Three high-speed Austrian trains that were to run on Mumbai have failed the mandatory safety tests. The trains were supposed to run at the speed at 140 kmph but failed the running test at 100 kmph itself as the suspension and the stability, which are anti-derailment features, were not up to the mark. If successful, these trains were supposed to help in reducing travel time for commuters.
The three trains were procured by Railways under the Mumbai Urban Transport Project I (MUTP) and a ‘partial’ payment of the Rs 25 crore was made by the Mumbai Rail Vikas Corporation (MRVC), which is the planning body for Mumbai suburban.
MRVC’s chief managing director Prabhat Sahai said, “The trials of these trains were unsuccessful. The trains will be sent back to the Integral Coach Factory (ICF) in Chennai.” He added, “The electrical work of the train was manufactured by the Austrian company Seimens, which was the main component that was to enable it to go at the high-speed, but the shell of the train can still be used by the ICF and the trains may be reintroduced.”
After more than 5.5 years of dilly-dally IR has finally decided to abandon this project of Siemens bogies (the frame on which wheels are attached). It would be good if the rake is reworked at ICF and sent back to Mumbai with the regular bogies.
While messages were being circulated on social media of a purported trial run of the air-conditioned rake between Churchgate and Virar on Wednesday evening, DNA has found that the trials could actually be several weeks away. Even some of the preliminary work that needs to be done before any rake can be tested have yet to be completed.
In reply to a query on the testing, Commissioner of Railway Safety (Western Circle) Sushil Chandra admitted as much. “I have asked Central Railway (where the rake is stabled) for a few clarifications on the rake, and only after I get them can we begin other procedures,” said Chandra. As CRS, Chandra is the top authority when it comes to giving approval for any new type of rake before it is put into operation on WR’s tracks
The article says design specification of rake was such that its height would be 4265 mm which is suitable for both WR & CR. However during its manufacturing it “reached” 4295 mm. How is a mystery. If this is true, then it is a huge faux pas that shouldn’t have happened under any circumstances.
“The Hindu” newspaper has taken note of the saga of ATVM at Airoli.
Here is the news story published in the newspaper dated 28th December 2016.
MUMBAI: At a time when the government claims to be turning digital, citizen friendly and transparent, one commuter’s efforts for 16 months to get Central Railway to install at least one Automatic Ticket Vending Machine (ATVM) on the eastern side of Airoli railway station have hit a dead end.
After Akshay Marathe’s repeated appeals to the authorities, including the Railway Minister, GM, DRM Mumbai and the Railway Ministry via Twitter went unheard, he filed an application under the Right to Information (RTI) Act seeking reasons for the lack of an ATVM machine on the eastern side of the station. The application, however, has received no reply since it was filed in September.
“One branch of the organisation where I work is located in Airoli. The office is located in Airoli (East), which is a hotbed of IT parks. Every day, thousands of employees of these companies use Airoli station to reach their respective workplaces. Considering the heavy footfall it receives every day, one would expect the eastern entrance to have all the amenities required at a station. Forget a ticket booking office, Central Railway has not provided even an ATVM on the eastern side,” said Mr. Marathe.
He added that in order to use an ATVM, one needs to walk all the way to the booking office on the other side of station. In all, it is a five to six-minute walk from the eastern to the western side and back to platform. “That beats the whole purpose of providing the convenience of an ATVM.”
Mr. Marathe filed the online RTI application on September 15, asking why there was no action on his tweets, whether there were any plans to put up an ATVM at Airoli (East), and whether a feasibility study was carried out for the same. There was no reply to his appeal in the stipulated time, and the request has been transferred from one desk to another.
When contacted, A.K. Singh, the public relations officer for Central Railway, said Airoli has six ATVMs, which are all in working condition.
“But these are all on the western side of the station. And I am asking why there isn’t a single machine on the other side, for which I have not received a reply in the last 16 months,” said Mr. Marathe.
Link to the news
I hope CR authorities will take notice of this at least now.
In the year 2013, had first posted that few rakes from MUTP-1 quota were still not manufactured (link to post). I had also sought information about them under RTI act. After that, one 9 coach rake was manufactured a couple of years ago. I am happy to inform that the production of these missing rakes has resumed. The first of these rakes was spotted at Chennai by a fellow railway enthusiast. It will reach Central Railway in the first week of new year.
Two more rakes are expected after this. They will definitely help CR to phase out old coaches. I am glad that the railways finally decided to manufacture these coaches.
Fares of your suburban railway tickets may undergo a major overhaul if the Mumbai Rail Vikas Corporation (MRVC) has its way. On the agenda: Cheaper first-class tickets and a 100% rise in the minimum second-class fare from the existing Rs5.
The minimum first-class ticket fare, which now ranges between Rs50 and Rs70, has been proposed to be slashed to Rs25, in an attempt to shift passengers from the second to the first class. Monthly season ticket fares for second-class short-distance passengers will be doubled, but second-class passengers from faroff suburbs will have to pay much less than the existing fares, according to the new proposal.
the MRVC has also proposed Rs500 and Rs1,500 monthly season tickets for class II and class I passengers respectively, which will allow suburban passengers to travel all across suburban network.
Though the news item does not mention full details, some of the proposed changes are definitely not desirable. MRVC proposes reduction in first class fare to shift more second class passengers to first class. This is a bad step in my opinion. Looks like the guys who proposed this have never stepped out of their comfortable air conditioned offices to have a look at ground realities. If they had done so, they would have seen that first class is as packed as second class in peak hours. So what will they achieve by shifting more passengers to first class? There is no room in the first class coaches!
Another proposal which I strongly object to is the monthly travel anywhere season tickets. Their proposed cost is way too low. Consider this – a first class travel anywhere ticket for 1 day costs Rs 275. That means, a monthly pass will cost not even 4 times of the daily pass.
This looks like another half hearted proposal by MRVC. I am waiting for more details to emerge.
The trial and field testing of Mumbai’s first air-conditioned local is getting delayed due to lack of coordination between the officials of the Research Design Standards Organisation, the Bharat Heavy Electrical Limited-Strukton Rail combine, and Central Railway.
It was supposed to start in the wee hours of Wednesday but, according to CR officials, it got postponed at the last moment after the BHEL team cited unavailability of engineers from Netherlands-based Strukton Rail. The electrical systems and the Train Control and Management System of the train has been jointly built by BHEL and Strukton under a transfer of technology arrangement the former has with the Dutch firm.
However a top BHEL official told DNA that it wasn’t the case. He said that the Strukton engineer was available for trials. “The test procedure and day-wise schedule are under discussion with RDSO,” he said in reply to a DNA query.
When queries on the schedule of testing was put forward to a senior official of the Power Supply and Electrical Multiple Unit directorate of the RDSO, the official said that there was some time before the AC rake could be tested on the field.
So this is the usual inter departmental Tamasha of IR being played out once again. When will this passing the parcel attitude change? When will they learn to behave responsibly and ensure proper internal co ordination instead of bickering publicly about whose fault it is? This fiasco keeps on repeating itself every single time when a new rolling stock is to be introduced in Mumbai. Starting from high speed bogie Siemens rake, no one has been spared from this red tapism. High speed Siemens rake, Bombardier rakes, Medha rakes and now the Air Conditioned rake has fallen prey to this.
How difficult is it for railway minister to crack the whip and ensure that everyone falls in line? But our minister is interested in trivial things like inaugurating escalators, wifi, toilets etf which can be handled by local staff. It is high time IR’s bureaucracy consisting of umpteen organisations like RDSO, CRS, railway board be trimmed down to size. They are hampering IR’s progress instead of helping it. Till now there has been only talk of doing this with no concrete action.
The Central Railway, after months of static trials, has officially given up on Mumbai’s first air-conditioned local.
In a letter written to the Railway Board, the Central Railway has said that it will not be possible for it to run the local because of the presence of a series of bridges between Kurla and CST that are too low to let the AC local pass. The AC local is a few inches taller than the other locals currently running in Mumbai.
The Railway Board in turn has now written to the Western Railway, asking it to take charge of the AC rake. The Western Railway has also been asked to identify a stretch on which the AC local could be deployed.
While earlier, when the AC train was first proposed for Mumbai, there was a race between the Central Railway and the Western Railway to run it. Months later, it seems both don’t want it.
However, on the night of March 16, 2016, Railway Minister Suresh Prabhu announced that the Central Railway (CR) would get the AC train, upsetting Western Railway users who, after a long wait, had hoped for a cool commute. Confirming that the AC local is now back in Western Railway’s lap, Chief Public Relation Officer Ravinder Bhakar said: “The Central Railway proposed to the Railway Board that the AC local should be transferred to the Western Railway. The Railway Board has now asked us to identify the sections where this AC EMU rake can be run.”
I am appalled at the poor planning & execution of this project. In spite of so many delays, they have royally messed up the whole thing. In this era when India has reached Mars, the railways cannot even ensure they build a rake in sync with the dimensions of the section where it will be used? How difficult is it? The gimmicky Rail Vikas Shivirs are of no use if IR displays such low levels of technical proficiency. The saddest part is that these mistakes are being repeated in every new project.