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Conflicting views over Mumbai Metro gauge

Gaurav Vivek Bhatnagar

Uni-gauge policy will soon come to an end with Mumbai project

NEW DELHI: With the Mumbai Metro Rail Project all set to become the first truly standard gauge railway project in the country, the uni-gauge policy of India will soon come to an end. While the Delhi Metro Rail Corporation officials are glad that the more high-tech and energy-saving standard gauge is finally being adopted, some senior railwaymen are opposed to the move on the ground that broad gauge is more stable and allows carrying larger passenger volumes.

Delhi Metro officials insist that the Mumbai Metro project is headed in the right direction. Director Project and Planning C.B.K. Rao says that for Metro networks the standard gauge is better as it allows a low turning radius of 90 to 140 metres as against 175 metres for broad gauge and this reduces the requirement of land when the Metro has to take a curving turn. "Since world over almost all the major Metro systems are on this gauge, quality is ensured because of mass production. Moreover, adoption of standard gauge also ensures adoption of and up-gradation to latest technologies in rolling stock, suspension, braking traction and propulsion in future as well."

In the case of Delhi, standard gauge was rejected and broad gauge approved. However, instead of 3.66 metre wide coaches, 3.2 metre wide coaches were used by the Delhi Metro and the elevated viaducts, tunnels and platforms were all designed accordingly as these coaches -- which conform to standard gauge norms -- were more cost-effective and capable of meeting the long term needs of Delhi.

According to Delhi Metro Director (Rolling Stock and Electrical) Satish Kumar, while broad gauge is considered more stable, the standard gauge 3.2 metre coach is a better option. "A wider coach means a row of more standing passengers. But it also means a higher expenditure on the platforms and the safety systems since the emergency evacuation measures require that a station be designed in such a way that three trainloads of passengers can be safely evacuated in less than six minutes." Also, in bigger coaches more expensive air-conditioners are required.

Stating that Metro trains consume around 80 units of electricity per kilometre as against about 10 units per km for a 1,000 ton goods train, Mr. Kumar said power consumption is reduced to 50 units per km by using light stainless steel bodies, which reduce deadweight by around 15 per cent and using motors which during start give power and during braking act as generators and manufacture electricity that powers the air-conditioners.

This "techno economic advantage" will also be available in the 146.5-km, Rs. 19,500-crore Mumbai Metro Rail project since DMRC has suggested to it that on the lines of the Delhi Metro the Automatic Train Protection system, the rust-proof and light weight stainless steel bodies, and energy-saving 25 KV traction and similar air-conditioning systems and emergency systems be used by it.

As for ridership volumes, Mr. Kumar said that like Delhi, the Mumbai Metro -- whose first phase contract of Rs. 2,356 crores for the 11 km Versova-Ghatkopar line was recently awarded -- is also a high capacity project capable of carrying 70,000 passengers per hour per direction. "We can meet these levels by having up to eight coaches and reducing train frequency down to 2.5 minutes. This would help in reducing deadweight per passenger and spread the ridership."

Former Member (Engineering) of the Railway Board, S.P.S. Jain, holds a contrary view. "In a mega city like Mumbai or Delhi, there is actually a need for a seven-foot gauge to allow for heavy passenger volumes" as a wider gauge means larger carrying capacity. Insisting that almost all countries follow a uni-gauge policy, he said it results in better interconnectivity. But this is countered by DMRC officials who claim interconnectivity has more to do with goods trains and not passenger traffic

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