The big daddy of the commuter rail system league, the 456-route-km suburban system of Mumbai?with 1,573 of Central and 1,275 Western Railway EMU (electric multiple units) trains?carries seven million passengers a day. The day the ?locals? develop a cold, Mumbai goes stiff in the knee. It is also perhaps the world’s only metro rail system that caters for both inter- and intra-city commuters.
To further strengthen the infrastructure, Mumbai Railway Vikas Corporation Ltd (MRVCL), a 51:49 partnership between the ministry of railways and the government of Maharashtra, was incorporated in the late ’90s. Responsible to execute the projects under the Mumbai Urban Transport Project, MRVCL promises to give Mumbaikars the best expertise in rail and road sectors for a well planned growth of the city’s vast transport infrastructure.
Phase-I involves Borivali-Virar quadrupling, fifth and sixth lines between Kurla and Thane, conversion of traction from DC to AC, a brand new car shed at Virar and the like at a cost of R4,174 crore, and is expected to be completed by early 2012. Phase-II, costing about R5,300 crore, would comprise fifth and sixth lines between CST-Kurla and Thane-Diva, extension of the harbour line from Andheri to Goregaon and an ambitious project of the sixth line all the way from Mumbai Central to Borivili.
On completion of phase-I, no less than 550 new trains would be introduced and Phase-II will see an addition of about 800 new trains, with most of the rakes being extended to 12 coaches. This could take the ridership of the combined Central and Western systems closer to a world record of 10 million.
Most importantly, the new tracks will segregate the long distance passenger/freight and suburban trains, giving the fast and slow locals full priority in their movement, a major facility for Mumbaikars to cheer about. Plans are also underway to introduce a few east-west elevated corridors
to complement the existing infrastructure, of course this time with private investment.
The Railways? premier coach manufacturing unit, the Integral Coach Factory at Perambur near Chennai, has been producing almost 1,200 passenger coaches a year. Along with another 1,100 coaches produced by the Rail Coach Factory at Kapurthala, Punjab, not only are the Railways? needs are met, but coaches have been exported to a host of countries such as Sri Lanka, Myanmar, Thailand, Taiwan, Zambia, the Philippines, Tanzania, Uganda, Vietnam, Nigeria, Mozambique and Bangladesh.
Size does matter when thousands are vying to get a space on the fast locals, and thanks to the 1676mm-wide broad-gauge system Mumbai?s XXL super size 12-foot wide coaches provide ample space for 500 passengers to get on board in what is technically known as super-dense crush-loading against a design capacity of just 200 compared to Delhi?s 10-foot-wide coaches that can accommodate a mere 150 passengers.
ICF has now pulled out all stops in its efforts to make the plain vanilla EMU coaches into state-of-the-art products for greater passenger comfort, better riding quality with air springs, improved aesthetic looks and more energy efficiency.
Recent supplies have been with gleaming stainless steel (SS) bodies?for better corrosion resistance against the brine-laden winds of Mumbai?SS frames with cushions for first class and polycarbonate seats for second class. Handholds are also SS, so are partitions and luggage racks. Interior panelling is fibreglass reinforced plastic (FRP) and the FRP nose cones give an aerodynamic look to the driver?s cab.
SS ducts ensure forced ventilation through an air handling unit fitted on the outside. Coaches are more user friendly with LED displays and an elaborate Passenger Information System.
Over 1,500 of these coaches have been supplied over the last four years against a World Bank-funded contract. With a progressive enhancement of rake lengths from 9 to 12 coaches Mumbaikars will have plenty to feel comfy.
The writer is a former member (mechanical), Railway Board.
Email: acharya@bol.net.in