Modernisation and technology go hand-in-hand, and clearly Indian Railways understands that. Its technology division, CRIS, has created several modules and technologies, many of which the Railways has not implemented in a standardised way. Most are either piloted or a result of a court judgment, implemented piecemeal. Yet experts are optimistic that the Railways will implement several new modern operational methods in the near future.
Experts:
Ram Dayal Sharma, Chairman, Kalindee Rail Nirman Engineers, a construction major in track, signalling and teleÂcoÂmmunication projects expanding into traffic management systems.
Sandeep Mehta, COO, Adani Logistics, which recently operationalised the Gandhidham-Mundra Port rail line. Adani Logistics operates two rail logistics parks and six container flat rakes.
Vineet Agarwal, MD, TCI, a multimodal logistics solutions provider. TCI has entered into a JV with Concor and uses rail and roads for movement.
Sunil Srivastava, Executive Director, Balaji Railroad Systems (Barsyl), the Hyderabad-based rail consultancy services
that has completed about 700 projects for clients in India and abroad.
What are some of the technologies available in modernisation of railway systems but not used?
Sharma
Railways have been making attempts to modernise the infrastructure of the Indian Railway system from time to time. However, the attempts have been made in bits and pieces and often merely to meet contingencies. No concerted attempt has been made as a business proposition to modernise and imprÂove performance leading to better operating and finaÂncial position.
Most of the safety related improvements came as a result of accident enquiry committee recommendations asking for a particular safety equipment or system to be installed to avoid such accidents in the future. These ad hoc projects fell short of a systematic upgrading based on a well planned scheme to improve operations and utiÂlisation for tangible economic benefits. Hence all these attempts have failed to deliver any substantial material gain. The funds that could be allotted to such sporadic improvements were raised from surplus available from time to time leading to long periods for execution and delays. The need of the hour is to leave such a piecemeal attitude and take a business like approach and make infrastructure improvement on a wholesome basis to derive tangible operating and financial benefits which would justify investments on business lines. This alone would make taking these projects attractive and feasible on PPP model.
Mehta
Modern train control for capacity and safety enhÂancement is a breakthrough in dissemination of train movement related information. Indian Railways have successfully launched Satellite Imaging for Rail Navigation (SIMRAN) as a pilot project for some important trains which provide the precise location of the trains through interactive mode on mobile phones/laptops etc, thereby eliminating the need for face-to-face telephonic enquiry. This needs to be encouraged.
Other available technologies are Train Protection Warning System (TPWS), which, if introduced properly, can cover all the high-density stations; extension of Optical Fibre Cable (OFC) over the entire Indian Railways route and replacement of overhead alignment with underground cables/OFCs; IP-based train control communication. Indian Railways must take appropriate not only to improve services to passengers, but improve reliability of freight system.
To enhance safety by reducing human dependence for verification of clearance of track, track circuiting at more locations should be a target for completion in the coming year. Communication Based Trains Control (CBTC) system for running trains at close headways of approximately two minutes to meet the increased comÂmuter traffic must be the requirements.
Agarwal
Some of the technologies that are available in modernisation of railway sysÂtems are still under test and not in use. These include derailment detection deÂvice, sensors for detecting hot wheels and hot boxes, track side bogie monitoring system, enviÂronment-friendly coach toilet discharge system, rail flaw detection instrumentation, Satellite Imaging for Rail Navigation (SIMRAN) and fog vision instrumentation.
Srivastava
There are several signal, telecommunication and electrical technologies available, including automatic signalling on double lines; centralised traffic control on single line sections. These are economical systems but provided in India now on a very small scale. More than 85 per cent of railway track in China is with automatic signalling as against less than 8 per cent in India.
Which technology would be important for the Railways to adopt immediately and on a universal scale?
Sharma
Indian Railways have also attempted technologies from time to time more as a trial rather than as business proposition. These include:
Automatic signalling: This has been adopted only in metro and suburban sections to facilitate intensive movement of passenger trains as an unavoidable necessity. This has not been widely applied to main line for freight and passenger trains for increase in line capacity. We can increase capacity by 15 to 20 per cent as well as achieving higher average speeds. The basic infrastructure for these like communication network and electronic/panel interlocking at stations is already largely available. By adopting new technology we can achieve working on basis of “moveable blocks†offered by communications based train control systems. The capacity of any line can be adjusted during operations by introducing and removing “virtual block signalsâ€. Hence the line capacity can be readily adjusted to suit opeÂraÂting requirements such as superfast trains and slow
freights trains.
Train management systems: These systems provide necessary tools for efficient management of resources such as track/engine/crew utilisation on real time basis. These have been provided on some suburban sections more as an aid to passenger information rather than to derive benefits of asset management. This system should be provided on all busy routes to identify and eliminate detentions leading to better utilisation and faster operations. Here again the basic infrastructure of communications and interlocking is largely available today on most of the trunk routes.
Centralised control system: This system goes invÂariably with the earlier mentioned train management system. For some historical reasons Indian Railways are very averse to this since it will result in reduction of manpower at stations.
Now the manpower costs are not any longer insiÂgnificant and this system too should be applied on large scale on all routes to improve operations, average speeds and asset utilisation.
Automatic warning system: This system provides assistance to the driver to ensure that he does not disobey any signal to ensure the highest degree of safety. Indian Railways have installed safety devices at stations, althÂough in bits and pieces, resulting in reduction of accidents due to mistakes of station operating staff. But the dependence on driver still continues to be total. Indian Railway’s attempt to introduce this safety system for drivers has been far from successful. This system is available in all developed countries for many decades. This needs to be installed on all trunk and busy routes. This will lead to higher average speeds and better safety performance.
The technologies mentioned above are important and these go together for cost economy and best results. These can be implemented on all busy trunk routes as business proposition to attract PPP investments and faster implementation.
Agarwal
In terms of technological upgradation, there is a need to convert all electrified routes to automatic block system. Also converting most routes to electrified routes should be the first priority. Introduction of environment friendly toilet discharge system in passenger trains also is much needed and should be implemented on an extensive scale.
Srivastava
Railways need to adopt the policy immediately to provide automatic signaÂlling on all existing double lines and Centralised Traffic Control on single lines to increase the number of trains to be run on with safety and at economical costs.
Do you believe that Indian Railways would be ready with container logistics enabling technology before the advent of the Dedicated Freight Corridors (DFCs) in 2016-17?
Sharma
Introduction of DFC is not linked with moderniÂsation of existing trunk routes at present. These techÂnologies are proposed to be provided on the DFC for the freight lines only. It would be better if the existing lines along the DFC are provided with the technologies mentioned above at the same time.
Mehta
Railways’ ability to compete with other modes of transport, in particular with road, is crucial for its competitiveness. One reason why rail freight transport has struggled to compete is that an effective single market for road haulage was put in place much earlier.
Despite that difficulty, new opportunities now seem to be presenting themselves for rail freight to increase its market share—in particular, the expanding market for long haul. It is when large volumes are transported over long distances that rail freight seems to have the best prospects of being able to compete with road transport.
The growing containerisation of freight and the longer distances covered in the single Indian market should generate a growing demand for rail transport. Rail freight should also benefit from increased trade in general, as well as from road congestion, high oil prices and growing. The solution lies in the DFCs for which the Indian Railways has taken exceptional initiatives to encourage participation of private logistics company. The rail freight transport has been more reliable than road haulage in delivery times.
Agarwal
Yes, Indian Railways (IR) should be ready with container logistics enabling technology before the advent of the DFCs. In fact, introduction of multimodal Logistics Parks alongside DFCs is a welcome step. Granting licences to private container train operators also is a step which is enabling domestic industry to use this mode.
Srivastava
Yes. It is quite possible that most container logistics facilities could be in position by the time the DFC comes into being. I believe container logistics enabling techÂnology will be firmly established by the time DFC becomes a reality. In all cases, paperwork and sanctions take longer than physical terminals to come up. Linking container logistics enabling technology to the IR’s freight network will be seamless, both operationally and commercially as operation information’s systems of IR is already in operation.
But, the question is whether the DFC will be operational by the 2016-17 horizon.
How can city railway stations, which are prime property, be harnessed in real estate terms?
Mehta
We should not use the Railway proÂperty for any other work as this will create diffiÂculty in expansion plan in future.
Agarwal
The city railway stations can be harnessed by conÂverting them into world class stations. It can also be achieved through reconstruction/upgradation and mainÂtenance of operational and public areas through long term concessions. Concessionaires should be allowed to use land around and air space above stations for real estate developments. Integrated development of stations and good connectivity should be key factors.
Srivastava
Yes, in most of the cities and towns, historically the railway stations have become the hub of activity and prime real estate property. The location can very well be exploited by IR in terms of better utilisation of air rights over the existing operational areas of the buildings. In most of the stations, you will observe that the total property is not efficiently planned. As a result of this, despite large parcels of land being available, there is chaos. If the station area including approaches are scienÂtiÂfically planned, each station can yield 2,000 (if not more) sq ft of commercial area that can be leased out.
Worldwide, railway stations house retail outlets, eateries and offices.
Can the airport model (aeronautical + non-aeronautical revenue model) be employed for the Railways?
Sharma
Railway stations are the best places for the general public to carry out normal purchasing activity for daily needs. Facility for retail shopping of daily need items through 24×7 departmental stores can lead to significant revenues and also improve station surroundings. HowÂever, the airport model of combining aeronautical and non-aeronautical revenue model can be adopted to a limited extent since the clients belong to different economic groups. The rail clients are from middle and lower middle income groups who would like to be more interested in only essential items rather than costly life style items.
Mehta
Typical airport non-aeronautical revenue generators can now include the following examples:
• ‘Floating’ concession, eg, ‘barrow boy’ retailers (incÂluding business gadgets on sale near gates of business-oriented flights);
• ‘Personal shopper’ while passenger relaxes in full service catered unit;
• Paid entry executive lounges;
• Internet kiosks/Wi-Fi with log-in fees;
• Retail promotion and product placement, eg, luxury motor vehicle (fixed or floating);
• Static exhibition sites;
• Public viewing gallery with turnstile paid access;
• Television advertising screen concessions;
• Radio station concession;
• Toilet and washroom advertising;
• Toilet and washroom paid entry (deluxe product);
• Creche facilities.
In case Indian Railways can implement some of the above facilities, we can of course take steps to implement this scheme.
Srivastava
Not directly in the same format, as there is no equivalent for aeronautical revenue for IR. In the Indian context, there are no private rail operators hence the question of aeronautical revenue does not arise. However, there is tremendous scope for generating non-aeroÂnautical revenue through innovative use of station area by providing space to budget hotels, travel related services, retail outlets etc.
Do you believe that the PPP model is ideal in building factories, as has been planned?
Sandeep
There are a range of PPP models that allocate a responsibilities and risks between the public and private partners in different ways. Depending on the nature of the project, the contractual structure/agreements used for new projects would include inter-alia: In view of the above considerations, and in light of today’s onÂgoing preparatory activities undertaken notably by industry, and maximising the potential benefit, the reÂcoÂmmended course of action for setting up of the scope of work.
The success of the PPP model does not merely depend on ticket revenue, but a host of other sources of income like real estate, advertisements, and so on. However, it is yet to be tested on the ground. The private parties involved in these projects need to supplement their ticket income with the income from real estate and other sources. Both EPC and PPP projects have been planned around that concept. State governments provide land to the company along the route where tracks are being laid; the company is allowed to develop that land and supplement the income. The companies are interested as they know that in exchange of their investment they can make money out of developing real estate on the land.
Agarwal
With a planned investment of Rs 14 lakh crore under Vision 2020, which would be generated through internal resources, prudent borrowing and PPP, a moniÂtoring committees should be put in place and policy frameÂÂwork should be decided with inputs from prosÂpective investors.
Srivastava
Yes. Long history of India has had a having coach and wagon manufacturing units in the private sector, who supply their products to IR according to the latter’s safety and comfort specifications.
Hence extending the same on PPP model to production facilities for diesel and electric locomotives will be well within the realm of possibility.
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