Upload
others
View
4
Download
0
Embed Size (px)
Citation preview
Regional Rapid Transit System in NCRDelhi-Ghaziabad-Meerut RRTS Corridor
National Capital Region Transport CorporationNavneet Kaushik, Director Systems
24.07.2020
0
5
10
15
20
25
30
35
40
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
1
2
3
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)
3
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
7
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
11
• 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
1
2
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
3
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
16
❑ 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
19
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
24
25
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
26
Signalling system Adopted :ETCS Level2 with LTE as backbone
27
ETCS Level2 Important Subsets
28
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)
29
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)
30
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.
31
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
32
ERA Specs for ATO over ETCS
33
ERA Specs for ATO over ETCS
34
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
35
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
36
Communication in Baseline 2 vs Baseline 3
37
Advantages of LTE
38
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
39
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
40
Types of PSD
Half Height in Elevated StationsFull Height in Underground Stations
41
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)
42
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
43
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
44
ETCS Hybrid Level 3
45
ETCS Hybrid Level 3
46
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
गति से प्रगति