National Capital Region Transport Corporation

Regional Rapid Transit System in NCRDelhi-Ghaziabad-Meerut RRTS Corridor

National Capital Region Transport CorporationNavneet Kaushik, Director Systems

24.07.2020

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New York London Tokyo Beijing Delhi Mumbai Kolkata Mexico Sao Paulo

1960 1970 1980 1990 2000 2010 2020 2030

Source – World Urbanization Prospects 2018 – UN DESA

Some Facts

▪ India will have 7 cities of population more than 10 million by 2030

▪Delhi will overtake Tokyo to become world’s most populous city

▪Most of the megacities will be in Asia: India and China

▪ India will have an addition of 25 crores in the urban population

World is changing

National Capital Region Stretching to other locations from Jaipur-Ajmer to Meerut to Gwalior

Mumbai-Pune-Thane Region

Extending National Highway to Ahmedabad & constituting southern end of DMIC Chennai to Bengaluru Region

350 km stretch linking two states currently divided by the waters of the Cauvery

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Megaregions

India – USD 5 Trillion economy by 2024National Capital Region – USD 1 Trillion

• Infrastructure• Investment • Innovation • Environment • Technology• Employment

Growth will be driven by Megaregions

NCR - Snapshot• Comprises - Haryana, Rajasthan,

Uttar Pradesh & Delhi• Total 23 districts (excludes Delhi)• Area - 55,083 sq.km.• Population – 46.1 million

(2011 census)

National Capital Region (NCR)

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Better Connectivity triggers Urban Development

Night Imagery-

NCR

UN report projects Delhi to be most populous city on planet in next 10 years

Consequences of rapid urbanization in Delhi & NCR

▪ Unmanageable Urban Sprawl

o Lacking Regional Public Transport – low frequency –lack of integration - Multiple interchanges

▪ Pollution2:

o 40% increase in vehicular pollution - 2010 & 2018

o Road vehicles contribute as high as 41% of the pollution

o Vehicles from NCR contribute 40%-50%

▪ Congestion

o Vanishing off-peak hours; 63% share of PrivateTransport

▪ Accidents

o In 2018 – highest # of deaths in Delhi – 1690 (highestamong cities with 50 million plus population)*

1: World Bank Data 2: Report No. 92, EPCA, Oct. 2018

Population trend of mega cities in World1

Inadequate regional mobility – constraining economic growth

10152025303540

2005 2014 2030

Po

pu

lati

on

in

Mil

lio

ns

Tokyo Delhi Shanghai Beijing New York*Report on Road Accidents in India - 2018 published by Ministry of Road Transport & Highways

Mega Cities - Paris Metropolitan Region(Co-existence of transit systems and express road networks)

Regional Express Rail257 stations587 kms

Metro384 stops216.5 kms

Tramway148 stations95 kms

Buses12,500 stops347 lines

Regional Rail serves as the main transport backbone of the region with buses and metros supplementing as feeders

Sub-Urban Nodes

Regional express rail

Motorways

Dreux

To Lyon

Vernon

Gisors CreilCrépy-en-Valois

Provins

To Reims

Montreau

Nemours

To Orleans

Rambouillet

PARIS CBD

Regional Express Rails connect sub-urban centers to Paris CBD

Co existence of multiple modes performing different roles in the metropolitan region

Line A: 108 KM

Line B: 80 KM

Line C: 185 KM

Line D: 190 KM

Line E: 52 KM

Need for Network of Networks

o Paris Metropolitan Region

o Seoul Metropolitan Region

Similar to regional railsystems implemented acrossthe mega-regions of theworld – Paris, Tokyo, Seoul,Beijing, Madrid

Approach Needed: Network of Networks

Regional perspective in planning is the key

Comprehensive

Mobility

solution

Transport is an Enabler

Comprehensive Mobility solution

National Level Regional

LevelCity

Level

Last Mile

• Indian Railways• Airlines• High Speed Rail

• RRTS• Commuter/Passenger

Trains• Buses

• Bus Rapid Transit• Metro Rail Transit• City Buses

• Intermediate Para-Transit (IPT) – e-rickshaw, shared auto, Electric cycle

• Feeder Buses

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What is RRTS & What will it offer to its users?

Design speed of 180 kmph (Delhi to Meerut in less than an hour)

Train every ~5-10 min. & serving traffic nodes every 5-10 kms

Universal Access – Dedicated Women Coach

Reduced Land use for high throughput

Commuter friendly information systemWeather proof – rains, fog

High capacity, comfortable journey, airline seating

RRTS – Rail based high speed, high capacity, comfortable and safe commuter service connecting regional nodes. It will help in reducing Road Congestion, Energy Consumption and Pollution

Interoperable Corridors & Multimodal Integration

RRTS trains will travel at 3 times the average speed of Metro

RRTS in NCR – enhancing Regional Mobility

Functional Plan on Transport for NCR-2032 -eight (8) Corridors of RRTS

• The Planning Commission appointed Task Force (2006) having representation of GOI and NCR States –

o Prioritized 3 corridors for phase - I:

✓ Delhi-Ghaziabad-Meerut (Sanctioned by GoI – 07.03.2019) – In Implementation Phase

✓ Delhi-Gurugram-Alwar

✓ Delhi-Panipat

Area covered by Metro in 1 hr

• Area covered by RRTS in 1 hr• Coverage area expands

Share of Public Transport

Increase in share of public transport from 37% to 63%

Car36%

Two Wheeler

Bus5%

Rail32%

Modal Shift after RRTS

Car22%

Two Wheeler

15%

Bus2%

Rail15%

RRTS46%

Transformation in regional mobility

3 prioritized corridors in Phase I

ParametersDelhi –Meerut

Delhi –Panipat

Delhi –SNB

Total Length (Km) 82.15 103.02 107.10

Estimated travel time (min)

60 72 75

No. of total stations 24 17 16

~ 350 kms

600 coaches

6 Depots~ 2 mn

daily ridership

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• Seamlessly connecting 40+ million population of NCR

• Mix of metro and RRTS in first corridor

Socio-Economic Benefits Significant reduction in travel time (60-70%)

Meerut to Education City in Haryana:

150-160 min

Ghaziabad to Gurgaon (Cyber City): 160-170 min

Meerut to IGI Airport:

230-240 min

Ghaziabad to Manesar: 190-200 min

Travel time by Road Travel time by RRTS

Ghaziabad to Gurgaon

(Cyber City): 35-40 min

Meerut to IGI

Airport: 70-75 min

Ghaziabad to Manesar: 55-60 min

Meerut to Education

City in Haryana:

90-95 min

Meerut

Alwar

Delhi

PanipatMeerut

Ghaziabad

Multimodal Integration - Integral part of the project

All three corridors of phase I will converge at Sarai Kale Khan & will be interoperable providing seamless movement

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Multimodal Integration (MMI) with various modes of pubic transport

Meerut metro services on RRTS infrastructure

• Metro services with 13 stations in Meerut• Savings in capital cost of Rs. 6,350 Cr (USD 907 Mn.)• Better utilization of resources & no competition for

ridership

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Modes MMI with RRTS

Metro Rail Systems

Delhi Metro: With 7 metro lines, atGhaziabad, Anand Vihar, New Ashok Nagar,SKK, INA, Aerocity, Indraprastha, KashmereGate, Munirka, Burari X-ing

Meerut Metro: At Begumpul

Gurgaon Rapid Metro: Udyog Vihar

Bawal Metro: At Panchgaon, Kherki Daula

AirportAt Indira Gandhi International Airport, Delhi– Aerocity Metro Station

Indian Railways

Hazrat Nizamuddin & Anand Vihar

ISBTsSarai Kale Khan, Kashmere Gate, AnandVihar, Panchgaon, Panipat

Other BusTerminal /Depot

Kaushambi Bus Depot, Sahibabad Bus Adda,Ghaziabad New Bus Adda, Muradnagar BusStand, Bhaisali Bus Adda, Bawal, Gannur,Panipat Bus Stand etc.

RoadsRing Road, Eastern Peripheral Expressway,Delhi-Meerut Expressway

Sarai Kale Khan

Three Corridors Converging at Sarai Kale Khan

Common elevated station with Interoperability of trains

• Seamless movement of passengers

• Efficient Multimodal Integration with other modes

• Enhanced comfort

• Reduced capital cost and O&M costs

• Common standards – economies of scale

• Optimized utilization of assets and manpower

Ridership – Sustainability of RRTS

Delhi-Meerut RRTS Corridor

❑ Project sanctioned and approved by Govt. of India – March 2019

❑ Foundation Stone Laid by Hon’ble Prime Minister – 8th March 2019

❑ Construction for the priority section (17km) and Duhai EPE to Shatabdi Nagar (31 km) has started

❑ Commissioning of Complete Corridor –6 years from Construction Start Date

Delhi – Meerut RRTS CorridorKey Features

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❑ Corridor Length: 82.15 km

▪ Elevated - 68.03 km (Delhi - 9.29; UP - 58.74)

▪ Underground - 14.12 km (Delhi- 3.71; UP – 10.41)

❑ Total 25 Stations

❑ Seamless multimodal connectivity with othermodes of transport

❑ Will serve 0.8 Mn passenger trips per day

❑ Modal shift from private to public transport –37% to 63% – 0.1 Mn vehicles off the road

❑ O&M from 3rd Party

Financing plan of Delhi-Ghaziabad-Meerut RRTS

Govt. of India, 20%

GNCTD, 3.22%

GoUP, 16.78%

Multilateral/ Bilateral

financing, 60%

Financing Plan* of Delhi-Meerut Corridor

Total project cost $ 4,309

Mn.

*Percentages represented above excludes contribution towards

SGST, Government land & private sector participation

Financial Assistance

USD Million

INR Crore

ADB 1,049 6,923

AIIB 500 3,300

NDB 500 3,300

Implementation Schedule

Stage I - Priority Section: Sahibabad to Duhai

including Duhai depot

• Length: 17 km

• Commissioning by 2023

Construction started for Priority Section

Stage I

Stage II

Stage III

Stage IV

Stage II - Duhai to Meerut South

• Length: 26 km

Stage III - Sarai Kale Khan to Sahibabad

• Length: 16 km

Stage IV - Meerut South to Modipuram

• Length: 23 km

Overall Commissioning by 2025

Project Progress – Status of Construction

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Pre-Construction Works

For Priority Section (17 Km)

✓ Road widening completed

✓ Relocation of 5 out of 6 HT lines completed

and remaining in progress

For Balance Section (65 Km)

✓ Road widening in progress

✓ Relocation of 19 out of 35 HT lines completed & balance work

in progress

Civil Works of Priority Section (17 Km)

✓ Piling works for 7 km length of viaduct completed in

Ghaziabad - Duhai section and piling for all 4 stations of

priority corridor is in progress

✓ Casting of piers and precast girder segment for viaduct -

started

Progress Photographs (1/3)

Progress Photographs (2/3)

Progress Photographs (3/3)

Leveraging technology

Project planning & monitoring • SPEED (In-House)• Primavera P6

Building Information Modelling (BIM)• Collaborative design:

Synergies

UAV (Drone) Videography• Creation of baseline docs.• Project monitoring

OpenTrack for Train Simulation

Common Data Environment• Automated doc. & info. flow,

Collaborative design using BIM: ‘single source of truth’

Virtual Reality Studio• 3D visualisation

CORS• Continuously

Operating Reference Stations for Surveying

CCTV Camera • Surveillance of the

work

Broad System Parameters of the RRTS corridor

Parameters System Specifications

Track Gauge Standard Gauge- 1435 mm

Axle Load 17 T

Rolling stock 3.2 m wide 22-23 m long, stainless steel

Traction Power 25 KV, 50Hz OHE

AutomaticFare collection

Printed QR Based Ticket/ Contactless Smart Card

No. of Doors on each side and Door width

3 Nos., 1.3-1.4m wide

Seating arrangement 2 X 2 transverse type seating

Platform Screen Doors Yes

Accessibility Priority seating; Reserved coach for women, Wheel chair space provision

Emergency Passenger evacuation

Side evacuation

✓ Design speed of 180 kmph

✓ Ballastless track on viaduct & in tunnels

✓ Signaling – ETCS Level2

✓ Fully inter-operable

✓ Beneficial in extension of lines

✓ 3.2 m wide coaches for higher capacity

✓ Provision for luggage space

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Specific needs of S&T in NCRTC

Interoperable Signalling System with interoperable ATO

Integrated ATS

Moving/Virtual Block to meet high capacity demand

Wireless Communication Backbone

LTE/TERTA/GPRS

Reducing Field Gears

Centralized architecture

Platform Screen Doors

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Signalling system Adopted :ETCS Level2 with LTE as backbone

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ETCS Level2 Important Subsets

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ETCS Baseline 2.3.0 d : Features

Automatic train protection, including all

relevant modes, e.g. Full Supervision,

Shunting, etc.

Cab signalling (Driver Machine Interface)

Braking curve supervision.

ETCS Levels 1, 2 and 3.Circuit Switching (ETCS

over GSM-R)

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ETCS Baseline 3.6.0 : Additional Features

Automatic train protection, including all

relevant modes, e.g. Full Supervision,

Shunting, etc.

Cab signalling (Driver Machine Interface)

Braking curve supervision.

ETCS Levels 1, 2 and 3.

Braking curve algorithm harmonized

Support for Cold Movement Detection

DMI ergonomic interface harmonized

Extended shunting features

Packet switching (ETCS over GPRS, in R2 –

3.6.0)

Online Key Management System

(in R2 – 3.6.0)

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Interoperable ATO over ETCS

• Why do we need ATO

• Punctuality: More regular and predictable run times between stations,eliminating the variations inherent with manual driving.

• Capacity: achieved by decreasing the operational headway

• Energy consumption: trains are driven according to optimum speed profilethat minimizes the energy consumption.

• Passenger Comfort: smother and homogeneous driving, providing moreuniform ride quality.

• Wearing: reduces the wear-and-tear on train propulsion and braking systemsand required less maintenance operations.

• The draft ATO specification by ERA are under review and may take time beforefinalization.

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Examples of ATO over ETCS

Market shaping up for ATO over ETCS with following ATO projects eithercommissioned or in pipe line:

• ATO over Thames Link line (based on Packet 44) – in operation

• Implementation of ATO over ETCS L2 in Mexico (based on subset 126, 130 ) – tobe put into operation shortly

• “Digital S-Bahn Hamburg” project ATO

• ATO over ETCS L2 linking Rio Tinto’s 16 ore mines

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ERA Specs for ATO over ETCS

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ERA Specs for ATO over ETCS

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Communication Backbone for ETCSGSM-R/TETRA/LTE?

• FRMCS Specs are expected to be finalized by 2022/23

• There is no dedicated LTE Spectrum for Railways in India

• GSM-R is being phased out and does not have enough bandwidth to meet the

growing requirements of Signalling, Telecom and IoT

• Not many installations on Tetra

• Solutions not proven on leased LTE connection

• Cost for changing communication backbone (COM part and SIG interface part)

• Uncertainty benefits COM suppliers

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Comparison of Wireless Backbones

Generation/Technology 2G & GPRSTDMA/CDMA

3GWCDMA

4G LTEOFDMA

5GCP-OFDMA

TETRA

Key Features CS, SIM based CS (Voice)PS(Data)

All IP services Very Wide SpectrumSupports IoT

Supports IP based communication

Key Benefit/Differences Widely adopted in railways

Faster IP data Low latency of 10 ms

Even lower latency 1 ms

Better spectrum utilization than GSM-R

Data Rate 9.6 Kbps 2G171 Kbps GPRS

3.1 Mbps HSPA Up to 300 Mbps Speeds in Gbps Up to 500 Kbps in TEDS

Drawback Very limited data capability

Not implemented in Railways

Costly Spectrum charges

Not yet available No wide spread usage of TEDS

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Communication in Baseline 2 vs Baseline 3

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Advantages of LTE

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Interoperable ATS

• Achieving interoperable ATS with advanced control features akin to Metro

systems is a bigger challenge.

• Lack of Specifications and guidelines for Interoperable ATS

• No implementation of ATS with advanced features which communicates

between ATS of different vendors

ATS corridor 2 ATS corridor 3

Integrated ATS

ATS corridor 1

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Platform Screen Door System

• Platform Screen Doors will be installed at all stations

• Full Height PSD will be installed in Underground Stations

• Half Height PSD will be installed in Elevated Stations

• Packet 44 of ETCS will be utilized for achieving interoperability

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Types of PSD

Half Height in Elevated StationsFull Height in Underground Stations

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Interoperability Labs

• Spain was an early adopter of ETCS L1 and L2• • The Spanish test lab became the first (unofficial) ETCS reference test laboratory• • The ERTMS/ETCS OBU Test Bench developed in CEDEX became a world

reference (ERSA)• – ERTMS/ETCS OBU Test Bench• – ERTMS/ETCS Operational Simulator• – ETCS Driver Machine Interface• – ERTMS/ETCS Traffic Simulator (RBC, IXL, multiple trains)• – ETCS Track Editor

• CEDEX (SP)

• DLR (GE)

• – ISO 17025 accredited laboratories, with the aim of • improving ERTMS interoperability.• – With the first release of Baseline 3 SRS (SUBSET-• 026), the 3 laboratories share the effort to update and • align System and Test specifications.

• Multitel (BE)

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NCRTC Lab Setup

• All equipment provided in the lab, i.e. IXL, RBC, Axel Counter, LTE EPC

Simulator, RAN, ATS Simulator etc.

• One PSD Setup

• Telecom Subsystem Setup

• All interfaces can be tested

• All faults can be recreated/simulated

• Interoperability between future corridor RBC can be tested

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ETCS Hybrid Level 3

• Rolling Stock provides Train Integrity

• Axel Counter track sections are divided into smaller Virtual Blocks

• Implementation of Hybrid ETCS L3 will lead to reduction of axelcounters on field, increase system capacity

• In case of system vide communication failure, we can still operateunder fixed block sections

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ETCS Hybrid Level 3

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ETCS Hybrid Level 3

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Outcome

• A standard GoA2

• Interoperable approach

• Standard approach for communication backbone to meet ATO requirement

• Standard ATS to match the draft specs of the ATO over ETCS concept

• Hybrid Level 3 ETCS with improved headway

Thank you

NCR Transport Corporation, 7/6, Siri Fort Institutional area,August Kranti Marg, New Delhi 110049

Website ncrtc.in

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