Bangalore CRS Final Report

Implementation of Commuter Rail System for Bangalore
Table of Contents
Contents
1 Prologue...................................................................................1
2 City Development Plans and Transport Plans .............................5
3 Commuter Rail System and its importance for Bangalore......... 16
4 Rail system: Integrates City Core and Suburbs ........................ 24
5 Demand Supply Assessment ................................................... 33
6 CRS Implementation: Infrastructure Development .................. 45
7 Land The Game Changer....................................................... 90
8 Cost Estimates and Phasing of Investments ............................. 99
9 Return on Investment ........................................................... 116
10 Institutional Arrangements & Financing ................................ 125
11 Recommendations and Roadmap further .............................. 142
DULT Government of Karnataka
RITES
Table of Contents
Detailed Contents
1 Prologue...................................................................................1
1.1
Back Drop .......................................................................................................................... 1
1.2
Terms of Reference ............................................................................................................ 3
1.3
Approach and methodology adopted for this study ............................................................ 4
2 City Development Plans and Transport Plans .............................5

2.1
City Development plans ..................................................................................................... 5
2.2
Master plans / Development Plans/ Structure Plans for BMR .............................................. 6
2.3
BMR Revised Structure Plan (RSP), 2031 ............................................................................. 7
2.4
Population Projections and allocation in BMR RSP 2031 ................................................... 10
2.5
Existing Travel Patterns.................................................................................................... 11
2.6
Appraisal of city transport plans....................................................................................... 12
2.7
Wilbur Smith Associates Plans for the BMR ...................................................................... 12
2.8
Where is plan for Commuter Rail? .................................................................................... 13
2.9
Costs of Overlap with CRS ................................................................................................ 14
3 Commuter Rail System and its importance for Bangalore......... 16

3.1
Fundamental Questions ................................................................................................... 16
3.2
Leveraging the Strength of Indian Railways ...................................................................... 16
3.3
3.3.1
Potential in terms of Capacity .......................................................................................... 17

Capacity Assessment: Metro Vs CRS ................................................................................. 18
3.4
3.4.1
Potential in terms of Cheapest Alternative ....................................................................... 20

Cost Assessment: Metro Vs CRS ....................................................................................... 21
3.5
Potential to reach BMR .................................................................................................... 21
3.6
Potential in terms of Existing Backbone ............................................................................ 23
3.7
Comments and Suggestions ............................................................................................. 23
4 Rail system: Integrates City Core and Suburbs ........................ 24

4.1
The Reality....................................................................................................................... 24
4.2
Can CRS reach City Core and Sub-urbs? ............................................................................ 24
4.3
Extent of Commuter Rail System ...................................................................................... 24
4.4
IR Network overlap with other modes .............................................................................. 25
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Table of Contents
4.5
Reverse Engineering......................................................................................................... 27
4.6
4.6.1
4.6.1.1
4.6.1.2
4.6.1.3
4.6.1.4
4.6.1.5
4.6.2
Locating Commuter Rail Terminals: Enter City Core or Terminate at Outskirts ................... 28
Commuter Needs ............................................................................................................ 28
Passenger Travel Patterns ................................................................................................ 29
Provision of alternate Public Transport ............................................................................ 30
Impact of forced transfers on service patronage .............................................................. 30
Development of BMR ...................................................................................................... 30
Indian Railways Considerations ........................................................................................ 31
RITES Recommends ......................................................................................................... 31
4.7
Modal Transits................................................................................................................. 31
4.8
Conclusions...................................................................................................................... 32
5 Demand Supply Assessment ................................................... 33

5.1
Rail Network is to be shared for 3 types of traffic ............................................................. 33
5.2
5.2.1
5.2.2
5.2.3
5.2.4
Demand for urban and suburban Commuters ................................................................... 33

Macro estimates of trips by commuter rail in BMR ........................................................... 33
Assumptions for Estimating Population in CRS influence Zone in BMR .............................. 34
Assumption for Estimating the CRS Commuters demand .................................................. 36
Suburban Demand in 3 scenarios ..................................................................................... 38
5.3
Urban and suburban rail services Present supply position .............................................. 40
5.4
Demand for Non-suburban Trains .................................................................................... 40
5.5
Demand for Freight Services ............................................................................................ 41
5.6
All three streams of demand put together ........................................................................ 41
5.7
How realistic is the demand forecast? .............................................................................. 42
5.8
Bridging Suburban Demand - Supply gap.......................................................................... 43
6 CRS Implementation: Infrastructure Development .................. 45

6.1
Backdrop ......................................................................................................................... 45
6.2
CRS: Need for Integrated Assessment ............................................................................... 45
6.3
6.3.1
6.3.1.1
6.3.1.2
6.3.1.3
6.3.1.4
6.3.1.5
6.3.1.6
6.3.2
6.3.3
6.3.4
6.3.5
Terminal Strategies.......................................................................................................... 46
Bangalore Terminal (SBC)................................................................................................. 46
Over View........................................................................................................................ 46
Platforms:........................................................................................................................ 47
Lie-Overs and Engine Reversals ........................................................................................ 48
Lengths of various Lines: The Operational constraints ...................................................... 50
Interconnectivity of Lines................................................................................................. 51
Yard Speeds ..................................................................................................................... 53
Yesvantpur Terminal ........................................................................................................ 54
Additional Terminals........................................................................................................ 55
Binny Mill Land Terminal: An extension to SBC terminal ................................................... 56
Baiyyappanahalli North: The Maintenance Terminal ........................................................ 57
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Table of Contents
6.3.5.1
6.3.5.2
6.3.6
6.3.7
6.3.8
6.3.9
Advantage and Ease of Construction ................................................................................ 57

BYPLN needs to be a coaching terminal or maintenance terminal? ................................... 58
EMU Terminal.................................................................................................................. 59
Extension of Trains: Multi Terminals on MYS section ........................................................ 61
Hejjala 4th Coaching Terminal ........................................................................................... 61
Freight Terminals............................................................................................................. 62
6.4
6.4.1
6.4.2
6.4.3
6.4.4
6.4.5
6.4.6
6.4.7
6.4.8
6.4.9
6.4.10
Sectional Strategies ......................................................................................................... 63

Unidirectional Traffic in Mornings and Evenings ............................................................... 63
Criss-Cross movements at BYPL: Avoid by Flyovers ........................................................... 64
Criss-Cross Movements at YPR ......................................................................................... 67
Other Criss-Cross Movements .......................................................................................... 68
Automatic Signalling ........................................................................................................ 69
Speeds on Loop Lines....................................................................................................... 70
Electrification and Doubling ............................................................................................. 70
Minimizing goods trains on commuter lines ..................................................................... 71
Level Crossings The Speed Breakers of the System: ....................................................... 73
Quadrupling .................................................................................................................... 76
6.5
6.5.1
6.5.2
Station Strategies ............................................................................................................ 76

Additional Lines and other facilities at CRS Stations.......................................................... 76
Additional halts on CRS .................................................................................................... 76
6.6
Directional Strategies for Terminating Trains ................................................................... 78
6.7
Commuters Handling Strategies at Stations...................................................................... 79
6.8
6.8.1
6.8.2
6.8.3
6.8.4
Rakes for Commuter Trains .............................................................................................. 80

Types of Rakes ................................................................................................................. 80
Three Car Vs Four Car Rakes ............................................................................................ 81
Other features of Rakes ................................................................................................... 82
RITES recommendations on Rakes ................................................................................... 82
6.9
6.9.1
6.9.2
6.9.3
6.9.4
6.9.5
Train Operation Plan ........................................................................................................ 83

Parameters ...................................................................................................................... 83
Capacity and Traffic Mix................................................................................................... 83
Operations Plan ............................................................................................................... 84
Integrating Present and Future services ........................................................................... 85
Stabling of EMU and MEMU Rakes ................................................................................... 86
6.10
Enhancement A continuous activity ............................................................................... 87
6.11
Airport Connectivity ......................................................................................................... 88
7 Land The Game Changer....................................................... 90

7.1
Land The crucial issue.................................................................................................... 90
7.2
Land along the Lines ........................................................................................................ 90
7.3
Land for developing stations specially new halts on the CRS........................................... 90
7.4
7.4.1
Binny Mills Land at SBC yard ............................................................................................ 90

Scenario without Binny Mills Land ................................................................................... 91
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Table of Contents
7.4.2
7.4.3
Alternative solutions for Binny Mill land issue .................................................................. 92

Scenario with part Binny Mills Land ................................................................................. 93
7.5
Land for locating new terminal (4 coaching terminal) in SBC-MYS section ....................... 94
7.6
Land for SBC-WFD quadrupling ........................................................................................ 94
7.7
Military Land at YPR ........................................................................................................ 95
7.8
Land for various ROBs/RUBs construction......................................................................... 95
7.9
Land for expansion of rail network to new geographical areas.......................................... 95
7.10
Land for Freight Terminals ............................................................................................... 95
7.11
Land for various proposals/measures suggested in this report .......................................... 96
7.12
Land Acquisition: The Strategy ......................................................................................... 96
7.13
Bangalore Master Plan: Land for Railway use ................................................................... 97
th
8 Cost Estimates and Phasing of Investments ............................. 99

8.1
8.1.1
8.1.2
Overall CRS implementation Scheme in a Nutshell ............................................................ 99

Structural Activities ......................................................................................................... 99
Allied Activities: ............................................................................................................... 99
8.2
Block Cost Estimates in a Nutshell .................................................................................... 99
8.3
Summary of various activities needed ............................................................................ 100
8.4
Selection of Rakes and Impact on costs .......................................................................... 103
8.5
Phasing Philosophy ........................................................................................................ 104
8.6
Phase 1A ....................................................................................................................... 105
8.7
Phase 1.......................................................................................................................... 106
8.8
Phase 2.......................................................................................................................... 108
8.9
Phase 3.......................................................................................................................... 111
8.10
Time frame for various phases ....................................................................................... 112
8.11
Scenario at the end of phase 3 ....................................................................................... 113
8.12
Extension of CRS activity further..................................................................................... 114
8.13
Care need to be exercised by S W Railway ...................................................................... 115
9 Return on Investment ........................................................... 116

9.1
Extra Revenues to GoK due to implementation of CRS .................................................... 116
9.2
Savings to GoK due to implementation of CRS ................................................................ 117
9.3
Financial Rate of Return ................................................................................................. 118
9.4
Economic Rate of Return ................................................................................................ 120
9.5
Fare Structure & Surcharge ............................................................................................ 121
RITES
9.5.1
9.5.2
9.5.3
Table of Contents
Fare Structure of Indian Railways ................................................................................... 121

Surcharge being levied in commuter rail systems of India............................................... 122
Surcharge for Bangalore CRS .......................................................................................... 123
10 Institutional Arrangements & Financing ................................ 125

10.1
Financing by Indian Railways The Traditional Model .................................................... 125
10.2
Hyderabad MMTS model............................................................................................. 125
10.3
Mumbai CIDCO Model................................................................................................. 129
10.4
Mumbai - MRVC Model.................................................................................................. 130
10.5
Recommendations and Suggestions ............................................................................... 132
10.6
10.6.1
10.6.2
10.6.3
10.6.4
10.6.5
10.6.6
10.6.7
10.6.8
Special Purpose Vehicle .................................................................................................. 134

SPV Model ..................................................................................................................... 134
Debt and Equity ............................................................................................................. 135
Viability Gap Funding ..................................................................................................... 136
Stake Holders ................................................................................................................ 137
Projects Identification and Sanction ............................................................................... 138
Execution of the Projects and O&M ............................................................................... 139
Fare Structure and Sharing of Revenues ......................................................................... 139
Land, Air Space and Non Fare Revenues ......................................................................... 140
11 Recommendations and Roadmap further .............................. 142

11.1
Summing up .................................................................................................................. 142
11.2
Launching Physical Surveys ............................................................................................ 142
11.3
Proposal to GoI .............................................................................................................. 145
vi
RITES
Table of Contents
Tables
Table: 1.1 Population of Bangalore Metropolitan Region ........................................................................ 1
Table: 1.2 Modal Splits Comparison with Mumbai .................................................................................. 2
Table: 1.3 Past studies on CRS - Bangalore............................................................................................. 3
Table: 1.4 Terms of Reference ................................................................................................................ 3
Table: 2.1 Authorities functioning within BMR....................................................................................... 5
Table: 2.2 Population projections and allocations ................................................................................. 11
Table: 2.3 Share of various modes of transport ...................................................................................... 12
Table: 2.4 Phasing of Investments (WSA recommendations) ................................................................. 13
Table: 2.5 Total investment program for long term scheme (WSA recommendations) ............................ 13
Table: 2.6 Phasing of total investments (WSA recommendations) ......................................................... 13
Table: 2.7 Corridors suggested by RITES (2011) .................................................................................. 14
Table: 2.8 Section overlap of other modes of transport with CRS .......................................................... 14
Table: 2.9 Value of Overlap .................................................................................................................. 15
Table: 3.1 Capacity comparison of different modes ............................................................................... 18
Table: 3.2 Average Trip Lengths of different modes .............................................................................. 22
Table: 4.1 CRS Network in Bangalore .................................................................................................. 25
Table: 4.2 Other modes of transport parallel to IR Network within 1 Km ............................................... 25
Table: 4.5 IR Network parallel to other modes of transport .................................................................... 26
Table: 4.6 Consultant suggestions for Hyderabad MMTS ...................................................................... 27
Table: 4.7 Existing travel pattern of Bangalore rail commuters .............................................................. 29
Table: 5.1 Population density in 2011 ................................................................................................... 35
Table: 5.2 Assumed decadal growth rate of population ......................................................................... 35
Table: 5.3 Split of each section district wise .......................................................................................... 35
Table: 5.4 Modal split of commuter traffic in Mumbai .......................................................................... 36
Table: 5.5 Per Capita Trip Rate ............................................................................................................. 36
Table: 5.6 Modal share Vs trip lengths .................................................................................................. 37
Table: 5.7 The three scenarios ............................................................................................................... 38
Table: 5.8 Assessed Commuter Rail Trips (Scenario: Low) ................................................................... 38
Table: 5.9 Assessed Commuter Rail Trips (Scenario: Medium) ............................................................. 39
Table: 5.10 Assessed Commuter Rail Trips (Scenario: High)................................................................. 39
Table: 5.11 Suburban rail services Supply position ............................................................................. 40
Table: 5.12 Historical trend of passenger growth ................................................................................... 41
Table: 5.13 Traffic Projections for various commuter system in India .................................................... 42
Table: 5.14 Assessment of additional services required to bridge demand supply gap ............................ 44
Table: 6.1 Major rail projects in Bangalore area in the past .................................................................... 45
Table: 6.2 Rakes lie over at SBC........................................................................................................... 49
Table: 6.3 Lines length of SBC yard ..................................................................................................... 50
Table: 6.4 Interconnectivity of running lines at SBC ............................................................................. 51
Table: 6.5 Trains being terminated short of SBC ................................................................................... 52
Table: 6.6 Scenario of SBC yard after suggested remodelling ................................................................ 54
Table: 6.7 Likely scenario of BYPL (N) 3rd coaching terminal.............................................................. 58
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Table of Contents
Table: 6.8 Criss-cross movements of trains in BYPL area...................................................................... 65

Table: 6.9 Criss-Cross movements of trains at YPR............................................................................... 67
Table: 6.10 Criss-Cross movements of trains after YNK-YPR doubling................................................. 67
Table: 6.11 Comparison of Automatic Signalling and Absolute Block System ....................................... 69
Table: 6.12 Electrification & Doubling projects .................................................................................... 71
Table: 6.13 Average spacing of Level Crossings in CRS area ................................................................ 73
Table: 6.14 Number of Level Crossings & TVUs in CRS area ............................................................... 73
Table: 6.15 ROBs sanctioned in CRS area............................................................................................... 75
Table: 6.16 Spacing of stations in Mumbai Suburban Rail System .......................................................... 77
Table: 6.17 Directional Convenience of Terminals ................................................................................ 78
Table: 6.18 Comparison of Various types of rakes ................................................................................. 80
Table: 6.19 Typical Potential for headway of CRS Trains...................................................................... 85
Table: 7.1 Scenarios Scenario with part Binny Mills Land ..................................................................... 94
Table: 8.1 Phase 1A in a Nutshell ....................................................................................................... 106
Table: 8.2 Block Cost estimates for Phase-1 ........................................................................................ 107
Table: 8.3 Services after Phase 1 ......................................................................................................... 108
Table: 8.4 Phase 1 in a Nutshell .......................................................................................................... 108
Table: 8.5 Block cost estimates for Phase-2......................................................................................... 110
Table: 8.7 Activities and Block cost estimates for Phase-3................................................................... 111
Table: 9.1 Urban transportation proposals parallel to CRS ................................................................... 117
Table: 9.2 Indian Railways earnings per vehicle Km ........................................................................... 119
Table: 9.3 Indian Railways O & M Profit/Loss .................................................................................... 120
Table: 9.4 Economic rate of return in terms of capacity enhancement .................................................. 120
Table: 9.5 Surcharge being levied in Mumbai ..................................................................................... 122
Table: 9.6 Surcharge being levied in Hyderabad MMTS...................................................................... 122
Table: 9.7 Two Scenarios of level of surcharge for Bangalore CRS ..................................................... 123
Table: 10.1 Growth of Indian Railway Network .................................................................................. 125
Table: 10.2 Patronage of Hyderabad MMTS ....................................................................................... 126
Table: 10.3 Projects under MMTS Phase II ......................................................................................... 126
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Table of Contents
Figures
Figure: 2.1BBMP, BDA and BMR Boundaries ........................................................................................... 5
Figure: 2.2 LPAs in BMR .......................................................................................................................... 5
Figure: 2.3 Preferred Scenario Map......................................................................................................... 8
Figure: 2.4 Land utilisation zoning ........................................................................................................... 9
Figure: 2.5 Transport Network .............................................................................................................. 10
Figure: 6.1 Binny Mill land towards Mysore end.................................................................................... 48
Figure: 6.2 Connecting MYS line to grid one .......................................................................................... 53
Figure: 6.3 Utilisation of Binny Mill Land for Commuter terminal .......................................................... 56
Figure: 6.4 Baiyyappanahalli (North) maintenance terminal .................................................................. 58
Figure: 6.5 Hejjala 4th coaching terminal ............................................................................................... 62
Figure: 6.6 Flyovers at BYPL area........................................................................................................... 66
Figure: 6.7 Connecting Dodballapur line with Chikballapur line ............................................................. 72
Figure: 6.8 EMU rake of MRVC .............................................................................................................. 83
Figure: 8.1 CRS Implementation Phases .............................................................................................. 108
Figure: 8.2 CRS Implementation Phases .............................................................................................. 111
Annexures
Annexure: 1 Lie-Over at SBC yard........................................................................................................ 148
Annexure: 2 Criss-Cross movements that can be made seamless by Flyovers ...................................... 152
Annexure: 3 Additional Halts suggested by voluntary organisations .................................................... 153
Annexure: 4 Trains presently serving Bangalore commuters and enhancing their capacities ................ 156
Annexure: 5 Cost Estimates in a Nutshell ............................................................................................ 160
Annexure: 6 EMU Rakes requirement for New Services....................................................................... 161
Annexure: 7 Hourly Distribution of total scheduled trains running in CRS network at present .............. 163
Annexure: 8 Hourly distribution of commuter trains running at present .............................................. 164
Annexure: 9 Hourly distribution of assessed potential for introducing additional services after proposed
investments..................................................................................................................... 165
Annexure: 10 ROBs with TVUs more than 50000 ................................................................................. 167
ix
RITES
List of Abbreviations
List of Abbreviations
BBMP
BCRC
BDA
BEML
BIAL
BMR
BMR RSP
BMRDA
BMTC
CIDCO
CRS
DEMU
EMU
FOB
GoAP
GoI
GoK
GoM
GPS
HMDA
IB
ICF
IR
KRCL
LCs
LPA
MEMU
MMTS
MoR
MoU
MRVC
NICE
O&M
ROB
RUB
SPV
SWR
TVUs
WSA
Bruhat Bangalore Maha Palike

Bangalore Commuter Rail Corporation
Bangalore Development Authority
Bharath Earth Movers Limited
Bangalore International Airport Limited
Bangalore Metro Railway
Bangalore Metro Railway Revised Structure Plan
Bangalore Metro Regional Development Authority
Bangalore Metro Transport Corporation
City and Industrial Development Corporation
Commuter Rail System
Diesel Electrical Multiple Unit
Electrical Multiple Unit
Foot Over Bridge
Government of Andhra Pradesh
Government of India
Government of Karnataka
Government of Maharashtra
Global Positioning System
Hyderabad Metro Development Authority
Intermittent Block
Integral Coach Factory
Indian Railways
Konkan Railway Corporation Limited
Level Crossings
Local Planning Authority
Mainline Electrical Multiple Unit
Multi Model Transport System
Ministry of Railways
Memorandum of Understanding
Mumbai Rail Vikas Corporation
Nandi Infrastructure Corridor Enterprises
Operations and Maintenance
Road Over Bridge
Road Under Bridge
Special Purpose Vehicle
South Western Railway
Train Vehicle Units
Wilbur Smith Associates
RITES
Alphabetical List of Stations
Alphabetical List of Stations

S. No
Code
AEK
Station Name
S. No
Code
Anekal Road
32
KGI
AVT
Avatihalli H
33
KHLL
Ketohalli H
BAND
Banaswadi
34
KIAT
Kyatsandra
BAW
Chikbanavar
35
KJM
Krishnarajapuram
BFW
Byatrayanahalli
36
LOGH
Lottegollahalli H
BID
Bidadi
37
MAD
Maddur
BLRR
Belandur Road H
38
MDLL
Muddalinganahalli H
BNC
Bangalore Cantt
39
MLO
Malur
BNCE
Bangalore East
40
MWM
10
BNKH
Bhairanayakanahallli H
41
MYA
Mandya
11
BWT
Bangarapet Jn
42
MZV
Maralahalli
12
BYPL
Baiyyappanahalli Jn
43
NDV
Nidvanda
13
CBP
Chikballapur
44
NDY
Nandi
14
CPT
Channapatna
45
NMGA
Nelamangala
15
CRLM
Karmelaram
46
NYH
Nayandahalli
16
CSDR
Channasandra
47
NZH
Nidaghatta H
17
DBL
Dodbele
48
Oddarahalli
18
DBS
Dobbspet H
49
19
DBU
Dodballapur
50
ORH
RMG
M
RNN
20
DHL
Devenahalli
51
SBC
Bangalore City Jn
21
DJL
Dodjala H
52
SDVL
Soldevanahalli H
22
DKN
Devangonthi
53
SET
Settihalli
23
GHL
Gollahalli
54
Satellite Goods Terminal
24
25
26
27
28
29
30
31
GNB
HEB
HHL
HJL
HLE
HNK
HSRA
KDGH
Jnana Bharthi H
Hebbal
Hirehalli
Hejjala
Heelalige
Hanakere
Hosur
Kodigehalli H
55
56
57
58
59
60
61
SGT
TCL
TK
TLS
VTE
WFD
YNK
YPR
xi
Station Name
Kengeri
Malleswaram
Ramanagaram
Rajankunti
Tyakal
Tumkur
Betthalsoor H
Venkatagiri Kote H
Whitefield
Yelahanka Jn
Yesvantpur Jn
RITES
Final Report (August 2012)
1
1.1
Prologue
Back Drop
Bangalore, the capital of south Indian state Karnataka is Indias fifth largest and
a rapidly growing metropolis. It is known world over as Indias Garden City and
Silicon Valley. What started as a pensioners paradise in post independent
India transformed itself into a metropolis with presence of large public sector
companies and educational institutions. Emergence of IT sector however,
overshadowed other areas and metamorphosed the city into a global IT hub. It
continues to attract Indias best and brightest human capital given its
undisputed status as the knowledge capital of India. In the last decade or so, a
genial small city, dotted with breathtakingly beautiful gardens and dominated by
large defence establishments and government funded labs transformed quickly
in to a teeming metropolis which struggled to cope with its explosive growth. Its
inadequate road infrastructure, exponential growth of personal vehicles due to
raise in income levels all have combined to make local commute a nightmare.
Bangalore Metropolitan Region is spread over 3 districts namely Bangalore,
Bangalore Rural and Ramanagara. Population of this region is:
Table: 1.1 Population of Bangalore Metropolitan Region
No
District
Area
(Sq.
Km)
2001
2011?
Population
Decadal Growth
Density (per SqKm)
Rate (%)
(91-01) (01-11)
2001
2011
Bangalore
2174
6537124
9588910
35.09
46.68
2985
4378
Bangalore Rural
2295
850968
987257
18.60
16.02
380
441
Ramanagara
3556
1030546
1082739
7.84
5.06
288
303
Total 8025
8418638
11658906
38.49
Source: http://www.censusindia.gov.in/2011-prov-results/prov_data_products_karnatka.html
@
Projected Population by 2031 : 180 Lakhs
The urban transport requirements have been reviewed in a number of studies,

the prominent ones being, Wilbur Smith Associates (2011) and RITES (2011).
Wilbur Smith draft report observed per capita trip rate for Bangalore populace
as 1.28. Out of this, public transport is observed as 30%. That works out to
RITES
about 4.5 million trips by public transport. BMTC daily ridership is about 4.5
million1. Ridership of metro is presently about 25000 and ridership of Railways
is about 150000. Thus, public transport commuting needs of Bangalore are met
virtually by BMTC alone as on today!
With the kind of traffic congestion in Bangalore city today, BMTC can hardly
increase its ridership any further (except on account of extensions to new
geographical areas). Metro and Monorail which are being considered seriously
by GOK are certainly going to provide some relief. But the relief is limited
because of their limited spread in the city. The growth of demand is so huge
that dependence on a particular mode of commuting will grossly under serve
the public.
Bangalore has not yet actively involved in tapping the huge potential of the
Railway system like in case of Mumbai. Mumbais modal share of its public
transport can be seen as under:
Table: 1.2 Modal Splits Comparison with Mumbai
Mumbai
Bangalore
Share
Share
Rail (including Metro)
46%
1.5%
Bus
34%
40.5%
Autos etc.
10%
12%
Personal Cars etc.
5%
36%
Walk, Cycle
5%
10%
100%
100%
Mode
Total
Bangalore (for that matter any growing urban agglomeration) should take
Mumbai as its role model and integrate the rail system into its commuter
system.
Towards this objective, many studies were conducted in the past as under:
source: http:// www.bmtcinfo.com/ site/ BSBmtc At Glance.jsp
RITES
Table: 1.3 Past studies on CRS - Bangalore

Sl.No
Study
Year
Study by Southern Railway

Comprehensive Traffic
Study by RITES
Committee appointed by
GoK
Intermodal Survey for
Commuter Rail in Bangalore
RITES survey for Local Trains
(CTTP 2007)
2
3
4
5
Remarks
Recommended 24 Km of metro, 3 commuter rail
lines and 58 Km ring rail over 25 years period.
Suggested many improvements to roads &
railways.
Reiterated Southern Railway recommendations of
1983.
Recommended to strengthen existing rail corridors
in Bangalore City.
Recommended strengthening of existing Rail
Corridors of Bangalore.
1983
1988
1993
2002
2007
None of the above studies were comprehensive. The studies analysed the
system at macro level and did not lay stress on workable and implementation
aspects. There were no enough detailing to convince the IR. With the result, IR
did not agree the recommendations.
The rail system in Bangalore did not
undergo any major revamp so far towards serving commuters despite many
studies since 1983.
It has been growing at its natural pace which is not
targeted or intended for meeting urban transport needs.

Therefore, Commissioner of Directorate of Urban land Transport retained
RITES for quickly estimating the existing shortfall and the future requirement of
commuter rail services for Bangalore region and suggest suitable workable
model to implement CRS in Bangalore. Terms of reference of the study are:
1.2
Terms of Reference
Table: 1.4 Terms of Reference
No
1
Description
Review City and Transport Plans
Review of city master plans and future projections of growth
Review of city transport plans
Assessment of current Rail traffic and projections for the next 20 years
Review the demands for long and medium distance trains
Assess the current freight traffic and potential for future freight traffic
under different scenarios
Assess the future demand for each stream of traffic for the next 20 years
Assessment of Infrastructure requirements: Sectional and terminal
requirements
Assess the current capacity utilization over different sections
Review the current terminal availability and problems associated with the
terminal operations
Assess the future capacity needs for the terminals
RITES
No
4
1.3
Description
Suggest suitable measures to enhance the terminal capacity
Suburban Rail traffic: Assessment of potential and evaluation of options
Assess the demand for suburban commuter trains in consultation with
various state government bodies and SWR
Projection of demand for the next 20 years
Evaluation of the services provided by SWR for suburban system
compared to alternate options for the government of Karnataka.
Assess the feasibility of providing services and the infrastructure
developments required to provide the services.
Identification of optimal infrastructure utilization
Assess the section capacity needs over different time periods by deploying
Line Capacity Simulator jointly developed by IIT Bombay and RITES Ltd.
Identify possible combination of train running on different sections and
identify suitable criterion for evaluating them
Assess the optimal combination for running trains by deploying the line
capacity simulator developed by IIT Bombay.
Infrastructure investment requirements
Provide a phased plan for an estimate of broad costs for developing the
infrastructure
Institutional Management
The Management, Operations and Maintenance of the Commuter Rail
System
Identification of fare structure
Approach and methodology adopted for this study

1. Data collection and interaction with officials of Government of
Karnataka (GoK) and S W Railway.
2. Estimating the demand for commuter services with specific reference
to rail services.
3. Analysing the S W Railway network critically to identify the capacity
constraints and make out appropriate proposals for capacity
enhancement to serve commuters.
4. Providing block cost estimates for various proposals.
5. Analysing the alternative options for GoK for bringing commuter Rail
System to Bangalore, suggesting implementation plans, phasing,
funding options and institutional arrangements.
As a number of base studies were completed earlier, present study has been
limited to analysis of the secondary data.
RITES
2
2.1
City Development Plans and Transport Plans
City Development plans
The Bangalore Metropolitan Region (BMR), the area of this study contains
within itself, different planning and development units such as the BBMP, BDA,
and many LPAs (Local Planning Areas).
Figure: 2.2 LPAs in BMR
Figure: 2.1BBMP, BDA and BMR Boundaries
Table: 2.1 Authorities functioning within BMR
No
Authorities functioning within Bangalore Metropolitan Region [BMR]
Area in
Sq. Km.
Bangalore Development Authority [BDA] (incl. of BBMP)
Bangalore Mysore Infrastructure Corridor Area Planning Authority

[BMICAPA]
426.24
Ramanagaram-Channapatna Urban Development Authority[RCIDA]
63.06
Anekal Planning Authority [APA]
402.30
Nelamangala Planning Authority [NPA]
735.00
1219.50
RITES
No
Authorities functioning within Bangalore Metropolitan Region [BMR]
Area in
Sq. Km.
Magadi Planning Authority [MPA]
501.52
Hoskote Planning Authority [HPA]
535.00
Kanakapura Planning Authority [HPA]
412.78
Bangalore International Airport Area Planning Authority [BIAAPA]
792.00
10
Area Planning Zone-1 [APZ-1 ] (Excluding RDUDA & BMICAPA)
462.60
11
All Interstitial Zones in Bangalore Metropolitan Region [IZs BMR]
2455.00
Total
2.2
8005.00
Master plans / Development Plans/ Structure Plans for

BMR
Draft Report Bangalore Metropolitan Region - Revised Structure Plan 2031

prepared in 2011by BMRDA (the revised is a reference to the BMR Structure
Plan, 2011 which was prepared in 1998 and approved in 2005 by the Govt. of
Karnataka.). In addition, the following plans were also formulated:
1. IMPs (Intermediate Master Plans) for horizon year 2012 for the six
LPAs (Local Planning Areas)
2. RMP (Revised Master Plan) 2015, Bangalore Development Authority,
2007 for the BDA Area
3. CDP (City Development Plan) for the BBMP in 2006
The Draft Report Bangalore Metropolitan Region - Revised Structure Plan
2031 by BMRDA prepared in 2011 is the latest Plan - incorporating reviews of
the other plans. Unlike the other plans: it is a plan for the entire BMR Area.
Hence a review of this Structure Plan would be the most appropriate for
purposes of looking at the future projections of growth envisaged in the BMR
Area.
RITES
2.3
BMR Revised Structure Plan (RSP), 2031
In the introductory text, the BMR Revised Structure Plan (RSP), 2031 reviews
the other plans for the different planning and development units in the area and
concludes thus:
An analysis of the various plans operational in this region reflects not only
contrary development strategies but also certain inherent contradictions, and a
lack of coordination and acceptance of the overall policy framework laid out by
the BMR SP (Structure Plan) 2011. Rationalizing these contradictions emerged
as the main objective of the BMR RSP 2031.
After a detailed spatial analysis of the land capability, demographic capability,
transport
accessibility,
and
industrial
location,
the
following
alternate
development scenarios in the BMR were identified:

Scenario 1: Sprawl (along the existing road corridors)
Scenario 2: Investment led (major work / employment and residential centres)
Scenario 3: Green Network (conserving the existing environmentally sensitive
areas)
Scenario 4: Cluster (dispersing and concentrating development away from the
central city)
The above four scenario maps are illustrated in the images shown. These are
followed by the map indicating the preferred scenario formulated in the RSP
2031, and which forms the basis for the proposed Structure Plan.
RITES
Figure: 2.3 Preferred Scenario Map
Based on this preferred scenario, proposed Land Utilization Zoning Plan is

also shown here.
This shows the predominance of green zones and the
locations of growth clusters in the BMR. It will be observed that in locating the
growth clusters, the focus is on roads rather than rail. It is only by coincidence
that in two cases (the Mysore and Chikballapur corridors) the growth clusters
fall on the rail axis, because they are close to the roads in the area. Also the
proposed transport network that is supposed to support the land use zoning
corroborates this focus on road based development proposed in the BMR RSP,
2031.
RITES
Figure: 2.4 Land utilisation zoning
RITES
Figure: 2.5 Transport Network
2.4
Population Projections and allocation in BMR RSP 2031
Finally the land use zoning, transport plan and the growth clusters converge to
the population projections and allocations detailed in the BMR RSP, 2031.
10
RITES
The RSP discusses three alternate scenarios for the population allocation in the
BMR, with respect to the proportion of the population in the core and the rest of
BMR. These three scenarios are for the 75:25; 70:30; and 60:40 proportions of
population in the core and rest of BMR. The RSP states that the second
alternative that is 70:30 share is the preferred population allocation. This
particular table showing the population projections and allocation to different
areas within the BMR is reproduced here.
Table: 2.2 Population projections and allocations
2.5
Existing Travel Patterns
The Travel patterns of the city and the BMRDA region are analysed by various
bodies based on various reports and the latest is the one prepared by WSA
associates for the BMRDA. The share of various modes of transport is given in
the Table: 2.3.
11
RITES
Table: 2.3 Share of various modes of transport

S.No
Travel Mode
Share
Walk
34.0%
Bicycle
4.5%
Taxi
0.5%
Auto
4.6%
Maxi Cab
0.5%
Two Wheeler
Car/Van
Public Transport
30.0%
Total
100%
21.4%
4.5%
Source: WilburSmith Associates, Final Draft Report, CTTS for

Bangalore Metropolitan Region
2.6
Appraisal of city transport plans
Keeping the growing importance of the city, various projects were taken up the
by different development agencies. Among this the important projects under
execution is phase 1 of Bangalore metro project. In addition, the following
projects are under different stages of sanction:
Metro phase 2 including phase 1 extension
High speed rail link to airport
Different BRT corridors in the city
In addition, two master plans were prepared; one by RITES limited in 2011 and
the other by Wilbur Smith Associates (WSA) in 2011. The RTIES report covers
only the Bangalore Development Authority area and that of WSA covers the
entire Bangalore Metropolitan Region (BMR). Since the CRS is in BMR, we
review the WSA plans in greater detail.
2.7
Wilbur Smith Associates Plans for the BMR
WSA envisaged projects worth Rs.73,000 crores spread over 21 years.
12
RITES
Table: 2.4 Phasing of Investments (WSA recommendations)

Term
Short
Medium
Long
Total
Phase-I
66
1529
15880
17475
Phase-II
0
847
29543
30390
Phase-III
0
0
25368
25368
Total
66
2376
70791
73233
Table: 2.5 Total investment program for long term scheme (WSA recommendations)
Unit
Assumed
Unit Rate
(Rs. In
crores)
Quantity
Amount
(Rs. In
crores)
Metro
Km
250
95.7
23930
Mono Rail
BRT /High Density Dedicated
Bus
Bus Corridor
Km
150
213.1
31964
Km
15
393.315
5900
Km
0.1
324.4
32.44
Road Up gradation
Km/lane
1.5
341.25
1507.35
New Roads
Km/lane
1.5
515.8
4642
Missing Links
Km/lane
1.5
529.1
1587
Transfer Stations
No.
25
17
425
Intermodal Transit Centers
No.
45
15
675
Truck Terminals
No.
10
80
Bus Terminals
No.
12
48
Item
Total
70791
Table: 2.6 Phasing of total investments (WSA recommendations)

Schemes
Phase 1
(2010 2015)
Phase 2
(2016 2021)
Phase 3
(2022 2031)
Total
Rs. In Crores
2.8
Total
17475
30390
25368
73233
24%
41%
35%
100%
Where is plan for Commuter Rail?
In a massive plan worth about Rs.73,000 Crores envisaged by WSA, commuter

rail system finds no place!
Unfortunately, the report does not refer to the
commuter rail system at all. It focused only on other modes of transport. But
13
RITES
due to inherent advantages and large potential that has, rail system just cannot
be ignored by any urban/suburban transport system. Potential of rail system is
discussed in greater detail in subsequent chapters.
The RITES report (2011)
covers commuter rail system and suggested to develop following corridors:

Table: 2.7 Corridors suggested by RITES (2011)
S.No
Corridor
Kengeri Ramanagaram
Baiyyappanahalli Hosur
Yeshvantpur Tumkur
Yelahanka Dodballapur
1
2
3
4
Estimated Cost
(in Rs. Crores)
480
615
960
360
2415
Length Km
Total
32.0
41.0
64.0
24.0
161.0
Present study relooked the whole gambit of Rail Service in detail i.e. not only
doubling costs, but also terminal facilities, rolling stock procurement,
maintenance and provision of additional halts etc.
2.9
Costs of Overlap with CRS

Now, many other modes are being developed parallel to CRS network in
Bangalore.
Costs being incurred (or planning to incur) on other modes to replicate the
services that otherwise can be provided by Railways is assumed as
under:
80 % if the line has parallel alignment within 1km of CRS
60 % if the line has parallel alignment between 1 and 2 km of CRS
40 % if the line has parallel alignment between 2 and 3 km of CRS

Table: 2.8 Section overlap of other modes of transport with CRS
55
Value of Overlapping Section

0 to 1
1 to 2
2 to 3
80%
60%
40%
5800
7350
5500
23
23
1680
2070
1380
50
76
98
600
684
588
HSRL
11
26
1400
1650
2600
Total
100
159
202.00
9480
11754
10068
Metro Rail
Less
than 1
Km
29
1 to
2
Kms
49
Mono Rail
14
BRT
S.No
2 to 3
Kms
14
RITES
Table: 2.9 Value of Overlap

Value: Assumed by WilburSmith (in crores per Km)
Metro Rail
250
Mono Rail
150
BRT
15
HSRL
250
From the above, it can be seen that about Rs.10,000 crores is being spent (or
planning to spend) to replicate service which can be easily provided by rail
network.
15
RITES
3
3.1
Commuter Rail System and its importance for

Bangalore
Fundamental Questions
Development of CRS depends on two fundamental questions:
Can it work as high density urban transit?
Can it work as sub-urban commuter system?
In this chapter, these questions are addressed.
3.2
Leveraging the Strength of Indian Railways
Potential of conventional rail system especially in commuter context can be

better appreciated by the way the Mumbai Suburban rail is serving the public.
Mumbai runs trains at 2 to 3 minutes frequency. The Mumbai Sub-urban rail
system should be the bench mark for any commuter system in India.
Mumbais state of running trains at 2 to 3 minutes frequency is evolved over a
period of time.
Even today, the system is set to increase the capacity by
th
quadrupling, 5 line, 6th line etc. In fact, capacity enhancement of any system
needs to be a continuous process. As technology changes and as the thinking
process changes, more and more innovative solutions come up for increasing
the capacity and meeting the growing demand.
Indian Railways is a highly complex entity constituting various disciplines,
various departments and various technologies.
For example, it has got
signalling systems ranging from conventional old mechanical type to

semiconductor based signalling systems.
Recently, a system of controlling
signals from a lap top has also come up.

Any typical bureaucratic system is normally a vertical hierarchical system
causing delays in decision making. Indian Railways is bureaucratic horizontally
as well as vertically. This adds to the complexity of the system further.
16
RITES
Any capacity enhancements to the existing network become further more

complex because the capacity enhancement is to be effected with no
disturbance or least disturbance to the already running traffic.
It is this complexity that is making the modern infrastructure planners to go for
costly alternatives like metro rail, dedicated corridors etc. without fully exploring
the potential of existing rail network as already brought out in section 2.9.
Innovative methods of financing, execution, O&M, management etc. are being
explored for these costly alternatives but not for rail network.
Capacity Enhancement of rail network is by and large left solely to Indian
Railways. No great intelligence is required to say that IR alone just cannot fully
take up this job with its ever dwindling resources and complexity of its structure.
In fact, Indian Railways, the pride of the Nation runs un-interrupted services to
move more than 30 million passengers and
about 3 million tons of freight
every day. It is an excellent rail operator and probably one of the worlds best
systems to run such a massive network without any hitch.
Disaster
management and crisis management systems of the Indian Railways are the
best India can ever think of. Very big bridges washed out during floods are
constructed in just a few hours or at the most a few days and such disasters are
hardly felt by the travelling public.
IR has been enhancing capacity continuously with its limited resources. But
such enhancement is very marginal and cannot match the ever growing
demand. If the inability of IR to enhance capacity is supplemented by other
means, IRs strengths can be well leveraged to cater to ever growing demand to
a very large extent at much lesser costs.
3.3
Potential in terms of Capacity
Capacity of rail system can be better appreciated by the following comparison

matrix:
17
RITES
Table: 3.1 Capacity comparison of different modes
Average Speed
(Kmph)
Maximum Peak
Throughput
(passengers/Hr)
Average Cost per Km
(Rs Crores)
Investment in Lakhs
of Rupees/Passenger
Km / Hr / Direction
Rail
(Double Line)
Metro
(Double Line)
BRT
(Bi-Directional)
40 to 70
36 to 40@
25 to 55
25 to 50
60000
40000
20000
15
250
14
0.03
0.61
0.07
Source : Draft final report Jun 2010 of M/s Wilbur Smith Associates on Comprehensive Traffic and
Transportation Study for Bangalore Metropolitan Region for BMRDA
@Indian Railways Year Book 10-11
It is assumed that surface rail will use existing right of way. Metro will use elevated right of way. BRT would
require a right of way of about 3 to 3.5 metre per lane.
The above table gives the case where the CRS system runs only sub-urban
trains. However, a normal CRS system has to allocate paths between different
types of trains. In this scenario, it is presented in subsequent paragraphs how
CRS capacity would compare with a metro in capacity and cost dimensions.
Metro is chosen for comparison as it has the second highest capacity and it is a
rail based system.
The present commuter rail system of Bangalore runs at average speed more or
less at its potential. But the present throughput is far below its potential ( about
2000 per hour Taking 1 train of about 10 coaches per hour and 200 passengers per coach) and can
be exploited fully to its potential to serve the public. Capacity is high mainly
because of the train length. Train length can go virtually up to 28 coaches
which is just not possible with Metro or any other mode.
3.3.1 Capacity Assessment: Metro Vs CRS

As CRS will share space with other types of trains, frequency of trains would
necessarily be lower than metro and thus most people assume that CRS will
have lesser capacity. However, conventional rail systems can be designed to
have the same capacity as metro systems being introduced in the country and,
they could still have scope for running other trains in the same system.
18
RITES
Capacity, defined as passenger through put is a product of length, width and

frequency of trains. Width of metro coaches is 2.88 metres against 3.66 metres
of an EMU rail coach making it 1.26 times wider. Thus, capacity is 26% more
on account of width alone.
Length of metro coaches is fixed as 6 coaches in all the metro systems being
built in the country. This limitation arises as elevated platforms are very costly
and the increase of coach lengths increases the cost of the system
disproportionately. However, on IR, as conventional trains run with 26 coaches,
many of the stations mainline platforms are designed to accommodate trains of
this length. In Mumbai suburban system, a historical legacy, progressively 12
coach trains have become the norm and a few services are run with 15 coaches
also. Currently, suburban trains in Mumbai, Chennai and Hyderabad are run in
9 car rakes.
In new suburban systems, as stations and platforms can be
located relatively more flexibly compared to legacy systems, introduction of 15

coach trains would not be difficult. Thus, Capacity of a CRS train is 2.5 (15/6)
times of a metro train on account of number of coaches.
Thus the capacity of a CRS train would be:
1 CRS Train = 3.15 metro trains (2.5 *1.26)
Next is the frequency of trains. A typical metro system is designed to achieve a

peak frequency of 20 trains in hour. If a conventional train system can dedicate
6 train paths (20 3.15) in an hour for commuter train, then the CRS will have
the same capacity as a metro train system.
As seen earlier, in Mumbai Suburban system, Western Railway runs suburban
or EMU trains with a 3 minute frequency and Central Railway with a 4 minute
frequency. Even if we assume conservative figure of 4 minutes of Central
Railway, to run 6 trains the total time taken up would be around 24 minutes in
an hour. This leaves a gap of 36 minutes (or 60% of the time) for running non
suburban (or conventional) trains or as spare to different exigencies. During the
off peak hours, the time available for non-suburban trains will be higher.
19
RITES
Thus, by using 40 % of the capacity, a CRS system of the same capacity as

compared to a metro system can be developed.
However, such a proposition
needs quadrupling of railway lines.

To sum up, CRS can be designed such that
CRS = Metro + Freight Trains + Long Distance Trains

3.4
Potential in terms of Cheapest Alternative
WSA (Draft final report Jun 2010 of M/s Wilbur Smith Associates on Comprehensive Traffic and
Transportation Study for Bangalore Metropolitan Region for BMRDA) provides plans for
investment of Rs 73300 Crores in phases up to 2031 (which does not include

any investment on rail system). With just about 10% of such investment, rail
system probably can meet half of Bangalores public transport commuter
demand.
With an Investment of about Rs 8000 to 9000 Cr:
=
25 x 440 x 15 x 200
x 2 = 2.2 Millions / day
30
Broad assumptions in the above calculation:
Costs are as per block cost estimates given in Cost Estimates and
Phasing of Investments chapter.
25 commuter trains per direction in the entire CRS network of about 440
Km.
Each train consists of 15 coaches with carrying capacity of 200 each.
Average lead of each passenger is : 30 Km.
Calculation is done for both directions (multiplied by 2).
The 2.2 million passengers capacity is about half of the present day public
transport commuter demand of 4.5 million trips per day.
20
RITES
In fact, the 25 trains per direction taken in above calculation can be increased
substantially with marginal additional investment. Train lengths also need not
be 15 cars. It can be even more in future.
Metro Rail costs about 12000 Cr for 42.3 Km to serve about 1 million
passengers per day (as per phase-I of Namma Metro).
Investment per
passenger Km of rail will be much less than metro as seen above.

Thus, a CRS system for the same capacity as Metro (plus additional capacity
for long distance passenger trains and freight trains) can be developed at much
lesser cost than Metro.
This clearly shows that commuter rail is the most economical mode of public
transport and it needs to be made an integral component of any commuting
system.
3.4.1 Cost Assessment: Metro Vs CRS

Cost of construction of a metro system per kilometre is around Rs. 250 Crores
for an elevated system (as per WSA reports) and Rs. 350 400 Crores for an
underground system. Compared to this, upgrading a conventional rail system to
suburban needs would cost around Rs 15-20 crores per kilometre.
To summarise, investment on a CRS system is highly desirable and should be
done on priority as it would create value for the following reasons:
An investment of Rs 15-20 crores per kilometre on a CRS system would

create capacity equivalent to a metro system with an investment
requirement of Rs 250 crores per kilometre or more.
It would also help in running more number of non-suburban trains more

efficiently.
3.5
Potential to reach BMR
Due to continuous growth of economic activity, urban agglomerations get

overloaded with more population and more commuting. Urban planning should
21
RITES
have mechanism to disperse the ever growing population and commuting to

new and new geographical areas so that no location gets over dense beyond
manageable levels.
Undoubtedly, the first step of such dispersion is
development of roads to new locations.
Beyond certain trip lengths, road
services become impracticable because they take unacceptably high journey

times.
Namma Metro, Mono Rail, High Speed Rail to BIAL, rejuvenated BMTC
services etc. which are top priority agenda items of GoKs transport plan cannot
really address the key problem of commuters. A commuter should be able to
travel a distance of about 70 Km (or even 100 Km) in about an hour or so.
Then only growth centres like Hosur, Tumkur, Mandya, Bangarapet etc. get
developed fast and pressure on main hub Bangalore will be eased. The said
agenda items (Namma Metro, Mono Rail etc.) shall at the most give some relief
within the highly urbanized Bangalore city area leaving the larger commuter
problem unaddressed because trip lengths of Metro are much less than the
public needs.
Dispersion of urbanisation is a function of average trip length. The more the
average trip length, the more is dispersion of urbanisation. Average trip lengths
of different modes can be seen as under.
Table: 3.2 Average Trip Lengths of different modes
Mode
Average Trip Length

(km)
Source
BMTC
10.8
WBA report June 2010
Metro
6 to 7
BMRCL project report
IR
(Suburban network)
33.8
IR year book 2010-11
IR is able to disperse the commuter traffic much effectively as its average trip
length of suburban travel is 33.8 Km which is much higher than trip lengths
possible by any other mode. With increase in trip lengths only suburban areas
like Hosur etc. can be integrated with city core.
22
RITES
From the above, it can be seen that IR has got potential to bring up the average
trip length of Bangalore public transport system from the present 10.8 Km to as
high as 33.8 Km. Such dispersion by Metro or Monorail or BMTC are nearly
impossible because it is prohibitively expensive to extend Metro or Monorail to
cover more locations.
3.6
Potential in terms of Existing Backbone
A strong and established IR network backbone is already available.
No
complicated modelling studies are required to fully exploit this network. The
existing network can be studied for its bottlenecks and can be enhanced
continuously to meet ever growing passenger demands. It is also easier to
extend the backbone further to new geographical areas in all directions and also
in the form of ring rail or so
3.7
Comments and Suggestions
From the above, it can be appreciated that IR has very huge potential:
To work as high density urban transit.
To work as suburban commuter system.
With such a huge potential and advantages associated with it, no commuter
system can be claimed to be complete or satisfactory without the appropriate
mix of commuter rail.
It is only the Mumbai (Chennai and Kolkata also to some extent) that have
tapped the potential to their maximum practicable levels and benefited
immensely. They have been still tapping the potential further. Hyderabad also
is now joining the league of coveted commuter rail systems of India with its
MMTS.
Bangalore should now take a leap forward to exploit the Railways
potential and integrate the rail system with the citys commuter system to satisfy
the public needs.
23
RITES
4
4.1
Rail system: Integrates City Core and Suburbs
The Reality
No single mode of commuting (say it rail or road or metro or mono rail or so)
can fully satisfy the commuting needs of any city. Bus, rail, metro, mono rail
etc. have got different applications associated with them. They are meant for
different sections of commuters and for different trip lengths. An optimal mix of
different modes of public transport is normally the strategy for any urban
transport planning.
4.2
Can CRS reach City Core and Sub-urbs?
As already discussed in Para 3.5, due to more trip lengths associated with it,
CRS can be designed to reach both city core and suburbs seamlessly. The city
has a network of about 440 Kms (brought out in next paragraph) serving the city
in 7 directions.
It serves satellite towns of Mandya towards Mysore,
Dodballapur towards Hindupur, Chikballapur towards new Airport, Tumkur

towards Hubli, Bangarapet towards Jolarpettai, Hosur towards Salem and
Kunigal towards Hassan direction.
Creating metro network of this extent and reach would be a difficult proposition.
CRS will be only viable option to cover BMRDA area.
4.3
Extent of Commuter Rail System
From the trend of commuter ticket sales at various stations in and around
Bangalore, and from interaction with various officials of South Western Railway
and Government of Karnataka, IR network that can serve Bangalore commuters
is identified as under:
24
RITES
Table: 4.1 CRS Network in Bangalore

S.No
1
2
3
4
5
6
7
8
9
10
11
From
To
Distance (Km)
Bangalore
Bangalore
Yesvantpur
Yesvantpur
Yelahanka
Mandya
Yesvantpur
Tumkur
Yelahanka
Baiyyappanahalli
92.88
5.35
64.00
12.45
19.23
Yesvantpur
Yelahanka
Yelahanka
Baiyyappanahalli
Bangalore
Soldevanhalli
Baiyyappanahalli
Dodballapur
Chikballapur
Hosur
Bangarapet
Kunigal
Total
16.12
20.72
46.05
48.59
70.21
45.2@
440.8
@This section is a part of Bangalore Hasan new line under construction.

Considering urbanisation in this area, this section is also considered for
inclusion in CRS network.
4.4
IR Network overlap with other modes
This network is parallel to corridors of various other modes suggested (and

under consideration) as a part of comprehensive transport plan for Bangalore 2
as under:
Table: 4.2 Other modes of transport parallel to IR Network within 1 Km
S.No
1
2
3
4
5
6
7
8
9
10
11
From
SBC
SBC
YPR
YPR
YNK
YPR
YNK
YNK
BYPL
SBC
SVDL
Within 1 Km from IR Network

Distance
High
Total
To
Mono Bus
Metro
%
(Km) BRT
Speed Rail
Overlap
Rail Corridor
Rail
Overlap
Link
(Km)
MYA
92.88 25.90
12.00 37.90
41%
YPR
5.35
5.35 5.35
100%
TK
64.00
0.00
0%
YNK
12.45 3.64
3.00
6.64
53%
BYPL
19.23
0.00
0%
BYPL
16.12
7.39
5.40 12.79
79%
DBU
20.72 20.31
20.31
98%
CBP
46.05
4.30
4.30
9%
HSRA
48.59
6.68
6.68
14%
BWT
70.21
6.33 6.33
9%
Kunigal
45.2
0.00
0%
Total 440.8
Total 100.30
23%
Draft final report Jun 2010 of M/s Wilbur Smith Associates on Comprehensive Traffic and Transportation Study for
Bangalore Metropolitan Region for BMRDA
25
RITES
S.No
1
2
3
4
5
6
7
8
9
10
11
From
SBC
SBC
YPR
YPR
YNK
YPR
YNK
YNK
BYPL
SBC
SVDL
To
Km
MYA
YPR
TK
YNK
BYPL
BYPL
DBU
CBP
HSRA
BWT
Kunigal
Total
BRT
Mono
Rail
92.88 36.63
5.35
64.00
12.45 3.64
19.23 6.00
16.12
14.00
20.72 20.31
46.05 9.90
48.59
9.41
70.21
45.2
440.80

High
Total
Bus
Metro
%
Speed Rail
Overlap
Corridor
Rail
Overlap
Link
(Km)
12.20 48.83
53%
5.35 5.35
100%
3.50 3.50
5%
5.00
8.64
69%
6.00
31%
6.00 20.00
124%
20.31
98%
5.61
15.51
34%
4.63 14.04
29%
15.00 15.00
21%
0.00
0%
Total 157.18
36%
S.No
1
2
3
4
5
6
7
8
9
10
11
From
SBC
SBC
YPR
YPR
YNK
YPR
YNK
YNK
BYPL
SBC
SVDL
To
Km
MYA
YPR
TK
YNK
BYPL
BYPL
DBU
CBP
HSRA
BWT
Kunigal
Total
92.88
5.35
64.00
12.45
19.23
16.12
20.72
46.05
48.59
70.21
45.2
440.8
BRT
Mono
Rail
36.63
12.00
3.64
11.42
14.00
20.31
14.00
9.41
5.00

High
Total
Bus
Speed Metro
%
Overlap
Corridor Rail
Rail
Overlap
(Km)
Link
12.20 48.83
53%
4.10 5.35 9.45
177%
10.00 22.00
34%
9.30
12.94
104%
11.42
59%
6.00 20.00
124%
20.31
98%
12.90
26.90
58%
4.63 14.04
29%
15.00 20.00
28%
0.00
0%
Total 205.89
47%
Table: 4.5 IR Network parallel to other modes of transport

Parallel to IR Network (Km)
No
Mode
1 Metro Rail
2 BRT
3 Mono Rail
Length in Kms
114.35
393.3
213.20
Within 1 Km
29.08
Within 2 Km
48.68
25%
49.85
13%
48%
103.00
19%
23.41
7%
26
55.18
43%
76.48
14.07
Within 5 Km
26%
23.41
11%
11%
RITES
Parallel to IR Network (Km)

No
Mode
Length in Kms
4 Bus Corridor
324.40
5 High Speed Rail Link

Total
35.00
1080.25
Within 1 Km
0.00
Within 2 Km
0
0.00
0%
7.30
0%
10.61
21%
100.30
Within 5 Km
0%
26.30
30%
159.18
9%
75%
207.89
15%
19%
From the above, it can be seen that about 25% of commuter rail network is
along the identified commuter corridors of different modes. This clearly gives
an indication that the existing rail network is well in tune with the citys
commuting needs and commuting plans.
4.5
Reverse Engineering
Planning commuter system in already developed geographical areas is very

challenging. It is very expensive and also sometimes not feasible due to dense
inhabitation and sky rocketing real estate prices. If a good commuting system is
developed to a relatively less developed area, the economic activity gets
automatically shifted from dense areas to these areas. Hyderabad MMTS is the
latest beneficiary of such reverse engineering.
In case of Hyderabad, their
consultant studied the demand pattern of the city commuters and suggested to
develop:
Table: 4.6 Consultant suggestions for Hyderabad MMTS
Priority
Timeframe
Sections
2006-2009
Medchal-Secunderabad, Ghatkesar-Moula Ali-Secunderabad
II
2009-2011
Secunderabad-Shamshabad, Lingampalli-Pattancheruvu
III
2011-2016
Lingampalli-Nampalli-Koti-Upppal
But, even much before the receipt of consultants report (Feb 04), major part of
priority-III (Lingampalli - Nampalli) section was commissioned (Aug 03). The
reason behind giving priority III for this section by the consultant was clearly
reflected in the poor patronage of the section initially. However, the patronage
has shot up tremendously in this section and the real estate business in these
27
RITES
sections also shot up and resulted in many new housing projects in this section.
The priority II and III projects were subsequently sanctioned in MMTS phase-II.
Therefore, developing Bangalore commuter rail network of 440.8 Km is going to
serve the commuting public both by conventional engineering as well as by
reverse engineering.
Historically, dispersion of urbanisation by Reverse Engineering is possible
only with rail network but not with any other mode (like metro, mono rail, road
network or so).
4.6
Locating Commuter Rail Terminals: Enter City Core or

Terminate at Outskirts
Fundamental question posed to the consultants at various stages was whether

CRS trains should run through or stop short of city core at various sub-urban
terminals. Under the former, the trains will serve suburban and core areas.
Under the later, CRS trains will terminate at suburban terminals (say
Baiyyappanahalli, Yeshvantpur, Kengeri or so) in each direction and then
passengers going to the city core would use either a metro rail or bus service to
reach the final terminal.
The question is addressed on the commuter (user) requirements and the
service provider (IR) requirements hereunder.
4.6.1 Commuter Needs

From commuter perspective, the issue is examined on the following
dimensions:
Passenger Travel Patterns
Ability to provide alternative public transport
Impact of forced transfers on service patronage
Capacity of terminals
Regional development patterns of BMRDA
28
RITES
4.6.1.1 Passenger Travel Patterns

Existing travel pattern of rail commuters is shown as under:
Table: 4.7 Existing travel pattern of Bangalore rail commuters
Sectors
To
From
Estimated
Originating
Commuters per
Day
SBC
YPR BYPL BWT HEB
TK MYA HSRA DBU CBP
SBC
31500
21%
0%
1%
1%
30%
0%
33%
32%
1%
1%
1%
YPR sector
12000
8%
6%
1%
0%
2%
1%
75%
6%
3%
4%
2%
BYPL sector
12000
8%
9%
0%
3%
76%
0%
0%
4%
6%
0%
1%
BWT sector
34500
23%
24%
0%
10%
64%
0%
0%
1%
0%
0%
0%
HEB sector
1500
1%
11%
0%
0%
0%
0%
0%
0%
60%
29%
0%
TK sector
24000
16%
64%
13%
1%
1%
0%
21%
1%
0%
0%
0%
MYA sector
25500
17%
39%
2%
2%
2%
0%
2%
54%
0%
0%
0%
HSRA sector
4500
3%
26%
25%
14%
0%
15%
0%
0%
19%
0%
1%
DBU sector
3000
2%
35%
34%
0%
1%
11%
1%
3%
0%
15%
0%
CBP sector
1500
1%
44%
33%
17%
0%
0%
0%
0%
0%
0%
0%
Total 150000 100%

YPR Sector: Yesvantpur and Malleswaram
BYPL Sector: Bangalore Cantt, Bangalore East, Baiyyappanahalli.
BWT Sector: Krishnarajapuram, Satellite Goods Terminal, Whitefield, Devangonthi, Malur, Byatrayanahalli,
Tyakal and Bangarapet.
HEB Sector: Kodigehalli, Lottegollahalli, Hebbal, Banaswadi, and Channasandra.
TK Sector: Tumkur, Kyatsandra, Hirehalli, Dobbspet, Nidvanda, Muddalinganahalli, Dodbele,
Bhairanayakanahallli, Gollahalli, Kunigal, Soldevanahalli, and Chikbanavar.
MYA Sector: Mandya, Hanakere, Maddur, Nidaghatta, Settihalli, Channapatna, Ramanagaram, Ketohalli,
Bidadi, Hejjala, Kengeri, Jnana Bharthi, and Nayandahalli.
HSRA Sector: Hosur, Anekal Road, Heelalige, Karmelaram and Belandur Road.
DBU Sector: Dodballapur, Rajankunti and Yelahanka.
CBP Sector: Chikballapur, Nandi, Venkatagiri Kota, Avatihalli, Devenahalli, Dodjala and Betthalsoor.
Source: Actual Tickets sales data that could be collected has been modelled into this matrix.
From the above, it can be seen that demand pattern is not supporting the
proposition of locating commuter terminals short of Bangalore.
From
every sector, the demand pattern is to touch Bangalore.
It can be seen from the above that the traffic has two distinct patterns.
First is the traffic within the sector. This traffic is expected to be high as
people would be moving to nearby places more frequently. This traffic,
however, would not be influenced by the location of terminals as they
terminate their journeys short of the terminals.
29
RITES
Another is the cross sector traffic. This traffic moves across the sectors
and thus terminating traffic at suburban terminals will force a major
transhipment. It can be observed from the above table that major portion
of commuters move towards Bangalore terminal indicating predominant
preference for it.
Therefore, any attempt to locate terminals short of SBC is likely to result

in artificial transhipment of commuters on big scale. To manage this level
of avoidable transhipment, good amount of money need to be invested
apart from causing inconvenience to commuting public.
4.6.1.2 Provision of alternate Public Transport

As can be seen from the transport network, metro cannot provide complete
alternate connectivity at these (artificial) terminals. It does not serve the city
at a number of places even after accounting for the proposed metro
extensions. Further, network is such that people will be forced to have more
than one transfer to reach the destination. For example, a person from BWT
to reach YPR is forced to change to metro at BYPL, come to Majestic and
from there take a metro to reach YPR. Similar scenario can be visualised for
a number of other origin destination points.
4.6.1.3 Impact of forced transfers on service patronage
Transfers are one of the deterrents for use of a mode of transport. By

terminating the journeys at the terminals in suburbs, the patronage for
CRS would reduce considerably.
Suburban terminals like YPR, YNK, KGI and BYPL etc. cannot handle
this break in service even with huge investments.
Such capacity
constraints at modal change points also reduce the patronage to CRS.

4.6.1.4 Development of BMR
If development of BMR is to happen in a seamless manner, seamless
integration of outskirts and city core is necessary. This would make the city
core easily accessible to the sub-urban public.
30
RITES
4.6.1.5 Indian Railways Considerations

The issue was also discussed with Railway officers of Bangalore division
and S W Railway Headquarters. They preferred through running for the
following reasons:
Terminating trains would reduce the system capacity as trains are run for
shorter distances.
Extensive infrastructure needs to be developed to handle the trains and

passengers at these terminals.
At many of these stations, required
facilities are not available and difficult to develop.
Such proposition becomes unavoidable only when no solution exists for

enhancing capacity of rail network in Bangalore city core area. But as
discussed in subsequent chapters, the core Bangalore area has got
tremendous scope for additional capacity.
4.6.2 RITES Recommends

In view of above discussions, it is recommended not to terminate the
commuter trains short of Bangalore.
Terminals need to be the
farthermost stations in the CRS i.e. Tumkur, Mandya, Bangarapet and

Hosur etc. All other stations including major stations like Bangalore City,
Yesvantpur etc. need to be passing through stations. In fact, with EMUs,
every station can act as terminal. The EMU gets terminated at a station,
within 5 to 10 minutes, it can start journey in reverse direction.
An
additional line (or two) at every station (or at every alternate station or so)
shall be handy to terminate the EMUs.
This type of Omni Terminal
system provides lot of flexibility in operations and the services can be

tailor made as per the changing needs of travelling public. This also
avoids congestion at any particular location.
4.7
Modal Transits
Commuters changing from one mode to another mode during the course of their
trip is a big challenge in urban transport planning. All stations on CRS network
act as modal transit locations because commuters normally come to station by
31
RITES
bus or auto or so to take the train.

accordingly to cater for this transit.
All stations need to be developed

With metro coming up, modal transit
facilities need to be developed at locations like BYPL, SBC etc. Developing

such arrangements are normally integrated into metro plans and as such not
considered a part of CRS project.
If the overlap of CRS with other modes is very high, it only duplicates the
service and is not desirable. If the overlap is too less, it is like a standalone
system and serves only some captive commuters. If rail system crosses other
modes just at few locations, pressure on those inter modal transit hubs shall be
very heavy and difficult to manage. Moderate overlap as seen above facilitates
transhipment of commuters from one mode to other mode at different places
and serves greater population in a meaningful way.
4.8
Conclusions
Conventional rail system has grown to its present stage over a very very long
period and is a part and parcel of common mans life whether for long distance
travel or commuting. Unintentionally, it has become itself integrated into the
commuting system of the city. It can itself become a mass rapid transport
system and also it can act as feeder system to other modes of transport.
Therefore, exploiting its full potential gets automatically (and so naturally)
integrated into the transport needs of the city. Such exploiting should be a
continuous process (like in the case of MRVC) rather than discrete.
32
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5
5.1
Demand Supply Assessment
Rail Network is to be shared for 3 types of traffic
Urban and Suburban commuter Traffic.
Long and medium distance passenger Traffic.
Freight Traffic.
Demand for traffic for each of these streams is different and projected
separately. As the CRS capacity created has to be shared between 3 streams,
the demand assessment will help in optimally configuring the share of different
types of traffic.
5.2
Demand for urban and suburban Commuters
5.2.1 Macro estimates of trips by commuter rail in BMR

There are seven main commuter rail corridors in BMR area:
YPR-TK (Yeshvantpur - Tumkur)
SBC-MYA (Bangalore City - Mandya and beyond )
YNK-DBU (Yelahanka - Dodballapur)
YNK-CBP (Yelahanka - Chikballapur)
BYPL-HSRA (Baiyyappanahalli - Hosur)
BYPL-BWT (Baiyyappanahalli - Bangarapet)
SDVL Kunigal (Soldevanahalli Kunigal) (This line is presently under

construction by IR)
However due to the unique layout of the rail network within the central city area,
and the many hubs and the resultant routes between the hubs and
destinations in the metropolitan region, the CRS rail network of 440.8 Km
belonging to the above seven corridors were identified for the study.
Accordingly, the macro estimates in brief:
33
RITES
Aggregate of above existing rail network length considered is 440.8 Km.

Area of BMR (though some of the destinations are outside BMR): 800
sq.km.
Total projected population in BMR, 2031 (BMRDAs Draft Report, BMR

Revised Structure Plan 2031): 18 million
Total projected trips in BMR, 2031 (@ a PCTR of 1.283) : 23.04 million
Total projected public transport trips in BMR, 2031 (@43% of total trips 3):
9.91 million
Commuter Rail Trips (@ 30 % of public transport trips): 2.97 million.
Average no. of Commuter Rail trips per corridor (divided uniformly over
the 7 corridors) by 2031: 0.45 million (approx.).
Current (2011) daily trips on Bangalore commuter rail network is

estimated as 0.15 million.
Implied: Current percentage trips by rail is about 5 % of 2031 demand.
Potential gap in current (2011) supply and future (2031) demand for daily
trips by commuter rail: 2.82 million (approx.).
5.2.2 Assumptions for Estimating Population in CRS influence

Zone in BMR
1 Km, 2 Km and 5 Km on both sides of the rail lines have been taken as
the catchment areas of the commuter rail sections for which the
populations are estimated.
Within BBMP area, only 1 Km catchment is considered, since there would

be many other competing modes within this area.
Outside BBMP, 3
catchment areas have been considered. However, the 5 Km catchment

area has been considered beyond 40 Km from the city hubs.
This
assumes good connectivity to the commuter rail sections.
Population on either side of rail network (within 1 Km, 2 Km and 5 Km

catchment) is assessed based on geographical area and population
densities. For this purpose, the catchment areas in the CRS sections
Wilbur Smiths Draft Final Report, Comprehensive Traffic and Transportation Study for the BMR)
34
RITES
were identified into districts they came under and the population density
of the districts as per census 2011 is taken:
Wilbur Smiths Draft Final Report, Comprehensive Traffic and Transportation Study for the BMR)
Table: 5.1 Population density in 2011

Area
Density (per Sq. Km)
BBMP
Bangalore District
Bangalore Rural District
Ramanagara District
Mandya District
Tumkur District
Kolar District
Chikballapur District
10592.5
4378
441
303
365
253
384
298
Source: http://www.censusindia.gov.in/2011-provresults/prov_data_products_karnatka.html
Decadal growth rate of population is assumed as:

Table: 5.2 Assumed decadal growth rate of population
Area
2011 2021
2021 2031
BMR
29.14%
26.77%
BBMP
25.29%
25.29%
Rest of the Area

39.43%
30.40%
Distance of each section is split into various districts as under:

Table: 5.3 Split of each section district wise
Ramanagara
Mandya
12.3
11
SBC
YPR
5.35
YPR
TK
7.9
YPR
YNK
12.45
12.45
YNK
BYPL
19.23
19.23
YPR
BYPL
16.12
16.12
YNK
DBU
3.8
Total
Distance
(Kms)
MYA
To
Kolar
SBC
From
Tumkur
Bangalore
23.58
BBMP
46
No
Bangalore
Rural
Distance in various Districts (Kms)
92.88
5.35
13
10.92
35
31.1
12
64
20.72
RITES
13.8
30.05
BYPL
HSRA
13.4
35.19
10
SBC
BYPL
10.76
11
BYPL
BWT
10.9
12
SDVL
Kunigal
46.05
48.59
10.76
18
16
Total 114.41 99.91
Total
Distance
(Kms)
2.2
Kolar
CBP
To
Tumkur
Bangalore
Rural
YNK
From
Mandya
Bangalore
No
Ramanagara
BBMP
Distance in various Districts (Kms)
30.55
7.2
16
92.35
62
6
23.58
18
59.45
45.2
30.55
440.8
Typical modal split of commuter traffic in Mumbai4.

Table: 5.4 Modal split of commuter traffic in Mumbai
Mode
Rail
Bus
Autos etc.
Personal Cars etc.
Walk
Total
Trips (Millions)
6.5
4.7
1.4
0.7
0.7
14.0
Share
46%
34%
10%
5%
5%
100%
5.2.3 Assumption for Estimating the CRS Commuters demand
PCTR (Per Capita Trip Rate) is taken as:

Table: 5.5 Per Capita Trip Rate
Year
2011
PCTR
1.00
Source
WSA CTTP for BMR
2021
1.10
Assumed
2031
1.28
WSA CTTP for BMR
Modal shares are highly influenced by trip lengths. RITES (2011) data for
BDA area, given in Table below is used as a basis to assume appropriate
modal shares:
Source: http:// essay 535. blogspot.in / 2008/03/some-reflections-on-transport-problems.html
36
RITES
Table: 5.6 Modal share Vs trip lengths

Trip
Length
Bus
Car
Two
Wheeler
Three
Wheeler
Cycle
Walk
Total
02
0%
0%
20%
0%
8%
72%
100%
02-05
12%
3%
50%
29%
5%
0%
100%
05-10
11%
13%
60%
14%
2%
0%
100%
10-15
68%
7%
15%
9%
0%
0%
100%
15 20
68%
7%
15%
9%
0%
0%
100%
20 35
83%
4%
11%
1%
0%
0%
100%
> 35
85%
12%
0%
3%
0%
0%
100%
Total
Average
Trip
Length
42%
7%
29%
12%
2%
8%
100%
14.99
11.59
8.02
8.59
3.88
1.01
10.57
Source: RITES report, Comprehensive Traffic and Transportation Plan for Bengaluru 2011
Trip lengths that can attract CRS are normally beyond about 10 to 15
Kms. Thus, CRS mostly captures the traffic from Bus.
Considering all the above, CRS is assumed to attract up to 30% of

commuters within 1 to 5 Km catchment on either side of the railway line.
Depending on its success, this can be increased to cover population
even beyond 5 Km catchment on either side of railway line and also up to
50% of commuters in future as in case of Mumbai. However, demand in
city core area will be less and also catchment will be less due to presence
of competing modes like Metro etc.
Accordingly, Demand for urban/suburban rail traffic is assessed in 3

scenarios:
o
Scenario I (Low Patronage Scenario): Basic CRS services with very

low multimodal integration at stations: 1 Km catchment area and 10%
modal share of total trips.
Scenario II (Medium Patronage Scenario): Full-fledged CRS services

but with low multimodal integration: 2 Km catchment area and 20%
modal share of total trips.
Scenario III (High Patronage Scenario): Full-fledged CRS services but

with good multimodal integration: 5 Km catchment area and 30% modal
share of total trips.
37
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The three scenarios discussed above are summarised as under:

Table: 5.7 The three scenarios
Low
Catchment
Modal
Share of
CRS
Catchment
Modal
Share of
CRS
Catchment
Modal
Share of
CRS
10%
1 Km
10%
1 Km
10%
2 Km
20%
1 Km
10%
5 Km
30%
2021 1.10 1 Km
10%
1 Km
10%
1 Km
10%
2 Km
20%
1 Km
10%
5 Km
30%
2031 1.28 1 Km
10%
1 Km
10%
1 Km
10%
2 Km
20%
1 Km
10%
5 Km
30%
Per Capita
Trip Rate $
Modal
Share of
CRS
Other Area
Catchment
BBMP
Modal
Share of
CRS
Other Area
Catchment
BBMP
Modal
Share of
CRS
Other Area
High
2011 1.00 1 Km
Year
Catchment
BBMP
Medium
PCTR for 2011 and 2031 is adopted from Draft final report Jun 2010 of M/s Wilbur Smith Associates on Comprehensive
Traffic and Transportation Study for Bangalore Metropolitan Region for BMRDA. However, for 2021 it is assumed as 1.10.
5.2.4 Suburban Demand in 3 scenarios
After studying the Travel Pattern of existing commuter train services and
after detailed deliberations with S W Railway and GoK, 440.8 Km is
identified as potential CRS network. Demand is assessed in this network
as under:
Table: 5.8 Assessed Commuter Rail Trips (Scenario: Low)
No
1
2
3
4
5
6
7
8
9
10
11
12
From
SBC
SBC
YPR
YPR
YNK
YPR
YNK
YNK
BYPL
SBC
BYPL
SDVL
To
Distance in
Kms
MYA
YPR
TK
YNK
BYPL
BYPL
DBU
CBP
HSRA
BYPL
BWT
Kunigal
Total
92.88
5.35
64.00
12.45
19.23
16.12
20.72
46.05
48.59
10.76
59.45
45.2
440.8
Assessed Demand (Scenario : Low)

(Commuter Rail Trips)
2011
2021
2031
40198
57600
85264
11334
15620
22772
31469
45662
67915
8050
11095
16175
40739
56146
81853
34150
47065
68615
18141
26571
39659
19394
29021
43654
59200
86382
128747
22795
31416
45800
27025
37858
55551
15918
24414
37046
328413
468850
693051
38
Share
12%
3%
10%
2%
12%
10%
6%
6%
19%
7%
8%
5%
100%
RITES
Table: 5.9 Assessed Commuter Rail Trips (Scenario: Medium)
No
1
2
3
4
5
6
7
8
9
10
11
12
From
SBC
SBC
YPR
YPR
YNK
YPR
YNK
YNK
BYPL
SBC
BYPL
SDVL
To
Distance in
Kms
MYA
YPR
TK
YNK
BYPL
BYPL
DBU
CBP
HSRA
BYPL
BWT
Kunigal
Total
92.88
5.35
64.00
12.45
19.23
16.12
20.72
46.05
48.59
10.76
59.45
45.2
440.8
Assessed Demand (Scenario : Medium)

2011
2021
2031
82620
122663
183992
11334
15620
22772
75668
113451
170779
8050
11095
16175
40739
56146
81853
34150
47065
68615
48413
73001
110111
63595
96813
146523
151637
228155
343875
22795
31416
45800
38827
55958
83017
47754
73241
111137
625582
924624
1384649
Share
13%
2%
12%
1%
6%
5%
8%
11%
25%
3%
6%
8%
100%
Table: 5.10 Assessed Commuter Rail Trips (Scenario: High)

Assessed Demand (Scenario : High)
No
1
2
3
4
5
6
7
8
9
10
11
12
From
SBC
SBC
YPR
YPR
YNK
YPR
YNK
YNK
BYPL
SBC
BYPL
SDVL
Distance in
Kms
MYA
92.88
YPR
5.35
TK
64.00
YNK
12.45
BYPL
19.23
BYPL
16.12
DBU
20.72
CBP
46.05
HSRA
48.59
BYPL
10.76
BWT
59.45
Kunigal
45.2
Total
440.8
To
2011
2021
2031
Share
117298
11334
120125
8050
40739
34150
53290
97865
280955
22795
67576
50486
904663
175851
15620
181636
11095
56146
47065
80481
149374
426493
31416
100051
77432
1352660
264700
22772
274242
16175
81853
68615
121462
226279
644835
45800
149924
117496
2034153
13%
1%
14%
1%
4%
3%
6%
11%
32%
2%
7%
6%
100%
From the above tables, it can be seen that most important sections from
commuters consideration are:
BYPL-HSRA (constitutes 32% of demand)
YPR-TK (constitutes 14% of demand)
SBC-MYA (constitutes 13% of demand)
YPR-CBP (constitutes 11% of demand).
39
RITES
But all these sections are non-electrified sections and/or mostly single line
sections. For introducing CRS, these sections need to be made double line
electrified sections with automatic signalling.
5.3
Urban and suburban rail services Present supply

position
As per the present services being run, supply is assessed as under:
S.No
1
2
3
4
5
7
8
9
10
11
Sector
MYA
YPR
TK
HEB
HEB
DBU
CBP
HSRA
BYPL
BWT
From
SBC
SBC
YPR
YPR
YNK
YNK
YNK
BYPL
SBC
BYPL
#
To
MYA
YPR
TK
YNK
BYPL
DBU
CBP
HSRA
BYPL
BWT
Distance (Km)
Table: 5.11 Suburban rail services Supply position
92.88
5.35
64
12.45
19.23
20.72
46.05
48.59
12
58
Total
Passengers
Capacity
(@ 150 per
coach in
No of @
Total
case of
Commuter Coaches
passenger
Services at being run
coach and
present at present
200 in case
of DEMU/
MEMU
coach)
10
114
17100
18
204
30600
14
164
24600
6
62
9300
2
16
3200
4
48
7200
4
30
5300
6
62
10100
24
242
40000
20
198
34600
108
1140
182000
No of
Passenger passeng
Km being er trips
Run
being
served #
1588248 46990
163710
4843
1574400 46580
115785
3426
61536
1821
149184
4414
244065
7221
490759 14519
480000 14201
2006800 59373
6874487 203388$
Assuming average trip length as 33.8 Km as taken from Indian Railways Year Book 10-11
$
This tallies with the ridership assessment of 150000 made from ticket sales analysis.
@
List of present commuter services is at Annexure - 4
From the above table, it can be seen that present supply is able to cater for
about 30% of commuter demand (medium scenario) of 2011.
5.4
Demand for Non-suburban Trains
The demand for non-suburban passenger trains is based on the long term
growth trends of non-suburban passenger traffic on IR. Historical trend of
passenger and passenger kilometre growth of non-suburban passengers is
given in the Table below.
40
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Table: 5.12 Historical trend of passenger growth

Passenger growth rate %
PKM growth rate in %
1950-51 to 10-11
2.4
4.4
2000-01 to 2010 to 11
6.2
7.7
As the growth in passengers is accomplished by increasing the number of trains

and also augmenting the existing trains, it is assumed that demand for new
services would be around 3.5 per cent of the existing traffic. Currently from
Bangalore and its suburbs around 146 (63 daily + 83 non-daily) trains are run.
The 83 non-daily trains are equivalent to 22.4 daily trains thus giving total of
85.4 trains. Thus, it is estimated that around 3 additional daily trains are initiated
every year. This estimate is high compared to the existing pattern of providing
new services.
5.5
Demand for Freight Services
The rail freight is split into the following two scenarios:
Business as usual
Aggressive Market capture
In the business as usual scenario, the freight is limited to bulk cargo like cement
and steel, and Exim container cargo. Then freight growth would be at historical
trend around 1-2 trains per annum.
In the aggressive market capture approach, in addition to the above forecast,
additional non bulk traffic is expected. In this scenario traffic will be much higher
but cannot be predicted easily. As per RITES national estimates, non-bulk
occupies around 25 % of the national traffic and there could be 6-7 rakes of
non-bulk cargo. If such a scenario emerges, then IR and GoK have to think of
ring rail system so that freight trains by pass the city core.
5.6
All three streams of demand put together
Bangalore area is predominantly a passenger intensive area i.e. number of

freight trains dealt in the system are much less compared to passenger trains
41
RITES
handled.
However, higher freight trains load (per day) on the system are
assumed in the above discussion.

Before introducing any long distance train, Indian Railways assesses the
capacity of the system. If there is need to enhance certain facilities, Railways
themselves plan such facilities and allot necessary funds.
Similarly, for
enhancing the freight capacity also, necessary facilities are developed by Indian
Railways with their own funds depending on the requirement.
Measures suggested in various phases of this report are aimed at running trains
at about 10 minutes frequency. These phases are very much enough to take
care of the above cited quantum of increase in long distance trains and freight
trains apart from meeting the commuter requirement.
Therefore, long term growth of long distance passenger trains and freight trains
should not be a cause of concern while planning the commuter services.
5.7
How realistic is the demand forecast?
Recent commuter systems in India are found to have been falling short of the
initial traffic projections as seen under.
Table: 5.13 Traffic Projections for various commuter system in India
System
Initial Traffic Projections
Average Rider ship on date
DMRC
33.7 Lacs
(by 2009)
19 Lacs
(Maximum: 22 Lacs on 01/08/12)
(Over 187 Km network)
Hyderabad MMTS
3 Lacs
1.6 Lacs
BMRCL
10.2 Lacs (by 2011)

16.1 Lacs (by 2021)
Not known as very short stretch is

commissioned so far.
Therefore, to have some idea of the reliability of traffic projections made for
CRS, these projections are compared with BMRCL projections as under:
BMRCL Traffic Projections
Length of metro network
:
:
42
16.1 Lacs (by 2021)

114.4 Km (Phase I & II
together)
RITES
Ridership projection per Km
0.141 Lacs/Km.
BMRCL is in urban districts. Population density of urban districts is almost 10

times the population density of rural districts.
In the above lines, CRS demand in 2021 is:
Total length
Length falling in urban districts (50%)
Length falling in rural districts
Demand in 2021
440.8 Km
:
:
=
220.4 Km
220.4 Km
(220.4 x 0.141) + (220.4 x
0.14110)
34 Lacs
But, as seen in Table 5.10, CRS demand in 2021 for high scenario is estimated
as 13.52 Lacs which is far less than 34 Lacs projected based on BMRCL
methodology.
Thus, it can be reasonably concluded that demand estimation is quite
conservative and poor patronage of fully developed CRS network will be a very
remote possibility provided feeder roads and last mile connectivity are properly
addressed. It can also be seen in subsequent chapters that in case demand is
going to be far higher than projections, such demand can be met by simply
procuring additional EMU rakes as necessary infrastructure (even for higher
than projected demand) is already covered in various phases recommended.
5.8
Bridging Suburban Demand - Supply gap
Various measures suggested in phases 1A, 1, 2 and 3 are to be implemented

religiously to bridge Suburban demand supply gap (considering high scenario
demand of 2021).
Services required to be introduced to bridge the demand
supply gap is as under:
43
RITES
Table: 5.14 Assessment of additional services required to bridge demand supply gap
From
To
Assessed
No of
Commuter
Distance Commuter trips (2021)
(Km) Services at for Demand
present
High
Scenario
Commuter
Trips
generated
by existing
Services @
Commuter
Trips after
upgrading
present
services to
EMUs /
MEMUs $
Balance
requiremen
Additional
Additional
t to be met
Services
Services
by
$ rounded
Required
additional
off &
Services
1 SBC
MYA
92.88
10
175851
46992
82710
93141
9.415
10
2 SBC
YPR
5.35
18
15620
4846
7172
8448
14.826
16
3 YPR
TK
64
14
181636
46576
64756
116880
17.146
18
4 YPR
YNK
12.45
11095
3426
5304
5791
4.367
5 YNK
BYPL
19.23
56146
1820
4096
52050
25.413
26
6 YPR
BYPL
16.12
47065
1470
45595
27.412
28
7 YNK
DBU
20.72
80481
4412
4412
76069
34.469
34
8 YNK
CBP
46.05
149374
7222
19622
129752
26.454
26
48.59
426493
14520
14520
411973
79.320
80
9 BYPL HSRA
10 SBC
BYPL
12
24
31416
14112
21884
9532
7.458
11 BYPL
BWT
58.21
18
100051
59382
97922
2129
0.343
12 SDVL Kunigal
45.2
77432
77432
16.084
16
Total
440.8
106
1352660
203308
323868
1028792
262.707
266
Commuter Trips are worked out taking average trip length as 33.8 Km (Indian Railways Year Book 10-11)
Worked out based on MEMU rake length of 16 cars and EMU rake length of 15 cars taking EMU capacity as 240 and
MEMU capacity as 200.
&
Rounded off to nearest even digit because they have to form pairs of trains for Up & Dn direction
Capacity created by various measures suggested in this report (Annexure 9)

is more than the additional services required to meet the demand.
44
RITES
6
6.1
CRS Implementation: Infrastructure Development
Backdrop
The existing rail network in Bangalore area got developed over a period of time.
The recent major rail projects for Bangalore area:
Table: 6.1 Major rail projects in Bangalore area in the past
Project
Year
Bangalore Guntakal Gauge Conversion
1983
Bangalore Mysore Gauge Conversion
1992
Bangalore Tumkur Gauge Conversion
1993
Each of the above projects substantially altered the rail network scenario of
Bangalore. But, the thrust in every project was to complete the project and give
some connection to Bangalore.
Scope of none of these projects had any
means or provision to study the rail network in Bangalore area in a holistic and
integrated view.
With the result, Bangalore rail system became a cluster of
small piecemeal systems rather than any holistic system.
It is due to this
legacy, the system is not geared up for suburban operations. This leaves lot of
potential and opportunity to study and upgrade the system to serve larger public
needs specially commuting needs. In fact, the system needs complete overhaul
and redesign (but not incremental up gradations) to serve as good suburban rail
system apart from serving long distance passenger traffic and freight traffic.
6.2
CRS: Need for Integrated Assessment
As explained earlier, CRS has number of advantages. But to implement the

CRS successfully, one needs to take a comprehensive view of rail facility
development in an integrated manner. Limitations of the existing system have
been highlighted in above paragraph. Unless an integrated assessment is done,
it would not be possible to introduce the CRS. Rail network throughput would be
determined by the most constraining point even if capacity is available at other
locations. Thus one needs to thoroughly overhaul the system than simply tinker
45
RITES
with the system to improve capacity throughout the system. For the purpose of
the analysis, components of the rail system are considered as under:
Terminals: Stations where trains originate/terminate. These stations are

supposed to have train maintenance facilities, watering facilities etc.
Again passenger terminals and freight terminals need different facilities.
Sections: Straight portions between two terminals or important stations

(like SBC-MYA, YNK-DBU etc.).
Stations: Locations where passengers entrain/detrain.

Rolling Stock: Cars/coaches for running the trains.
Train Operation Plans
Strategies to implement CRS in Bangalore are discussed in respect of each of

these components.
6.3
Terminal Strategies
6.3.1 Bangalore Terminal (SBC)

6.3.1.1 Over View
This is the main hub of Bangalore city.
Almost every commuter of Bangalore
wants to have direct link to this station from his/her place. Therefore, maximum
number of trains should pass through this station for better service to the public.
Today, SBC position is such that it cannot handle even one additional train. It is
not in a position to effectively handle a major delay in arrival or departure of
even a single train.
As already brought out above, SBC has evolved
historically and needs radical redesign to serve commuters needs and

aspirations. Tinkering is not going to help.
Presently Bangalore yard has 10 platform lines, 6 pit lines (maintenance lines),
8 stabling lines and a few other lines. Platform lines are meant for entraining
and detraining passengers. Pit lines are meant for undertaking the repairs for
each rake (train).
These pit lines have necessary facilities for scheduled
maintenance after each trip. Stabling lines are meant for stabling trains during
their idle time or when they are waiting for their turn onto platform line or pit line.
46
RITES
Capacity of any terminal depends on:
Number of platforms.
Number of lines (platform lines, pit lines, stabling lines, shunting lines
etc.).
Length of each line. More the length of each line, higher is the capacity of
the yard.
Interconnectivity of all these lines. Ideally all platform lines should be

universal i.e. train from/to any direction (BYPL or YPR or MYS) should be
able to enter/exit any platform line.
Connectivity of platform lines with pit lines, stabling lines and shunting
lines etc. Ideally, all platform lines should have connection to all pit lines,
shunting lines and stabling lines etc.
Lie-Over i.e. time spent by each train in the yard (Lesser the lie-over,
more is the capacity).
Requirement of Engine Reversal for the train. More the trains which need
engine reversals, lesser is the capacity of the yard.
Type of Maintenance required for the train in the yard:

o Primary Maintenance (Needs about 7 Hrs. minimum lie-over).
o Secondary Maintenance (Needs about 3 Hrs. minimum lie-over).
o No Maintenance (Needs no lie-over).
6.3.1.2 Platforms:
The 10 platforms present in SBC yard today are fully occupied and there is
hardly any slot on any platform for dealing additional trains. SBC is catering to
3 directions i.e. YPR, BYPL and MYS. If commuter trains are to be dealt from 3
directions, SBC should have at least 2 platforms exclusively for commuter
trains.
With the present level of platform occupation, no platform can be
exclusively earmarked for commuter trains. In fact, hardly any additional train
can be dealt on any of the existing platforms.
Therefore, it is required to
construct at least 2 additional platforms.
47
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SBC yard has got 4 pit lines sandwiched between platform lines. These 4 pit
lines can be conveniently converted into 2 platforms and they can be earmarked
for commuters. However, the pit lines need to be relocated to accommodate
platforms.
On MYS end of the yard, there is vacant land (Binny Mills Land) which can be
conveniently used for constructing exclusive commuter platforms and/or pit
lines. This is the first and foremost requirement for introducing CRS trains in
SBC.
Figure: 6.1 Binny Mill land towards Mysore end
Being in very prime location, Binny Mills Land may be difficult to get spared to
Railways.
Therefore, part of this land if not full can be spared to Railways so
that possible number of platforms and/or pit lines can be constructed here. And
to that extent, SBC can be provided with additional platforms for commuter
trains.
6.3.1.3 Lie-Overs and Engine Reversals
Presently SBC yard is dealing 92 coaching trains (some of them are daily and
some of them are non-daily).
Close look at the trains being dealt at SBC
shows:
48
RITES
Table: 6.2 Rakes lie over at SBC

Trains that need no
Maintenance
(Lie-Over required : 5 Minutes)
Engine Reversal
needed?
Lie-Over
Yes
No
30 Minutes
23
> 30 Mts 1 Hr
> 1 Hr 2 Hr
> 2 Hr 4 Hr
> 4 Hr 6 Hr
Trains that need

Secondary Maintenance
(Lie-Over required: 3 Hrs.)
Yes
Trains that need Primary

Maintenance
(Lie-Over required: 7 Hrs.)
No
Yes
No
5
1
> 6 Hr 8 Hr
> 8 Hr 10 Hr
> 10 Hr 12 Hr
> 12 Hr 14 Hr
> 14 Hr 16 Hr
> 16 Hr 18 Hr
> 18 Hr 20 Hr
Total
26
33
22
Details at Annexure-1
From the above, it can be seen that:
Very few trains only leave the yard within the minimum lie-over required.
Majority of the trains are lying-over for more time than required (even
more than 18 Hrs. in case of one train).
52 trains (out of 85) need engine reversals.
It is highly difficult for the yard to handle such massive lie-over and engine
reversals. It is because of this reason, many empty rakes are being taken to
Baiyyappanahalli marshalling yard, Krishnarajapuram, Whitefield and Bangalore
Cantt just for stabling during their idle time. To stable these rakes and to bring
back these rakes to SBC, light engines are also being moved.
All these
unproductive movements are badly eating away the capacity of SBC as well as
49
RITES
SBC-WFD section which can otherwise be used productively to run more

commuter services.
If such lie-over and engine reversals are eliminated (or minimised), capacity of
the yard can be increased. The solution lies in making the SBC a pass through
station from the present state of terminal station.
Or terminal activities
(maintenance of rakes) should be brought down to such a level that rakes do

not spend more time than required in the yard. Thus, all (or some) terminal
activities should be shifted away from SBC to some other convenient location
i.e. additional terminals should be developed. This creates enough capacity to
deal more commuter trains and also to handle any additional long distance
trains and freight trains.
6.3.1.4 Lengths of various Lines: The Operational constraints
Table: 6.3 Lines length of SBC yard
Line No Type of Line Length (in Metres)
1
2
3
4
5
6
7
8
9
10
11
12
13
PF-1
PF-2
PF-3
PF-4
Stabling Line
Stabling Line
Stabling Line
PF-5
PF-6
PF-7
PF-8
PF-9
PF-10
659
589
572
598
476
476
559
559
495
462
570
625
602
Length (in Vehicles)
Present Utilisation
26 Coaches
24 Coaches
24 Coaches
24 Coaches
19 Coaches
19 Coaches
24 Coaches
24 Coaches
20 Coaches
19 Coaches
23 Coaches
26 Coaches
25 Coaches
63%
100%
46%
71%
Pit Lines
3 Pit Lines : 24 Coaches Each

2 Pit Lines : 21 Coaches Each
1 Pit line : 18 Coaches
Shunting Neck
At YPR End : 24 Coaches

At BWT End : 26 Coaches
63%
71%
45%
71%
42%
63%
85%
92%
79%
60%
75%
75%
With ever growing demand for more capacity, numbers of coaches get
increased for more and more trains. Freight trains are normally full length trains
(means 686 metres). Longer passenger trains and freight trains can be dealt
50
RITES
only on very few lines in SBC yard as can be seen above. Inadequate length of
lines coupled with absence of universal reception and despatch facilities for all
the lines forces number of unproductive (shunt) movements in the yard and thus
adversely affects the capacity of the SBC yard.
Thus, SBC needs to offload some of its terminal activities and also needs to
increase in length of lines.
6.3.1.5 Interconnectivity of Lines
SBC yard has 10 platforms presently as under:
Table: 6.4 Interconnectivity of running lines at SBC
PF
1
2
3
4
5
6
7
8
9
10
Trains Arriving from
this direction
Entry/Exit towards
BYPL
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
Entry/Ext towards MYS

end
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Entry/Exit towards YPR

end
No
No
No
No
No
No
No
Yes
Yes
Yes
49
20
23
From the above, it can be seen that majority of the trains enter into SBC yard
from BYPL side. They can come only onto PFs 1 to 7. Out of these platforms,
4 platforms have no exit to other directions.
Trains received onto these 4
platforms cannot go anywhere. Presently, trains received from BYPL are being
disposed by:
Reversing to BYPL side (to start as new train).
Reversing to BYPL side (for stabling at stations like BNC or so).
Placing onto stabling lines.
Placing on pit lines.
51
RITES
Keeping on the platform itself until it needs to be stared as new train

(even for 6 to 8 hrs. or so).
Despatching towards MYS.
All the above disposal schemes except the last one consume lot of time.
Engine also needs to be reversed. A few shunt movements (movements from
one line to another within the yard) are also required. These shunt movements
have to wait in between to give way for trains entering and leaving the yard
from/to different directions. In shunt movements alone, each train may need to
spend a couple of hours bringing down the capacity of the yard drastically.
For the trains entering SBC from MYS or YPR, the situation is not this much
critical. Trains from MYS can go either towards BYPL or YPR as seen from
above table. Trains from YPR also can go towards MYS. However, if they are
terminated at SBC, they are to be taken onto stabling lines or pit lines. Such
terminal activities need lot of shunt movements and take away substantial
capacity of SBC.
Due to above cited constraints coupled with heavy lie-over and inadequate line
lengths, SBC is not able to use the platforms and pit lines to the full extent as
seen in above tables.
It is for this reason, any new train announced by Ministry of Railways shall
either run short of Bangalore (like YPR, BYPL or so) or it is accommodated by
making some other existing train to terminate short of Bangalore. Trains which
are ideally required to come to SBC but are presently terminated short of SBC
are:
Table: 6.5 Trains being terminated short of SBC
Train No
From
To
66533
66534
76506
76507
76508
76505
BWT
KJM
KQZ
BNC
BWT
BNC
KJM
BWT
BNC
BWT
BNC
KQZ
52
Terminated
Station
Time
KJM
19:10:00
KJM
19:30:00
BNC
09:40:00
BNC
11:00:00
BNC
17:20:00
BNC
17:55:00
RITES
These trains are during peak commuter timings and they can serve commuters
better if these trains can be brought up to SBC.
There should also be seamless movement of trains from YPR/BYPL side to
MYS side for enhanced capacity of SBC.
Trains coming from MYS side and getting terminated here should be able
to go to pit lines or to BYPL side easily.
Terminating trains should be taken onto stabling lines or pit lines without
reversing the engine and without any shunt movements. This way, the
terminating train shall leave the yard within about 10 minutes.
Figure: 6.2 Connecting MYS line to grid one
To achieve these objectives, all the lines of SBC should have entry/exit to MYS
side. However, this connection needs some Binny Mills land. Image showing
typical arrangement of connection to MYS side is shown in figure 5.2 above.
6.3.1.6 Yard Speeds
Normally, trains move with 15 Kmph in yards. But with latest improvements in
turnouts and signalling technology, speed in yard can be enhanced to 30 Kmph
while redesigning the yard.
In the above lines, SBC yard should be redesigned such that:
Few platforms are exclusively nominated for commuter trains.
53
RITES
All lines have universal R&D facilities from all directions (BYPL, YPR and
MYS directions).
All lines shall be of full length (i.e. full length freight train or coaching
train).
Other lines like shunting necks, pit lines (if provided) etc. also should be
of full length.
Speed in SBC yard is 30 Kmph
To make all these options feasible, a very meticulous and innovative detailing is
required while redesigning the SBC yard.
If the yard is redesigned like this, SBC yard shall have:
Purely passenger handling facilities.
Almost nil terminal activities and shunting operations.
Almost all lines with universal reception and despatch facilities.
Almost all lines with full length.
Speed of 30 Kmph.
Capacity :
Table: 6.6 Scenario of SBC yard after suggested remodelling
Likely to be
(if above cited measures are
implemented)
10
14 or 15
(different lengths and
(More or less full length
without universal R&D)
and universal R&D)
Present
Platforms
Capacity
60 pairs of trains per day 150 pairs of trains per day
(commuters, long distance and freight)
6.3.2 Yesvantpur Terminal

YPR, the second coaching terminal of Bangalore is presently dealing with 89
passenger and express trains. It has got 6 platforms, 3 pit lines and 7 stabling
lines and a few other lines. Presently, the 6 platform lines have got entry/exit
facility to all the 3 directions (SBC direction, TK direction and YNK direction)
and therefore, add to operational flexibility.
54
RITES
Some terminating trains are waiting in stabling lines for their turn onto pit lines.
This necessitates shunt movements and eats away some yard capacity.
Therefore, additional pit lines are required at YPR for increasing the yard
capacity. Work is presently in progress for providing 1 additional pit line. If 3
more pit lines are constructed, terminal capacity of YPR increases to about 60
pairs from the present 37 pairs of trains.
Pit lines can be constructed by
converting some of the existing stabling lines into pit lines. Normally, 2 stabling
lines go away for 1 pit line. Therefore, S W Rly should critically analyse the
operational implications of retaining stabling lines as it is and/or replacing a few
of them into pit lines and plan for optimum number of additional pit lines.
Possibility of acquiring military land for Railway operations at YPR also need to
be explored so that additional pit lines can be constructed without any difficulty.
6.3.3 Additional Terminals

Presently, there are only 2 passenger terminals in Bangalore (SBC and YPR)
as brought out above. These 2 terminals are fully busy with long distance trains
and hardly can deal any more trains (commuter or otherwise). If at all CRS
need to be introduced in Bangalore meaningfully, these 2 terminals are grossly
inadequate and additional terminals need to be developed as already brought
out in above paragraphs. For locating additional terminals, the major criteria
are:
The locations should have enough land.
The locations should be close to SBC.
The locations should have seamless movement to SBC yard.
The locations should be such that long distance and commuter trains do
not conflict their interests each other but supplement each other.
The location should have good road connectivity.
More the terminals, the better it is. More terminals facilitate more dispersion of
congestion and also reduces load on any particular terminal.
Thus, more
capacity to run commuter trains. As per the preliminary studies and as per
55
RITES
interactions with South Western Railway officials, it is felt necessary to develop

terminals at 3 locations as under:
Binny Mill Land just at MYS end of SBC yard.
Railway Land at BYPL (adjoining NGEF land) where presently

marshalling yard and stabling lines exist (about 11 Km from SBC).
An EMU Terminal (EMU Maintenance shed).
6.3.4 Binny Mill Land Terminal: An extension to SBC terminal
Figure: 6.3 Utilisation of Binny Mill Land for Commuter terminal
In fact, this is not a new terminal; But an extension of SBC terminal. As already
discussed in above paragraphs, this area can be provided with a few platforms
and/or pit lines so that these additional platforms can be earmarked exclusively
for commuter trains.
The above image shows the typical arrangement of
platforms etc. in Binny Mill Land. This arrangement can accommodate about 12
lines (pit lines or platform lines or any other line). Feeder roads also can be
developed easily for this terminal as this area is well connected by road
network. This is also nearer to the metro station coming up nearby. Therefore,
this proposition is very ideal and most of the problems of SBC can be solved in
one go with this terminal. This arrangement needs full Binny Mill Land. This
56
RITES
land shall make an excellent suburban terminal at SBC to deal commuter trains
from all directions.
Binny Mill land is in very prime location and has lot of commercial value. In
case it is not practicable to give this whole land to Railways, part of the land can
also be spared to Railways so that just a few facilities can be constructed
instead of full-fledged coaching facilities.
Binny Mills land issue should be
deliberated with open mind along with all stake holders. Depending on the
extent of land that can be spared, facilities can be planned here. Issue of Binny
Mill land is discussed in detail in Para 7.4.
6.3.5 Baiyyappanahalli North: The Maintenance Terminal

6.3.5.1 Advantage and Ease of Construction
Mumbai has got many terminals like CSTM, Dadar, LTT, Kalyan, BCT and
Thane etc. Unless so many terminals are planned like this, dispersion of traffic
shall be a big problem.
At Baiyyappanahalli, presently there is a marshalling yard (adjoining NGEF
land). This yard is mostly being used for stabling passenger rakes of trains
terminated at SBC due to non-availability of lines at SBC. This land can be
effectively used to build about 20 to 25 lines. About 10 pit lines, 5 stabling lines,
6 R&D lines (for goods) and 2 to 5 platforms (for passenger trains) can be
planned here. Image of the typical arrangements is also shown.
Advantages of this arrangement:
Good number of trains presently getting terminated at SBC can be

terminated at BYPL (North).
Demands for introducing almost 30 trains from SBC remain unmet on

date for want of capacity at SBC.
Such demands can be met by
developing BYPLN terminal.
A few commuter trains also can pass through this station and stop at this
station.
57
RITES
Figure: 6.4 Baiyyappanahalli (North) maintenance terminal
This area is presently in non-signalled territory of South Western Railway.

Therefore, execution of work does not involve obstruction to running
trains. In Railways parlance,
this is almost a green field project, thus
making the execution easier and simpler.
This terminal eases off the SBC yard to a very great extent and SBC can
be improved to handle more commuter trains by providing more platforms
and lengthier platforms with almost universal R&D facilities.
This is very nearer to BYPL metro station. Long distance passengers can
easily go to metro station from this BYPLN new terminal. A skywalk can
also be planned in future to facilitate transhipment.
Scenario of BYPLN (Baiyyappanahalli North) yard shall be:

Table: 6.7 Likely scenario of BYPL (N) 3rd coaching terminal
Likely scenario after the above

measures are taken
5
70 Pairs
Present
Platforms
Capacity
(commuter and long
distance)
6.3.5.2 BYPLN needs to be a coaching terminal or maintenance terminal?
During discussion by stake holders organised by DULT on 11th June 12,

it was discussed that BYPLN can as well be made as maintenance
terminal instead of full-fledged coaching terminal.
58
RITES
By making BYPLN as only maintenance terminal, empty rakes are to be

moved to BYPLN from SBC and/or YPR for maintenance and they should
be taken back to SBC and/or YPR after maintenance. Such empty rakes
movements on perpetual basis is a drain on precious resources like
paths, engines, fuel, crew etc.
Like in case of Mumbai, number of coaching terminals are needed for

dispersion of congestion. Already, SBC yard is too congested with the
existing trains.
If more and more CRS trains are dealt at SBC,
passengers congestion at SBC will become unmanageable.
However, there may be public resistance to terminate good number of

existing trains at BYPLN instead of SBC even if full facilities are
developed.
Therefore, it is recommended to make the BYPLN as a small station

instead of full-fledged coaching terminal with 3 PFs and rest all with
stabling lines and pit lines. This way, BYPLN shall be predominantly a
maintenance terminal. The 3 PFs facilitate dealing CRS trains and also
terminating any new trains announced by MoR in future.
IR can convert this into full-fledged coaching terminal in future depending

on the necessity to introduce more and more long distance trains.
6.3.6 EMU Terminal

Presently, no EMU shed (EMU terminal) exists in Bangalore area.
With
implementation of CRS, maintenance facilities for EMUs and MEMUs need to

be developed. EMU shed should be so located that it is possible for future
expansion. Enough land should be available for locating the EMU cum MEMU
shed. Alternatives identified by RITES for locating EMU cum MEMU shed:
BYPLN: In BYPLN marshalling yard, Railway land is available as already

brought out.
However, this land is proposed to be reserved for 3rd
coaching terminal which is also an important. In fact, it is not only for

CRS, even in the long term interests of long distance passengers also, 3 rd
coaching terminal is required. It is worth noting that Railway Board has
been asking S W Railway to make arrangements to start new services.
59
RITES
But due to capacity constraints at Bangalore, public demand for more

than 30 such new trains remains unmet on date. Therefore, earmarking
BYPLN for any activity other than coaching terminal is not considered
advisable. 3rd coaching terminal and EMU shed together are not feasible
at this area.
Hejjala:
Some railway land is available between Kengeri and Hejjala
stations of MYS line.
This land may be suitable for immediate
requirement. But, expansion of facilities in future may not be feasible as

the extent of land available is less. Moreover, this is the only piece of
railway land available in this section for developing 4th coaching terminal
which is another essential component of implementing CRS for
Bangalore. Not only for CRS, even otherwise also, a coaching terminal
on MYS section is very much essential in the long term interests of the
Railway.
Therefore, it is recommended to earmark this land for 4th
coaching terminal.
BAND: Some Railway land is available on either side of BAND yard. This
can be developed into EMU shed. However, acquisition of a small patch
of land (about an acre or so) may be required. Another feature worth
noting is that there exists a road in Railway land (Lingarajapuram area i.e.
other than station building side). Implications of closing this road may
need to be reviewed.
CSDR: Channasandra yard also has got enough Railway land on main
road side to accommodate EMU shed.
However, this needs heavy
cutting of earth work.
Km 8 9 (CSDR YNK): At this location, Railway land enough to

accommodate an EMU shed is available. If EMU shed is constructed
here, it need to be connected to CSDR yard which is about 4 Km away.
When the issue is discussed with Divisional Officers, it was felt that EMU
shed at BAND is operationally more convenient compared to CSDR or
Km 8-9.
Therefore, EMU shed may be constructed at BAND.
60
RITES
6.3.7 Extension of Trains: Multi Terminals on MYS section

Number of trains getting terminated at SBC do not need any maintenance i.e.
they do not need any terminal facilities like pit lines etc. These trains are lying
over at SBC for durations as high as 11:55 hours (Details at Annexure-1).
Good number of such trains can be extended into MYS section and can be
terminated at Kengeri, Hejjala, Bidadi, Ramanagara, Channapatna, Maddur and
Mandya. What is required at those stations is just one platform line which can
be easily constructed. Even if one train is terminated at each of these stations, 7
to 10 trains can be terminated in SBC-MYS section. The relief it brings to SBC
is just immense in terms of commuter capacity addition.
The trains thus
extended shall also serve as commuter trains from SBC up to that terminal.
However, this arrangement has some logistic problems for S W Railway.
Arranging crew for operating these trains at isolated locations may pose
additional burden on S W Railway.
Alternate stations are recommended
additional lines and PFs to deal CRS trains.
S W Railway may weigh the
operational ease Vs logistic problems and make appropriate operations plan.
6.3.8 Hejjala 4th Coaching Terminal

As already brought above, Mumbai has got many terminals like CSTM, Dadar,
LTT, Kalyan, Mumabi Central, Thane etc.
Unless so many terminals are
planned like this, dispersion of traffic shall be a big problem.

Developing many coaching terminals may pose additional burden on S W
Railway. But keeping in view the ever growing demand for long distance and
CRS trains, if alternate terminals are not developed like this, probably it may not
be possible to accommodate any public demand either for a new local train or
for a long distance train.
Developing an exclusive 4th coaching terminal in MYS section is strategically
important to disperse the sub-urban traffic effectively and for seamless
functioning of CRS. Trains coming from BYPL side can be conveniently taken
onto MYS section and can be terminated at Hejjala.
61
RITES
Between Kengeri and Hejjala of Mysore section, there is some Railway

land available at about Km 20-21.
In this land, about 6 pit lines can be easily constructed.
All these lines can be connected to Hejjala station.
This land is very strategically located near the track and can be best used
for enhancing the capacity of overall rail system of Bangalore.
This can be fully developed into coaching terminal and some trains can
be terminated here.
On date, public demands for starting more than 30 new trains from
Bangalore remain unmet due to capacity constraints at SBC. Majority of
those requests can be conceded with Hejjala terminal.
The land available can facilitate a small terminal. If some more land can
be acquired adjacent to the available land, this terminal also can be
developed for a capacity like SBC or BYPL (North) or YPR.
Alternatively GoK and SWR can form a team to identify any other location
where land can be acquired for 4th coaching terminal in Mysore section.
Image showing typical arrangement is as under:
th
Figure: 6.5 Hejjala 4 coaching terminal
It is highly recommended to develop all the four terminals (Binny Mill, BYPLN,
BAND and Hejjala) as discussed above.
6.3.9 Freight Terminals

On date, there exists only one freight terminal (SGT) near Whitefield on
Bangalore CRS. For the present level of freight traffic, existing facilities are
good enough. However, as the freight traffic increases, movement of freight
62
RITES
trains from all direction to SGT badly occupies the sections and net capacity for
commuter trains shall come down.
Therefore, some more freight terminals
need to be developed in Bangalore area in future.
Probably, one freight
terminal in the north will be required first in DBU area. Then some more freight
terminals in south and west can be planned depending on growth in freight
traffic. The new freight terminals should be developed as multimodal logistic
hubs providing one stop logistic solutions to customers. On date, Bangalore
City does not have such terminals.
However, additional freight terminals are not warranted immediately to introduce
CRS trains as brought out in Demand Supply Assessment chapter.
6.4
Sectional Strategies
6.4.1 Unidirectional Traffic in Mornings and Evenings

In the morning time, long distance trains keep arriving Bangalore. During that
time, Down line (Bangalore Cantonment to SBC) is fully occupied and there will
be hardly any slot left over to run commuter trains. This is the time where
commuter trains also need to be run in this direction. During this time, trains in
opposite direction are comparatively less and thus the Up line is underutilised.
The situation becomes reverse in evenings when long distance trains start from
SBC and commuter trains also are to start from SBC.
This phenomenon
causes hurdle to commuter trains as well as long distance trains. Any small
hitch anywhere hits series of trains.
To address this issue:
Signalling system should be changed in SBC-BNC. Conventional up line

and down line system should be replaced by twin single line system so
that both lines can deal trains of both directions.
Presently Bangalore Cantt Baiyyappanahalli block section is 6.46 km

length. A train can be dispatched from BNC towards BYPL only after
previous train reaches BYPL.
This 6.46 km block section can be
converted into 3 blocks of 2 Km each by providing automatic block

signalling. Similarly, K R Puram Whitefield 9.32 Km block section also
63
RITES
can be converted into 4 blocks by changing the signalling to automatic

signalling.
The above cited solutions effectively tackle the morning and evening rush of
unidirectional traffic so that commuter trains do not get affected due to the
unidirectional rush.
Same unidirectional traffic congestion is experienced in SBC-YPR section also.
In the morning, many long distance trains keep coming from TK side to SBC
and these trains have to go in opposite direction in the evening. To tackle this
problem, SBC-YPR block section is already provided with twin single line
system.
Even with this arrangement also, handling peak time rush is posing
operational problems to S W Railway. This problem can be solved by providing

IB (Intermittent Block) signals in both the lines of SBC-YPR for both up and
down directions. After this option is also explored, probably next step would be
quadrupling of SBC-YPR to tackle unidirectional morning and evening rush.
6.4.2 Criss-Cross movements at BYPL: Avoid by Flyovers

BYPL area of Bangalore CRS has very peculiar arrangement. Trains from 5
different directions join here, from Bangarapet, Bangalore, Yelahanka, Hebbal
and Hosur. This type of multi directions at a single area affects the train
operations very badly. This being in heart of urbanisation, commuter trains take
a severe hit in this area. Some trains get more priority at the cost of other
trains. But, in this area all the directions are more or less equally important from
commuters point of view. Basic motto of any commuter system is that public
should be able to reach their work places situated at about 70 to 100 Km within
1 hour. With the type of criss-cross movements at BYPL area, the basic motto
of the commuter system just cannot be thought of. Train movements in this
area criss-cross as under:
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RITES
Table: 6.8 Criss-cross movements of trains in BYPL area

To
From
Bangarapet
Bangalore
Bangarapet
Bangalore
Yelahanka
Main Line
Main Line
Yelahanka
Direct
Movement
Hosur
No Connection
Hebbal
Direct
Connection
Infringes
BangaloreBangarapet
trains. Flyover
required (via
Channasandra)
Direct
Movement
Direct
Connection
Hosur
Hebbal
Infringes
BangaloreBangarapet
trains.
Flyover
required
No Connection
Infringes
BangaloreBangarapet
trains.
Flyover
required
Direct
Connection.
Infringes
BangarapetBangalore
trains.
Flyover
required
Direct
Connection
No
Connection.
No Connection
No Connection
Fly over exists
Direct
Connection
Already Fly
over exists
From the above it can be seen that to avoid criss-cross movements and for
seamless movement of trains in this area, 4 flyovers are required.
These
flyovers in order of priority are:

1. Bangalore Hosur flyover.
2. Bangarapet-Yelahanka Flyover.
3. Bangarapet-Hebbal Flyover.
4. Yelahanka Bangalore Flyover.
Doubling is in progress in Yelahanka Baiyyappanahalli section. Bangalore
Bangarapet is already double line. In future, YPR-BYPL and Banaswadi-Hosur
Doublings will come up.
commuter rail system.
Automatic Signalling is also contemplated for any
Advantage of these doublings and automatic signalling
goes waste to a large extent in this criss-cross movement area unless these
flyovers are constructed. This is to say that full advantage of the doublings and
automatic signalling cannot be realised without these flyovers.
65
RITES
As per the preliminary feasibility study undertaken, it appears that flyovers at

Serial Number 1, 2 and 3 are prima facie feasible. Flyover at serial number 4
appears to be not feasible due to the presence of another 2 flyovers (one road
fly over connecting Kasturi Nagar and Tin Factory area and another rail flyover
connecting Banaswadi to Hosur).
Presently, 34 trains are making criss-cross movements in BYPL area (Details at
Annexure-2). Out of these, about 25 trains are criss-crossing during commuter
Figure: 6.6 Flyovers at BYPL area
train timings (0500 Hrs. to 2100 Hrs.). In addition, number of un scheduled

trains (goods trains, Light Engines and Departmental Trains etc.) also cross the
main line. With 25 to 35 trains criss-crossing in this area in commuter timings,
it can be imagined how the commuter trains are hit. With the proposed 3
flyovers, 24 out of 34 trains will pass smoothly without any need to regulate
trains on other lines. Balance 10 trains necessitate flyover No 4 which is prima
facie found not feasible. However, as can be seen in Annexure-2, most of
these 10 trains can be terminated at YPR instead of SBC so that criss-cross
movements are avoided at BYPL.
This tremendously boosts up the capacity of the system. In other words, more
commuter trains can be run in all the directions.
These types of flyover
arrangements already exist in systems like Mumbai Suburban.
66
Typical
RITES
arrangement of flyovers at BYPL area along with skywalk is shown in the

image.
Innovative engineering solutions need to be worked out to construct these
flyovers and skywalk by engaging a separate expert consultant.
Apart from flyovers, quadrupling of SBC WFD also will give substantial relief
to the train operations to tackle criss-cross movements in BYPL area.
6.4.3 Criss-Cross Movements at YPR

At YPR also, criss-cross movements can eat away the capacity of the system.
Trains criss-cross in this area are as under:
Table: 6.9 Criss-Cross movements of trains at YPR
To
From
Yesvantpur
Tumkur
Yelahanka
Hebbal
Direct
Connection
Direct
Connection
Direct
Connection.
Direct
Connection
Infringes YPRHEB line
No Connection
exists
Yesvantpur
Tumkur
Yelahanka
Hebbal
Direct
Connection
Direct
Connection
Direct
Connection
Infringes TK-YPR
line
Infringes YPRYNK line and TKYPR line
No connection
exists
Presently, YPR-LOGH-YNK doubling is in progress.
During doubling, both
block sections (YPR-LOGH and LOGH-YNK) should be provided with Twin

Single Line system duly making LOGH as a block station (existing is halt
station) for operational flexibility and increase of capacity.
When such a
doubling is done, criss-cross scenario at YPR shall be like:

Table: 6.10 Criss-Cross movements of trains after YNK-YPR doubling
To
From
Yesvantpur
Tumkur
Yelahanka
Hebbal
Direct
Connection
Direct
Connection
Direct
Connection.
Direct
Connection
Direct
Connection
No Connection
exists
Yesvantpur
Tumkur
Yelahanka
Hebbal
Direct
Connection
Direct
Connection
Direct
Connection
Infringes TK-YPR
line
Infringes TK-YPR
line
67
No connection
exists
RITES
Above cited infringements can be avoided by constructing one flyover.

Feasibility of constructing this flyover can be explored with innovative
engineering solutions by engaging experts.
However, criss-cross movements get generated at LOGH. Depending on the
congestion after doubling, necessity and feasibility of flyovers at LOGH should
also be explored in future.
6.4.4 Other Criss-Cross Movements

Apart from Criss-Cross movements at BYPL and YPR area discussed above,
due to presence of Goods Terminal at White Field and Diesel shed in K R
Puram area, so many criss-cross movements take place. After a train is
terminated at SBC, Locomotive comes to diesel shed. After attention, again it
goes to SBC. Similarly, freight trains entering into Bangalore area have to
necessarily come to Goods Terminal at Whitefield for maintenance. All these
cause lot of criss-cross movements in this area.
That means, the trains are subjected to so many obstructions at BYPL, KJM
and WFD and trains virtually crawl from SBC-WFD. If at all any train does not
crawl, it is at the cost of many trains in other directions.
Whitefield and K R Puram areas also need to be analysed thoroughly and
arrangements like flyovers should be planned for seamless movement of trains
in CRS.
In the long run, when the existing rail networks potential is fully tapped (or when
Mumbai suburban like situation comes), the goods terminal may need relocation
to some distant place.
Or some more goods terminals may need to be
developed in DBU side or TK side or MYS side or so. Similarly, when the entire
area is changed to electrified territory and diesel traction is totally done away
with, the diesel shed needs re-design and/or probably relocation. Therefore,
proposals like flyovers etc. in K R Puram Whitefield should be planned in the
changed scenario and therefore not contemplated in the present study.
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RITES
6.4.5 Automatic Signalling

Automatic Signalling allows movement of more trains as seen from:
Table: 6.11 Comparison of Automatic Signalling and Absolute Block System
Signals spacing
along the track
Train can start
Operation of
Signal
Absolute Block Signalling

(Existing system)
4 to 6 Km
(Distance from one station to another)
After previous train reaches the next
station
Operated by staff as soon as train
passes the signal
Automatic Signalling
2 Km or even less
After previous train passes the
signal ahead
Gets automatically operated as
soon as train passes the signal
From the above, it can be seen that how automatic block signalling boosts up
the capacity of rail system. Mumbai, Chennai and Hyderabad are able to run
local trains because they have automatic signalling. Thus, automatic signalling
is a must to introduce commuter rail system in Bangalore.
As already discussed above, in Bangalore Whitefield area is full of criss-cross
movements. Added to this, there is rush of unidirectional traffic in morning and
evening peak hours. Therefore, trains in this section may crawl specially when
more trains are introduced. Capacity of this section needs to be increased on
top most priority by automatic signalling or IB signals or Twin Single Line
system as already discussed.
Subsequently, the automatic signalling should be extended to all other sections
also as under:
1. Bangalore Whitefield
2. Whitefield Bangarapet
3. Bangalore-Mysore (along with full doubling and electrification)
4. Yeshvantpur Tumkur (along with electrification)
5. Baiyyappanahalli Yelahanka Dodballapur (along with doubling)
6. Banaswadi Hosur (along with doubling and electrification)
7. Soldevanahalli Kunigal (line under construction)
69
RITES
Automatic signalling normally requires a gradient of 1 in 80 or flatter. Some

sections in Bangalore CRS area (especially MYS section) have steeper
gradients. Strategies that are worth exploring to address the gradients issue
are:
Detailed field survey is to be done to ascertain the feasibility of easing the

gradients.
Gradients are a limitation for automatic signalling from freight trains

operation point of view. Therefore, it can be considered to impose some
restrictions on goods train operations like block section should be
considered as one section only for freight trains whereas the block
section can be considered as many sections as permitted by automatic
signalling in case of EMUs and other non-suburban trains.
Twin single line systems or IBs can be introduced in select block sections
(like SBC-BNC etc.).
To decide on exact strategies for each section or sub section, detailed field
surveys and studies are to be undertaken. When the projects are sanctioned by
IR, normally IR studies all these aspects before deciding the signalling
arrangements.
6.4.6 Speeds on Loop Lines

Traditionally, trains are run with 15 Kmph on loop lines. But, IR has identified it
as mission area to increase speed to 30 Kmph on all loop lines. Wherever it is
not yet increased to 30 Kmph, it should be done on top priority so that CRS gets
benefited.
6.4.7 Electrification and Doubling

Commuter system cannot serve the public meaningfully with single line. All the
sections of the CRS should necessarily be double lines. Also the tracks should
be electrified. Diesel traction adds to the already polluted urban environment.
Partly diesel and partly electric traction imposes severe restrictions on
operations and seamless movement of trains is not possible.
70
Without full
RITES
electrification, EMUs cannot be introduced in all sections.

diesel
locomotives
and
electric
locomotives
need
Maintenance of
different
facilities.
Maintenance of DEMUs and EMUs/MEMUs also need different facilities.

Therefore, with full electrification, lot of duplication of maintenance infrastructure
and operational infrastructure can be avoided. Such saved infrastructure shall
be better used for increasing capacity of CRS.
Number of electrification projects and doubling projects are already sanctioned
by Indian Railways in CRS area and they are in different stages of execution.
Still number of sections needs sanction of doublings and electrification to make
the CRS fully electrified double lines. Details are:
Table: 6.12 Electrification & Doubling projects
Doubling
Sanctioned
(in order of priority for
execution)
1. Yeshvantpur
Yelahanka (13 Km)
2. Yelahanka
Channasandra (14 Km)
3. Ramanagara- Mysore
(94 Km)
Electrification
Sanctioned
(in order of priority for
execution)
1. Kengeri Mysore
(126 Km)
2. Yeshvantpur
Yelahanka (13 Km)
3. Yelahanka
Channasandra (14 Km)
4. Yelahanka
Dodballapur (22 Km)
5. Yeshvantpur Chikbanavar (8 Km)
To be sanctioned
(in order of priority)
1. Yelahanka
Dodballapur (22 Km)
2. Yeshvantpur
Baiyyappanahalli (18
Km)
3. Banaswadi Hosur
(54 Km)
4. Yelahanka
Chikballapur (47 Km)
5. Soldevanhalli
Kunigal (45.2 Km)
To be sanctioned
(in order of priority)
1. Bangalore Yeshvantpur - Tumkur
(70 Km).
2. Soldevanhalli
Kunigal (45.2 Km)
3. Yeshvantpur Banaswadi Hosur
(along with doubling)
(67 Km)
4. Yelahanka
Chikballapur (along
with doubling) (47
Km)
The sanctioned projects should be executed as per the priority and new projects
also need be taken up for introducing commuter trains in Bangalore.
6.4.8 Minimizing goods trains on commuter lines

If running one goods train is reduced in any section, more than 2 additional
commuter trains can be run on that section. That is the kind of resources a
goods train consumes. To the possible extant, goods trains are not normally
run during commuter timings.
However, running goods trains in commuter
timings cannot be totally avoided.
These unscheduled trains hamper the
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running of commuter trains as well as long distance trains.
Therefore, to
minimize
the
the
effect
of
goods trains on
CRS
routes,
following
recommendations are made:
A by-pass line (about 25 Km) before YNK:
Trains coming from
Dodballapur going to Jolarpettai can go to Chikballapur, Kolar and

Bangarapet. (Chikballapur Kolar gauge conversion is in progress).
Train need not touch YNK or BYPL or SBC-BWT line at all. If the traffic
so warrants, such bypass can also be replaced by a flyover after DBU
side and CBP side doublings are done.
Figure: 6.7 Connecting Dodballapur line with Chikballapur line
Presently goods trains which are to go from DBU side to HSRA side are
being taken to YPR, engine getting reversed and taken to HEB and then
to HSRA.
A direct connection from YNK to HEB avoids such engine
reversals and also YPR gets relieved. This creates additional capacity at
YPR. Such connection from YNK to HEB may need to pass through
heavily built up area.
Alignment should be fixed carefully and
meticulously for this connection so that relocation of structures shall be

least. Until such bypass line comes, LOGH should be made as junction
station with some loop lines so that trains from YNK need not go to YPR
for engine reversals.
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Freight train movements on CRS should be planned only during off peak
hours especially during nights. In fact, South Western Railway has been
already adopting this strategy to some extent or other.
6.4.9 Level Crossings The Speed Breakers of the System:

Trains have to observe the signals at Level Crossings and stop if required.
When running a train at every 10 minutes or even less is contemplated, level
crossings become seriously critical in the system. They need to be eliminated
by ROBs/RUBs or so.
More the manned Level Crossings in a section, more
the running time of the trains. Average spacing of manned level crossings in
CRS area are:
Table: 6.13 Average spacing of Level Crossings in CRS area
Section
Length (Kms)
YPR-YNK
YPR-BYPL
YNK-DBU
SBC-MYA
BYPL-HSRA
YNK-BYPL
YNK-TK
YNK-CBP
SBC-YPR
12.45
16.11
20.72
92.88
48.59
16.12
64.00
46.05
5.35
Average spacing of
manned Level Crossings
(Kms)
1.78
1.79
1.88
2.32
2.56
2.69
2.78
4.61
5.35
Apart from spacing of manned level crossings, traffic at each of these level
crossings also affect the train operations. More the TVUs (Train Vehicle Units),
more is the average running time of the trains. TVUs of LCs in CRS area can
be appreciated as under:
Table: 6.14 Number of Level Crossings & TVUs in CRS area

Section
Manned Level Crossings with TVUs

Greater Between Between Between Between Between
Distance
Less than Total
than 4
3 to 4
2 to 3
1 to 2 50000 and 25000 and
(Kms)
25000
lakh
lakhs
lakhs
lakhs
1 lakh
50000
From
To
SBC
BWT
70.21
SBC
MYA
92.88
73
14
26
39
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Section
Manned Level Crossings with TVUs

Greater Between Between Between Between Between
Distance
Less than Total
than 4
3 to 4
2 to 3
1 to 2 50000 and 25000 and
(Kms)
25000
lakh
lakhs
lakhs
lakhs
1 lakh
50000
From
To
SBC
YPR
5.35
YPR
TK
64.00
YPR
YNK
12.45
YPR
BYPL
16.11
YNK
DBU
20.72
YNK
CBP
46.05
YNK
BYPL
16.12
BYPL HSRA
48.59
Total
1
1
1
1
12
11
10
1
12
23
6
19
20
19
22
66
141
Details of Level Crossings with TVUs more than 50000 are at Annexure-10
Level crossing becomes unmanageable and severely affects the train as well as
road operations if the TVU exceeds about 100000. How a train will be able to
maintain its speed with the level crossings with heavy TVUs and with less
average spacing as seen above is anybodys guess. Suburban trains should be
run at 5 to 10 minute frequency. How can a gate with 4 Lakh TVUs be opened
and closed once in 5 to 10 minutes. It is difficult even to think of. In commuter
train operations, every minute counts.
matters for the commuters.
Even a couple of minutes early/late
Therefore, these manned level crossings should
be replaced by ROB/RUBs on top most priority in the interest of commuter train

operations.
By replacing the level crossings with ROB/RUBs, commuters
travelling by roads also save lot of time.

Unmanned level crossings per se do not affect train operations. Unmanned
level crossings are to be eliminated on safety considerations rather than speed
considerations.
Indian Railways have already identified elimination of
unmanned level crossings as their mission area.

Present arrangement of replacing level crossings by ROB/RUB is very age old
arrangement.
Railway executes the portion near to the track and the
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approaches get executed by local bodies.
Due to co-ordinating problems and
due to land problems, construction is taking too long time. ROBs sanctioned in
CRS area on date are:
Table: 6.15 ROBs sanctioned in CRS area
Year of Sanction
No of LCs
00-01
06-07
07-08
09-10
10-11
11-12
12-13
3
2
1
8
3
1
6
24
Total
The snail pace of ROBs execution deters the planners to sanction new ROB
projects. At this pace, elimination of more than 100 Level crossings in CRS
area just cannot be thought of. A few things worth noting are:
Jharkhand government entrusted the work of construction of 14 Road

Over Bridges including the work of approaches to the Railways. Railways
awarded the entire work to KRCL on turnkey basis (Estimated Cost: Rs.
163 Crores) in 2003-04. Though KRCL faced delays on account of delay
in handing over of land free of encumbrances, removal of encroachments,
relocation of utilities and adverse law and order situation etc., the works
on all the ROBs were completed in 2009-105.
Indian Railways proposed to set up a Special Purpose Vehicle (SPV)

named Rail-Road Grade Separation Corporation6.
The above issues are brought out here just to reiterate the seriousness of the
issue of level crossings. Like Jharkhand Government, GoK also may consider
entrusting ROBs execution (or at least critical ROBs) to one agency.
5
6
http://www.konkanrailway.com/node/610
Honble Minister for Railways Sri Dinesh Trivedis 12-13 Railway Budget Speech
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6.4.10 Quadrupling
With the above cited measures, on all commuter sections (double line sections),
trains can be run at about 10 minutes frequency during peak hours. However,
such running can be made comfortable and also enhanced further (to 5 minutes
frequency or so), by having an exclusive corridor for commuters. Wherever
quadrupling is not feasible due to land problems or so, at least tripling can be
done in those stretches.
With this, 2 lines (1 line in case of triple line) can be
earmarked exclusively for commuter trains. Priorities of quadrupling:

1. SBC - WFD (from congestion point of view).
2. BYPL-HSRA (as this section constitutes about 1/3 of commuter
demand of Bangalore area).
3. SBC-YPR-Tumkur
4. SBC-MYS
5. White Field Bangarapet.
6.5
Station Strategies
6.5.1 Additional Lines and other facilities at CRS Stations

With the implementation of CRS, every station has to cater for stoppage of
more number of trains. With EMUs, every station can act as terminal. Ideally,
an exclusive platform should be nominated for commuter trains at every station.
Therefore, 1 or 2 additional lines and platforms should be provided at least at
alternate stations of the CRS stations. One of the platforms can be even dead
end platform so that it will be earmarked exclusively to terminate/originate
EMUs. These additional lines can also be used for stabling EMU rakes during
nights and weekends. Other facilities like foot over bridges, ticketing windows,
vending stalls, parking space etc. should be created (or upgraded) at each
station.
6.5.2 Additional halts on CRS

More the halts in CRS, the better it will serve the public. Ideally:
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City core area (lying within 15 km radius from SBC): Here population
density is more and very 1.5 Km or so, there can be a halt.
Area lying between 15 to 30 Km of SBC: Here, population density is

moderate and every 2.5 Km or so, there can be a halt.
Beyond about 30 Km of SBC: Population density is relatively less and

every 3 to 4 Km, there can be a halt.
Spacing of stations in Mumbai, the role model for any CRS in India is as under:
Table: 6.16 Spacing of stations in Mumbai Suburban Rail System
Stations in
Quadruple lines
with Automatic
Signalling
(Mumbai)
Spacing of
Stations
Less than 1 Km
1 to 2 Km
21
2 to 3 Km
More than 3 Km
41
Total
73
Stations in Double
Line with
Automatic
Signalling
(Mumbai)
3
4%
4%
12
29%
18%
9
11%
14%
42
56%
64%
66
100%
100%
Stations in Double
Line with
conventional
Signalling
(Bangalore CRS)
0
0%
1
2%
5
13%
33
85%
39
100%
Stations in Single
Line with
conventional
Signalling
(Bangalore CRS)
0
0%
0
0%
2
9%
20
91%
22
100%
From the above, it can be seen that Bangalore needs good number of additional
halts.
However, provision of more halts has limitations as under:
Single Line cannot provide more halts.
Line should necessarily be a
double line to provide more halts.
Absolute block system of signalling (present system of Bangalore CRS)

cannot provide more halts. Automatic signalling facilitates more halts.
EMU rakes take very less time for acceleration, deceleration and also for
passengers to entrain/detrain. With normal passenger rakes, more halts
is not feasible. All commuter rakes should be made EMU rakes before
increasing number of halts.
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Additional halts reduce the average speed of the trains.
Hence all
activities to boost average speeds should be completed before additional

halts are introduced.
Provision of adequate length of platforms, FOBs, ticketing counters,

parking space etc. should be feasible at these halts.
Feeder roads should be feasible and should be developed for every halt.
Space for developing a bus halt is also required.
There need to be habitations nearby so that the new halt gets patronised.
Land should be available for all these facilities for establishing a new halt.
While acquiring the land, it needs to be planned for 20 coach trains
though, that much lengthier trains are not proposed now. This goes a
long way to enhance the CRS capacity in future.
Presently there are about 64 halts in the CRS area of about 440 Km. As felt
necessary by public and various voluntary organisations, another about 45 halts
are required in the CRS area (List at Annexure - 3). However, the list does not
cover the additional halts of full CRS area. These additional halts and even
more can be made possible provided
the issues brought out above are
addressed and a detailed field survey is done duly covering above cited
aspects.
6.6
Directional Strategies for Terminating Trains
Existing terminals SBC and YPR have got certain natural convenience to deal
trains of particular direction as shown under:
Table: 6.17 Directional Convenience of Terminals
Trains from (direction)
Convenient Terminal
DBU
BWT
HSRA
MYS
TK
CBP
YPR
SBC
YPR and SBC
SBC
YPR
YPR
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If a train from DBU is terminated at SBC instead of YPR, extra time taken is
about 15 to 25 minutes. Similarly, if a train from BWT side is taken to YPR
instead of SBC, it takes about 15 to 25 minutes extra.
This aspect is not
considered in the present time-table. With the result, both the terminals are
dealing trains from virtually all directions. If the time table is changed making
the terminals strictly as per the above cited directions:
Running time of most of the long distance trains come down by 15 to 25

minutes.
Many criss-cross movements specially at BYPL area can be avoided and

number of additional paths can be created in all sections to facilitate
running additional trains.
6.7
Commuters Handling Strategies at Stations
With implementation of CRS, number of commuters to be handled at each of

the stations will go up. Handling the commuter rush especially in peak time is
an important issue that need to be addressed. The issue can be addressed by
appropriately designing feeder roads, circulating area, separate parking for 4
wheelers & 2 wheelers, foot over bridges at appropriate locations, escalators at
some important stations, earmarking a couple of platforms exclusively for
commuter trains at important stations like YPR and YNK etc.
SBC is the most critical station from commuters handling consideration.
Currently, SBC station is mainly geared for handling non suburban passengers.
As seen from trend of present commuters movement earlier in this report, SBC
has to handle maximum number of commuters compared to all other stations of
CRS. Here, in peak time i.e. in mornings and evenings, passengers of long
distance trains and commuter trains add up to a big number posing big
challenge to the planners. Even with the present level of passengers, SBC is
felt inadequate and congested. Hence, a CRS commuter would have difficulty
in using the service at SBC for:
Station is too large
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Mix up with long distance passengers
Inadequate availability of public transport
Confusion across large number of platforms
A commuter needs a well-integrated, faster and simple terminal access (not like
long distance passenger who does not mind spending even 30 minutes extra
moving from one platform to another etc.). Hence it would be preferable to
develop a new terminal exclusively for CRS users.
RITES surveyed the surrounding open areas - both railway and non-railway
lands, to locate the terminal. While available railway land is not sufficient to
provide the terminal, open land vacated by the Binny Mills, lying abutting the
railway land is most promising. The terminal can be located at this place with
ease of access to the railway station. The place also has road access and thus
it can be designed into a multimodal terminal.
This can also be connected to the Mysore line directly as it lies towards the
Mysore end. The terminal would connect to other directions also suitably.
Therefore, it is suggested to develop an exclusive commuters handling area
(platforms, foot over bridges, feeder roads etc.) in Binny Mills Land.
6.8
Rakes for Commuter Trains
6.8.1 Types of Rakes

Presently, commuter trains are being run in Bangalore using 4 MEMU/DEMU
rakes and 10 normal passenger rakes. Features of various rakes:
Table: 6.18 Comparison of Various types of rakes
Average Speed
(KMPH)
Engine Reversal
Terminal
Detention
Width of Coach
Rake Design
Normal Passenger Rakes
MEMU/DEMU Rakes
EMU rakes
36.8@
38.5#
40.2@
Required
30 minutes to 1 Hr or
even more
10 feet
They are made for
normal long distance
travel. Toilets,
Not Required
Not Required
10 to 20 minutes
5 to 10 minutes
10 feet
It is nothing but normal
passenger rake except the
interior seating. Seating is
12 feet
Made especially for commuter
travel with more space for
standing, no toilets, wider
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Normal Passenger Rakes

arrangements for
luggage, lying down etc.
are available.
MEMU/DEMU Rakes
changed to suit sitting
passengers.
EMU rakes
entry/exit etc.
Suitability
Suitable to run on any

existing sections
Suitable to run on any

existing sections
Platforms and other structures

along the route need to be
checked and
modified/changed wherever
required due to its more width
Provision of
Toilets
Provided
Not generally provided
Not provided
More or less same as

normal passenger rakes
Wider entries and passengers

can entrain and detrain very
fast
Normal Sitting : 100

Typical Over Crowding :
200 to 250
Normal sitting : 120

Over Crowding : 300 to 350
Entrain / Detrain
Capacity
Narrow entries and very

uncomfortable if more
passengers need to
entrain/detrain at a time
Normal Sitting : 80
Over Crowding : Very
uncomfortable for
standing
Cost
Overall
Lower
Low Transit Systems
About 50 to 60% higher

than normal passenger
rakes.
About 10 to 20% lower
than EMUs
Medium transit systems
Higher
Mass Rapid Transit Systems
Source : Indian Railways Year Book 2010-11

#
Speed is taken average of Normal passenger and EMU rakes
6.8.2 Three Car Vs Four Car Rakes
EMUs and MEMUs can be in 3 car or 4 car units. Out of 3 or 4 cars in a

unit, one car is motor or engine car and others are trailing cars.
Due to more powering, 3 car units have more accelerations/decelerations

and more speeds and thus better turn around. Selection of 3 car or 4 car
makes good lot of difference specially when the routes have steeper
gradients like in case of SBC-MYS section.
When the CRS trains get patronised, the rakes get overloaded beyond
normally designed for. In Mumbai, one EMU car carries more than 600
commuters in peak time against its seating capacity of about 120 or so. 4
car units cannot handle such over loadings due to less powering.
Average cost per car of 3 car rake is about 8% to 12% higher than that of
4 car rake.
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6.8.3 Other features of Rakes
Earlier design of EMUs were with DC motors. Latest design is with 3

phase AC motors.
This latest design consumes 33% less energy
compared to earlier design.
In latest design, the conventional body is changed to stainless steel body.
GPS based commuter information system is also a part of latest EMU

design.
General look, feel and seating arrangements etc. are constantly under up
gradation.
6.8.4 RITES recommendations on Rakes
DEMU/MEMUs are not meant for mass transit. They are medium transit
systems.
EMU is specially designed for mass transit system.
EMU
capacity is theoretically 20% more than DEMU/MEMUs. Practically, their

capacity
is
even
50%
more
considering
standing
commuters,
overcrowding etc. Ultimately, any mass transport urban system has to

switch over to EMUs.
Mumbai MRVC is using EMUs. Even Hyderabad MMTS, initially planned

for MEMUs. Later on, realising the limitations of MEMU/DEMUs, they
switched over to 3 car EMUs. This change in planning resulted in some
infructuous expenditure also.
Thus, EMU rakes are best suited for commuter operations.
However, routes where EMUs are to be run need special survey and
attention especially with reference to tracks spacing and platform heights
and lengths. Such attention is required only in CRS network of about 440
Km (where EMUs are proposed to be run).
Therefore, it is suggested to go for 16 car MEMUs for trains presently

serving commuters but travelling beyond the CRS (like trains to MYS,
MKM or so) and 15 car EMUs for
trains going to ply within CRS area.
Cost estimates are also made accordingly.
Different features discussed above come with correspondingly higher

costs. EMUs normal life is about 35 years. It may be even over used by
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5 to 10 years depending on the financial position at that time. There will

be so many up gradations during these 35 to 40 years.
Such up
gradations cannot be effected for old rakes. Therefore it is recommended

to go for 3 car rakes with latest design even if they cost more. Cost
implications of different designs of rakes are discussed in Phasing &
Cost Estimates chapter.
Typical photographs of an EMU rake of MRVC are as under:
Figure: 6.8 EMU rake of MRVC
Maintenance facilities required for EMU rakes and normal passenger

rakes are different. Therefore, apart from procuring rakes, maintenance
facilities are to be developed for these rakes.
Therefore, EMU
maintenance facilities are suggested to be provided at Banaswadi as

discussed in above paragraphs.
6.9
Train Operation Plan
6.9.1 Parameters
The operating plan for suburban system would be dictated by the available
capacity and type of trains run and the type of traffic different types of the day.
6.9.2 Capacity and Traffic Mix

A fully commissioned CRS (i.e. after implementing various phases suggested in
this report) shall be a close clone of Mumbais suburban system barring a few
differences as under:
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Mumbais main terminals (CSTM and CCG) are dead end terminals
whereas SBC and YPR are passing through terminals connecting many
directions.
Mumbai is mostly linear system whereas Bangalore is a star like system.

CRS need to take care of criss-cross movements at BYPL, YPR etc. On
this count, Bangalore has less operational flexibility compared to Mumbai.
Mumbai has mostly quadruple lines whereas Bangalore will have double
lines.
Headway in Mumbai is 3 to 4 minutes due to quadruple lines. But in

Bangalore, it will be about 8 to 10 minutes due to double line.
This 8 to 10 minutes headway need further moderation considering

efficiency factor.
Thus, in an hour, about 6 trains can be run in Bangalore. These include

commuter trains, long distance trains, freight trains, empty trains,
departmental trains, provision for maintenance blocks etc. etc.
Typically, these 6 to 8 trains per hour =
1.0 x No of commuter Trains

+ 1.5 x No of Long Distance Trains
+ 2.5 x No of freight trains
+ 1.0 x No of Departmental Trains
+ Maintenance provision.
The above calculation is shown assuming one long distance train as

equal to 1.5 times the commuter train and one freight train as equal to 2.5
times the commuter train.
This is considered because, these trains
occupy more path when compared to commuter trains.
6.9.3 Operations Plan

Suburban and Non Suburban travellers have different patterns of travel. Long
distance travellers expect to arrive in the morning, say between 5.30 and 8, and
depart late in the evening say 1900 to 2200 hours. However, these travellers
are not as sensitive to time as the suburban travellers are and thus little more
flexibility is permitted with these trains.
The suburban travellers have a different peak travel pattern they like to rush in
before offices open and rush out when offices close. In Mumbai, on the Central
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Railway, morning peak is 0800 to 1100 hrs. arriving
Chhatrapati
Shivaji
Terminus (CSTM) and evening peak is 1700 hrs. to 2000 hrs. departing from
CSTM while on the Western Railway system it follows morning peak from 0830
to 1130 hrs. arriving at Churchgate and evening peak of 1730 to 2030 hrs.
departing from Churchgate.
In addition to the peak, the day can be split into off peak and lean. Lean period
will be from 2300 to 0500 hrs. and the remaining 12 hours being off peak hours.
Frequency of trains during peak can be 10 minutes, during off peak 15-20
minute frequency, and during the lean period will be every 45 minutes or 1 hour.
Typical potential for headway for Bangalore CRS trains is as under:
Table: 6.19 Typical Potential for headway of CRS Trains
Phase
To start with
After the system gets
stabilised and
patronage picked up
Peak period
(800 to 1100 &
1700 to 2000)
20 Minutes
Off peak period

(Remaining 12
hours)
30 Minutes
10 Minutes
20 Minutes
Lean period
(23-5)
A maximum of 1 every
hour subject to demand
and needs of maintenance
blocks
A detailed time tabling of these schedules will have to be done to see how each
sector is served but it is beyond the scope of this report. Hourly distribution of
potential number of CRS trains that can be run after the CRS is implemented is
given at Annexure 9.
This annexure is made duly considering the present
scheduled trains and making a suitable provision for non-scheduled trains,

freight trains, maintenance blocks etc.
6.9.4 Integrating Present and Future services

Present services being run are broadly categorised as:
Services originating and terminating within CRS area. These can be

conveniently replaced by EMUs. From Annexure 4, it can be seen
that 12 services can be replaced by EMUs.
Services run in CRS area, but originate/terminate a little beyond CRS

area.
These can be conveniently replaced by MEMUs.
85
From
RITES
Annexure 4, it can be seen that 18 services can be replaced by

MEMUs.
Services run in CRS area, but originate/terminate far beyond CRS

area. These are mostly long distance trains. These services cannot
be replaced by MEMU/EMUs. They are to be left as it is.
Hour wise beak up of existing services (total trains as well as trains serving
commuters) are given in Annexures 7 and 8 respectively. These annexure
indicate that during the morning and evening peak periods of 0800 to 1100 hrs.
and 1700 to 2000 hrs., except in two sections all others have 4 or fewer trains.
Even the lone exception of SBC-BYPL-BWT section has 5 trains.
Thus,
retaining the existing services intact, it is possible to meet the peak services of
the CRS as hourly capacity of fully developed system is going to be 7 to 8.
Hourly distribution of possibility of running additional commuter services after
implementing CRS is given at Annexure-9.
reasonable
allowance
for
running
goods
This annexure considers

trains,
departmental
trains,
maintenance blocks etc.
6.9.5 Stabling of EMU and MEMU Rakes

At any moment, normally about 10% to 20% of the total rakes will be under
maintenance in EMU sheds. Balance rakes are under run. However, majority
of the rakes are stabled in nights and on weekends as less number of services
are run. 10% to 20% of rakes are always under run whether during nights or on
weekends.
Thus, stabling arrangements are required for about 75% of the
rakes. Plan for stabling rakes is a part of detailed time tabling of services by S
W Railway and any study like the present one cannot attempt to draw stabling
plans.
However, sufficiency of the infrastructure to facilitate stabling is
discussed as under:
It is recommended to procure 5 MEMU rakes and 26 EMU rakes under

various phases.
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M(EMU Rakes: 3 or 4 rakes (out of 5 rakes) may need to get stabled in

nights and weekends. These 4 rakes can be stabled at any of the far end
terminals i.e. MYS, MKM, and KPN.
EMU Rakes: Out of 26 EMU rakes, any time 3 to 4 rakes will be in EMU
shed. 3 to 4 rakes will be under run even during nights and weekends.
Additional 2 lines proposed at each of the 7 terminals (MYA, TK, HSRA,
DBU, CBP, BWT, and Kunigal) and one additional line at various other
stations can be used to stable the balance EMU rakes when not in run. In
addition, some stabling lines that exist in YNK, some more stabling lines
proposed at BYPLN, and proposed exclusive coaching terminal in Binny
Mill land also can be used to stable good number of EMU rakes.
6.10
Enhancement A continuous activity
Capacity enhancement of existing rail network has been brought out above
sections. However, the mission of commuter rail shall not stop there. It is a
continues process to enhance capacity and to extend the rail network to new
geographical areas to keep in pace with growing public needs.
MRVC in its phase II and phase III plans, made proposals to extend the network
to new areas which Indian Railways cannot do with its resources.
New line work of Bangalore Satyamangalam is sanctioned by Indian

Railways.
After that line is constructed, commuter services can be
planned and extended for about 70Km (up to Kanakapura or Sathanur or

so).
Baiyyappanahalli Vimanpura abandoned line can also be restored for

running commuter services.
Ring rail can be developed one at 40 Km radius and another at 60 to 70

Km radius from SBC so that entire Bangalore city area gets covered by
rail system.
Developing 5th and 6th coaching terminals (in DBU route and TK route
respectively) to keep in pace with growing demand also adds to
commuter capacity of the CRS system.
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Freight terminals in DBU and TK routes can be developed.
These
terminals are to be planned as multi modal logistic hubs providing one

stop logistics solution to the customers.
An Air Port link can also be developed instead of costly alternative like
High Speed Rail Link to Air Port.
Suggesting alignments and locations for rail network to new areas need lot of
physical survey specially details about road network, demand pattern and land
availability.
6.11
Airport Connectivity
As desired by client, Airport Connectivity using CRS vis--vis Airport
connectivity by metro is discussed hereunder.
The proposed High Speed Rail Link from Cubban park to Air Port (about
33.3 Km) cost about Rs. 8325 Crores (@ Rs 250 crores per Km).
With such an investment, the ridership is estimated at about 40000 per

day (2011) and 98000 (2021)7.
Even with this huge investment, the air travellers from different parts of
the city shall need to travel by CRS or BMTC or any other mode to reach
HSRL station (i.e. either Cubban Road or Hebbal or Yelahanka).
CRS network passes very close to airport. Track between Dodjala and
Devenahalli stations of CBP line is just about 6 Km away from airport. If
this 6 Km track laid, CRS can reach the airport.
Air travellers may stay in any part of the city say HSRA or BWT or DBU or
MYA or so. Travel time for them to reach airport is the most important
criteria for the investment decision.
Travel time for an air traveller to reach Airport with HSRL =

Time from his place of residence
to Cubban Road or Hebbal or
Yelahanka station of HSRL by
CRS train
(15 Minutes to 1 Hr
Time from this HSRL

station to reach
airport
(15 to 30 minutes
depending on where
30 Minutes
to 2 Hrs.
DPR for High Speed Rail Link from City Centre to Bangalore International Airport by DMRC (2007)
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depending on where he stays on

CRS network)
the passenger
boards High speed
rail)
Travel Time for an air traveller to reach Airport without High Speed Rail
Link, but by extension of CRS to airport =
Time from his place of
residence to Airport on
CRS network (via) SBC
or YPR or YNK or so
15 Minutes to 2 Hrs.
depending on where
the passenger stays
Maximum travel time saving due to High Speed Rail link is only for the air
travellers who stay just near to any of the high speed rail stations i.e.
Cubban Road or Hebbal or Yelahanka.
For the rest, the travel time
saving may not be substantial and may be even negative in some cases.
Extension of CRS network to airport (about 6 Km) on grade costs less

than Rs 100 Crores. Even if small part of this is required to be taken on
elevated route, then also the costs are far less than the costs
contemplated for HSRL.
In view of the heavy cost implications and in view of the minimal time
advantages to larger air travelling population, it may be worth reviewing
the issue in detail before making any final investment decision.
Savings by such review alone may finance the entire CRS project costing
Rs 8000 to 9000 Crores.
To propose exact alignment of CRS extension to airport (and arriving at to

what extent elevated track is required) and to assess the exact
comparative financial implications, a separate physical feasibility study is
required.
It is worth noting that Hyderabad MMTS phase-II provides for a rail link to
Shamshabad Airport just by extending the existing rail network by about 6
Km.
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7
7.1
Land The Game Changer
Land The crucial issue
In any highly urbanized area, land definitely is a crucial issue. All big plans and
projects may get struck up when it comes to land.
In the context of CRS Bangalore, land issues that can change the game and
that need special attention by GoK are brought out in brief here.
7.2
Land along the Lines
For doublings and triplings, except at few locations, existing Railway land would
suffice. Additional land may need to be acquired at certain locations. Physical
field survey is required to identify the land requirement.
7.3
Land for developing stations specially new halts on the

CRS
To serve more public, more stations need to be developed in the CRS. For
every such station, land for platforms, ticketing, parking, commercial space etc.
is required.
Land is also required to develop the feeder roads to the new
stations and for bus stops. At existing stations, available Railway land may be
mostly sufficient to develop required facilities. However, for developing new
halts, land may need to be acquired.
7.4
Binny Mills Land at SBC yard
If at all there exists one single most important issue that can bring CRS to
Bangalore, it is Binny Mills Land in SBC yard.
This land is just a natural
extension of SBC yard and therefore, can be connected to SBC and other rail
network very easily and so naturally. This facilitates construction of additional
platforms exclusively for commuters so that commuters and long distance
passengers will have separate facilities at SBC. This land can also help for
locating lines, platforms, FOBs etc. to deal exclusively commuter trains so that
load on over saturated SBC get relieved which in turn help to run more and
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more commuter trains in the entire CRS. Easy connection of SBC yard to MYS
side and thus making almost all lines of SBC universal for receipt/dispatch
from/to any direction is also possible with this land.
It is highly recommended that this land entirely should be made available for
Railways for bringing best CRS to Bangalore. In exceptional difficulties, if part
of this land is spared to Railways, other scaled down options can be explored
wherein capacity additions also shall be accordingly less.
7.4.1 Scenario without Binny Mills Land
To put in simple and plain words: Without Binny Mill Land, there may not
be CRS.
Binny Mills Land is recommended for using as an exclusive CRS trains

handling area in this report.
PFs, FOBs etc. of SBC yard are very much congested even with present
level of passengers. With increase in CRS trains, passengers present at
any moment in SBC area will become more and more; and cause
inconvenience to commuters as well as long distance passengers.
Exclusive CRS area in Binny Mills Land will address this issue. Without
Binny Mills Land, passengers handling may be unmanageable at SBC.
For handling commuters on a big scale, double discharge platforms are

ideal. Mumbai has double discharge platforms at important stations like
CSTM, CCG, and Dadar etc. Commuters entrain and detrain the train
from either side of the train (rather than from conventional one side
platform). With double discharge PFs, halt time required for the EMU at
the station will be less. Thus, more trains can be run in a given time.
Such double discharge platforms need more space.
With Binny Mills
land, double discharge platforms are possible for commuter trains.

Without this land, concept of double discharge platforms may be
probably totally absent in SBC.
To handle passengers on big scale, in case Binny Mill Land is not

available, 2 level PFs may be required i.e. Long Distance trains are to be
dealt on ground floor and commuter trains are to be dealt on First Floor.
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Such multi-level PFs are to be connected to all the 3 sides i.e. MYS, YPR
and BYPL side. Such arrangements are not impossible, but costs very
high. SBC yard alone may cost something like Rs. 5000 cores or so.
SBC has to run EMUs in 7 different directions. To start any service in the
early morning to any of these directions, a few EMU rakes needs stabling
at SBC during nights. Without Binny Mill land, it may not be possible to
stable any EMU rake in nights.
Capacity of SBC yard estimated as 150 pairs of trains per day in chapter
6 is based on the assumption of availability of full Binny Mills Land. If all
the remodelling suggested to SBC yard is done without Binny Mills land,
the capacity of SBC yard will be somewhere around 100 to 120 pairs.
The most crucial activity of connecting as many lines as possible of SBC
yard to MYS side reduces the length of various lines considerably in SBC
yard. Repercussions of reduced lengths of lines are already discussed in
this report. To maintain the same length of lines (or to increase) even
after connecting them to MYS side, Binny Mills land is essential.
Ideally, SBC should not have any terminal activities (i.e. pit lines etc.).
But, presence of a couple of pit lines at SBC will be handy in the long
term interests of the system. If Binny Mills land is not present, when all
the existing pit lines are converted into PFs for CRS trains, pit lines will be
totally absent. If any pit line is retained, number of PFs will come down.
With Binny Mills Land, there will be flexibility in redesigning SBC yard duly
retaining a few pit lines so that future train operations have flexibility,
especially with reference to introduction of any new trains.
Though
BYPLN 3rd coaching terminal is contemplated, there may be resistance

from public to shift 100% terminating trains (at SBC) to BYPLN. To meet
such eventuality, a few pit lines may need to be retained at SBC. Such
planning needs Binny mills land.
7.4.2 Alternative solutions for Binny Mill land issue
Binny Mill land issue assumes prominence and significance due to the
commercial value it has got.
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Therefore, as a trade-off between the rail requirement and commercial

aspects, Binny Mill land can be developed in such a way that ground
space can be earmarked for total railway operations and air space can be
earmarked for commercial activity.
To achieve the above objective, instead of totally transferring the land to

Railways, only part of the land can be transferred to Railways, and in
respect of balance land (road side) only ground space can be leased out
to Railways on nominal lease charges and air space (on road side) can
be commercially exploited. It may be possible to keep even some ground
space on road side for total commercial activity.
With a full-fledged commuter terminal in Binny Mill land, its commercial

value further shoots up and brings some more revenue.
Railway lays down certain stipulations about maximum height of

structures that can be constructed near to railway tracks. Similarly, GoK
has got certain stipulations on the limits of height of buildings. IR and
GoK may need to relax those stipulations to some extent so that optimum
commercial value is realised duly meeting safety norms of Railways.
Thus, an exclusive study of Binny Mill land is required duly integrating:
Plans of lines, PFs and other commuter facilities.
Extent of land that can be transferred to Railways and extent of

land that can be leased out to Railways.
Commercial space that can be created duly considering Railway

stipulations and GoK stipulations.
While undertaking such survey, SBC yard should be considered in

total rather than exclusive Binny Mill Land.
7.4.3 Scenario with part Binny Mills Land

As already brought out earlier, it is recommended to handover full Binny Mills
land for CRS implementation. However, part facilities can be developed if part
of the land is made available. Exact facilities possible Vs extent of Binny Mills
land scenarios can be drawn only with detailed physical measurements and
making scaled plans duly interacting with S W Railway.
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measurements and scaled plans, attempting to draw scenarios may lead to

misleading conclusions in this sensitive issue. However, as insisted by client, it
is attempted to draw scenarios based on the broad discussions with S W
Railway as under:
Table: 7.1 Scenarios Scenario with part Binny Mills Land
Extant of Area
Facilities possible
About 5 to 6 PFs, FOBs, etc. can be developed to make it an exclusive
Full (about 29 Acres)
CRS trains handling area so that commuter traffic can be isolated from
long distance passengers as in case of Mumbai
2 to 3 PFs and FOB can be developed so that some CRS trains can be
About 15 Acres
dealt. Balance CRS trains will be dealt in main SBC yard
About 12 Acres
2 stabling lines and 2 pit lines can be developed
1 stabling line and 1 pit line can be developed or entry to MYS side can
About 9 Acres
be given to more lines of SBC yard
About 6 Acres
2 stabling or shunting lines (or 1 pit line) can be developed.
About 3 Acres
1 line is possible to construct. It can be used as shunting neck
Note: For developing commuter terminal, road side land is required to give entry. For facilities like
pit lines and stabling lines alone, road side land may not be essential.
7.5
Land for locating new terminal (4th coaching terminal) in

SBC-MYS section
Developing an exclusive 4th coaching terminal in MYS section is strategically

important for seamless train operations. The land should be ideally within about
20 25 Km from SBC. It can be near to any of the existing stations or even
away from station if it can be connected easily to any of the stations. It is
suggested in this report to make use of Railway land available at Hejjala to
develop 4th coaching terminal. However, the land available can make small
coaching terminal and is not enough for a terminal on big scale (like SBC or
YPR or BYPLN). Either additional land should be acquired adjacent to available
land or land at alternate location should be identified to develop full-fledged
coaching terminal in this section. GoK and SWR can form a team to study this
aspect.
7.6
Land for SBC-WFD quadrupling
When CRS gets developed duly implementing various phases recommended in

this report, lines need quadrupling to enhance it further to the level of Mumbai
Suburban rail.
SBC-WFD is the first and foremost section that needs
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quadrupling.
Keeping the importance of this section, this quadrupling was
sanctioned by Indian Railways in 1997 itself. But it has not yet taken off due to
various issues including the land acquisition issues.
7.7
Military Land at YPR
As of now, no major changes are contemplated in YPR, the 2nd coaching

terminal. However, when SBC, 3rd coaching terminal BYPLN and 4th coaching
terminal at Hejjala are exploited fully as recommended in this report, for further
enhancement of Bangalore rail system, YPR may need very critical review. At
that time, the military land available near YPR may need to be spared to
Railways for expansion of YPR terminal activities.
7.8
Land for various ROBs/RUBs construction
Importance of ROB/RUBs for rail as well as road users is already discussed in

CRS Implementation: Infrastructure Development chapter. Many ROB works
get held up due to land related problems like in the case of ROB works near
Baiyyappanahalli Krishnarajapuram areas and near Military gate at
Yesvantpur.
7.9
Land for expansion of rail network to new geographical

areas
Rail network should continuously be expanded to new geographical areas to

meet the ever growing passenger needs specially commuting needs.
For
geography like Bangalore, ring rail (one at 40 Km radius and another at about
60 to 70 Km radius from SBC) is an ideal proposition. Fortunately, land is said
to have been already earmarked in master plan for ring rail adjacent to outer
ring road.
7.10
Land for Freight Terminals
On date, there exists only one freight terminal (SGT) near Whitefield on CRS.
For the present level of freight traffic, existing freight facilities are considered
good enough. However, as the freight traffic increases, movement of freight
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trains from all directions to SGT badly occupies the sections and net capacity
for commuter trains shall come down. Therefore, in future, some more freight
terminals need to be developed in Bangalore area.
Probably, one freight
terminal in DBU area and one in TK area will be required. Land will be required
for these freight terminals.
7.11
Land for various proposals/measures suggested in this

report
Land is required for doublings, flyovers etc. suggested in this report. Detailed
field study is required to assess the total land requirement, land available with
Railways and state government and private land requirement.
7.12
Land Acquisition: The Strategy
Land Acquisition especially in urban area is highly complex and unfortunately

no universally acceptable strategies exist. One thing that can be said for sure
is: Serious and fully dedicated organisational setup exclusively meant for land
acquisition for CRS makes lot of difference on Land Acquisition front.
Managerial as well as technical solutions should be found on case to case basis
to make land acquisition faster. A few news items are brought out here for
appreciation:
An Extract from RTIs success story
The state government is a 49 per cent partner in MRVC, the rest being held by ministry of
railways. The governments twin nominees on the board of directors are MMRDA commissioner
Dr T Chandrasekhar and principal secretary (Urban development) Ramanand Tiwari. The
problem, MRVC officials say, is that both are very busy officers and do not get time to devote to
MRVC. Due to this most MRVC projects were stuck because of problems in land acquisition or
encroachments. While Chandrasekhar is in charge of rehabilitation, Tiwaris department deals
8
with land acquisition .
How a Land Acquisition Problem was tackled by Delhi Metro

After having land acquisition problems in acquiring three plots for construction, DMRC felt to
skip the Chhatarpur station. But the gap between the two stations on either side of Chhatarpur
would have been 2.7 km which is too long for a MRTS system. Then, DMRC decided to construct
the station using a special design costing an additional 30 to 50% expense to construct the
8
Source: http://right2information.wordpress.com/category/rti-success-stories/page/3/
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How a Land Acquisition Problem was tackled by Delhi Metro

station within the time frame. The construction work of the station was delayed as the land for
the building of the station was acquired by DMRC in October 2009 after prolonged litigation. The
elevated station was constructed using a unique method using special pre-fabricated/structural
steel as the conventional construction technique by concrete would have taken at least 18 to 24
months. The steel structures were fabricated in a factory in Gurgaon in advance, brought to site
after land acquisition and got assembled.
7.13
Bangalore Master Plan: Land for Railway use
Vision of any city comes from its master plan. If master plan is made with due
care and vision, probably city development, particularly the transport problems
do not pose serious problems.
Bangalore Development Authority is
contemplating to make City Master Plan for 2035. In fact, it has also called for
suggestions from public in this regard.
South Western Railway should be
actively associated to identify future land requirements for Railway use. Land
requirement for all the above cited railway uses should be thoroughly studied
(by engaging a professional consultant if required) and analysed and land
should be clearly earmarked in the master plan for railway use.
It is worth
noting that Hyderabad Metropolitan Development Authority (HMDA) earmarked

land
for
future
Railway
passenger
terminal
at
Manoharabad
and
Edulanagulapalli, freight terminal at Ravulapalli and passenger-cum-freight
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terminal at Timmapur and Bhongir in the Hyderabad draft master plan published
in 20109.
Identifying land for railway use needs physical survey and series of
deliberations with various stake holders. In fact, it is a separate study by itself.
Therefore, specific locations (for earmarking the land for railway use) are not
suggested in this report.
source: http://www.thehindu.com/todays-paper/tp-national/article2297287.ece
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8
8.1
Cost Estimates and Phasing of Investments
Overall CRS implementation Scheme in a Nutshell
Various activities required for implementing CRS in Bangalore discussed in

chapter 6 are put in a nutshell as under:
8.1.1 Structural Activities
Converting all CRS sections into double line, electrified and automatic
signalled.
Zero based redesign of SBC yard.
Developing 3rd coaching terminal at BYPLN.
Developing 4th Coaching terminal at Hejjala.
Procuring rolling stock (EMUs and MEMUs).
Developing EMU cum MEMU shed at BAND.
Bypass line at YNK (connecting DBU and CBP lines).
8.1.2 Allied Activities:
Raising and/or lengthening of platforms.
Other works en-route for introducing EMUs (checking and adjusting the
spacing of tracks, offsets to FOBs, ROBs, signal posts etc.).
Up gradation of facilities at existing stations (like waiting area, parking

area, ticketing area, bus stop etc.) to cater to increased commuters.
8.2
Development of new halt stations on CRS network.
Block Cost Estimates in a Nutshell
Block Cost estimates of various activities contemplated for implementation of

CRS are placed at Annexure-5. This total scheme is estimated to cost about Rs
8759 Crores.
Considering the demand pattern, interdependence of various
activities and to facilitate easy investment decisions, this total scheme is

presented in 3 phases in subsequent paragraphs.
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8.3
Summary of various activities needed
Various activities required to be undertaken for implementation of CRS for

Bangalore are already discussed in Chapter 6.
All those activities are
summarised as under:
Doubling, electrification and automatic Signalling for all sections.
SBC yard remodelling: Increase in capacity of various sections (by way

of doubling, electrification and automatic signalling) can be utilised for
running additional services only when SBC yard redesign is implemented.
In the present form, SBC cannot handle the additional capacity generated
by up-gradations in various sections. After remodelling, SBC is likely to
have:
o About 15 platforms in place of present 10 platforms.
o An exclusive commuter handling area (PFs etc.) in Binny Mills
Land. This also includes an entry from the road near Binny Mills
Land for commuters.
o Entry to MYS side from almost all the lines of SBC yard.
o Universal reception and despatch facilities to maximum number
of lines.
o Full length shunting necks and stabling lines and pit lines (if any).
o Increased platform lengths.
o Solid State Interlocking.
o Improved passenger facilities like shelters, train information
boards, toilets, waiting area etc.
Entry to MYS side facilitates movement of more trains to Mysore side and
to terminate trains (which do not need any pit line attention) at different
stations of MYS section.
This greatly relieves SBC and increases
commuter capacity of SBC.
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After finalising the plan of SBC, detailed phase wise activities are to be
drawn.
Typically, a few lines are dismantled at a time, new line (or
platform or so) which is supposed to come in that location is to be

constructed, they are to be linked to adjoining lines, electrical wiring and
signalling arrangements should also be done for those lines. Then few
more lines are taken up.
Such activity may warrant regulation or
cancellation of trains. This complex activity involves detailed and

meticulous stage planning duly associating Civil Engineering, Electrical,
Signalling and Traffic branches of the Railway. All these activities may
run into a few months or even a year or even more. During such time,
travelling public is put to inconvenience to some degree or other.
With the kind of trains congestion and passengers congestion at SBC

now, attempting to revamp the yard without offloading substantial
operating activity to alternate terminal is considered very risky. It is likely
to lead to chaos and invites avoidable public criticism.
Therefore, a very meticulous and well deliberated stage plan need to be

drawn by S W Railway to execute SBC yard remodelling.
YPR-TK, YPR-BYPL-HSRA and YNK-CKP sectors are technically not

dependent on SBC revamp. Additional trains in these sectors can ply
upto YPR.
However, when SBC revamp is not done and additional
services from these sectors are not extended upto SBC, YPR may not be
able to handle additional commuters congestion.
Due to morning and evening rush of unidirectional traffic and due to

meeting of lines from different directions at BYPL, and due to presence of
SGT and diesel sheds at WFD and KJM area, trains movement from SBC
to WFD is very critical. SBC BYPL section is presently over saturated
and cannot handle even one additional train. Therefore, twin single line
arrangements from SBC to BNC and automatic signalling from BNC to
WFD are to be provided at the earliest so that SBC-BYPL section
capacity is enhanced.
Due to morning and evening rush of unidirectional traffic, commuter trains

may not get paths in YPR-SBC section. This needs additional capacity in
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SBC-YPR. This block section is already provided with Twin Single Line
arrangements. This section may need to be further provided with IB
(Intermittent block) signals for both lines for both directions so that this
section capacity almost doubles.
Receipt of EMU/MEMUs should get synchronised with availability of its

maintenance facilities and readiness of the sections where these rakes
are to be run.
Platforms raising/lengthening and other works like checking tracks

spacing in yards en-route are to be done before EMUs start running.
Presently no facilities exist for EMU rakes maintenance in SBC area.

EMU services cannot be introduced unless EMU shed is developed. As
brought out in other chapters, EMU shed may need to be developed at
BAND.
EMU cum MEMU shed can be planned for about 60 rakes.
However, actual facility needs to be developed for about 35 rakes of 16

cars each. Though initially 9 car EMU rakes are planned, facilities are
recommended to be developed for 16 car rakes because MEMUs are
going to be 16 cars right from the beginning.
Cost difference of this
facility for 9 car rakes and 16 car rakes is also not substantial.
CRS is spread over 440.8 Km in 12 sections as already discussed in

other chapters.
Electrification, doubling and automatic signalling is
normally done taking one section as one unit. To avoid duplication of

work, all the three (i.e. electrification, doubling and automatic signalling)
can be done simultaneously. Apart from this, up gradations of platforms,
procurement of MEMUs, EMUs etc. can also be done section wise so that
one section at a time can be implemented.
Section wise Block Cost
estimates of various activities are placed at Annexure-5.
Rakes requirement calculations are done assuming on 15 car EMU rakes.

Though there is heavy demand for commuter services, patronage may
not pick up immediately as soon as service is started due to many
practical problems.
Therefore, the EMU services proposed can be
started with 9 car EMU rakes initially and can be changed to 12 car rakes
and 15 car rakes in phases.
This also helps in judicial phasing of
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investments because EMU rakes procurement constitutes substantial

costs.
For EMU rakes, no steps exist for passengers to entrain/detrain. PF floor

level and EMU floor level are almost same. Therefore, platforms levels at
all existing halts should be checked up and raised wherever required. PF
lengths should not be a problem because already longer trains are
stopping at these halts. However, PF lengths should also be checked
and increased wherever required. Similarly, due to wider cars of EMUs,
spacing of tracks in CRS network especially in yards needs to be checked
up and adjusted as per need.
Facilities at terminals i.e. BWT, MYA, TK, HSRA, DBU, CBP, YPR and
YNK should be upgraded (like parking area, waiting area, platforms,
FOBs etc.).
8.4
Selection of Rakes and Impact on costs

As can be seen from the block cost estimates (Anneure-5), rakes (EMUs
and MEMUs) cost and EMU/MEMU shed costs together constitutes about
20 to 25% of total costs.
Some design features of rakes were already discussed Para 6.8.3.
Depending on design features of EMU, maintenance facilities required at

EMU shed also vary.
The block cost estimates are made considering the latest design EMUs
with 3 car EMU units. (Energy efficient 3 phase motors, stainless steel
body, GPS based passenger information system etc.)
However, in case GoK desires to bring down the costs, the issue can be
deliberated with MoR and ICF to finalise the features required.
Such cost cutting measures can save upto about 40% of cost (of rolling
stock plus cost of EMU shed). On total project cost of Rs. 8000 to 9000
crores, this savings may work out to upto about 10% to 12% depending
on the design finalised.
As EMUs/MEMUs are going to serve more than 35 years and as in

between no major technological up gradations are normally done to the
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rakes (except routine maintenance), and as the cost difference is only

about 12%, it is recommended to adopt the latest EMU design available
on date with 3 car units. However, MEMUs are recommended with 4 car
units with conventional technology considering their nature (i.e. more like
long distance travel).
The block cost estimates are also made
accordingly.
8.5
Phasing Philosophy
Apart from the above cited issues, phasing of investments and corresponding
benefits to the public are also important considerations while deciding the
phases.
Client advised that they had deliberated among their officials and
desired to keep TK, CBP and HSRA sections under Phase 1 and balance in
phase 2. Accordingly, total proposed investment is recommended in 3 phases.
Phase 1:
To tackle sections where the commuter demand is high i.e.

constituting about Two Thirds of total demand.
Phase 2:
To tackle all balance sections.
Phase 3:
To introduce additional halts on CRS network and to increase EMU

rake lengths from 9 car to 15 cars.
However, during the meeting organised by DULT on 11th July 2012, some
Railway officials present expressed that a small sub-set of activities out of total
scheme of CRS project can be completed immediately (in about 6 months to 1
year time) and a few additional services can be run to give some immediate
service to the public and rest of the CRS project can follow later. The Railway
officials present during the meeting were DRM, CTPM and other divisional
officers (along with GoK and RITES officials). Sub-set of activities suggested
were by the Railway officials were:
Procurement of 5 MEMU rakes.
Making SBC BNC into twin single line and BNC BYPL into automatic
signalling or IBs.
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Development of 4 pit lines at BYPLN.
Development of 2 additional pit lines at YPR.
Accordingly, this sub-set of activities are shown as Phase 1A.
8.6
Phase 1A
As discussed in above paragraph, few activities of the total scheme for
immediate implementation are:
o Procurement of 5 MEMU rakes:
Rs.
105 Cr
Rs.
8 Cr
Rs.
40 Cr
Rs.
20 Cr
o Making SBC BNC into twin single line system and

BNC-BYPL automatic signalling (or IB):
o Development of 4 pit lines at BYPLN:
o Development of 2 additional pit lines at YPR:
It is understood from S W Railway officials in the meeting of 11th Jul 12

that these measures create some additional paths on the system and a
few services can be run in those paths.
MEMU rakes can be run on electrified double line sections i.e. SBC-BWT
and SBC-MYA sectors. Additional services possible with these 5 rakes:
o Out of 5 rakes, 3 rakes can be operated in MYA sector and 2 in
BWT sector.
o Thus, 3 rakes can make 12 services (6 up and 6 down) in SBCMYA section and 2 rakes can make 12 services (6 up and 6 down)
in SBC-BWT sector. This is calculated taking 500 Km travel per
day for each rake and catering for 20% maintenance buffer.
o Thus, 24 services can be run with the proposed facilities which
give good relief to the commuting public.
As the feasibility of this scheme is already confirmed by local Railway

officials, GoK may need to pursue with MoR to approve this scheme.
MoR also is likely consider this favourably because this is a sub-set of

the full-fledged total CRS implementation scheme.
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RITES
Additional MEMU rakes procured will be used in this phase to introduce

additional services in CRS network.
Additional services are not
proposed to be run beyond the CRS network. These rakes will be used
in phase-2 to replace existing services as all new services will be run
with EMUs in phase-1 and 2.
Table: 8.1 Phase 1A in a Nutshell
Potential $
Investment
(Services that can
Phase (in Crores of
be additionally
Rupees)
introduced)
Additional
Services
proposed to be
introduced #
Commuter trips
that can be
generated per
day at the end of
Phase 1A in lakhs
1A
173
24
24
4
In addition to enhancing the capacity of existing services by replacing with
MEMUs and EMUs. Services in both directions together are indicated.
# Each service proposed is assumed to originate and terminate in the same
section. For example, if a new service starts in SBC-YPR section and ends in
YPR-TK section, it is counted as 2 services in this figure.
$
8.7
Phase 1
This phase is aimed at tackling the sections with maximum commuters
demand.
Sections with maximum demand as seen from Demand Supply Analysis

chapter are: YPR-BYPL-HSRA, YPR-TK and YPR-CBP.
After developing these sections, additional services can be run in these

sections upto YPR.
However, extension of trains from these sections to SBC needs SBC

revamp etc. Handling that much of commuters load may be difficult for
YPR and commuters are also not served as per their travel preferences
i.e. travelling to SBC. Therefore, SBC yard revamp is also included in
Phase 1.
This phase 1 in brief:
Estimated Cost: Rs 3831 Crores.
Time Frame: About 3 years from date of sanction by IR. However,

where doubling already exists (SBC-YPR-TK), CRS can be
implemented in 2 years.
Potential for additional Services: 330 services.
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RITES
Additional Services proposed to be introduced considering the

demand: 172.
Estimated to cater for: 62% of estimated rail commuter demand in 2021.

Cost estimates of this phase-1 are summarised as under:
Amount
(Cr)
Total
Qty
Amount
YNKCBP
Qty
Amount
Qty
YPRYNK
Amount
YPRTK
Qty
Amount
SBCYPR
Qty
Amount
BYPLHSRA
Qty
Amount
Qty
YPRBYPL
Per
Rate (in Cr)
Activity
S. No
Table: 8.2 Block Cost estimates for Phase-1
Doubling
12 Km 16.12 194 48.59 583
46.05 553 177 1330
Electrification&& 1.25 Km 32.24 40 97.18 121 10.70 13 128.00 160
92.10 115 471 449
Auto Signalling 0.75 Km 16.12 12 48.59 36 5.35
4 64.00
48 12.45
9 46.05
35 441 144
Extn/Rising PFs 3 Stn
2
6 4.00 12 1.00
3 10.00
30 2.00
6 6.00
18
53 75
Facilities at
5
15 Stn
1 15 1.00 15
1.00
15 1.00 15 1.00
15
9 75
Terminals
Addl. lines at
6
10 Line
1 10 4.00 40
5.00
50
3.00
30
36 130
Stns$
Facilities at
7
10 Stn
2 20 4.00 40 1.00 10 10.00 100 2.00 20 6.00
60
53 250
Exg. Stations^
9 car EMUs (to
8 replace exg.
36 Rake
0.08
3 0.92
33 0.21
8 0.79
28
2 72
services)&
9 car EMUs (for
9
36 Rake
2.5 90 7.51 270 0.23
8 2.77 100 0.64 23 2.36
85
24 576
new services)*
3101
Sections Cost Total -> 387
1117
41
536
81
939
10
Development of EMU cum MEMU maintenance shed at Banaswadi 200
11
SBC yard remodelling duly including Binny Mill Land 370
12
Facilities at BYPLN (4 pit lines proposed in Phase 1A; Balance 6 pit lines, stabling lines PFs etc.) 160
Total Cost of Terminals 730
Total Cost of phase 1 (Sections Cost + Terminals Cost) 3831
$
2 additional lines at terminals and one additional line at alternate stations are recommended
^
Facilities like parking, waiting & ticketing area, bus stop etc. are required to cater for increased commuter traffic.
&
Existing services requiring replacement with EMUs can be seen at Annexure -4
*
EMU rakes requirement at Annexure -6 assumes 15 car rakes. However, in this phase, 9 car rakes recommended.
&&
Where exg single line is electrified, one line cost is taken. Where exg Single line is non-electrified, both lines cost is
taken.
1
2
3
4
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Table: 8.3 Services after Phase 1

YPRBYPL
BYPLHSRA
SBCYPR
YPRTK
YPRYNK
YNKCBP
Addl Services proposed (both the

28.00
80.00
16.00 18.00
4.00
26.00
directions together) @@
Potential of the section (both the
40.00
90.00
40
60
40.00
60
directions together) ##
Share of City Demand expected to
3%
32%
1%
14%
1%
11%
serve $$
@@
Additional Services are proposed based on demand (high scenario) for 2021. In case
patronage is more, services can be increased upto the potential of the section simply by
procuring additional EMU rakes
##
Potential is given in terms of services that can be introduced in both directions together in
commuter timings (Annexure-9) with the proposed up gradations duly making reasonable
provision for freight trains, long distance trains, maintenance operations etc.
$$
Share in overall commuter demand of the CRS area. This demand is expected to be met in this
phase.
Table: 8.4 Phase 1 in a Nutshell
Potential $
Investment
(Services that can
Phase (in Crores of
be additionally
Rupees)
introduced)
1
3831
330
Additional
Services
proposed to be
introduced #
172
Commuter trips
that can be
generated per
day at the end of
Phase 1 in lakhs
8

section. For example, if a new service starts in SBC-YPR section and ends in
YPR-TK section, it is counted as 2 services in this figure.
Figure: 8.1 CRS Implementation Phases
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RITES
8.8
Phase 2
In this phase, it is recommended to take up all remaining sections for fullfledged implementation of CRS in Bangalore.
This phase 2 in brief:
Estimated Cost: Rs. 2251 Crores
Time Frame: About 2 years from date of sanction by IR. However

where doubling already exists (SBC-BWT, SBC-MYA and YNKBYPL), CRS can be implemented in 2 years.
Potential for additional services: 320 Services.
Additional Services proposed to be introduced considering the

demand: 94.
Estimated to cater for: 38% of estimated rail commuter demand in

2021.
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RITES
Cost estimates of this phase are summarised as under:
19.23 14 20.72
1.00
16 45.20
34
66
111
791
139
59.45
45 92.88
70 237
179
9 8.00
24 12.00
36 28
84
1.00
15 1.00
15 4
60
3 1.00
3 3.00
1.00
15 1.00
15
1.00 10 3.00
30 4.00
40 2.00
20 6.00
60 7.00
70 23
230
1.00 10 1.00
10 3.00
30 3.00
30 8.00
80 12.00 120 28
280
1.44 52 1.56
56 1.00
36 0.15
6 0.85
30 3.00
288
89
9 3.00
Amount
(Cr)
20.72 249 45.20 542

20.72 26 90.40 113
Total
Amount
Qty
SBCMYA
Amount
BYPLBWT
Qty
Amount
Qty
SBCBYPL
Amount
Qty
SVDLKunigal
Amount
Qty
Amount
YNKDBU
Qty
16 car MEMUs
1 (for replacing
21 Rake
exg. services)@
2 Doubling
12 Km
3 Electrification && 1.25 Km
Automatic
4
0.75 Km
Signalling etc.#
Extension/
5
3
Stn
Rising of PFs
Facilities at
6
15
Stn
Terminals
Addl. lines at
7
10 Line
Stations$
Facilities at Exg.
8
10
Stn
Stations^
9 car EMUs (for
9
36 Rake
new services)*
Sections Cost Total ->
10
Qty
YNKBYPL
Per
Rate (in Cr)
Activity
S. No
Table: 8.5 Block cost estimates for Phase-2
108 8
405
819
65
254
419
2051
Developing Hejjala 4th Coaching Terminal 200
Total Cost of phase 2 (Sections Cost + Terminals Cost) 2251
@
Services requiring replacement with MEMUs are at Annexure 4. Costs included in phase 1A; Hence not shown.
#
SBC-BNC is recommended as twin single line. All other sections are recommended for Automatic Signalling.
$
2 additional lines at terminals and one additional line at alternate stations are recommended
^
Facilities like parking area, waiting/ ticketing area, bus stop etc. required to cater for increased commuter traffic.
*
EMU rakes requirement at Annexure-6 assumes 15 car rakes. However, in this phase, 9 car rakes recommended.
@@
Addl Services are proposed based on demand (high scenario) for 2021. In case patronage is more, services can
be increased upto the potential of the section simply by procuring additional EMU rakes
##
Potential is given in terms of services that can be introduced in both directions together in commuter timings
(Annexure-9) with the proposed up gradations duly making reasonable provision for freight trains, long distance
trains, maintenance operations etc.
$$
Share in overall commuter demand of the CRS area. This demand is expected to be met in this phase.
&&
If existing single line is electrified, cost is taken for one line only. If existing single is non-electrified, cost is taken
for both lines.
$
Potential
Additional
Investment
Commuter trips that can be
(Services that can
Services
Phase (in Crores of
generated per day at the end of
be additionally
proposed to be
Rupees)
Phase 2 in lakhs
introduced)
introduced #
2
2251
320
94
15
$
In addition to enhancing the capacity of existing services by replacing with MEMUs and EMUs.
Services in both directions together are indicated.
# Each service proposed is assumed to originate and terminate in the same section. For example, if a
new service starts in SBC-YPR section and ends in YPR-TK section, it is counted as 2 services in this
figure.
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RITES
Figure: 8.2 CRS Implementation Phases
8.9
Phase 3
This phase is aimed at:
Making use of the up graded infrastructure for serving more and more
public by introducing additional halts in the CRS network and by
increasing the length of EMU rakes and removing further finer
bottlenecks.
Thus, it is recommended to increase the length of EMU rakes to 12 rakes

and to 15 rakes keeping the same number of services and to develop
additional halts in CRS network.
Accordingly, phase 3 is recommended as under:

Table: 8.7 Activities and Block cost estimates for Phase-3
No
1
2
3
4
From
YPR
BYPL
SBC
YPR
YPR
YNK
YNK
YNK
To
BYPL
HSRA
YPR
TK
YNK
CBP
BYPL
DBU
Distance
in Kms
16.12
48.59
5.35
64
12.45
46.05
19.23
20.72
New Halt Stations

(Rs 15 Cr per halt)
No of
Halts
9
9
1
11
3
3
7
3
Cost in Cr
135
135
15
165
45
45
105
45
111
Increasing the length of

EMUs from 9 cars to 15
cars each
(Rs 24 Cr per rake)
No of
Cost in Crores
Rakes
10
4
4
3
Total Cost
in Rs of
Crores
240
510
96
276
96
186
72
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SDVL
SBC
BYPL
SBC
6
7
Kunigal
BYPL
BWT
MYA
Total
45.2
10.76
59.45
92.88
440.8
4
1
7
14
72
60
1
24
15
1
24
105
210
3
72
1080
26
624
Bypass Line connecting DBU and CBP lines
Quadrupling between SBC and WFD
Total
84
144
282
1704
300
500
2504

Commuter trips
that can be
Phase
generated per day
at the end of Phase
3 in lakhs
&
&
3
2504
NA
NA
25
$
In addition to enhancing the capacity of existing services by replacing with MEMUs and EMUs.
Services in both directions together are indicated.
&
It is recommended to increase length of EMU cars in this phase. However, this phase can also be
converted into introduction of additional services instead of lengthening of existing EMU rakes as
enough potential is available to introduce additional services as seen in above table.
$
Investment
(in Crores of
Rupees)
Potential
(Services that can
be additionally
introduced)
Additional
Services
proposed to be
introduced
Additional EMUs proposed in this phase are for increasing the length of EMU
rakes. However, these additional EMUs can also be used to run additional
services instead of lengthening existing rakes as CRS network will have
potential to run additional services with various up-gradations recommended.
8.10
Time frame for various phases

Apart from getting Binny Mill Land, EMUs/MEMUs procurement and
doubling are the most long lead items and critical items of the phases. All
other
activities
should
be
planned
in
such
way
that
their
completion/commissioning is synchronised with these critical activities.
ICF, BEML and 2 private players (Titagarh Wagons Ltd/Kolkata and

Jessop & Co Ltd/Kolkata) make EMUs in India.
Among all, ICF is the major player.
Hyderabad MMTS and Mumbai
MRVC got their EMUs from ICF.
Through series of deliberations, MRVC and ICF improved so many

features of EMUs. EMU design adopted for phase I project is further
improved in their phase II project.
ICF is likely to deliver present MRVC orders by 2015.
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If MRVCs latest design (stainless steel coaches with 3 Phase AC motors)

is straight away adopted, Bangalore CRS can save lot of time.
ICF has capacity of about 1500 coaches per annum which include all
varieties i.e. EMUs, MEMUs, sleeper class coaches, guard coaches, AC
coaches etc.
Railway Board approves and conveys the annual
production program (i.e. quantity of each type of coach to be

manufactured within this 1500 coaches) to ICF.
Once Railway Board approves the program, ICF can start delivering
EMUs/MEMUs after about 8 to 12 months. Their supply rate shall be
normally about 3 rakes per month.
Therefore, from the date of formal understanding between GoK and

MOR, EMUs arrival to Bangalore is likely to take 1 to 2 years.
Doubling activity of any section normally takes 3 years. Sections which

do not need doubling can be completed in 2 years.
All other activities proposed in various phases can comfortably be completed in

this 1 to 2 years. Therefore, time frame for section for implementation of CRS
is 2 years if no doubling involved and 3 years if doubling is involved.
8.11
Scenario at the end of phase 3
After implementing phases 1A to 3 as brought out above, i.e. by about 2021,

CRS capacity will be more than 25 lakhs trips per day. (This capacity can be
substantially increased further by simply procuring additional rakes and
introducing additional services as all other infrastructure will be available).
By
that time, total load on Bangalore public transport system shall be about 60 lakh
trips. Thus CRS shall cater for at least 40% of public transport needs of the city
which is a very healthy indication for any urban/suburban transport system. In
fact, this much of capacity shall be available even at the end of phase 2 but with
too much over crowding like in case of Mumbai (about 600 commuters per car!).
Extension of length of EMUs is recommended in phase 3 to ease out this
overcrowding. In fact, the EMUs procured in phase 3 can also be used for
running additional services instead of lengthening existing rakes as already
brought out.
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8.12
Extension of CRS activity further
Once the above phases are completed, to increase the capacity of the system
further, it will be required to remove finer bottlenecks. Also it is required to
extend the CRS to new geographical areas. Some activities to take forward the
mission of CRS Bangalore are:
a. Increasing the frequency of CRS trains by procuring additional rakes
upto the potential shown in Annexure 9.
b. Development of 5th coaching terminal in TK side (within about 15 Km
from YPR).
c. Restoration of abandoned line in Baiyyappanahalli Vimanpura area
and introducing commuter services.
d. Construction of 3 flyovers at BYPL area (connecting SBC-HSRA, BWTYNK, BWT-HEB) and 1 flyover at YPR (connecting HEB/YPR side to TK
side).
e. Constructing a line to facilitate direct entry of train from YNK to HEB
without touching YPR (bypass at LOGH).
f. Introducing longer EMUs (even beyond 15 cars) and fast (limited halts)
services.
g. Quadrupling of BYPL-HSRA, SBC, TK, SBC-MYS and other sections.
h. Elimination of all Level Crossings with ROBs/RUBs in CRS area.
i. Skywalk connecting Baiyyappanahalli North 3rd coaching terminal to
Baiyyappanahalli Metro Station.
j.
Presently, SGT (Satellite goods terminal) near Whitefield is handling all

freight terminal activities. In the above phases, all the enhancements
are suggested without tinkering with freight operations.
After these
phases, probably the freight terminals may need to be relocated to

enhance the CRS capacity further. Or additional freight terminals need
to be developed in different directions (MYS side, TK side and DBU
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side) so that freight trains need not enter into whitefield area
unnecessarily and eating away commuter capacity.
k. Extension of rail services to new areas or extending CRS to some more
length on existing rail network i.e. beyond HSRA, TK, and MYA etc.
l. Development of Ring Rail around the city to cover greater public (One at
40 Km radius and another at 60-70 Km radius from SBC).
m. Construction of Air Link Rail.
8.13
Care need to be exercised by S W Railway

Planning capacity enhancement is a continuous activity on the Railway.
While planning so, care need to be taken to fit the activities into the
overall long term schemes of SBC, YPR, YNK and BYPLN etc.
Especially at SBC, activities like extension of existing pit lines etc. should
not be attempted as they will bring down capacity of SBC.
Land available at Hejjala (and other locations) should be strategically

earmarked for capacity building (developing 4th coaching terminal or so)
and not to be used for activities like building construction.
YPR-YNK doubling is in progress. During doubling, the block section is

better to be split into 2 block sections duly making LOGH as junction
station. Also, both block sections (YPR-LOGH and LOGH-YNK) can be
made as twin single lines.
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9
9.1
Return on Investment
Extra Revenues to GoK due to implementation of CRS
Apart from direct revenues in the form of surcharge, there will be indirect
revenue to GoK due to increase in property values.
To appreciate such
revenue, a broad idea is presented as under:
Out of the identified CRS network of 440.8 Km, about half the network is
in Bangalore Urban District / BBMP area.
Area where property prices are going to increase due to CRS

implementation is assumed as about 2.5 Km width ( i.e. about 1.25 Km
on either side of the track)
This works out to about 1100 SqKm i.e. about half the area of urban
district area.
Property Tax collection of BBMP for 11-12 (approx.):
Income by way of Stamps and Registration charges in 11-12 10: 3500 Cr
Total:
5000 Cr
Against this, contribution of CRS influence zone (about half):
2500 Cr
If the property values shoot up by 50% in the first 1 or 2 years (this is
1500 Cr
somewhat conservative estimate, actual shoot up may be even more),

increase in revenues to GoK due to implementation of CRS is about Rs
1250 Cr. This Rs 1250 Crores need to be enhanced by another 25% to
cover hikes of property values in rural districts of CRS network (as they
constitute balance 27% of the revenue).
That means, more than Rs 1500 Crores return to GoK in the first 1 or 2
years.
Even if it is assumed that property values become stagnant after 2 years,

this additional revenue of Rs 1500 Cr accrues to GoK every year
thereafter.
That means a return of about 1500 Crores per annum to GoK on an

investment of Rs 8000 to 9000 Crores.
This is in addition to giving a
10
Income for the state of Karnataka is Rs 4800 Crores in 11-12 out of which 73 % is from Bangalore Urban Area
source : http://www.thehindu.com/news/states/karnataka/article3009869.ece)
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good commuting service to Bangalore population and other economic

benefits like savings in journey time, less fuel consumption and less
environment pollution etc.
In addition to registration and property tax revenues, there will be other

revenues like advertisement revenue, trade licensing revenue etc. which
gets boosted due to implementation of CRS in CRS influence zone.
This little calculation is illustrated here just to emphasis the fact that
considering direct revenue alone (in the form of surcharge or so) is very
misleading while taking investment decisions.
9.2
Savings to GoK due to implementation of CRS
As already brought out in earlier chapters, various urban transportation

proposals (either sanctioned or under the process of sanction by GoK) are
parallel to CRS network within 1 Km as seen under:
Table: 9.1 Urban transportation proposals parallel to CRS
No
From
1
2
3
4
5
6
7
8
9
10
11
SBC
SBC
YPR
YPR
YNK
YPR
YNK
YNK
BYPL
SBC
SVDL

Distance
High
Total
To
%
(Km) BRT Mono Speed Rail Metro Overlap
Rail
Rail
Overlap
Link
(Km)
MYA
92.88 25.90
12.00 37.90
41%
YPR
5.35
5.35 5.35
100%
TK
64.00
0.00
0%
YNK
12.45 3.64
3.00
6.64
53%
BYPL
19.23
0.00
0%
BYPL
16.12
7.39
5.40 12.79
79%
DBU
20.72 20.31
20.31
98%
CBP
46.05
4.30
4.30
9%
HSRA
48.59
6.68
6.68
14%
BWT
70.21
6.33 6.33
9%
Kunigal
45.2
0.00
0%
Total 440.8 49.85 14.07
7.3
29.08 100.30
23%
Investment decisions for creating all these modes of transportation facilities do

not appear to have considered the presence of rail network as one of the modes
of serving commuters. If these investment proposals are evaluated afresh duly
considering the presence of fully developed CRS network, probably, the
proposals still under pipe line may undergo a major change. Even a few Kms
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reduction (due to fully developed CRS) in one or more of the above modes shall
bring great savings to GoK as the per Km costs are huge (Metro / High Speed
Rail Link to Airport: Rs 250 Cr/Km,
Mono Rail : 175 Cr / Km).
Savings on account of such review can be like Rs. 10,000 crores as brought out
in discussion about cost of overlap (Para 2.9 and Table 2.9). Savings from
review of High Speed Rail Link to Airport proposal as brought out in Para 6.11
alone can fully finance this CRS implementation project of Rs. 8000 to 9000
crores.
9.3
Financial Rate of Return
Rate of return depends on the demand and pricing. For a commuter rail project,
especially for a system like Bangalore, demand is not an issue. Demand is
normally much more than the project can offer. But, the pricing is very tricky.
Any business model adopts scientific pricing model like demand-supply model
(price is fixed such that demand equals to supply) or cost plus profit model. As
is well known, Commuter train fares are not decided based on any of these
scientific methods. Fares are decided based on popular considerations without
concerning about the costs incurred to produce the service. Therefore, it is too
much of an optimism to think in terms of recovery of capital costs or even
running costs from a commuter project.
In this context, costs and returns scenario of Indian Railways is worth looking at.
Indian Railways accounting system is not in the form of a typical profit and loss
statement which normally any corporate entity maintains. It is in the form of
various indices and comparisons to previous years. Most of the assets (Track,
Signals, Locomotives, and Stations etc.) are used for all trains i.e. commuter
trains, long distance trains,
freight trains etc. Therefore, it is practically not
possible to bifurcate various O & M costs into different categories. However,

certain parameters of Indian Railways are given below to give an idea of Indian
Railways financial returns.
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Table: 9.2 Indian Railways earnings per vehicle Km
Segment
Vehicle Km
(in Millions)
Earnings
(in Crores of
Rupees)
Earnings
(Rupees per
Vehicle Km)
Sub-Urban Passenger
Service (EMUs only)
1438.50
1792.59
12.46
Other Passenger Service
18207.00
24000.04
13.18
Freight Service
17749.00
62844.72
35.41
All together
37394.50
88637.35
23.70
Source: Indian Railways Year Book 2010-11
Truly speaking, costs incurred by IR for one vehicle Km of freight and

passenger service are not same. As detailed data is not maintained by Indian
Railways, for the purpose of broad discussion, it is assumed that both are
same. From the above table, it can be seen that the earnings (per vehicle km)
from passenger service is much lower than freight earnings. Even in passenger
segment, earnings from sub-urban service are much lower than other
passenger earnings on vehicle Km basis.
Indian Railways operating Ratio is 94.59%11. That means, IR spends 94.59% of
its revenues for operations and maintenance (O&M) leaving about 5% operating
surplus.
This is again a notional figure and does not truly reflect the real
operating ratio. Expenditure is normally limited to the budget allotment and

does not really reflect real requirement of expenditure. Therefore, it cannot be
taken for granted that operating ratio is less than 100%.
This operating ratio is for total services i.e. freight as well as passenger service.
As can be seen from above, passenger earnings per vehicle Km is far less than
freight earnings per vehicle Km. Thus, operating ratio of IR passenger service
(more so in case of commuter passenger service) shall be much more than
100%.
In the absence of detailed account available, O&M costs are broadly analysed
as under:
11
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Table: 9.3 Indian Railways O & M Profit/Loss

Earnings per vehicle Km (overall)
Rs 23.70
Expenditure per vehicle Km (taking operating ratio as 94.59%)
Rs 22.42
Earnings per Vehicle Km for EMU
Rs 12.46
Operating Loss per Vehicle Km (EMU)
Rs 9.96
Operating Loss of EMUs in percentage
44.4%
If interest on capital and depreciation of assets are also considered, the

financial rate of return is likely to be much less than above indicated (-)44.4%.
However, normally it is IR which bears operating costs and loss/profit and GoK
need not have much concern on this aspect.
9.4
Economic Rate of Return
Additional revenues due to appreciation of property values and savings to GoK

due to implementation of CRS discussed already should technically get
reflected in Economic Rate of Return. Even without considering those indirect
revenues and savings, economic rate of return in terms of capacity generated is
as under:
Table: 9.4 Economic rate of return in terms of capacity enhancement
Potential $
Investment
(Services that can
Phase (in Crores of
be additionally
Rupees)
introduced)
0
1A
173
24
1
2
3
3831
2251
2504
56
24
330
172
320
NA
Additional
Services
proposed to be
introduced
&
Commuter trips
that can be
generated per
day (Cumulative
in Lacs)
2
4
94
15
NA
&
25

@
List of services existing as on now. Can be seen at Annexure 4
section. For example, if a new service starts in SBC-MYS section and ends in
SBC-BYPL section, it is counted as 2 services in this figure.
&
It is recommended to increase length of EMU cars in this phase. However, this
phase can also be converted into introduction of additional services instead
of lengthening of existing EMU rakes as enough potential is available to
introduce additional services as seen in above table.
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RITES
Each commuter trip contributes:
Savings in journey time because rail is going to capture the traffic which is
presently being served by bus or private transport etc.
Reduction in fuel consumption (trains are more fuel efficient than busses).
Reduction in pollution of atmosphere (Electrical trains emit no smoke into

atmosphere).
Extra comfort to commuters.
Increase in real estate prices near to CRS stations and correspondingly

more revenue to GoK by way of property sale/purchase registration
charges, property taxes etc. as brought out in Para 9.1.
Savings to GoK in overall infrastructure planning as brought out in Para

9.2.
Established modelling techniques can be used to quantify each of these

benefits in terms of rupees to work out economic rate of return. Such modelling
exercise is normally done when the financial appraisal of the proposal need to
be submitted to lending agencies.
9.5
Fare Structure & Surcharge
9.5.1 Fare Structure of Indian Railways
IR basic fare for commuter travel is levied in 2 categories:

o Sub-Urban (for Mumbai, Chennai, Calcutta and Delhi).
o Non sub-urban (for Rest of India including Hyderabad MMTS)
IR Non sub-urban fare is less than Sub-urban fare for the same distance
and same class.
IR collects Re 1/- Development Charge (DC) uniformly from all

commuters in 2nd class in addition to basic fare. DC for 1st class is Rs
20/-.
MRVC fare = IR Sub-Urban Fare + DC + MRVC Surcharge.
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RITES
CIDCO fare = MRVC fare + CIDCO surcharge.
Hyderabad MMTS fare = IR non sub-urban fare + DC + MMTS

Surcharge.
Overall CIDCO fare > Overall MRVC fare > Overall MMTS fare.
9.5.2 Surcharge being levied in commuter rail systems of India

Indian Railways or Government of Karnataka may like to impose some
surcharge on commuter tickets to recover part of the costs and to keep the CRS
expansion on. To enable the appropriate authority to decide on the level of
surcharge, surcharge being levied presently by other systems is brought out as
under:
Table: 9.5 Surcharge being levied in Mumbai
2nd Class 2nd Class monthly
Ticket
Ticket
0
0
Distance
Upto 10 Km
MRVC
1st Class
Ticket
0
1st Class Monthly

ticket
0
11 to 50 Km
10
20
51 to 100 Km
15
30
101 to 150
20
40
Not based on
distance but
for a
CIDCO
particular
origin to
destination
1 to 4
17 to 80
2 to 6
42 to 200
Remarks
Surcharge levied
on 16th Sep 03.
Not revised since
then
Surcharge initially
levied in 1990.
Revised once in
04-05.
Figures in Rupees
Surcharge accrued from MRVC projects is somewhere around Rs.90 Cr in 11-12 with ridership of about 60 lacs. This
works out to about 41 paisa per commuter trip
Table: 9.6 Surcharge being levied in Hyderabad MMTS

Distance
2nd Class Ticket
Upto 25
Km
Beyond
25 Km
10% of basic fare

(rounded off to next
higher 1/-)
2nd Class monthly

Ticket
50% of basic fare
higher 5/-)
1st Class Ticket

0
10% of basic fare
higher 5/-)
1st Class Monthly

ticket
50% of basic fare
higher 5/-)
In Hyderabad MMTS, basic fare charged is for Non Sub-urban category whereas in Mumbai and Chennai etc.,
basic fare charged is for Sub-Urban category.
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RITES
9.5.3 Surcharge for Bangalore CRS
Surcharge can be imposed as certain percentage on IR basic fare (duly

rounding off to next higher rupee) rather than in terms of rupees so that
as and when basic fare is enhanced, surcharge gets enhanced.
It is considered viable to charge basic fare of Sub-Urban category (in

lines of Mumbai etc.) rather than Non Sub-urban category (like in case
of Hyderabad MMTS) so that revenue is more to IR and also surcharge
accrual will be more. However, it is IR who decides on category of basic
fare.
Considering the surcharges being levied on other systems of Indian

Railways, two scenarios are examined here.
Table: 9.7 Two Scenarios of level of surcharge for Bangalore CRS
Fare presently being
charged in Bangalore
With 50% surcharge on basic fare

(for 2nd class single ticket)
Distance
With 100% surcharge on basic

fare
(for 2nd class single ticket)
Basic Fare
Total Basic Fare
Total Basic Fare
Total
(Non
DC
DC Surcharge
DC Surcharge
Fare (Suburban)
Fare (Suburban)
Fare
Suburban)
1
1
1
2
3
1
2
6
3
1
3
7
5
1
1
2
3
1
2
6
3
1
3
7
10
1
1
2
3
1
2
6
3
1
3
7
15
1
1
2
4
1
2
7
4
1
4
9
20
2
1
3
5
1
3
9
5
1
5
11
25
3
1
4
6
1
3
10
6
1
6
13
50
7
1
8
10
1
5
16
10
1
10
21
Surcharge accrues per annum
(taking 18 lac commuters by 2021
and average sub-urban revenue of
Rs 130 Crores
Rs 260 Crores
Rs 4.40 per commuter trip as per
IR year book 10-11)
18 lac commuters is considered on week days. On weekends, travel will be less. Therefore, a small correction factor
is applied while working out Surcharge accrual.
Fares of 10-11 are considered for working out Surcharge accrued. Fares may get revised in future. Surcharge
accrued will also go up as and when fares get revised
GoKs Share of surcharge (50% or 100% or so) depends on the agreement/MOU with GOI
From the above, it can be seen that fares with 100% surcharge are
comparable to BMTC fares.
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RITES
Level of surcharge is mostly a socio-political decision rather than a simple

financial decision. Probably surcharge can be levied somewhere between 50%
and 100% on basic fare so that commuters are not burdened too much and also
reasonable amount can be recovered for the investments made.
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RITES
10
10.1
Institutional Arrangements & Financing
Financing by Indian Railways The Traditional Model
All Railway projects (new or enhancement to existing assets) are traditionally

financed by Indian Railways themselves.
Through this traditional model of
financing, growth of IR network since independence is:

Table: 10.1 Growth of Indian Railway Network
Year
Route Km in India
Track Km in India@
1950#
53596
77609
64460
113994
0.31%
0.64%
2010
Average Annual Growth Rate

$
@
Includes all track like double line track, station lines, sidings etc.
Route KMs indicate expansion of railway network to new geographical areas,

Track KMs indicate the enhancement of facility like converting a single line into
double line, making extra platform lines in a station etc.
From the above, we can reasonably assume that commuter rail system in
Bangalore shall continue to grow at a rate of 0.64% per annum under this
financing model which is nowhere nearer to the growth of demand (or growth of
population). Hence this model of financing is not suggested. In fact, if this
model of financing is to be adopted, probably this study by RITES is not
warranted at all.
10.2
Hyderabad MMTS model
Feasibility study was got done by GoAP to develop mass rapid transport plan
for Hyderabad. This feasibility study and further follow up by Government of
Andhra Pradesh (GoAP) led to signing of MOU between MOR and GoAP on
25th Sep 2000. Based on the report prepared by GoAP, Railways put up a
feasibility report to CCEA (Cabinet Committee on Economic Affairs) in Jul01.
The MOU was basically to develop commuter rail services on existing rail
network in HYB/SC-Lingampalli (28.1 KM) and SC-Falaknuma (14.54 KM)
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RITES
sections. As per the MOU, Cost has to be shared at 50%-50% with a provision
for levy of at least 25% surcharge to be retained by IR.
The costs were
estimated as 69.96 Cr for infrastructure and 84 Cr for 20 MEMU rakes. Work

was sanctioned by MOR in Oct 01 and work completed in Feb 04 at a cost of
98.75 Cr for up gradation and Rs 60.88 Cr for Rolling Stock. Patronage of
MMTS phase-I is:
Table: 10.2 Patronage of Hyderabad MMTS
Description
Originating passengers per day
Initially projected during project appraisal

03-04
04-05
05-06
11-12
@
336000
13104
25486
35770
#
Over 150000
Source : http://www.cag.gov.in/html/reports/railways/2007_6_peraud/chap_4.pdf
#
Source: http://www.thehindu.com/news/cities/Hyderabad/article2981025.ece
Govt. of Andhra Pradesh mooted the proposals for Phase-II even when Phase-I
was under execution. However, Railways decided (in 2006) that Phase-II would
not be taken up until phase-I becomes financially viable. Finally Phase-II was
sanctioned by Railways in 2012 with financing by GoAP (66.67%) and MOR
(33.33%). MOR also proposed to set up a SPV for commercial management of
MMTS leaving the O&M to IR for rapid growth of MMTS and to meet public
aspirations12. While the South Central Railway started making all planning for
execution, the SPV is yet to take shape. The scope of the project under MMTS
phase-II is:
Table: 10.3 Projects under MMTS Phase II
Section
Activity
Length
(KM)
Estimat
e (Cr)
20
85
Falaknuma Umdanagar
Doubling
New Line to Shamshabad Airport
New Line
Telapur Patancheru
Restoration of abandoned Line
32
Secunderabad Bolaram
Electrification & Stations Remodelling
14
30
Sanatnagar Maulali doubling
Doubling
22
170
Moula-Ali Malkajgiri- Seethapalmandi
Doubling and Electrification
10
25
Bolaram Medchal
Doubling and Electrification
28
74
12
Source: 12-13 budget speech of Honble MR
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RITES
Section
Length
(KM)
12
Activity
Estimat
e (Cr)
120
Moula-Ali Ghatkesar
Quadrupling
Passenger Amenities
Platforms, Station Buildings etc.
20
EMU Rakes
Rakes
85
Total
115
641
Expected Capacity : 3 Lakh trips per day

Source : http://www.thehindu.com/news/cities/Hyderabad/article2981025.ece,
http://www.exclventures.com/News/Newslink-11324.asp and
http://www.thehansindia.info/News/Article.asp/category=1&subCategory=2&ContentId=42711
From MMTS-Hyderabad model, it is worth noting:
In 2000-01 period, the then ruling party of AP was the most key ally of
the then ruling party at the centre. Therefore, the project (Phase-I) got
sanctioned and got executed expeditiously.
Phase-I was basically making use of the potential available in certain

sections of the existing IR network by minimal changes. The project
includes provision of Automatic Signalling, electrification of missing
patches, construction of platforms, station buildings etc., procurement of
EMU rakes and developing maintenance facilities for EMUs. No
significant inputs were given to track. Bangalore has got no such spare
capacity
available
in
the
existing
network,
therefore
capacity
enhancement need to be planned.
As per MOU, state government shall provide land free of cost wherever
required for development of stations and concerned facilities like roads
etc.
In phase-II, the major thrust is to enhance the capacity of already

saturated sections by doublings, construction of new lines etc. as could
be seen in above table. Therefore, this phase-II takes more time for
execution.
Coupled with the financial crunch being faced by IR and
GoAP and political uncertainty prevailing in the states and the centre,
phase-II may take more time than expected.
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RITES
Sanction of phase-II took almost 9 years. AP mooted proposals in 2003

itself. But the project was sanctioned only in 2012 as the proposal goes
through lengthy process of sanction which includes reference to Planning
Commission also.
In the first year of sanction i.e. 2012-13, Railway allotted about Rs 100 Cr
budget for the phase-II project whereas Government of AP has not
allotted any funds so far. In fact, first year of sanction normally goes for
planning, survey, tendering etc. and not much budget grant will be spent.
Success of this project depends on how Railway and GoAP allot the
funds in subsequent years.
Today, the finance crunch being faced by Railway is probably the worst
ever.
Therefore, GOI agreeing for cost sharing of Bangalore CRS
(whether 33% or 25% or so) is anybodys guess.
IR has to incur operating losses as commuter service is a loss making

business (more details in Return on Investments chapter). IR should
also plan additional resources specially the manpower recruitment and
training to run additional services. With virtual ban prevalent in IR for
addition of manpower, IR weighs many factors to sanction the commuter
rail project for Bangalore, even if GoK comes forward to bear 100%
costs.
Except some review meetings especially at political level, there is

practically no monitoring mechanism to decide the priorities of various
activities and to ensure expeditious completion of the projects.
While the system (phase-I) was expected to cater for more than 3 lacs
passengers per day, patronage even today is about 1.6 lacs per day.
This is mostly due to non-development of feeder roads to MMTS
stations. There is no institutional mechanism to plan and monitor the
development of feeder roads. The patronage has been increasing not
because some additional facilities were created to the public (like feeder
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RITES
roads etc.). It is simply due to its low cost. Even without proper feeder
roads, public is taking all pains to make use of this cheaper service.
GoAP has virtually no say in the services being run. IR decides on their
own the number of services, their direction, timings etc. IR is under no
obligation to run certain number of services etc.
Surcharge if at all levied, accrues to IR and not to GoAP as per the MOU
(phase-I). Levy of surcharge (or otherwise) shall be mostly decided by IR
themselves and GoAP does not have any say.
Debt financing, exploitation of commercial space etc. do not form a part

of the scheme.
Once the identified projects are completed (like phase-I), to execute

further enhancement projects (like phase-II) the whole process need to
be virtually started afresh.
continues
There is no arrangement to undertake
expansion/increase
of
network/infrastructure
(or
even
services).
10.3
Mumbai CIDCO Model

CIDCO (City and Industrial Development Corporation of Maharashtra
Ltd) was formed in Mar 1970 to plan and create environment-friendly,
model
urban
settlements
with
full-fledged
physical
and
social
infrastructure to meet residential, commercial and industrial needs of

population.
In Nov 1986, MOU was entered by CIDCO with IR for provision of rail
connectivity to Navi Mumbai.
Cost of the construction of railway line, station buildings, commercial

area etc. was shared between CIDCO (67%) and IR (33%).
Rolling Stock was provided by IR.
Ownership of the land and line remains with IR.
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RITES
O & M is IRs responsibility. O & M costs are borne by IR. Operational

losses are also borne by IR.
However, non-operational maintenance
costs are to be borne by CIDCO.
IR levied surcharge of Re 1/- per ticket on 2nd class & Rs 2/- on first
class ticket and the same was transferred to CIDCO. In 04-05, the
surcharge was raised to Rs 2/- to 6/- per ticket depending on the class
and distance.
CIDCO had the rights to commercialize the air space and other parts of
the station area.
Under this model, The Mankhurd to Belapur new line (27 Km) was
commissioned in 1993.
As a next phase, CIDCO and IR agreed in 1996 to construct Belapur

Seawoods Uran line at a cost of Rs 494 Crores. However, this project
is pending before High Court on environmental grounds.
In essence, CIDCO model and Hyderabad MMTS model are more or

less same except the share of the respective parties, provisions about
commercial exploitation and bearing non-operational maintenance costs.
10.4
Mumbai - MRVC Model
MRVC came into existence in Jul 99 with equity of Rs 25 Cr (GOI: GOM = 51%:
49%). The corporation gets the identified projects executed and also plans
development of Mumbai Suburban Rail System on a continuous basis. The
mandate of the entity is:
Integrate suburban rail capacity enhancement plans with urban

development plan for Mumbai and propose investments.
Implement rail infra projects in Mumbai.
Commercially develop Railway land and airspace in Mumbai to raise

funds for suburban railway development.
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RITES
Rehabilitation and Resettlement of project affected households.
Where direct involvement of running trains and signals is involved, works are
executed by IR. Works like station buildings, circulating areas etc. which need
not involve disturbance to train operations are executed by MRVC directly.
Procurement of EMU rakes is also done by MRVC. Feeder roads etc. are
executed by GoM. Phase-I costs about Rs 4200 Cr. The funding mechanism:
Budgetary Support from GoM and IR.
Borrowings to be decided by mutual consent of GoM and IR on project to

project basis.
Surcharge to be levied on commuters from a date to be mutually agreed

by GoM and IR
Revenue from commercial development of railway land and air space.
Phase-I is expected to increase the number of train services by 25% and

vehicle KMs by 33%. Phase-I is almost completed now. MRVC planned for
further enhancing the capacity of sub-urban trains of Mumbai and rolled out
plans for phase-II and III.
Works taken up in Phase-II are:
Optimisation of existing network (Western Railway, Central Railway and

Harbour Lines).
Procurement of EMUs.
Developing maintenance facilities and stabling lines for EMUs.
AC to DC conversion of certain sections.
Quadrupling and 5th & 6th lines in certain sections.
Rehabilitation of affected households.
MRVC receives certain fee (called Directional and General Charges)

from GOI and GOM for its services.
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RITES
10.5
Recommendations and Suggestions

1. Rail system undisputedly needs to be an integral part of any urban
commuter system like Bangalore.
2. Therefore, it needs continues implementation (not one project
implementation) mechanism for up gradations and enhancements to
keep in pace with ever growing transport needs of the public.
3. Therefore, an arrangement like MRVC is ideal to roll out plans
continuously to integrate rail system with commuter system.
4. Process of bringing BCRC (Bangalore Commuter Rail Corporation)
into existence involves:
a. Identifying and freezing the list of projects that should form initial
mandate of BCRC.
b. Doing techno-economic survey of these projects.
This stage
involves preliminary field survey and making preliminary technical

specifications of the project and making preliminary estimate.
c. Drafting the constitution and structure of SPV, its scope, role of
different constituents of SPV, equity share holding etc.
d. Making out a formal proposal to GOI.
e. Holding series of meetings with GOI until the SPV becomes
reality.
5. The above process is a long drawn process.
Making a formal
proposal itself may take a year or so. Therefore, a very optimistic

assessment of the time frame to realize the SPV is about 2 years.
Thereafter, execution of the identified projects takes few more years.
6. Therefore, to derive early service to the public and expedite the
entire process, an interim measure as under is suggested.
a. Identify certain projects which can be taken up immediately and
which can give immediate benefit to the public. These projects
should be a subset of the whole scheme.
b. These projects should be 100% financed by GoK or through its
entities.
c. Make out a formal proposal accordingly to GOI.
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RITES
d. GOI should not have any reservations on accepting this proposal

in principle.
However, GOI may refer the proposal to South
Western Railway for their comments and remarks. GOI may at

the most workout O&M implications because IR only should bear
the O&M costs and operating losses. Also, they have to plan for
additional manpower recruitment and training.
Considering the
public cause involved and considering the just marginal increase

in operating losses on all India basis, agreeing for the proposal in
principle by IR is not considered a major issue.
e. Proposal of GOK should also have :
Provisions for some assured number of commuter services.
Services to be proposed at the end of each phase are
given in Demand Supply Assessment Chapter.
Time frame for commissioning the projects.
Features desired for EMUs like good interiors, GPS based
information system etc.
Level of surcharge to be levied.
Levy of surcharge for about 30 years and review of
surcharge by GoK and transferring it to GoK (or its entity).
Development of additional halt stations at maximum
possible locations.
Deciding basic fare in Sub-urban category (like in case of
Mumbai) rather than Non suburban category like in case
of Hyderabad MMTS.
These issues shall form a part of discussion and
negotiations with GOI.
If GoK approaches GOI with a simple proposal without details like preliminary
survey report, preliminary estimates etc., GOI refers the projects to S W
Railway for survey. This phase itself takes lot of time. To cut short such time, it
is recommended to carry out preliminary survey and draft SPV before
approaching GOI. However, while undertaking preliminary survey, S W Railway
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RITES
should be taken into confidence and Ministry of Railways also should be kept
formally informed.
10.6
Special Purpose Vehicle
10.6.1 SPV Model

As brought out earlier, constituting a SPV is essential to effectively integrate rail
network into Bangalore commuting system and effectively address the
commuting challenges.
The BCRC (Bangalore Commuter Rail Corporation)
can be in the lines of any one of the 2 models:
Pure Business entity Model: This model is like KRCL (Konkan Railway
Corporation Ltd). The SPV shall be totally responsible for generating
necessary revenue for its operations and also for debt servicing apart
from executing the projects.
Even with long distance express trains
earnings, KRCL ran into losses in the initial years of its inception due to
debt servicing burden. Then equity was enhanced to bring down the
debt burden on KRCL to manageable levels.
Consultancy Service Model: This model is like MRVC. In this model,

the SPV only formulates the plans and rolls out projects in consultation
with its shareholders GoI and GoM. It co-ordinates the preparation of
project reports, financial appraisals for submission to lending agencies
etc.
Lending agencies (like World Bank or so) disburses the loan
amounts to GOI and GoM directly in equal proportion (as GOI and GoM
are more or less equal shareholders in MRVC). GOI executes tracks,
signals etc., GoM executes feeder roads etc. on their own. GOI and
GoM transfer certain funds to MRVC to execute works like Car Sheds,
circulating areas and other works not connected with tracks etc. MRVC
executes those activities.
For formulating plans, processing loans,
executing certain activities etc., MRVC charges a fee (in terms of certain
percentage on the projects cost) from the shareholders i.e. GoI and
GoM.
This consultancy fee (MRVC call it Direction and General
Charges) is the source of revenue for MRVC. IR collects the surcharge
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RITES
and transfers half of the surcharge to GoM. World Bank loan is directly
repaid by GoI and GoM.
With the surcharge income or with the very less commuter fares, the SPV
cannot sustain to function in KRCL model. Therefore, it is recommended that
BCRC be formulated in the same lines of MRVC.
10.6.2 Debt and Equity

As in case of MRVC model, equity is required only for day to day functioning of
the BCRC and not for projects. Therefore, equity can be about 100 Crores
(MRVCs equity is 50 Crores).
Equity share holders will be basically
Government of India and Government of Karnataka.
It can be 50% - 50%
equity share holding or 51% (GOI): 49% (GOK) like in the case of MRVC. In
case GoI does not come forward, it is worth even to hike GoKs equity upto
100% considering the importance of CRS for Bangalore.
Equity can be provided either directly by the government or through their
entities like IDD or K-RIDE or so.
Normally no infrastructure project can take off purely with equity. Some debt
component may be a must for the success of any project. However, BCRC per
se does not have any debt component as it only offers some services as
discussed above. Debt component is jointly decided by shareholders (GoI and
GoM) separately for each project. Accordingly, justification is made and lending
agencies are approached.
Private Equity can be attracted only in case of viable projects. Commuter rail
business per se does not attract private equity due to its less revenue.
Therefore, some options that need to be explored to attract private equity by the
SPV:
Provide alternate income sources like real estate exploitation etc. (apart
from commuter fares) to investors.
Provide VGF (Viability Gap Funding) by GOI and GoK.
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RITES
Design and evolve standalone projects with different fare structure

(different from IR fare structure) so that private equities can flow into
these projects.
Accordingly, BCRC can also formulate certain projects involving private equity.
10.6.3 Viability Gap Funding
As requested by client, feasibility and relevance of VGF for CRS project

is discussed hereunder.
Viability Gap funding is normally giving one time grant by Government to

a private investor to finance, design, construct and operate a facility
during the concession period.
Private investors come forward and invest in expectation of the return in

the form of revenue during the concession period.
In the present case of upgrading existing rail network into a full-fledged

CRS, design, construction, and operation is done by IR and no other
agency can do that.
Therefore, private investor can only finance the project leaving design,
construction and operation to IR.
Fares are decided by IR (on socio political consideration) and private

investors can not have any say that. At the most, the private investor
can get surcharge in return.
Even with the expectation of surcharge in return, private investor comes

forward provided there is commitment on quantum surcharge and
suitable clauses to revise surcharge from time to time during concession
period. With the present experience of Railway projects in India, such
commitments to a private investor especially in commuter rail projects is
far from feasible.
136
RITES
Real estate exploitation provisions also attract investors. In the present

case of CRS implementation, all the assets along CRS network belong to
IR and entrusting its rights to private investors may not be acceptable to
IR as their assets serve freight traffic and long distance passengers apart
from commuters.
Assuming a surcharge of Rs 100 Crores per annum and 2% per annum

increase in the quantum of surcharge, present value of this surcharge
works out to about Rs 1070 Crores (assuming concession period of 33
years and Rate of return as 12%). If the project is costing more than
8000 Crores, then the viability gap works out to more than 7000 Crores.
Assumed return of 12% may not attract any private investors because
their cost of capital itself will be around 10%.
Therefore, it is considered not a worthy option to go for VGF way to

finance the present CRS project.
To effectively make use of the VGF facility, exclusive stand-alone

projects should be designed where separate fare structure can be
designed with commitments of future revisions.
Therefore, it is recommended to explore this facility for future projects

(extending the CRS to new geographical areas) after the CRS is
implemented on the already existing rail network.
Present CRS implementation may need to be financed purely by GoK

either with its own funds or by loans from World Bank or so.
10.6.4 Stake Holders
Chairman: Normally Railway Board Member (as in case of MRVC).
MD: Jointly decided by the shareholders (GoI and GoK).
Officials normally need to be on the Board of the SPV:
137
RITES
Principal Secretary, Urban Development Department.
Principal Secretary, (Infra)/GoK
Commissioner, DULT
Other officials from Government of Karnataka (through IDD or UDD).
General Manager / South Western Railway.
Divisional Railway Manager / Bangalore Division / South Western

Railway.
Nominee of Bangalore Metro Transport Corporation.
Nominee of Bangalore Metro Rail Corporation.
Apart from Chairman, MD and above cited independent directors, BCRC shall
also have full time functional as under:
Director (Planning & Projects): To continuously interact with various

stake holders and roll out new projects and get them approved by
shareholders. Also, to execute the works directly or get them executed
by S W Railway or by some state agency as the case may be. He is
responsible for Railway projects as well as feeder road projects,
ROB/RUBs etc. so that CRS stations get well connected by Road.
Director (Technical): To co-ordinate execution of electrical activities like

procurement
of
EMUs,
construction
of
EMU
sheds
and
modifications/alterations to electrical installations.
Director (Finance).
10.6.5 Projects Identification and Sanction
Projects discussed under different phases of this report form initial

mandate of the SPV.
138
RITES
Projects identification is a continuous process. Processing each phase

of the project is very long lead item. Its lead can be as big as execution.
If phase-I takes 2 years for completion, by the time phase-I is completed,
proposals should be ready along with financial closure for phase-II.
The projects shall be proposed keeping in view the total transport plan of
the city.
Projects proposed by BCRC shall be formally approved by
shareholders (IR and GoK). This will also help IR to plan the necessary
arrangements for O & M of such projects (for manpower recruitment,
training etc.).
10.6.6 Execution of the Projects and O&M
BCRC shall be Chief Project Manager i.e. it is project implementing

agency responsible and accountable for satisfactory completion of its
projects. It is responsible for co-ordinating financing arrangements and
get the loans sanctioned to its shareholders (GoI and GoM).
BCRC shall divide each project into logical and meaningful packages.
Packages which directly affect running trains, track and signalling
systems shall be executed by South Western Railway.
projects are normally executed by
Feeder road
state government agencies.
Packages which can be executed free of running trains/track etc. can be

executed by BCRC itself.
To this extent, BCRC can have suitable
engineering team to execute the projects.
Specially works like road connectivity for CRS stations should be

planned and executed by BCRC itself.
All assets created shall be handed over to Indian Railways for O & M. O
& M costs and O & M profits / losses shall be borne by IR.
10.6.7 Fare Structure and Sharing of Revenues
Working out O&M costs by IR is easier said than done. IRs accounting
system does not facilitate bifurcation of O&M costs into various heads
139
RITES
like freight, commuter rail, long distance trains etc. Moreover, IR takes
entire South Western Railway as one unit (not even Bangalore Division)
while working out O&M costs.
Then working out O&M costs for
commuter rail that too only for Bangalore area alone is very complex with
IRs accounting system. Therefore, any model to share O&M costs (or
profits/loss) may not be practicable. Instead, simple surcharge model
which is easy to implement is suggested.
As already discussed in other chapters, commuter service is a loss

making business. Therefore, attempting to share the revenues and O&M
costs is not favourable to GoK or BCRC.
Fare structures and surcharge modalities are already discussed in

previous chapter.
10.6.8 Land, Air Space and Non Fare Revenues
Available Railway land shall be used for commuter rail projects and the
same shall continue to be Indian Railways property.
Also, land
belonging to GoK if required for the projects shall also be handed over to
Railways duly charging its cost to the projects or free of cost as decided
from project to project.
Private Land if required for commuter rail projects shall be acquired by

IR. However, BCRC shall facilitate such land acquisition.
Vacant Railway land and vacant GoKs lands and even vacant air space
along the commuter lines shall be processed by BCRC for commercial
exploitation.
BCRC can take such properties on nominal lease rentals from GoI and
GoK and exploit them. Alternatively, it can charge certain fee from the
shareholders for co-ordinating the process and the revenues accrue to
GoI or GoK as the case may be.
140
RITES
In the similar way, advertisements revenue from existing stations, new

stations and EMU rakes can be managed.
GoK may also consider enhancing the property taxes, property values,
and other indirect charges from the properties around the CRS stations
to tap the increased commercial value of those areas due to
implementation of CRS.
141
RITES
11
11.1
Recommendations and Roadmap further
Summing up
A commuter should be able to travel a distance of about 70 Km (or even 100

Km) in about an hour so that areas like Hosur, Tumkur, Mandya, Bangarapet
etc. get developed fast and pressure on main hub Bangalore shall be eased.
Namma Metro, Mono Rail, High Speed Rail to BIAL, rejuvenated BMTC
services etc. cannot really provide this type of solution. They only provide some
relief in a limited extent to very highly urbanised Bangalore area. Commuter rail
has got all wherewithals to effectively provide solution to this problem.
Any commuter transport plan (rather any transport plan) shall be incomplete, if it
does not integrate rail system into it apart from other modes.
In case of roadways, KSRTCs mandate is for long distance bus services. It
cannot cater for commuter traffic. Another entity BMTC exists for this purpose.
Similar way, IR cannot be expected to take care of the commuter rail services.
Its mandate is long distance travel and not urban transport.
Therefore, to tap the full potential of Railway network and to effectively integrate
rail network into commuter system of Bangalore, Government of Karnataka has
to take the lead (rather, an extra lead).
CRS development is not a onetime activity. It is a continuous process.
For
metro rail, there is an entity BMRCL. For roads, there is BMTC. Similarly, for
commuter rail, an exclusive entity BCRCL (Bangalore Commuter Rail
Corporation Ltd) should come into existence. Then only CRS will get upgraded
continuously in tune with demand.
11.2
Launching Physical Surveys
As an immediate step, it is recommended that GoK to launch physical surveys

for:
142
RITES
a) Detailed measurement of Binny Mills land and identifying optimum

piece of it to hand over to Railways. As this is a most sensitive issue,
various plans are to be made with different scenarios with detailed site
measurements.
All these scenarios should be discussed with S W
Railway and all other stake holders to decide on the extent of land that
can be made available to CRS.
Such survey should also include
commercial exploitation aspects as brought out in Para 7.4.2.

b) Deciding Locations and Making plans for new halt stations. Aspects
like land availability, road connectivity, feasibility in rail system to provide
new halt, patronage potential etc. need to be analysed thoroughly for
locating new halt stations. This needs physical survey of the entire 440.8
Km of CRS network apart from interactions with S W Railway and all
other stake holders.
c) Identifying the stations where additional line and additional
platform can be constructed for CRS trains. Station layout, signals
locations, bridge locations at the stations, land availability at the stations
etc. should be favourable for additional line. All stations cannot have
such favourable conditions.
As already discussed in the report, an
additional line exclusively for CRS trains at every station or at least

alternate station is required to implement CRS.
Physical survey is
required to critically analyse the existing stations and to identify specific

stations for additional lines and for making conceptual plans.
d) Developing conceptual plans for terminal stations (BWT, HSRA,
DBU, CBP, TK, MYA, YNK, YPR and Kunigal) clearly earmarking parking
area, passengers waiting area, ticketing area, foot over bridges, land
available with Railways, land to be acquired and location of bus stop etc.
If these are not planned initially, a fully developed CRS network also may
end up with less patronage. Hyderabad MMTS is a live example in this
aspect.
143
RITES
e) Developing conceptual plans in the above lines for SBC and all other
stations of the CRS network.
f) Detailed survey for airport rail link as discussed in Para 6.11.
g) Once Railway sanctions the projects (on commitment of finances from
GoK or otherwise), Railway does all the surveys and planning required to
run the EMUs (again to say only to run EMUs). IR makes plans for
MEMU/EMU
sheds,
automatic
signalling
arrangements,
raising/lengthening of platforms, adjusting spacing of tracks to run EMUs

etc. etc. It means to say that Railway does planning for every activity
provided: Without that activity, it is not possible to run EMUs.
Other
activities [like the ones referred at (a) to (f) above] are not essential to
run EMUs by IR. Therefore, IR has simply no mechanism to put its soul
in these activities and IR has no expertise to make proper plans for these
activities which are not directly connected with Railway operations. It is
GoK which has to take immediate action to make plans for these
activities which are not directly connected with train operation but have
lot of bearing on serving commuters.
Otherwise, infrastructure only will
get developed to run EMUs like in case of Hyderabad without necessary

peripherals.
h) As already brought out, if GoK approaches GOI with a simple proposal
without details like preliminary survey report, preliminary estimates etc.,
GOI refers the projects to S W Railway for preliminary physical survey.
Based on the physical survey report and based on the commitment of
finances from GoK, Railways sanction the projects. This phase itself
takes lot of time. To cut short such time, it is recommended to carry out
preliminary survey of the projects which GoK intends to finance 100%.
However, while undertaking preliminary survey, S W Railway should be
taken into confidence and Ministry of Railways also should be kept
formally informed.
Once projects are sanctioned by IR, it does all
detailed physical surveys (required to run EMUs) and also executes the
works for implementing the CRS as brought out in above paragraph.
144
RITES
i) RITES has got expertise and all wherewithal to undertake the above
cited physical surveys.
11.3
Proposal to GoI
An SPV coming into existence and start delivering services to the public is a
long drawn process. Therefore, it is recommended that:
Finance phase 1 activities fully i.e. 100%.
Make out a proposal to Ministry of Railways duly bringing out the total
scope of the projects (covering all the 3 phases suggested) and its
readiness to finance 100%.
The proposal can also contain a request to form BCRC in the lines of
MRVC to implement phases 2 and 3 and take the mission further.
The proposal need to be self-contained along with abstract estimates,

techno economic survey reports etc.
GoK can also clearly indicate that:
Certain number of additional services to be run on CRS network.

(as assessed already in Para 5.8)
Additional halts are to be constructed to serve commuters.
Fare to be charged is to be: Sub-urban category at par with

Mumbai rather than Non Sub-urban Category as in case of
Hyderabad MMTS to get maximum surcharge revenue.
Surcharge to be levied on basic fare (50% to 100% rounding off to

next higher rupee) and to be transferred to GoK.
Surcharge to be reviewed from time to time.
Against this investment, GoK should not expect any further returns like
share of revenues, say in fare policy, say in day to day O & M, ownership
145
RITES
of newly created assets etc. Ownership of the newly created assets

(though 100% financed by GoK) shall remain with Indian Railways.
This model is suggested just to get immediate consideration of the proposal by
Ministry of Railways and get immediate relief to Bangalore commuter woes.
Moreover, the investments required for CRS implementation (even all 3 phases
put together) are virtually insignificant compared to the GoKs investments in
Metro Rail, Mono Rail, High Speed Rail to BAIL, BMTC etc. But the benefits
are just immense as brought out in Chapter 9.
Once such a proposal goes to MoR, it is likely to sanction the projects (100%
financed by GoK) within 3 to 6 months time.
BCRC also may come into
existence in about 2 years time.
146
RITES
147
RITES
Final Report (July 2012)
Annexure: 1 Lie-Over at SBC yard

No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Train
12683
22607
12785
12678
16322
16316
16215
56242
56228
56229
56263
12613
16557
16591
18463
56914
16519
56912
12639
16202
56237
12726
56261
16228
17210
56234
16222
56226
Rake Arrival
Origin
Direction
ERS
BYPL
ERS
BYPL
KCG
BYPL
ERS
BYPL
TVC
BYPL
KCVL
BYPL
MYS
MYS
YPR
YPR
ASK
YPR
MYS
MYS
MYS
MYS
MYS
MYS
MYS
MYS
UBL
BYPL
BBS
BYPL
UBL
YPR
JTJ
BYPL
UBL
YPR
MAS
BYPL
SMET
YPR
MYS
MYS
DWR
YPR
MAS
BYPL
SMET
YPR
CCT
BYPL
MYS
MYS
MAS
BYPL
TK
YPR
Time
4:20
4:20
6:25
19:50
8:35
8:35
9:40
10:45
11:20
12:10
4:00
13:30
19:40
6:10
12:05
20:40
8:00
5:15
13:20
11:55
18:00
14:05
18:45
4:30
12:35
22:30
4:10
17:40
Train
12684
22608
12786
12677
16321
16315
16216
56227
56230
56241
56510
16201
16592
16558
18464
56911
56262
56913
12640
12725
56238
12614
16522
56233
17209
16227
16222
56223
Rake Departure
Destination
Direction
ERS
BYPL
ERS
BYPL
KCG
BYPL
SBC
BYPL
TVC
BYPL
KCVL
BYPL
MYS
MYS
ASK
YPR
MYS
MYS
YPR
YPR
MKM
BYPL
SMET
YPR
UBL
BYPL
MYS
MYS
BBS
BYPL
UBL
YPR
AJJ
BYPL
UBL
YPR
MAS
BYPL
DWR
YPR
MYS
MYS
MYS
MYS
MKM
BYPL
MYS
MYS
CCT
BYPL
SMET
YPR
MYS
MYS
ASK
YPR
148
Time
17:15
17:15
18:20
6:15
18:50
17:15
18:15
16:45
16:25
16:05
7:00
16:30
22:00
8:15
14:00
22:15
9:20
6:30
14:30
13:00
19:00
15:00
19:35
5:15
13:20
23:15
4:50
18:20
LieOver
12:55
12:55
11:55
10:25
10:15
8:40
8:35
6:00
5:05
3:55
3:00
3:00
2:20
2:05
1:55
1:35
1:20
1:15
1:10
1:05
1:00
0:55
0:50
0:45
0:45
0:45
0:40
0:40
Maintenance
Type
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Engine needs
Reversal?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
Yes
No
Yes
No
No
Yes
RITES
No
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
Train
56222
12692
22818
16209
12648
16521
56509
11013
16731
22817
56214
56224
11014
16232
16210
16221
22681
12691
12647
56213
12975
12976
16559
22682
56231
16231
12008
12007
16732
Rake Arrival
Origin
Direction
TK
YPR
SSPN
BYPL
MYS
MYS
AII
YPR
NZM
BYPL
BWT
BYPL
MKM
BYPL
LTT
BYPL
TN
BYPL
HWH
BYPL
TPTY
BYPL
ASK
YPR
CBE
BYPL
MYS
MYS
MYS
MYS
MYS
MYS
MYS
MYS
MAS
BYPL
CBE
BYPL
CMNR
MYS
MYS
MYS
JP
BYPL
MYS
MYS
MAS
BYPL
MYS
MYS
MV
BYPL
MYS
MYS
MAS
BYPL
MYS
MYS
Time
13:10
22:30
3:00
4:00
1:00
23:25
17:00
21:50
6:40
1:40
7:10
9:10
15:05
18:45
21:40
23:30
22:45
5:25
23:00
20:15
12:55
12:55
16:50
5:30
9:10
5:50
16:15
10:50
21:10
Train
56225
1692
22818
16209
12648
56264
16520
11013
16731
22817
56214
56232
11014
16232
16210
16221
22681
12691
12647
56213
12975
12976
16559
22682
56221
16231
12008
12007
16732
Rake Departure
Destination
Direction
TK
YPR
MAS
BYPL
HWH
BYPL
MYS
MYS
CBE
BYPL
MYS
MYS
JTJ
BYPL
CBE
BYPL
MYS
MYS
MYS
MYS
CMNR
MYS
MYS
MYS
LTT
BYPL
NV
BYPL
AII
YPR
MAS
BYPL
MAS
BYPL
SSPN
BYPL
NZM
BYPL
TPTY
BYPL
JP
BYPL
MYS
MYS
YPR
YPR
MYS
MYS
TK
YPR
MYS
MYS
MAS
BYPL
MYS
MYS
TN
BYPL
149
Time
13:40
23:00
3:30
4:30
1:30
23:55
17:30
22:15
7:00
2:00
7:30
9:30
15:25
19:05
21:55
23:45
23:00
5:40
23:15
20:30
13:05
13:05
17:00
5:40
9:20
6:00
16:25
11:00
21:20
LieOver
0:30
0:30
0:30
0:30
0:30
0:30
0:30
0:25
0:20
0:20
0:20
0:20
0:20
0:20
0:15
0:15
0:15
0:15
0:15
0:15
0:10
0:10
0:10
0:10
0:10
0:10
0:10
0:10
0:10
Maintenance
Type
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Engine needs
Reversal?
Yes
Yes
No
No
Yes
No
Yes
Yes
No
No
No
No
Yes
No
No
No
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
RITES
No
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
Train
16518
17303
12430
12577
12591
12510
16505
16507
16507
16593
16525
12657
12494
16590
16501
12296
56513
12609
56516
16529
16538
12027
56524
12628
56507
12607
12080
56526
Rake Arrival
Origin
Direction
CAN
MYS
MYS
MYS
NZM
BYPL
DBGA
BYPL
GKP
BYPL
GHY
BYPL
GIM/JU
YPR
GIM/JU
YPR
YPR
YPR
NED
YPR
CAPE
BYPL
MAS
BYPL
NZM
BYPL
KOP
YPR
YPR
YPR
PNBE
BYPL
NCR
BYPL
MAS
BYPL
CTA
YPR
CSTM
BYPL
NCJ
BYPL
MAS
BYPL
HUP
YPR
NDLS
BYPL
MKM
BYPL
MAS
BYPL
UBL
YPR
CBP
YPR
Time
7:05
15:05
6:40
20:50
4:50
11:50
4:00
4:00
4:00
6:10
6:55
5:10
6:40
7:35
4:50
20:40
19:00
20:05
20:00
8:50
4:00
22:30
9:25
13:40
9:15
21:35
21:25
9:45
Train
16518
17303
12429
12578
12592
12509
16537
16506
16508
16594
16526
12627
12493
16589
16532
12295
56514
12610
56515
16530
16502
12028
56523
12658
56508
12608
12079
56525
Rake Departure
Destination
Direction
YPR
YPR
YPR
YPR
NDLS
YPR
DBGA
BYPL
GKP
BYPL
GHY
BYPL
NCJ
BYPL
GIM
YPR
JU
YPR
NED
YPR
CAPE
BYPL
NDLS
BYPL
NZM
YPR
KOP
YPR
AII
YPR
PNBE
BYPL
NCR
BYPL
MAS
BYPL
CTA
YPR
CSTM
BYPL
ADI
YPR
MAS
BYPL
HUP
YPR
MAS
BYPL
MKM
BYPL
MAS
BYPL
UBL
YPR
CBP
YPR
150
Time
7:10
15:10
20:20
10:10
16:50
23:30
23:05
21:55
21:55
23:00
21:40
19:20
20:20
21:15
17:20
9:00
7:15
8:00
7:50
20:10
13:30
6:00
18:40
22:45
18:05
6:30
6:00
18:00
LieOver
0:05
0:05
13:40
13:40
12:00
11:40
19:05
17:55
17:55
16:50
14:45
14:10
13:40
13:40
12:30
12:20
12:15
11:55
11:50
11:20
9:30
9:30
9:15
9:05
8:50
8:45
8:35
8:15
Maintenance
Type
N/A
N/A
Secondary
Secondary
Secondary
Secondary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Primary
Engine needs
Reversal?
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
RITES
Train
Rake Arrival
Origin
Direction
Time
Train
86
76512
MKM
BYPL
10:30
76511
MKM
87
56910
HDT
YPR
5:15
56913
88
56918
SMET
YPR
21:10
89
66531
BWT
BYPL
90
76552
CBP
91
76554
92
66529
No
Rake Departure
Destination
Direction
Time
LieOver
Maintenance
Type
Engine needs
Reversal?
BYPL
12:20
1:50
Primary (Only
on Sunday, Non
Running Day)
No
(DEMU/MEMU)
SBC
YPR
6:30
1:15
Primary (Only
on Sunday, Non
Running Day)
No
(DEMU/MEMU)
56909
UBL
YPR
22:15
1:05
Primary (Only
on Sunday, Non
Running Day)
No
(DEMU/MEMU)
14:25
66532
BWT
BYPL
14:55
0:30
Primary (Only
on Sunday, Non
Running Day)
No
(DEMU/MEMU)
BYPL
18:00
76553
DPJ
BYPL
18:30
0:30
Primary (Only
on Sunday, Non
Running Day)
No
(DEMU/MEMU)
DPJ
BYPL
8:10
76551
CBP
BYPL
8:40
0:30
Primary (Only
on Sunday, Non
Running Day)
No
(DEMU/MEMU)
BWT
BYPL
9:30
66530
BWT
BYPL
9:50
0:20
Primary (Only
on Sunday, Non
Running Day)
No
(DEMU/MEMU)
151
RITES
Annexure: 2 Criss-Cross movements that can be made seamless by Flyovers

No
Train No.
Origin
Destination
Time at
BYPL
Direction of
Train
Flyover
No
1
2
12648
12648
NZM
NZM
CBE
CBD
00:20:00
01:42:00
YNK-SBC
SBC-HSRA
4
1
12778
KCVL
UBL
03:50:00
BWT-HEB
12835
THE
YPR
04:00:00
BWT-HEB
12889
TATA
YPR
04:10:00
BWT-HEB
6
7
8
12292
16591
12785
MAS
UBL
KCG
YPR
SBC
SBC
05:03:00
05:46:00
05:56:00
BWT-HEB
YNK-SBC
YNK-SBC
3
4
4
9
10
11
12
13
12863
12677
16614
56514
12254
HWH
SBC
CBE
SBC
BGP
YPR
ERS
RJT
SA
YPR
06:18:00
06:37:00
07:32:00
07:44:00
07:53:00
BWT-HEB
SBC-HSRA
BWT-YNK
SBC-HSRA
BWT-HEB
3
1
2
1
3
14
15
16529
12845
CSTM
BBS
SBC
YPR
08:16:00
09:37:00
YNK-SBC
BWT-HEB
4
3
16
15228
MFP
YPR
10:19:00
BWT-HEB
17
18
19
20
15902
18642
12976
12628
DBGR
BBS
JP
NDLS
YPR
SBC
MYS
SBC
10:27:00
11:23:00
12:23:00
12:56:00
BWT-HEB
YNK-SBC
YNK-SBC
YNK-SBC
3
4
4
4
21
12245
HWH
YPR
15:28:00
BWT-HEB
22
23
24
25
26
12540
22601
76552
76553
16232
LKO
MAS
CBP
SBC
SBC
YPR
SNSI
SBC
DPJ
MV
15:44:00
16:04:00
17:34:00
18:55:00
19:33:00
BWT-HEB
BWT-YNK
YNK-SBC
SBC-HSRA
SBC-HSRA
3
2
4
1
1
27
22618
TYTY
YPR
20:08:00
BWT-HEB
28
12544
TYTY
YPR
20:21:00
BWT-HEB
29
17311
MAS
VSG
20:40:00
BWT-HEB
30
11013
LTT
CBE
21:16:00
YNK-SBC
31
12692
SSPN
MAS
21:44:00
YNK-SBC
32
16332
TVC
CSTM
21:45:00
BWT-YNK
33
16732
MYS
TN
21:48:00
SBC-HSRA
34
11013
LTT
CBD
22:40:00
SBC-HSRA
152
RITES
Annexure: 3 Additional Halts suggested by voluntary organisations
S.No
1
Additional Halts suggested by voluntary organisations

Inter
Sector
S.No
Sector
Distance
YesvantpurVenkatagiri kote
Baiyyappanahalli
Yeshvantpur
0.00
Nandi Hills
3.00
6.50
Gokula Extension
4.10
Chikballapur south (SJCIT)
2.80
Lottegollahalli
1.40
Chikballapur
3.60
RMV Extn (D Rajagopal Rd)
1.60
Hebbal
1.30
Benniganahalli
0.00
Guddadahalli
1.10
Channasandra
2.20
Kanakanagar
1.30
Horamavu (near main rd)
1.80
Nagavara Main rd
1.40
Hennur
1.80
Kadugondhalli
1.10
Bagalur rd cross
1.80
Banaswadi
Kamanahalli Rd (IOC
Flyover)
Kasturinagar (near SAIL)
1.30
Thanisandra
2.10
1.00
Jakkur East
3.00
1.50
Nehru Nagar (NH-7 Jn)
2.00
Benniganahalli
1.20
Yelahanka Jn
1.40
Baiyyappanahalli
2
Inter
Distance
Baiyyappanahalli - Hosur
Baiyyappanahalli- Yelahanka
Yelahanka Dodballapur
Yelahanka Jn
0.00
Benniganahalli
Kaggadasapura (near Railway
Cross)
Karthik Nagar (east of ORR)
Varthur Rd (Marathalli
bridge)
Belandur Rd
0.00
Kenchanhalli West
2.20
2.10
Naganahalli
1.60
2.60
Rajankunte
Dodballapur Ind Area
(middle)
Dodballapur
5.00
Karmelaram
Sarjapur Rd (just past level
crossing)
Heelalige
3.30
1.10
Yeshvantpur
0.00
10.90
3.20
Anekal road
10.50
Hosur
13.40
HMT
Jalahalli West (Near Jalahalli
Main Rd)
Chikbanavar
Soldevanahalli
2.90
1.80
2.50
6
Yelahanka Chikballapur
8.30
3.20
Yesvantpur Tumkur
1.80
2.90
Yelahanka Jn
0.00
Gollahalli
9.90
Kenchanhalli East
2.20
Bhairanayakanhalli
6.60
MVIT /Ganganahalli
4.10
Dodbele
4.40
Betthalsoor
2.10
Muddalingahalli
6.90
Dodjala
NH-7 /BIAL trumpet
Interchange
Devenahalli
4.30
Nidvanda
4.40
3.70
Dobbspet
1.00
7.10
Hirehalli
8.50
153
RITES
S.No
Additional Halts suggested by voluntary organisations

Inter
Sector
S.No
Sector
Distance
Avatihalli
6.80
Kyatsandra
Vijaynagar (Siddaganga)
2.80
Tumkur
2.60
Yesvantpur - Yelahanka
10
Inter
Distance
6.10
Malleswaram
2.70
Bangalore City
2.70
Bangalore City - Mandya
Yeshvantpur
0.00
Bangalore city
0.00
Gokula Extension
4.10
Binnypet (Bus stand)
2.30
Lottegollahalli
1.40
Chord Road
2.20
Kodigehalli
Jakkur West (Allalasandra
main rd)
Yelahanka south (NH7 /Level
crossing)
Yelahanka Jn
Baiyyappanahalli Bangarapet
1.60
Nayandahalli
2.90
1.60
Jnana Bharati (BU)
1.40
1.70
Rajarajeshwari nagar (RVCE)
2.30
2.00
Kengeri
1.20
NICE Rd (Southwest)
1.80
Benniganahalli
0.00
KR Puram
1.60
Kumbalgodu (Rajarajeswari
Dentl /Engg)
Hampapura (WonderLa)
Hoodi (Main rd cross)

Sadarmangal (Kodigehalli rd
cross)
Whitefield
4.70
Hejjala
1.90
2.00
Bidadi
6.40
2.60
Ketohalli
8.30
Devangonthi
7.80
Ramanagaram
6.50
Malur
12.20
Channapatna
6.90
Byatrayanahalli
8.80
Settihalli H
6.12
Tyakal
6.00
Nidaghatta H
5.23
Maralahalli
5.80
Maddur
9.06
Bangarapet Jn
6.20
Hanakere
10.11
Mandya
7.78
Yesvantpur Bangalore City

Yeshvantpur
Subramanyanagar (Milk
colony)
4.10
3.20
0.00
1.70
154
RITES
155
RITES
Annexure: 4 Trains presently serving Bangalore commuters and enhancing their capacities
Existing
Capacity
Rakes
Requirement
Distance
From Station
Departure
To Station
Arrival
Distance Travelled in CRS
Replace with 16 car MEMU
Existing Formation
Existing Commuter Trips Capacity
Trips generated by 16 car MEMUs
Trips generated by EMUs

(with 9 Car Rakes)
Trips that generated by extension of

9 Car EMU rakes to 15 car rakes
Existing Commuter Trips unaffected
Total
MEMU Rake Km
EMU Rake Km
56229
Pass
MYS
SBC
137
MYA
09:21
SBC
12:10
92.88
3710
8793
8793
137
56230
Pass
SBC
MYS
137
SBC
16:25
MYA
18:16
92.88
3710
8793
8793
137
56231
Pass
MYS
SBC
137
MYA
06:45
SBC
09:10
92.88
16
6595
8793
8793
137
56232
Pass
SBC
MYS
137
SBC
09:30
MYA
11:23
92.88
16
6595
8793
8793
137
SBC
05:15
MYA
07:24
92.88
3710
8793
8793
137
Leave as it is
To
Replace with EMU
From
Capacity Enhanced to
Existing Type
Strategy
Train
Service Within CRS
No
Service
56233
Pass
SBC
MYS
137
56234
Pass
MYS
SBC
137
MYA
19:41
SBC
22:30
92.88
3710
8793
8793
137
56237
Pass
MYS
SBC
137
MYA
15:25
SBC
18:00
92.88
3298
8793
8793
137
56238
Pass
SBC
MYS
137
SBC
19:00
MYA
20:47
92.88
3298
8793
8793
137
56507
Pass
MKM
SBC
86
BWT
07:05
SBC
09:15
70.21
15
4674
6647
6647
86
10
56508
Pass
SBC
MKM
86
SBC
18:05
BWT
19:58
70.21
15
4674
6647
6647
86
11
56509
Pass
MKM
SBC
86
BWT
14:40
SBC
17:00
70.21
10
3116
6647
6647
86
12
56510
Pass
SBC
MKM
86
SBC
07:00
BWT
08:58
70.21
10
3116
6647
6647
86
13
66529
MEMU
KPN
SBC
104
BWT
07:30
SBC
09:30
70.21
3324
6647
6647
104
14
66532
MEMU
SBC
MKM
86
SBC
14:55
BWT
16:39
70.21
3324
6647
6647
86
15
66533
MEMU
MKM
KJM
72
BWT
18:00
KJM
19:10
56
2651
5302
5302
72
156
RITES
Existing
Capacity
Rakes
Requirement
Existing Formation

(with 9 Car Rakes)

Total
MEMU Rake Km
EMU Rake Km
20:40
56
2651
5302
5302
90
86
SBC
12:20
BWT
14:30
70.21
3739
6647
6647
86
86
BWT
08:37
SBC
10:30
70.21
3739
6647
6647
86
TK
70
SBC
09:20
TK
11:05
69.35
2462
4432
2955
7387
70
TK
SBC
70
TK
11:20
SBC
13:10
69.35
2462
4432
2955
7387
70
Pass
SBC
TK
70
SBC
13:40
TK
15:25
69.35
2462
4432
2955
7387
70
56226
Pass
TK
SBC
70
TK
15:50
SBC
17:40
69.35
2462
4432
2955
7387
70
23
56525
Pass
SBC
CBP
64
SBC
18:00
CBP
19:50
63.85
1984
4080
2720
6800
64
24
56526
Pass
CBP
SBC
64
CBP
07:55
SBC
09:45
63.85
1984
4080
2720
6800
64
25
66530
MEMU
SBC
BWT
70.21
SBC
09:45
BWT
12:05
70.21
3324
4487
2991
7478
70.21
26
66531
MEMU
BWT
SBC
70.21
SBC
14:55
BWT
16:25
70.21
3324
4487
2991
7478
70.21
27
76507
DEMU
BNC
BWT
66
BNC
11:00
BWT
12:50
66
3124
4218
2812
7030
66
28
76508
DEMU
BWT
BNC
66
BWT
15:30
BNC
17:20
66
3124
4218
2812
7030
66
29
76551
DEMU
SBC
CBP
73
SBC
08:40
CBP
10:50
77.28
3658
4939
3293
8232
73
30
76552
DEMU
CBP
SBC
73
CBP
15:55
SBC
18:00
77.28
3658
4939
3293
8232
73
31
56213
Pass
CMNR
TPTY
532
MYA
17:55
BWT
22:00
163.09
15
10857
10857
10857
DEMU
SBC
MKM
DEMU
MKM
SBC
56221
Pass
SBC
20
56222
Pass
21
56225
22
Train
KPN
No
KJM
66534
17
76511
18
76512
19
157
Leave as it is
BWT
MEMU
16
Replace with EMU
Arrival
19:30
To
KJM
From
90
Existing Type
To Station
Departure
Strategy
From Station
Service Within CRS
Distance
Service
RITES
Existing
Capacity
Rakes
Requirement
Leave as it is
Existing Formation

(with 9 Car Rakes)

Total
MEMU Rake Km
EMU Rake Km
10857
10857
10857
18:20
TK
19:50
69.35
2462
2462
2462
07:20
SBC
09:10
69.35
2462
2462
2462
SBC
16:45
TK
18:20
69.35
2770
2770
2770
274
TK
09:15
SBC
11:20
69.35
2770
2770
2770
YPR
225
HSRA
08:30
YPR
10:45
67
2676
2676
2676
YPR
SA
225
YPR
16:05
HSRA
17:31
67
2676
2676
2676
Pass
AJJ
SBC
289
BWT
16:40
SBC
18:45
70.21
10
3116
3116
3116
56262
Pass
SBC
AJJ
289
SBC
09:20
BWT
11:00
70.21
10
3116
3116
3116
41
56503
Pass
YPR
BZA
741
YPR
08:00
DBU
09:00
33.17
11
1619
1619
1619
42
56504
Pass
BZA
YPR
741
DBU
14:55
YPR
17:10
33.17
11
1619
1619
1619
43
56513
Pass
NCR
SBC
557
HSRA
16:50
SBC
19:00
60.59
14
3764
3764
3764
44
56514
Pass
SBC
NCR
557
SBC
07:15
HSRA
08:32
60.59
14
3764
3764
3764
45
56515
Pass
SBC
UBL
470
SBC
07:50
TK
09:28
69.35
16
4924
4924
4924
46
56516
Pass
UBL
SBC
470
TK
17:22
SBC
20:20
69.35
16
4924
4924
4924
47
56523
Pass
SBC
HUP
101
SBC
18:40
DBU
19:33
38.52
13
2222
2222
2222
532
BWT
Pass
SBC
ASK
166
SBC
Pass
ASK
SBC
166
TK
56227
Pass
SBC
SMET
274
36
56228
Pass
SMET
SBC
37
56241
Pass
SA
38
56242
Pass
39
56261
40
Train
CMNR
No
TPTY
56214
33
56223
34
56224
35
158
Replace with EMU
15
Pass
32
From Station
163.09
Distance
09:15
To
MYA
From
05:15
Existing Type
Arrival
Strategy
To Station
Service Within CRS
Departure
Service
RITES
Leave as it is
Existing Formation

(with 9 Car Rakes)

Total
MEMU Rake Km
EMU Rake Km
2222
2222
06:30
TK
07:58
69.35
12
3693
3693
3693
21:05
SBC
22:45
69.35
12
3693
3693
3693
SBC
06:30
TK
08:00
69.35
21
6463
6463
6463
274
TK
19:22
SBC
21:30
69.35
21
6463
6463
6463
KQZ
83
BNC
17:55
BWT
19:30
66
3124
3124
3124
KQZ
BNC
83
BWT
08:00
BNC
09:40
66
3124
3124
3124
DEMU
SBC
DPJ
152
SBC
18:30
HSRA
19:36
60.59
2868
2868
2868
DEMU
DPJ
SBC
152
HSRA
06:33
SBC
08:10
60.59
2868
2868
2868
204778
134124
53176
35452
101116
Pass
SBC
UBL
470
SBC
Pass
UBL
SBC
470
TK
56917
Pass
SBC
SMET
274
52
56918
Pass
SMET
SBC
53
76505
DEMU
BNC
54
76506
DEMU
55
76553
56
76554
Train
DBU
No
101
49
56913
50
56914
51
Total
18
Replace with EMU
SBC
Arrival
2222
From Station
13
Distance
To
38.52
From
09:25
Existing Type
SBC
HUP
56524
Rakes
Requirement
07:53
Pass
48
Existing
Capacity
Strategy
To Station
Service Within CRS
Departure
Service
12
323868
1964
826.42
Rakes required to replace existing services (@ 1 per 500 Rake Km)
3.928
1.653
After adding 20% maintenance spare
4.714
1.984
26
Rounding off
159
RITES
Annexure: 5 Cost Estimates in a Nutshell
35 19.23
Stn
6 4.00
12 1.00
3 10.00
30 2.00
6 6.00
18 1.00
15
Stn
15 1.00
15
1.00
15 1.00
15 1.00
10
Line
10 4.00
40
5.00
50
10
Stn
20 4.00
40 1.00
10 10.00
36
Rake
0.08
36
Rake
2.5
90 7.51
15
Stn
24
Rake
2.5
5
6
7
8
9
10
11
12
Extension/ Rising
of PFs
Facilities at
Terminals
Addl. lines at
Stations
Facilities at Exg.
Stations
9 car EMUs (for
Replacing Exg.
services)
9 car EMUs (for
new services)
Developing New
Halt Stations
EMUs Conversion
(9 to 15 car)
Total cost of Sections

Note
Cost of Binny Mill Land is

not included in the
estimates
Qty
Qty
Qty
92.10
115
63
Amount
(Cr)
9 46.05
553
26.00 3.00
Qty
48 12.45
160
46.05
Amount
4 64.00
583
Total
Qty
13 128.00
36 5.35
0.75 16.00 1.25
SBCMYA
Amount
121 10.70
12 48.59
BYPLBWT
Qty
40 97.18
16.12
SBCBYPL
Amount
32.24
Km
SVDLKunigal
Qty
Km
0.75
Qty
1.25
4 Auto Signalling etc.
Amount
3 Electrification
Amount
194 48.59
Qty
16.12
Amount
Km
Amount
12
Qty
Rake
Amount
21
16 car MEMUs (for

1 replacing exg.
services)
2 Doubling
Amount
Per
Activity
YNKDBU
Amount
YNKBYPL
Qty
YNKCBP
Amount
YPRYNK
Qty
YPRTK
Rate
(in Cr)
Qty
S.
No
SBCYPR
Amount
BYPLHSRA
YPR-BYPL
105
177
2121
20.72
249 45.20
542
20.72
26 90.40
113
471
588
14 20.72
16 45.20
34 10.76
8 59.45
45 92.88
70 441
331
3 1.00
3 3.00
9 3.00
9 8.00
24 12.00
36 53
159
1.00
15 1.00
15
1.00
15 1.00
15
135
15
3.00
30 1.00
10 3.00
30 4.00
40 2.00
20 6.00
60 7.00
70 36
360
100 2.00
20 6.00
60 1.00
10 1.00
10 3.00
30 3.00
30 8.00
80 12.00
120 53
530
3 0.92
33 0.21
8 0.79
72
270 0.23
8 2.77
100 0.64
23 2.36
85 1.44
52 1.56
56 1.00
36 0.15
6 0.85
30 3.00
108 24
864
135 9.00
135 1.00
15 11.00
165 3.00
45 3.00
45 7.00
105 3.00
45 4.00
60 1.00
15 7.00
105 14.00
210 72
1080
60 7.51
180 0.31
7 3.69
89 0.85
20 3.15
76 1.44
35 1.56
37 1.00
24 0.15
4 0.85
20 3.00
72 26
624
582
1432
Phase Cost
1A
173
1
3831
2
2251
3
2504
Total
8759
63
790
146
28
1060
229
487
903
108
405
764
6969
Development of EMU cum MEMU maintenance shed at BAND --> 200

Development of additional pit lines at YPR -->
20
SBC yard remodelling duly including Binny Mill Land --> 370
Development of pit lines, PFs etc. (4 pit lines proposed in Phase 1A Balance 6 pit lines, stabling lines PFs etc.) at BYPLN --> 200
Developing Hejjala 4th Coaching Terminal--> 200
Bypass Line connecting DBU and CBP lines --> 300
Quadrupling between SBC and WFD --> 500
Total Cost (Sections Cost + Terminals Cost) 8759
160
RITES
Annexure: 6 EMU Rakes requirement for New Services

No of
Commuter
Services at
present
Additional
Services
required
EMUs required
for Additional
Services
10
10
1.858
18
16
0.171
64
14
18
2.304
From
To
Distance
(Km)
SBC
MYA
92.88
SBC
YPR
5.35
YPR
TK
YPR
YNK
12.45
0.1
YNK
BYPL
19.23
26
YPR
BYPL
16.12
28
0.903
YNK
DBU
20.72
34
1.409
YNK
CBP
46.05
26
2.395
BYPL
HSRA
48.59
80
7.774
10
SBC
BYPL
12
24
0.192
11
BYPL
BWT
58.21
18
12
SDVL
Kunigal
45.2
16
1.446
Total -->
440.8
106
266
Add 20% for maintenance spares -->
Total Requirement -->
19.552
3.910
24
Phase
1
2
Rakes
16
8
Total
24
(In phase 3, no additional rakes proposed. Only extension

of rakes from 9 to 15 cars is proposed)
161
RITES
162
RITES
Annexure: 7 Hourly Distribution of total scheduled trains running in CRS network at present
S.No
1
2
3
4
5
6
7
8
9
10
11
12
Section
5-6
6-7
7-8
8-9
9-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
TOTAL
SBC - MYA
MYA - SBC
SBC - YPR
YPR - SBC
YPR - TK
TK - YPR
YPR - YNK
YNK - YPR
BYPL - YNK
YNK - BYPL
BYPL - YPR
YPR - BYPL
YNK - DBU
DBU - YNK
YNK - CBP
CBP - YNK
BYPL/BYPLA - HSRA
HSRA - BYPL/BYPLA
SBC/BNC - BYPL
BYPL - SBC/BNC
BYPL - BWT
BWT - BYPL
SVDL - Kunigal
Kunigal - SVDL
2
1
0
0
0
2
0
0
1
2
1
2
0
3
0
0
0
1
1
5
0
2
0
0
1
1
2
0
3
1
0
2
0
0
1
0
1
2
0
0
1
2
3
3
4
5
0
0
2
1
1
1
1
1
1
1
0
1
1
1
1
1
0
1
1
1
2
2
1
2
0
0
1
0
0
1
1
1
1
1
0
0
0
3
2
3
0
0
0
1
2
5
3
3
0
0
1
1
1
0
1
2
0
4
1
0
1
0
0
3
1
0
0
0
3
2
4
2
0
0
1
0
0
0
1
1
0
2
0
0
1
1
0
2
0
0
0
0
2
1
4
4
0
0
2
2
1
2
0
1
0
0
0
2
1
1
0
1
0
0
0
0
0
3
3
1
1
0
0
0
0
1
1
1
0
0
0
1
0
0
1
2
0
0
0
0
1
3
1
1
0
0
1
1
2
1
2
0
1
1
1
0
0
1
1
0
0
0
0
1
2
1
1
0
0
0
0
2
0
0
0
1
1
0
1
0
0
0
2
0
0
0
0
0
3
1
2
3
0
1
1
1
0
1
1
1
0
0
1
0
2
1
1
1
0
1
0
0
1
0
1
2
0
0
1
1
2
0
1
0
1
1
0
0
0
0
3
2
0
0
1
0
2
2
2
1
0
0
0
1
0
1
1
1
3
0
1
1
0
0
3
0
0
0
0
1
5
1
6
0
0
0
1
2
1
0
1
0
1
1
1
0
0
0
1
1
1
0
1
1
4
2
2
3
0
0
1
2
0
1
1
1
1
0
1
0
0
1
2
0
0
0
1
0
3
3
3
4
0
0
1
1
0
1
0
2
2
0
1
1
3
0
3
1
0
0
1
0
2
1
2
3
0
0
0
1
4
1
3
1
0
0
0
1
0
0
2
1
0
0
2
1
2
3
0
2
0
0
16
18
14
11
18
17
12
13
9
9
11
11
23
23
2
2
8
9
38
38
39
38
1
1
163
RITES
Annexure: 8 Hourly distribution of commuter trains running at present

S.No
1
2
3
4
5
6
7
8
9
10
11
12
Section
SBC - MYA
MYA - SBC
SBC - YPR
YPR - SBC
YPR - TK
TK - YPR
YPR - YNK
YNK - YPR
BYPL - YNK
YNK - BYPL
BYPL - YPR
YPR - BYPL
YNK - DBU
DBU - YNK
YNK - CBP
CBP - YNK
BYPL/BYPLA - HSRA
HSRA - BYPL/BYPLA
SBC/BNC - BYPL
BYPL - SBC/BNC
BYPL - BWT
BWT - BYPL
SVDL - Kunigal
Kunigal - SVDL
5-6
6-7
7-8
8-9
9-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
TOTAL
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
1
0
1
0
0
1
0
0
0
0
0
0
0
0
0
1
1
0
2
0
1
2
0
0
0
0
0
1
1
0
1
1
0
0
0
0
1
1
0
0
0
1
1
2
0
2
0
0
1
1
1
0
1
1
0
1
1
0
0
0
0
0
1
0
0
0
2
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
1
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
1
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
1
0
1
0
1
0
1
0
0
0
0
0
0
0
1
0
1
0
0
0
0
1
1
0
0
1
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
2
0
1
0
0
0
0
0
1
1
1
0
0
0
1
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
1
1
0
1
0
1
0
0
0
0
0
0
0
1
0
1
0
2
2
2
1
0
0
1
1
0
1
0
1
1
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
5
7
7
6
6
3
3
1
1
0
0
2
2
2
2
3
3
13
10
10
10
1
1
164
RITES
Annexure: 9 Hourly distribution of assessed potential for introducing additional services after proposed investments
S.No
1
2
3
4
5
6
7
8
9
10
11
12
Section
SBC - MYA
MYA - SBC
SBC - YPR
YPR - SBC
YPR - TK
TK - YPR
YPR - YNK
YNK - YPR
BYPL - YNK
YNK - BYPL
BYPL - YPR
YPR - BYPL
YNK - DBU
DBU - YNK
YNK - CBP
CBP - YNK
BYPL/BYPLA - HSRA
HSRA - BYPL/BYPLA
SBC/BNC - BYPL
BYPL - SBC/BNC
BYPL - BWT
BWT - BYPL
SVDL - Kunigal
Kunigal - SVDL
5-6
6-7
7-8
8-9
9-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
TOTAL
0
1
0
2
1
1
0
1
1
2
0
1
1
2
1
2
2
3
1
0
1
1
2
2
1
3
1
2
1
3
1
2
1
2
1
2
1
3
1
2
2
3
1
1
1
0
2
2
2
3
1
2
1
3
1
2
3
2
1
2
1
3
1
2
2
3
1
2
1
2
2
2
2
3
1
2
1
3
1
2
2
2
1
2
1
2
1
2
3
3
1
0
1
1
2
2
2
2
1
2
1
3
1
1
1
2
1
2
1
2
1
2
3
4
1
0
0
2
2
2
2
3
1
2
1
3
1
1
1
3
1
1
2
2
1
2
3
3
1
2
1
1
2
2
1
1
1
0
2
1
1
1
1
1
1
1
2
2
1
2
3
3
1
1
2
2
1
2
3
2
1
0
1
2
1
1
1
1
1
0
1
1
1
2
3
1
1
1
1
1
1
1
1
1
0
0
0
2
0
0
1
2
1
0
1
2
2
1
2
1
1
1
0
1
1
1
1
1
0
1
2
2
1
1
1
2
1
1
2
2
2
1
2
1
0
1
1
1
1
0
1
2
2
1
3
1
1
1
3
3
1
1
3
1
3
1
3
3
2
2
2
1
2
2
2
1
2
1
3
1
1
1
2
2
2
1
2
2
3
1
3
4
2
1
2
1
2
2
3
1
2
1
3
1
2
1
3
1
2
1
2
1
3
2
3
2
0
2
0
2
2
2
3
2
2
1
3
1
2
1
3
2
2
2
3
2
2
2
3
3
1
2
2
1
2
2
3
2
2
1
3
1
2
1
2
1
2
1
3
1
3
2
3
2
2
2
2
1
2
2
2
1
2
1
3
1
2
2
2
1
1
1
2
1
2
2
3
3
2
2
2
1
2
2
1
1
1
1
1
1
2
1
2
1
1
1
2
1
2
2
2
3
2
0
1
1
2
2
30
30
20
20
30
30
20
20
30
30
20
20
30
30
30
30
45
45
20
20
20
20
30
30
165
RITES
166
RITES
Final Report (June 2012)
Annexure: 10 ROBs with TVUs more than 50000

ROBs with TVUs more than 50000
Sl. No.
Section
Block
Section
LC
No.
Location
Attached
to Stn
Census
Dt
TVU
JTJ-SBC
BYPL-BNC
136
345/800-900
BYPL
Jun-06
1141760
SBC-MYA
HJL-BID
24
26/000-100
HJL
Jan-10
716416
SBC-MYA
HJL-BID
26
27/600-700
BID
Jan-10
715968
JTJ-SBC
WFD-KJM
133
337/300-400
SGWF
Dec-09
670444
SBC-TK
YPR-BAW
7/500 - 600
YPR
Feb-09
580420
YNK-DBU
RNN-DBU
27
33/600-700
DBU
Nov-09
475106
YNK-BYPL
CSDR-YNK
4/800-900
CSDR
Nov-09
411216
JTJ-SBC
BYPL-BNC
137
347/100-200
BYPL
Jun-07
366160
JTJ-SBC
KJM-BYPL
134
343/000-100
KJM
Dec-09
363617
10
JTJ-SBC
WFD YARD
131
332/000-100
WFD
Dec-09
305531
11
JTJ-SBC
DKN-WFD
130
330/200-300
WFD
Dec-09
283782
12
YNK-CBP
YNK-DHL
14
18/800-900
DHL
Nov '09
240000
13
SBC-MYA
SBC-NYH
4/500-600
SBC
Jan-10
239168
14
15
YPR-YNK
SBC-TK
YPR-YNK
KIAT-TK
11
40
15/700-800
67/700-800
YNK
TK
Sep '09
Dec '09
223460
193260
16
JTJ-SBC
BFW-TCL
120
298/100-200
TCL
Nov.09
190876
17
SBC-MYA
SBC-NYH
3/800-900
SBC
Jan-10
173504
18
JTJ-SBC
BWT-MZV
116
286/800-900
BWT
Nov.09
171116
19
20
SBC-MYA
YNK-BYPL
RMGM-CPT
CSDR-YNK
37
9
44/500-600
11/600-700
RMGM
CSDR
Jan-10
Nov-09
168128
166584
21
JTJ-SBC
DKN-WFD
129
325/400-500
DKN
Dec-09
159617
22
SBC-TK
KIAT-TK
41
68/600-700
TK
Jan '10
153031
23
YNK-DBU
YNK-RNN
21
24/600-700
RNN
Nov-09
140209
24
25
BYPL-HSRA
BYPL-HSRA
HLE - CRLM
HLE - CRLM
131
125
192/600-700
185/600-700
CRLM
HLE
Sep-09
Oct' 08
139936
138892
26
SBC-TK
GHL-DBL
16
26/800-900
GHL
Dec-09
134520
27
SBC-MYA
NYH-KGI
10
10/900-11/000
KGI
Jan-10
134112
28
YPR-BYPL
BAND - HEB
142
212/600-700
BAND
Nov-09
126568
29
YPR-YNK
YPR-YNK
8/600-700
YPR
Mar '08
120303
30
BYPL-HSRA
CRLM - BYPL
136
203/100-200
BYPL
Nov-09
117369
31
YPR-YNK
YPR-YNK
4A
8/100-200
YPR
Mar '08
115448
32
SBC-MYA
KGI-HJL
16
17/500-600
KGI
Jan-10
108432
33
YPR-YNK
YPR-YNK
10
12/300-400
YPR
Sep '09
105454
34
YNK-CBP
DHL-CBP
39
43/700-800
CBP
Nov '09
105000
35
SBC-TK
KIAT-TK
37
64/200-300
KIAT
Nov. 09
97585
167
RITES
Final Report (June 2012)
ROBs with TVUs more than 50000

Section
Block
Section
Attached
to Stn
Census
Dt
36
YNK-BYPL
CSDR-YNK
5/800-900
CSDR
Nov-09
90192
37
YNK-BYPL
CSDR-YNK
11
13/300-400
YNK
Nov-09
89136
38
BYPL-HSRA
HSRA-AEK
114
173/900-174/00
AEK
Oct' 08
83412
39
BYPL-HSRA
HSRA-AEK
104
160/000-100
HSRA
Nov-09
71622
40
BYPL-HSRA
AEK-HLE
120
182/400-500
HLE
Nov-09
68149
41
YPR-BYPL
BAND - HEB
144
213/800-900
BAND
Nov-09
66792
42
SBC-MYA
RMGM-CPT
47
55/200-300
CPT
Jan-10
66592
43
SBC-YPR
SBC-YPR
4/200-300
YPR
Feb-09
66080
44
SBC-MYA
SBC-NYH
1/900-2/000
SBC
Jan-10
65984
45
YPR-BYPL
BAND - HEB
144A
214/400-500
BAND
Nov-09
64124
46
SBC-TK
KIAT-TK
38
65/300-400
KIAT
Nov. 09
58150
47
SBC-TK
YPR-BAW
12/000-100
BAW
Feb-09
53960
48
YPR-YNK
YPR-YNK
11/300-400
YPR
Sep '09
53920
49
YPR-BYPL
BAND - HEB
143
213/200-300
BAND
Nov-09
52532
50
SBC-TK
KIAT-TK
39
66/200-300
KIAT
Jan '09
52160
51
52
SBC-MYA
YNK-DBU
SET-MAD
RNN-DBU
58
25
72/100-200
32/100-200
MAD
RNN
Dec.09
Nov-09
51470
50135
53
SBC-TK
HHL-KIAT
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Bangalore CRS Final Report

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Bangalore CRS Final Report

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Implementation of Commuter Rail System for Bangalore

DULT Government of Karnataka

Implementation of Commuter Rail System for Bangalore

Back Drop .......................................................................................................................... 1

Terms of Reference ............................................................................................................ 3

Approach and methodology adopted for this study ............................................................ 4

2 City Development Plans and Transport Plans .............................5

City Development plans ..................................................................................................... 5

Master plans / Development Plans/ Structure Plans for BMR .............................................. 6

BMR Revised Structure Plan (RSP), 2031 ............................................................................. 7

Population Projections and allocation in BMR RSP 2031 ................................................... 10

Existing Travel Patterns.................................................................................................... 11

Appraisal of city transport plans....................................................................................... 12

Wilbur Smith Associates Plans for the BMR ...................................................................... 12

Where is plan for Commuter Rail? .................................................................................... 13

Costs of Overlap with CRS ................................................................................................ 14

3 Commuter Rail System and its importance for Bangalore......... 16

Fundamental Questions ................................................................................................... 16

Leveraging the Strength of Indian Railways ...................................................................... 16

Potential in terms of Capacity .......................................................................................... 17

Potential in terms of Cheapest Alternative ....................................................................... 20

Potential to reach BMR .................................................................................................... 21

Potential in terms of Existing Backbone ............................................................................ 23

Comments and Suggestions ............................................................................................. 23

4 Rail system: Integrates City Core and Suburbs ........................ 24

Can CRS reach City Core and Sub-urbs? ............................................................................ 24

Extent of Commuter Rail System ...................................................................................... 24

IR Network overlap with other modes .............................................................................. 25

DULT Government of Karnataka

Implementation of Commuter Rail System for Bangalore

5 Demand Supply Assessment ................................................... 33

Rail Network is to be shared for 3 types of traffic ............................................................. 33

Demand for urban and suburban Commuters ................................................................... 33

Urban and suburban rail services Present supply position .............................................. 40

Demand for Non-suburban Trains .................................................................................... 40

Demand for Freight Services ............................................................................................ 41

All three streams of demand put together ........................................................................ 41

How realistic is the demand forecast? .............................................................................. 42

Bridging Suburban Demand - Supply gap.......................................................................... 43

6 CRS Implementation: Infrastructure Development .................. 45

CRS: Need for Integrated Assessment ............................................................................... 45

DULT Government of Karnataka

Implementation of Commuter Rail System for Bangalore

Advantage and Ease of Construction ................................................................................ 57

Sectional Strategies ......................................................................................................... 63

Station Strategies ............................................................................................................ 76

Directional Strategies for Terminating Trains ................................................................... 78

Commuters Handling Strategies at Stations...................................................................... 79

Rakes for Commuter Trains .............................................................................................. 80

Train Operation Plan ........................................................................................................ 83

Enhancement A continuous activity ............................................................................... 87

Airport Connectivity ......................................................................................................... 88

7 Land The Game Changer....................................................... 90

Land The crucial issue.................................................................................................... 90

Land along the Lines ........................................................................................................ 90

Land for developing stations specially new halts on the CRS........................................... 90

Binny Mills Land at SBC yard ............................................................................................ 90

DULT Government of Karnataka

Implementation of Commuter Rail System for Bangalore

Alternative solutions for Binny Mill land issue .................................................................. 92

Land for SBC-WFD quadrupling ........................................................................................ 94

Military Land at YPR ........................................................................................................ 95

Land for various ROBs/RUBs construction......................................................................... 95

Land for expansion of rail network to new geographical areas.......................................... 95