mack Brooks Exhibitions Ltd © 2011 32

Mumbai Monorail

Responsible authority: Mumbai Metropolitan Region Development Authority

(MMRDA)

Website: www.mmrdamumbai.org

System

Planned 19.5 km monorail with 18 stations linking south Mumbai with its eastern

suburbs. Section 1 (Jacob Circle-Wadala) – 11.28 km; Section 2 (Wadala – Chembur) –

8.26 km.

Feasibility study commissioned from RITES for a third line serving the Thane-Bhiwandi-

Kalyan corridor (29.6 km, 21 stations).

Mono Rail Master Plan for Mumbai Metropolitan Region developed by consultants Lea

Associates, South Asia Pvt Ltd proposes an eventual network of 135.2 km covering seven

corridors to be developed between 2011 and 2031 at a cost of INR203 billion.

A contract for the construction of Sections 1 and 2 of the system was awarded in 2008 to

a consortium of Scomi Engineering Berhad of Malaysia and Larsen & Toubro Ltd. Scomi

was additionally awarded a separate three-year operation and maintenance contract for

the system with a two-year extension option.

Consortium of SOWiL Ltd, CREEGC Ltd China and Team One Ltd appointed as project

management consultants.

Construction began in early 2009, with work due to be completed on Section 1 in 2011.

Estimated cost: RM1.85 billion

Rolling stock

15 four-car trains.

Mumbai Urban Transport Project (MUTP)

Responsible authorities: Mumbai Rail Vikas Corporation (MRVC); Mumbai

Metropolitan Regional Development Authority (MMRDA)

Websites: www.mrvc.indianrail.gov.in; www.mmrdamumbai.org

System

MRVC is a joint venture set up by the Ministry of Railways (51%) and the Government

of Maharashtra (49%) to implement the long-projected suburban rail capacity

enhancement elements of the Mumbai Urban Transport Project (MUTP), an integrated

Mack Brooks Exhibitions Ltd © 2011 33

scheme to improve public transport and traffic in the city. World Bank loans cover 57%

of the INR45.26 billion cost of this first phase of the project (2001 prices).

Existing system comprises a 319 km network with sections operated by two zonal

railways, Central Railway and Western Railway, carrying 6.3 million passengers daily.

Project implemented in two phases, covering provision of additional tracks, lengthening

trains together with associated infrastructure works, upgrading signalling, converting DC

traction power supply to AC and reducing encroachment on railway land. Resettlement

arrangements to mitigate this last-mentioned problem have contributed to delays to Phase

1 of the scheme, on which work continued in 2011.

Estimated cost the rail element of Phase 1: INR30.3 billion.

Phase 2 (MUTP-II) foresees further capacity enhancements being made over a five-year

period at a cost of INR53 billion. This phase, which includes 11 separate projects, has

been approved by the Government of India and the Government of Maharashtra. In 2010

a Project Agreement was signed by the government, MVRC and the World Bank,

followed by a Subsidiary Finance Agreement that guarantees funding.

Rolling stock

Services are operated by 191 9- and 12-car EMUs. The MUTP provides for 101 new 9-

car trains under Phase 1 and 131 under Phase 2. Some existing 9-car trains to be

lengthened to 12-car.

Navi Mumbai Metro

Responsible authority: City and Industrial Development Corporation of Maharashtra

Ltd (CIDCO), fully owned by the state government to oversee the development of the

new city of Navi Mumbai

Website: www.cidcoindia.com

System

Construction has been in progress since mid-2011 of the Phase I initial 11.1 km section

the first line of a planned standard gauge electrified (25 kV) elevated metro system to

serve Navi Mumbai. This section will link Belapur and Pendhar, serving 10 stations, and

forms part of the eventual Line 1 connecting Belapur-Taloja-Kalamboli-Khandeshwar-

Navi Mumbai International Airport (new airport) (21.45 km).

Line 1 is to be built in three phases. Phase II will extend the line to Khandeshwar (8.15

km, 8 stations) and Phase III (2.2 km. 1 station) will link Phases I and II to form a loop.

Six possible corridors totalling 117.3 km were identified in a master plan developed by

DMRC. The other five are:

Mack Brooks Exhibitions Ltd © 2011 34

Uran-Ranjanpada-Nerul (28.3 km).

Vashi-Nerul-Panvel (25 km).

Ranjanpada-Kharkopar-Seawoods (14 km).

Dighe-Turbhe-Belapur (20 km).

Vashi-Ghansoli-Mhape (9 km).

It has subsequently been decided to develop Uran-Ranjanpada-Nerul as a suburban rail

corridor, while demand forecasts for the four other corridors are to be reviewed in 2015.

Construction of Line 1 is being taken forward by CIDCO with no private sector funding

participation. Phase I is expected to be completed in 2013, Phase II in 2015 and Phase III

in 2016.

Estimated costs of Line 1: Phase I – INR19.8 billion; Phase II – INR16 billion; Phase III

– INR6 billion. Total INR41.8 billion.

Rolling stock

Six three-car trains required by 2014, rising to 18 three-car by 2016. Eventual

requirement (2031) for 30 six-car trains.

Pune Metro

Responsible authority: Pune Municipal Corporation (PMC)

Website: www.punecorporation.org

System

Proposed first line of a possible eventual 4-line 82 km standard gauge metro system.

An initial 14.9 km elevated line (Line 2) is proposed to link Vanaz with Rawadi

following preparation of a Detailed Project report by DMRC. The project has been

approved by PMC and the state government of Maharashtra. However, in mid-2011

funding arrangements were still to be finalised and questions were being raised locally

concerning the characteristics of the scheme. PMC has also approved in principle a future

extension from Ramwadi to Kharadi, with a branch to the Pune’s airport.

Three other lines have been proposed:

Line 1 (Swargate-Pimpri Chinchwad): 16.5 km, part elevated, part underground;

possible extensions Swargate-Katraj and Pimpri Chincwad-Nigdi

Line 3 (ASI-Hinjewadi): 18 km, elevated

Line 4 (Deccan Gymkhaha-Bund Garden): 11 km; possible extension Bund

Garden-Vishrantwadi

Mack Brooks Exhibitions Ltd © 2011 35

Estimated cost of Line 2: INR22.8 billion.

Rolling stock

Not specified.

Rapid MetroRail Gurgaon

Responsible authorities: Haryana Urban Development Authority (HUDA); Rapid

MetroRail Gurgaon Ltd (RMGL)

Website: http://rapidmetrorail.com

System

6.1 km elevated metro system under construction linking the Cyber City Special

Economic Zone development in Gurgaon with Line 2 of the Delhi Metro at Sikanderpur

station. Electrified at 750 V DC third rail. Six stations.

Implemented as a PPP DBFOM project by ITNL ENSO Rail Systems (IERS) and DLF

Metro Ltd. Claimed to be the first metro project in India financed by the private sector.

Turnkey contract awarded to Siemens Mobility in 2010. Construction started 2010.

Commissioning due by early 2013.

Estimated cost: INR10 billion.

RMGL intends to put forward plans to expand its network in Gurgaon.

Rolling stock

In 2010 CSR Zhuzhou on behalf of Siemens was awarded a contract to supply 15 three-

car trains for delivery 2011-12.

Mack Brooks Exhibitions Ltd © 2011 36

3. RAIL INDUSTRY MANUFACTURING IN INDIA

IR traction and rolling stock manufacturers

India has traditionally placed a high priority on self-sufficiency in railway procurement

and primarily sources its locomotives and coaching stock from long-established

government-owned Production Units. Government coach building plants produced 3,079

vehicles in 2010-11, a new record. Wagon manufacture reached 16,638 – also a record.

There are currently five principal Production Units, all overseen by the Ministry of

Railways via the Indian Railway Board:

Chittaranjan Locomotive Works (CLW) (www.clw.indianrailways.gov.in)

Located in West Bengal and originally established in 1950 to produce steam locomotives,

CLW now focuses on manufacturing electric locomotives. It has produced some 4,000 of

these for IR. In 2010-11 the plant achieved its highest ever output in a single year, 246

locomotives.

Current production includes the 4,475 kW WAG-9/WAG-9H/WAG9i heavy-haul freight

units and their passenger equivalents, Class WAP-7. These employ three-phase

propulsion technology acquired from Bombardier Transportation, while the WAG9i,

introduced in 2009, is an IGBT-equipped variant, also known as ‘Naveen’. The 4,030 kW

Class WAP-5 also employs three-phase technology acquired from Bombardier’s

predecessor, Adtranz. Locomotives with DC drives are also produced, notably the 3,730

kW Class WAG-7 freight unit and its Class WAP-4 passenger counterpart.

To help meet IR’s traction requirements for anticipated rises in traffic volumes,

manufacturing capacity at CLW has been increased.

Diesel Loco Modernisation Works (DMW) (www.dmw.indianrailways.gov.in)

Based in Patiala, Punjab and originally known as Diesel Component Works (DCW),

DMW was set up in 1981 with World Bank assistance to manufacture and supply key

components for existing locomotives in the IR fleet and those built by Indian

manufacturers for other operators. In addition the facility modernises and remanufactures

diesel locomotives to increase their haulage capacity.

Mack Brooks Exhibitions Ltd © 2011 37

In recent years DMW has been upgrading Class WDM-2 diesel-electric locomotives from

1,940 kW to 2,312 kW to be designated Class WDM-2C. In 2010-11 the plant rebuilt 110

diesel locomotives, bringing the total handled since 2000 to 938.

Diesel Locomotive Works (DLW) (www.dlw.indianrailways.gov.in)

IR’s principal source of diesel locomotives is DLW, set up in Varanasi, Uttar Pradesh, in

1961 in collaboration with Alco of the USA. Since then it has produced more than 5,000

locomotives, including examples for export customers and for non-IR clients in India,

such as industrial plants.

DLW’s long concentration only on locomotives with Alco-designed engines ended in

1995 when IR signed a technology transfer agreement with General Motors-EMD – now

Electro-Motive Diesel (EMD) – to enable microprocessor-controlled AC propulsion to be

built in India. As a result the plant now manufactures 3,100 kW Class WDG-4 (freight)

and WDP-4 (passenger) locomotives that are derivatives of EMD’s GT46MAC design.

DLW has also continued to produce Alco-engined locomotives of up to 3,445 kW,

mainly for export customers.

In 2010-11 DLW manufactured 267 diesel-electric locomotives, while the previous year

78 Class WDG-4/WDP-4 were turned out. This reflected increased output from the plant,

which was set a yearly target of 250 locomotives from 2009 as part of a programme to

boost IR’s traction fleet. In 2011 the Ministry of Railways said it intended to further

augment DLW’s manufacturing capacity to enable it to produce 300 locomotives per

year.

Integral Coach Factory (ICF) (www.icf.indianrailways.gov.in)

With an annual capacity of some 1,000 vehicles annually, ICF is the longer-established of

India’s two major passenger car building plants. The factory in Chennai, Tamil Nadu,

was created in 1955 and has produced more than 35,000 coaches and other rail vehicles.

The product range includes hauled coaches, DEMUs (Diesel-Electric Multiple-Units),

EMUs (Electric Multiple-Units) and MEMUs (Mainline Electric Multiple-Units), as well

as special vehicles that include inspection and ultrasonic test cars. ICF also supplied

rolling stock for Metro Railway, Kolkata, and has exported vehicles to several countries

including Angola and Taiwan.

ICF secured a contract under a World Bank-funded programme to supply 878 stainless

steel coaches to Mumbai Rail Vikas Corporation for commuter operations in the city.

These were the first stainless steel coaches to be built in India. Other recent activity

includes Jan Shatabdi coaches for IR intercity services.

Mack Brooks Exhibitions Ltd © 2011 38

ICF has capacity to manufacture 1,250 coaches annually, including 170 EMU cars.

Facilities are being expanded at the Chennai plant to enable it to turn out 1,500 coaches

per year.

Rail Coach Factory (RCF) (www.rcf.indianrailways.gov.in)

Located in Kapurthala, Punjab, RCF was established in 1986. Since then it has

manufactured more than 16,000 vehicles and has a production capacity of more than

1,400 coaches annually. The product range includes hauled coaches, DEMUs (including

metre-gauge units), EMUs and DHMUs (Diesel-Hydraulic Multiple-Units).

Recent programmes include construction in 2010 of India’s first air-conditioned double-

deck coaches, Duronto Express premier class stock and vehicles for Garib Rath trains for

low- and middle-income long-distance passengers. RCF also holds a licence from Alstom

to produce 180 km/h air-conditioned intercity (LHB) coaches. Export successes have

included orders for coaches from Mali, Myanmar and Senegal.

Parel Workshops (Central Railway)

In addition, a further plant under government control undertakes locomotive building on

a minor scale. These Central Railway workshops manufacture diesel locomotives for both

IR and industrial customers, clients in this latter sector accounting for 72 of the 128 BG

machines produced since 2007.

Additional manufacturing capacity

In 2006 the Indian government announced that it was to increase the country’s rolling

stock manufacturing capacity by setting up new Greenfield factories: a coach-building

plant in Uttar Pradesh; a diesel locomotive facility at Marhowrah, Bihar, which would

turn out 150 locomotives per year; and an additional electric locomotive manufacturing

unit at Madhepura, also in Bihar. The diesel plant will be expected to produce 1,000

locomotives in the 3,360-4,476 kW power range over 10 years and the electric

locomotive facility 800 machines of 8,950 kW over a similar period.

The IR Board intends to establish the two locomotive plants as PPP joint ventures with

international companies, with the ministry holding a 26% shareholding in each joint

venture. The protracted process of launching these projects faced further delays in 2011,

according to press reports due to a number of differences between railways and finance

ministries on how they should be structured. The four companies cited as competing to

participate in the supply of electric locomotives were GE Transportation, Alstom

Transport, Bombardier Transportation and Siemens. For the diesel locomotive contract a

joint venture between GE Transportation and Bharat Heavy Electricals was competing

Mack Brooks Exhibitions Ltd © 2011 39

with EMD. Dates in July 2011 were set for price bids following several earlier deferrals.

Total estimated value of the contracts is put at USD13 billion.

In 2011 the first vehicles were completed at a new government-owned coaching stock

plant at Rae Bareilly, Uttar Pradesh.

Also new is a wheelset plant at Belapur, Chhapra, which was due to start production in

2011, and additional manufacturing for bogies is planned.

Partnerships with private sector companies are also playing a role in these plans as IR

seeks sources of rolling stock to meet the demands growing passenger and freight traffic.

An example was the award of contracts to BEML, Jessop & Co Ltd and Titagarh Wagons

Ltd to supply prototype series of a new design of stainless steel EMU in anticipation of a

possible requirement for up to 3,000 such cars.

Other major rolling stock manufacturers

Bharat Bhari Udyog Nigam Ltd (BBUNL) (www.bbunl.com)

BBUNL is a government-owned holding company that includes four freight wagon

builders with a combined annual capacity of 6,500 vehicles:

Bharat Wagon & Engineering Co Ltd (BWEL)

Braithwaite & Co Ltd

Burn Standard & Co Ltd

Jessop & Co Ltd

BBUNL also produces passenger coaches, EMUs and trams through its subsidiary Jessop

& Co Ltd.

In 2011 the Ministry of Railways brought Braithwaite & Co Ltd and Burn Standard & Co

Ltd under its control.

BEML (www.bemlindia.com)

Publicly owned and based in Bangalore, BEML produces hauled coaches, EMUs and

diesel railbuses, as well as specialist vehicles such as inspection cars and on-track plant.

It has an annual production capacity of around 800 cars. In partnership with Rotem of

Korea and Mitsubishi of Japan BEML participated in the supply of rolling stock for the

first phase of the Delhi metro system.

Mack Brooks Exhibitions Ltd © 2011 40

Bharat Heavy Electricals Ltd (BHEL) (www.bhel.com)

BHEL is India’s largest engineering and manufacturing enterprise, focusing especially on

the energy sector. It is a manufacturer of electric locomotives, diesel-electric

locomotives, DMUs and EMUs and a wide range of traction and control equipment. The

company also manufactures track maintenance and inspection vehicles.

Hindustan Engineering & Industries Ltd (HEI) (www.heilindia.com)

With its headquarters in Kolkata and a manufacturing facility in Tiljala, West Bengal,

HEI is a major manufacturer of freight wagons of various types, including tank wagons

and container flats, as well as bogies, couplers and drawgear. The company holds

licences from Standard Car Truck Co (US) for the manufacture of Barber ‘Easy Ride’

freight wagon bogies.

Jessop & Co Ltd (www.jessop.co.in)

Kolkata-based Jessop & Co is a subsidiary of the government-owned BBUNL holding

company. Products include EMUs, passenger coaches, trams and freight wagons of

various types. IR awarded the company a contract to supply four nine-car stainless steel

prototype EMUs, with similar units also manufactured by Titagarh Wagons Ltd.

SAN Engineering & Locomotive Co Ltd (www.san-engineering.com)

Based in Bangalore, the company is a public limited venture manufacturer of diesel-

hydraulic shunting locomotives and overhead line inspection cars.

Texmaco Ltd (www.texmaco.in)

Manufacturer of freight wagons and related components.

Titagarh Wagons Ltd (TWL) (www.titagarh.biz)

Private sector manufacturer of freight wagons with two production facilities in West

Bengal. In 2007 TWL announced plans to set up an EMU production line at one of its

existing plants with a capability of manufacturing two 9-car sets per month. As a result,

the company received a contract from IR to manufacture six nine-car stainless steel

prototype EMUs. The first of these was completed in 2009.

Mack Brooks Exhibitions Ltd © 2011 41

Other manufacturers based in India (selection)

Rolling stock/rolling stock components/vehicle maintenance

Alstom Transport/Alstom Projects India Ltd (www.transport.alstom.com;

www.in.alstom.com)

Amco Saft India Ltd (www.amcosaft.com): batteries for rail vehicles

Autometers Alliance Ltd (www.autometers.com): traction and control equipment

Bombardier Transportation (www.transportation.bombardier.com): traction and control

equipment; onboard information displays

Crompton Greaves Ltd (www.cglonline.com): traction and control equipment

Diesel Loco Modernisation Works (www.dmwpatiala.com): spares; refurbishment

Escorts Ltd (www.escortsgroup.com): brake equipment; running gear; couplers

Greysham International (www.greysham.com): brake equipment

Greysham (International) Super Friction Pvt Ltd (www.ombesco.in): brake equipment

Hindustan Engineering & Industries Ltd (www.heilindia.com): running gear; couplers

Imeco Ltd (www.imecolimited.com): traction and rolling stock components

Kineco (www.kinecogroup.com): composites for vehicle exteriors and interiors

Knorr-Bremse India Ltd: (www.knorr-bremse.com): brake equipment; suspension

components; traction and control equipment

Metal Engineering & Treatment Co Pvt Ltd (www.metcocal.com): vehicle maintenance

equipment

NTF (India) Pvt Ltd (www.ntfindia.com): composites for vehicle exteriors and interiors

Rail Wheel Factory (www.rwfindia.gov.in): bogies and running gear

Sidwal Refrigeration Industries Ltd (www.sidwal.com): air-conditioning equipment

Simplex Castings Ltd (www.thesimplex.com): bogies and running gear

Steel Authority of India Ltd (SAIL) (www.sail.co.in): running gear

Stesalit Ltd (www.stesalitltd.com): traction and control equipment

Stone India Ltd (www.stoneindia.co.in): brake equipment

Tatra Vector Motors Ltd (www.tatraindia.com): vehicle seating systems

Vanjax Sales Pvt Ltd (www.vanjax.com): vehicle maintenance equipment

Ventra Locomotives Ltd (www.seekandsource.com/ventra): shunting and industrial

locomotives; inspection and maintenance vehicles

Westinghouse Saxby Farmer Ltd (www.wsflindia.com): brake equipment

Signalling/communications/passenger information systems

Bombardier Transportation (www.transportation.bombardier.com): signalling and train

control systems

Central Electronics Ltd (www.celsolar.com): signalling and train control equipment

Crompton Greaves Ltd (www.cglonline.com): signalling and train control equipment

Invensys Rail Group (www.invensysrail.com): signalling and train control equipment

Motorola India Pvt Ltd (www.motorola.com/in): communications systems

Stesalit Ltd (www.stesalitltd.com): signalling and train control equipment

Union Switch & Signal Pvt Ltd (www.ansaldo-signal.com.au): signalling and train

control systems; communications systems

Mack Brooks Exhibitions Ltd © 2011 42

Westinghouse Saxby Farmer Ltd (www.wsflindia.com): signalling and train control

systems

Permanent way/infrastructure

Ashi Pvt Ltd: sleepers

Bharat Earth Movers Ltd (BEML) (www.bemlindia.com): track maintenance equipment

Burn Standard & Co Ltd (www.bbunl.com): track products

Crompton Greaves Ltd (www.cglonline.com): electrification equipment and turnkey

projects

GERB Vibration Control Systems Pvt Ltd (www.gerb.com): track vibration control

Hindustan Engineering & Industries Ltd (www.heilindia.com): track products

Jindal Steel & Power Ltd (www.jindalsteel.com): track products

Larsen & Toubro Ltd (www.larsentoubro.com): track construction, design and planning

Logwell Forge Ltd: track products

Patil Group (www.patilgroup.com): track products

Phooltas Tamper Pvt Ltd (www.phooltas.com): track maintenance equipment

Plasser India Pvt Ltd: track maintenance equipment

Rahee Track Technologies Pvt Ltd (www.rahee.com): track products

Royal Forgings (www.royaltrack.com): track products

RPG Transmission Ltd (www.rpggroup.com): overhead line systems

Sperry Rail India Pvt Ltd (www.sperryrail.com): track maintenance equipment

Steel Authority of India Ltd (SAIL) (www.sail.co.in): track products

Texmaco Ltd (www.texmaco.in): track products

VAE VKN Industries (www.voestalpine.com/vaevkn): track products