Implementation of Commuter Rail System For Bangalore: I Rites

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 i RITES

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 Potential in terms of Capacity .......................................................................................... 17
3.3.1 Capacity Assessment: Metro Vs CRS ................................................................................. 18
3.4 Potential in terms of Cheapest Alternative ....................................................................... 20
3.4.1 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
DULT Government of Karnataka ii RITES

4.5 Reverse Engineering......................................................................................................... 27
4.6 Locating Commuter Rail Terminals: Enter City Core or Terminate at Outskirts ................... 28
4.6.1 Commuter Needs ............................................................................................................ 28
4.6.1.1 Passenger Travel Patterns ................................................................................................ 29
4.6.1.2 Provision of alternate Public Transport ............................................................................ 30
4.6.1.3 Impact of forced transfers on service patronage .............................................................. 30
4.6.1.4 Development of BMR ...................................................................................................... 30
4.6.1.5 Indian Railways Considerations ........................................................................................ 31
4.6.2 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 Demand for urban and suburban Commuters ................................................................... 33
5.2.1 Macro estimates of trips by commuter rail in BMR ........................................................... 33
5.2.2 Assumptions for Estimating Population in CRS influence Zone in BMR .............................. 34
5.2.3 Assumption for Estimating the CRS Commuters demand .................................................. 36
5.2.4 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 Terminal Strategies.......................................................................................................... 46
6.3.1 Bangalore Terminal (SBC)................................................................................................. 46
6.3.1.1 Over View........................................................................................................................ 46
6.3.1.2 Platforms:........................................................................................................................ 47
6.3.1.3 Lie-Overs and Engine Reversals ........................................................................................ 48
6.3.1.4 Lengths of various Lines: The Operational constraints ...................................................... 50
6.3.1.5 Interconnectivity of Lines................................................................................................. 51
6.3.1.6 Yard Speeds ..................................................................................................................... 53
6.3.2 Yesvantpur Terminal ........................................................................................................ 54
6.3.3 Additional Terminals........................................................................................................ 55
6.3.4 Binny Mill Land Terminal: An extension to SBC terminal ................................................... 56
6.3.5 Baiyyappanahalli North: The Maintenance Terminal ........................................................ 57
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6.3.5.1 Advantage and Ease of Construction ................................................................................ 57

6.3.5.2 BYPLN needs to be a coaching terminal or maintenance terminal? ................................... 58
6.3.6 EMU Terminal.................................................................................................................. 59
6.3.7 Extension of Trains: Multi Terminals on MYS section ........................................................ 61
6.3.8 Hejjala 4th Coaching Terminal ........................................................................................... 61
6.3.9 Freight Terminals............................................................................................................. 62
6.4 Sectional Strategies ......................................................................................................... 63
6.4.1 Unidirectional Traffic in Mornings and Evenings ............................................................... 63
6.4.2 Criss-Cross movements at BYPL: Avoid by Flyovers ........................................................... 64
6.4.3 Criss-Cross Movements at YPR ......................................................................................... 67
6.4.4 Other Criss-Cross Movements .......................................................................................... 68
6.4.5 Automatic Signalling ........................................................................................................ 69
6.4.6 Speeds on Loop Lines....................................................................................................... 70
6.4.7 Electrification and Doubling ............................................................................................. 70
6.4.8 Minimizing goods trains on commuter lines ..................................................................... 71
6.4.9 Level Crossings – The Speed Breakers of the System: ....................................................... 73
6.4.10 Quadrupling .................................................................................................................... 76
6.5 Station Strategies ............................................................................................................ 76
6.5.1 Additional Lines and other facilities at CRS Stations.......................................................... 76
6.5.2 Additional halts on CRS .................................................................................................... 76
6.6 Directional Strategies for Terminating Trains ................................................................... 78
6.7 Commuters Handling Strategies at Stations...................................................................... 79

6.8 Rakes for Commuter Trains .............................................................................................. 80
6.8.1 Types of Rakes ................................................................................................................. 80
6.8.2 Three Car Vs Four Car Rakes ............................................................................................ 81
6.8.3 Other features of Rakes ................................................................................................... 82
6.8.4 RITES recommendations on Rakes ................................................................................... 82
6.9 Train Operation Plan ........................................................................................................ 83
6.9.1 Parameters ...................................................................................................................... 83
6.9.2 Capacity and Traffic Mix................................................................................................... 83
6.9.3 Operations Plan ............................................................................................................... 84
6.9.4 Integrating Present and Future services ........................................................................... 85
6.9.5 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 Binny Mills Land at SBC yard ............................................................................................ 90
7.4.1 Scenario without Binny Mills Land ................................................................................... 91
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7.4.2 Alternative solutions for Binny Mill land issue .................................................................. 92

7.4.3 Scenario with part Binny Mills Land ................................................................................. 93
th
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
8 Cost Estimates and Phasing of Investments ............................. 99

8.1 Overall CRS implementation Scheme in a Nutshell ............................................................ 99
8.1.1 Structural Activities ......................................................................................................... 99
8.1.2 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
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9.5.1 Fare Structure of Indian Railways ................................................................................... 121

9.5.2 Surcharge being levied in commuter rail systems of India............................................... 122
9.5.3 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 Special Purpose Vehicle .................................................................................................. 134
10.6.1 SPV Model ..................................................................................................................... 134
10.6.2 Debt and Equity ............................................................................................................. 135
10.6.3 Viability Gap Funding ..................................................................................................... 136
10.6.4 Stake Holders ................................................................................................................ 137
10.6.5 Projects Identification and Sanction ............................................................................... 138
10.6.6 Execution of the Projects and O&M ............................................................................... 139
10.6.7 Fare Structure and Sharing of Revenues ......................................................................... 139
10.6.8 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
DULT Government of Karnataka vi RITES

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: 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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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
DULT Government of Karnataka ix RITES

Implementation of Commuter Rail System for Bangalore List of Abbreviations
List of Abbreviations
BBMP Bruhat Bangalore Maha Palike
BCRC Bangalore Commuter Rail Corporation
BDA Bangalore Development Authority
BEML Bharath Earth Movers Limited
BIAL Bangalore International Airport Limited
BMR Bangalore Metro Railway
BMR RSP Bangalore Metro Railway Revised Structure Plan
BMRDA Bangalore Metro Regional Development Authority
BMTC Bangalore Metro Transport Corporation
CIDCO City and Industrial Development Corporation
CRS Commuter Rail System
DEMU Diesel Electrical Multiple Unit
EMU Electrical Multiple Unit
FOB Foot Over Bridge
GoAP Government of Andhra Pradesh
GoI Government of India
GoK Government of Karnataka
GoM Government of Maharashtra
GPS Global Positioning System
HMDA Hyderabad Metro Development Authority
IB Intermittent Block
ICF Integral Coach Factory
IR Indian Railways
KRCL Konkan Railway Corporation Limited
LCs Level Crossings
LPA Local Planning Authority
MEMU Mainline Electrical Multiple Unit
MMTS Multi Model Transport System
MoR Ministry of Railways
MoU Memorandum of Understanding
MRVC Mumbai Rail Vikas Corporation
NICE Nandi Infrastructure Corridor Enterprises
O&M Operations and Maintenance
ROB Road Over Bridge
RUB Road Under Bridge
SPV Special Purpose Vehicle
SWR South Western Railway
TVUs Train Vehicle Units
WSA Wilbur Smith Associates
DULT Government of Karnataka x RITES

Implementation of Commuter Rail System for Bangalore Alphabetical List of Stations
Alphabetical List of Stations

S. No Code Station Name S. No Code Station Name
1 AEK Anekal Road 32 KGI Kengeri
2 AVT Avatihalli H 33 KHLL Ketohalli H
3 BAND Banaswadi 34 KIAT Kyatsandra
4 BAW Chikbanavar 35 KJM Krishnarajapuram
5 BFW Byatrayanahalli 36 LOGH Lottegollahalli H
6 BID Bidadi 37 MAD Maddur
7 BLRR Belandur Road H 38 MDLL Muddalinganahalli H
8 BNC Bangalore Cantt 39 MLO Malur
9 BNCE Bangalore East 40 MWM Malleswaram
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 ORH Oddarahalli
RMG
18 DBS Dobbspet H 49 Ramanagaram
M
19 DBU Dodballapur 50 RNN Rajankunti
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 SGT Satellite Goods Terminal
24 GNB Jnana Bharthi H 55 TCL Tyakal
25 HEB Hebbal 56 TK Tumkur
26 HHL Hirehalli 57 TLS Betthalsoor H
27 HJL Hejjala 58 VTE Venkatagiri Kote H
28 HLE Heelalige 59 WFD Whitefield
29 HNK Hanakere 60 YNK Yelahanka Jn
30 HSRA Hosur 61 YPR Yesvantpur Jn
31 KDGH Kodigehalli H
DULT Government of Karnataka xi RITES

Implementation of Commuter Rail System for Bangalore Final Report (August 2012)
1 Prologue
1.1 Back Drop
Bangalore, the capital of south Indian state Karnataka is India‟s fifth largest and
a rapidly growing metropolis. It is known world over as India‟s Garden City and
Silicon Valley. What started as a pensioner‟s 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 India‟s 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
Area Decadal Growth

Population Density (per SqKm)
No District (Sq. Rate (%)
Km) 2001 2011? (91-01) (01-11) 2001 2011
1 Bangalore 2174 6537124 9588910 35.09 46.68 2985 4378
2 Bangalore Rural 2295 850968 987257 18.60 16.02 380 441
3 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
DULT Government of Karnataka 1 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. Mumbai‟s modal share of its public
transport can be seen as under:
Table: 1.2 Modal Splits Comparison with Mumbai
Mumbai Bangalore
Mode
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%
Total 100% 100%
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:
1
source: http:// www.bmtcinfo.com/ site/ BSBmtc At Glance.jsp

Table: 1.3 Past studies on CRS - Bangalore
Sl.No Study Year Remarks

Recommended 24 Km of metro, 3 commuter rail
1 Study by Southern Railway 1983
lines and 58 Km ring rail over 25 years period.
Comprehensive Traffic Suggested many improvements to roads &
2 1988
Study by RITES railways.
Committee appointed by Reiterated Southern Railway recommendations of
3 1993
GoK 1983.
Intermodal Survey for Recommended to strengthen existing rail corridors
4 2002
Commuter Rail in Bangalore in Bangalore City.
RITES survey for Local Trains Recommended strengthening of existing Rail
5 2007
(CTTP 2007) Corridors of Bangalore.
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 Description
1 Review City and Transport Plans
 Review of city master plans and future projections of growth
 Review of city transport plans
2 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
3 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

No Description
 Suggest suitable measures to enhance the terminal capacity
4 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.
5 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.
6 Infrastructure investment requirements
 Provide a phased plan for an estimate of broad costs for developing the
infrastructure
7 Institutional Management
 The Management, Operations and Maintenance of the Commuter Rail
System
 Identification of fare structure
1.3 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.

2 City Development Plans and Transport Plans

2.1 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: 2.1BBMP, BDA and BMR Boundaries Figure: 2.2 LPAs in BMR
Table: 2.1 Authorities functioning within BMR
Area in
No Authorities functioning within Bangalore Metropolitan Region [BMR]
Sq. Km.
1 Bangalore Development Authority [BDA] (incl. of BBMP) 1219.50

Bangalore – Mysore Infrastructure Corridor Area Planning Authority
2 426.24
[BMICAPA]
3 Ramanagaram-Channapatna Urban Development Authority[RCIDA] 63.06
4 Anekal Planning Authority [APA] 402.30
5 Nelamangala Planning Authority [NPA] 735.00

Area in
No Authorities functioning within Bangalore Metropolitan Region [BMR]
Sq. Km.
6 Magadi Planning Authority [MPA] 501.52
7 Hoskote Planning Authority [HPA] 535.00
8 Kanakapura Planning Authority [HPA] 412.78
9 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 [IZ’s BMR] 2455.00
Total 8005.00
2.2 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.

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.

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.

Figure: 2.4 Land utilisation zoning

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.

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.

Table: 2.3 Share of various modes of transport
S.No Travel Mode Share

1 Walk 34.0%
2 Bicycle 4.5%
3 Taxi 0.5%
4 Auto 4.6%
5 Maxi Cab 0.5%
6 Two Wheeler 21.4%
7 Car/Van 4.5%
8 Public Transport 30.0%
Total 100%
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.

Table: 2.4 Phasing of Investments (WSA recommendations)
Term Phase-I Phase-II Phase-III Total

Short 66 0 0 66
Medium 1529 847 0 2376
Long 15880 29543 25368 70791
Total 17475 30390 25368 73233
Table: 2.5 Total investment program for long term scheme (WSA recommendations)
Assumed
Amount
Unit Rate
Item Unit Quantity (Rs. In
(Rs. In
crores)
crores)
Metro Km 250 95.7 23930
Mono Rail Km 150 213.1 31964
BRT /High Density Dedicated
Km 15 393.315 5900
Bus
Bus Corridor 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 8 80
Bus Terminals No. 4 12 48
Total→ 70791
Table: 2.6 Phasing of total investments (WSA recommendations)
Phase 1 Phase 2 Phase 3

Schemes Total
(2010 – 2015) (2016 – 2021) (2022 – 2031)
Rs. In Crores
Total 17475 30390 25368 73233
% 24% 41% 35% 100%
2.8 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

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)
Estimated Cost
S.No Corridor Length Km
(in Rs. Crores)
1 Kengeri – Ramanagaram 32.0 480
2 Baiyyappanahalli – Hosur 41.0 615
3 Yeshvantpur – Tumkur 64.0 960
4 Yelahanka – Dodballapur 24.0 360
Total 161.0 2415
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

Less 1 to Value of Overlapping Section
2 to 3
S.No than 1 2 0 to 1 1 to 2 2 to 3
Kms
Km Kms 80% 60% 40%
Metro Rail 29 49 55 5800 7350 5500
Mono Rail 14 23 23 1680 2070 1380
BRT 50 76 98 600 684 588
HSRL 7 11 26 1400 1650 2600
Total 100 159 202.00 9480 11754 10068

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.

3 Commuter Rail System and its importance for

Bangalore
3.1 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.
Mumbai‟s 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
quadrupling, 5 line, 6th line etc. In fact, capacity enhancement of any system
th
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.

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 world‟s 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, IR‟s 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:

Table: 3.1 Capacity comparison of different modes
Rail Metro BRT

(Double Line) (Double Line) (Bi-Directional)
Average Speed 40 to 70
25 to 55 25 to 50
(Kmph) 36 to 40@
Maximum Peak
Throughput 60000 40000 20000
(passengers/Hr)
Average Cost per Km
15 250 14
(Rs Crores)
Investment in Lakhs
of Rupees/Passenger 0.03 0.61 0.07
Km / Hr / Direction
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.

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 station‟s 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.

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 Bangalore‟s public transport commuter
demand.
With an Investment of about Rs 8000 to 9000 Cr:
25 x 440 x 15 x 200
𝑃𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟𝑠 𝑡ℎ𝑎𝑡 𝑐𝑎𝑛 𝑏𝑒 ℎ𝑎𝑛𝑑𝑙𝑒𝑑 = 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.

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

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 GoK‟s 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
Average Trip Length

Mode Source
(km)
BMTC 10.8 WBA report June 2010
Metro 6 to 7 BMRCL project report

IR
33.8 IR year book 2010-11
(Suburban network)
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.

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 Railway‟s
potential and integrate the rail system with the city‟s commuter system to satisfy
the public needs.

4 Rail system: Integrates City Core and Suburbs

4.1 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:

Table: 4.1 CRS Network in Bangalore
S.No From To Distance (Km)
1 Bangalore Mandya 92.88

2 Bangalore Yesvantpur 5.35
3 Yesvantpur Tumkur 64.00
4 Yesvantpur Yelahanka 12.45
5 Yelahanka Baiyyappanahalli 19.23
6 Yesvantpur Baiyyappanahalli 16.12
7 Yelahanka Dodballapur 20.72
8 Yelahanka Chikballapur 46.05
9 Baiyyappanahalli Hosur 48.59
10 Bangalore Bangarapet 70.21
11 Soldevanhalli Kunigal 45.2@
Total → 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
Within 1 Km from IR Network

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


High Total
S.No From To Km Mono Bus Metro %
BRT Speed Rail Overlap
Rail Corridor Rail Overlap
Link (Km)
1 SBC MYA 92.88 36.63 12.20 48.83 53%
2 SBC YPR 5.35 5.35 5.35 100%
3 YPR TK 64.00 3.50 3.50 5%
4 YPR YNK 12.45 3.64 5.00 8.64 69%
5 YNK BYPL 19.23 6.00 6.00 31%
6 YPR BYPL 16.12 14.00 6.00 20.00 124%
7 YNK DBU 20.72 20.31 20.31 98%
8 YNK CBP 46.05 9.90 5.61 15.51 34%
9 BYPL HSRA 48.59 9.41 4.63 14.04 29%
10 SBC BWT 70.21 15.00 15.00 21%
11 SVDL Kunigal 45.2 0.00 0%
Total→ 440.80 Total→ 157.18 36%

High
Total
S.No From To Km Mono Bus Speed Metro %
BRT Overlap
Rail Corridor Rail Rail Overlap
(Km)
Link
1 SBC MYA 92.88 36.63 12.20 48.83 53%
2 SBC YPR 5.35 4.10 5.35 9.45 177%
3 YPR TK 64.00 12.00 10.00 22.00 34%
4 YPR YNK 12.45 3.64 9.30 12.94 104%
5 YNK BYPL 19.23 11.42 11.42 59%
6 YPR BYPL 16.12 14.00 6.00 20.00 124%
7 YNK DBU 20.72 20.31 20.31 98%
8 YNK CBP 46.05 14.00 12.90 26.90 58%
9 BYPL HSRA 48.59 9.41 4.63 14.04 29%
10 SBC BWT 70.21 5.00 15.00 20.00 28%
11 SVDL Kunigal 45.2 0.00 0%
Total→ 440.8 Total→ 205.89 47%
Table: 4.5 IR Network parallel to other modes of transport
Parallel to IR Network (Km)
No Mode Length in Kms Within 1 Km Within 2 Km Within 5 Km

29.08 48.68 55.18
1 Metro Rail 114.35
25% 43% 48%
49.85 76.48 103.00
2 BRT 393.3
13% 19% 26%
14.07 23.41 23.41
3 Mono Rail 213.20
7% 11% 11%

Parallel to IR Network (Km)
No Mode Length in Kms Within 1 Km Within 2 Km Within 5 Km

0.00 0 0.00
4 Bus Corridor 324.40
0% 0% 0%
7.30 10.61 26.30
5 High Speed Rail Link 35.00
21% 30% 75%
1080.25 100.30 159.18 207.89
Total→
9% 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 city‟s
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
I 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 consultant‟s 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

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

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 →
Estimated
Originating SBC YPR BYPL BWT HEB TK MYA HSRA DBU CBP
From↓
Commuters per
Day ↓
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.

 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.

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

bus or auto or so to take the train. All stations need to be developed

accordingly to cater for this transit. 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 man‟s 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.

5 Demand Supply Assessment

5.1 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:

 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 (BMRDA‟s „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
3
Wilbur Smith’s Draft Final Report, Comprehensive Traffic and Transportation Study for the BMR)

were identified into districts they came under and the population density
of the districts as per census 2011 is taken:
 Wilbur Smith’s Draft Final Report, Comprehensive Traffic and Transportation Study for the BMR)
Table: 5.1 Population density in 2011
Area Density (per Sq. Km)

BBMP 10592.5
Bangalore District 4378
Bangalore Rural District 441
Ramanagara District 303
Mandya District 365
Tumkur District 253
Kolar District 384
Chikballapur District 298
Source: http://www.censusindia.gov.in/2011-prov-
results/prov_data_products_karnatka.html
 Decadal growth rate of population is assumed as:
Table: 5.2 Assumed decadal growth rate of population
Area BMR BBMP Rest of the Area

2011 – 2021 29.14% 25.29% 39.43%
2021 – 2031 26.77% 25.29% 30.40%
 Distance of each section is split into various districts as under:
Table: 5.3 Split of each section district wise
Distance in various Districts (Kms)

Ramanagara
Bangalore
Bangalore
Distance
Mandya
Tumkur
BBMP
(Kms)
Kolar
Rural
Total
No From To
1 SBC MYA 12.3 11 46 23.58 92.88
2 SBC YPR 5.35 5.35
3 YPR TK 7.9 13 31.1 12 64
4 YPR YNK 12.45 12.45
5 YNK BYPL 19.23 19.23
6 YPR BYPL 16.12 16.12
7 YNK DBU 3.8 10.92 6 20.72

Distance in various Districts (Kms)
Ramanagara
Bangalore
Bangalore
Distance
Mandya
Tumkur
BBMP
(Kms)
Kolar
Rural
Total
No From To
8 YNK CBP 2.2 13.8 30.05 46.05
9 BYPL HSRA 13.4 35.19 48.59
10 SBC BYPL 10.76 10.76
11 BYPL BWT 10.9 18 30.55 59.45
12 SDVL Kunigal 16 7.2 16 6 45.2
Total → 114.41 99.91 92.35 62 23.58 18 30.55 440.8
 Typical modal split of commuter traffic in Mumbai4.
Table: 5.4 Modal split of commuter traffic in Mumbai
Mode Trips (Millions) Share

Rail 6.5 46%
Bus 4.7 34%
Autos etc. 1.4 10%
Personal Cars etc. 0.7 5%
Walk 0.7 5%
Total → 14.0 100%
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 PCTR Source

2011 1.00 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:
4
Source: http:// essay 535. blogspot.in / 2008/03/some-reflections-on-transport-problems.html

Table: 5.6 Modal share Vs trip lengths
Trip Two Three

Bus Car Cycle Walk Total
Length Wheeler Wheeler
0–2 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 42% 7% 29% 12% 2% 8% 100%
Average
Trip 14.99 11.59 8.02 8.59 3.88 1.01 10.57
Length
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.
o 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.
o 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.

 The three scenarios discussed above are summarised as under:
Table: 5.7 The three scenarios
Low Medium High
BBMP Other Area BBMP Other Area BBMP Other Area

Catchment
Catchment
Catchment
Catchment
Catchment
Catchment
Trip Rate $
Per Capita
Share of
Share of
Share of
Share of
Share of
Share of
Modal
Modal
Modal
Modal
Modal
Modal
Year
CRS
CRS
CRS
CRS
CRS
CRS
2011 1.00 1 Km 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%

$
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)
Assessed Demand (Scenario : Low)

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

Table: 5.9 Assessed Commuter Rail Trips (Scenario: Medium)
Assessed Demand (Scenario : Medium)

Distance in (Commuter Rail Trips)
No From To Share
Kms
2011 2021 2031
1 SBC MYA 92.88 82620 122663 183992 13%
2 SBC YPR 5.35 11334 15620 22772 2%
3 YPR TK 64.00 75668 113451 170779 12%
4 YPR YNK 12.45 8050 11095 16175 1%
5 YNK BYPL 19.23 40739 56146 81853 6%
6 YPR BYPL 16.12 34150 47065 68615 5%
7 YNK DBU 20.72 48413 73001 110111 8%
8 YNK CBP 46.05 63595 96813 146523 11%
9 BYPL HSRA 48.59 151637 228155 343875 25%
10 SBC BYPL 10.76 22795 31416 45800 3%
11 BYPL BWT 59.45 38827 55958 83017 6%
12 SDVL Kunigal 45.2 47754 73241 111137 8%
Total → 440.8 625582 924624 1384649 100%
Table: 5.10 Assessed Commuter Rail Trips (Scenario: High)
Assessed Demand (Scenario : High)

(Commuter Rail Trips)
Distance in
No From To 2011 2021 2031 Share
Kms
1 SBC MYA 92.88 117298 175851 264700 13%
2 SBC YPR 5.35 11334 15620 22772 1%
3 YPR TK 64.00 120125 181636 274242 14%
4 YPR YNK 12.45 8050 11095 16175 1%
5 YNK BYPL 19.23 40739 56146 81853 4%
6 YPR BYPL 16.12 34150 47065 68615 3%
7 YNK DBU 20.72 53290 80481 121462 6%
8 YNK CBP 46.05 97865 149374 226279 11%
9 BYPL HSRA 48.59 280955 426493 644835 32%
10 SBC BYPL 10.76 22795 31416 45800 2%
11 BYPL BWT 59.45 67576 100051 149924 7%
12 SDVL Kunigal 45.2 50486 77432 117496 6%
Total → 440.8 904663 1352660 2034153 100%
From the above tables, it can be seen that most important sections from
commuter‟s 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).

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:
Table: 5.11 Suburban rail services – Supply position
Passengers
Capacity
(@ 150 per
Distance (Km)
coach in No of
No of @ Total
case of Passenger passeng
Commuter Coaches
S.No Sector From To passenger Km being er trips
Services at being run
coach and Run being
present at present
200 in case served #
of DEMU/
MEMU
coach)
1 MYA SBC MYA 92.88 10 114 17100 1588248 46990
2 YPR SBC YPR 5.35 18 204 30600 163710 4843
3 TK YPR TK 64 14 164 24600 1574400 46580
4 HEB YPR YNK 12.45 6 62 9300 115785 3426
5 HEB YNK BYPL 19.23 2 16 3200 61536 1821
7 DBU YNK DBU 20.72 4 48 7200 149184 4414
8 CBP YNK CBP 46.05 4 30 5300 244065 7221
9 HSRA BYPL HSRA 48.59 6 62 10100 490759 14519
10 BYPL SBC BYPL 12 24 242 40000 480000 14201
11 BWT BYPL BWT 58 20 198 34600 2006800 59373
Total → 108 1140 182000 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.

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

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

19 Lacs
33.7 Lacs
DMRC (Maximum: 22 Lacs on 01/08/12)
(by 2009)
(Over 187 Km network)
Hyderabad MMTS 3 Lacs 1.6 Lacs
10.2 Lacs (by 2011) Not known as very short stretch is

BMRCL
16.1 Lacs (by 2021) 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 : 16.1 Lacs (by 2021)

Length of metro network : 114.4 Km (Phase I & II
together)

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:

: 440.8 Km
Total length
Length falling in urban districts (50%) : 220.4 Km
Length falling in rural districts : 220.4 Km
Demand in 2021 = (220.4 x 0.141) + (220.4 x
0.141÷10)
= 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:

Table: 5.14 Assessment of additional services required to bridge demand supply gap
Commuter
Assessed Balance
Commuter Trips after
No of Commuter requiremen Additional
Trips upgrading Additional
Distance Commuter trips (2021) t to be met Services
From To generated present Services
(Km) Services at for Demand by $ rounded
by existing services to Required
present High additional off &
Services @ EMUs /
Scenario Services
MEMUs $
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 6 11095 3426 5304 5791 4.367 4
5 YNK BYPL 19.23 2 56146 1820 4096 52050 25.413 26
6 YPR BYPL 16.12 0 47065 0 1470 45595 27.412 28
7 YNK DBU 20.72 4 80481 4412 4412 76069 34.469 34
8 YNK CBP 46.05 4 149374 7222 19622 129752 26.454 26

9 BYPL HSRA 48.59 6 426493 14520 14520 411973 79.320 80
10 SBC BYPL 12 24 31416 14112 21884 9532 7.458 8
11 BYPL BWT 58.21 18 100051 59382 97922 2129 0.343 0
12 SDVL Kunigal 45.2 0 77432 0 0 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.

6 CRS Implementation: Infrastructure Development

6.1 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

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.

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.

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:

Table: 6.2 Rakes lie over at SBC
Trains that need no Trains that need Trains that need Primary
Maintenance Secondary Maintenance Maintenance
(Lie-Over required : 5 Minutes) (Lie-Over required: 3 Hrs.) (Lie-Over required: 7 Hrs.)
Engine Reversal
needed?  Yes No Yes No Yes No
Lie-Over ↓
≤ 30 Minutes 8 23
> 30 Mts ≤ 1 Hr 4 4
> 1 Hr ≤ 2 Hr 6
> 2 Hr ≤ 4 Hr 5
> 4 Hr ≤ 6 Hr 1 1
> 6 Hr ≤ 8 Hr
> 8 Hr ≤ 10 Hr 2 8
> 10 Hr ≤ 12 Hr 3 2 3
> 12 Hr ≤ 14 Hr 2 2 5
> 14 Hr ≤ 16 Hr 2
> 16 Hr ≤ 18 Hr 3
> 18 Hr ≤ 20 Hr 1
Total → 26 33 4 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

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) Length (in Vehicles) Present Utilisation
1 PF-1 659 26 Coaches 63%
2 PF-2 589 24 Coaches 100%
3 PF-3 572 24 Coaches 46%
4 PF-4 598 24 Coaches 71%
5 Stabling Line 476 19 Coaches
8 PF-5 559 24 Coaches 63%
9 PF-6 495 20 Coaches 71%
10 PF-7 462 19 Coaches 45%
11 PF-8 570 23 Coaches 71%
12 PF-9 625 26 Coaches 42%
13 PF-10 602 25 Coaches 63%
85%
92%
3 Pit Lines : 24 Coaches Each
79%
Pit Lines 2 Pit Lines : 21 Coaches Each
60%
1 Pit line : 18 Coaches
75%
75%
At YPR End : 24 Coaches
Shunting Neck
At BWT End : 26 Coaches
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

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
Entry/Exit towards Entry/Ext towards MYS Entry/Exit towards YPR

PF
BYPL end end
1 Yes No No
2 Yes No No
3 Yes No No
4 Yes No No
5 Yes Yes No
6 Yes Yes No
7 Yes Yes No
8 No Yes Yes
9 No Yes Yes
10 No Yes Yes
Trains Arriving from
49 20 23
this direction 
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.

 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
Terminated
Train No From To
Station Time
66533 BWT KJM KJM 19:10:00
66534 KJM BWT KJM 19:30:00
76506 KQZ BNC BNC 09:40:00
76507 BNC BWT BNC 11:00:00
76508 BWT BNC BNC 17:20:00
76505 BNC KQZ BNC 17:55:00

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.

 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
Present (if above cited measures are
implemented)
10 14 or 15
Platforms (different lengths and (More or less full length
without universal R&D) and universal R&D)
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.

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

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

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.

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 Railway‟s 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

Present
measures are taken
Platforms 0 5
Capacity
(commuter and long 0 70 Pairs
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.

 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,
passenger‟s 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.

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.

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.

 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

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

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
commuter‟s 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:

Table: 6.8 Criss-cross movements of trains in BYPL area
To →
Bangarapet Bangalore Yelahanka Hosur Hebbal
From ↓
Infringes Infringes
Bangalore- Bangalore-
Bangarapet Bangarapet
Bangarapet - Main Line No Connection
trains. trains.
Flyover Flyover
required required
Infringes
Bangarapet-
Direct Bangalore Direct
Bangalore Main Line -
Connection. trains. Connection
Flyover
required
Infringes
Bangalore-
Direct Bangarapet No
Yelahanka - No Connection
Movement trains. Flyover Connection.
required (via
Channasandra)
Direct
Hosur No Connection No Connection - Fly over exists
Movement
Direct Direct Direct Already Fly
Hebbal -
Connection Connection Connection 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. Automatic Signalling is also contemplated for any
commuter rail system. 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.

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. Typical

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 →
Yesvantpur Tumkur Yelahanka Hebbal
From ↓
Direct Direct Direct
Yesvantpur -
Connection Connection Connection
Direct Direct Infringes YPR-
Tumkur -
Connection Connection. HEB line
Direct Infringes TK-YPR No Connection
Yelahanka -
Connection line exists
Infringes YPR-
Direct No connection
Hebbal YNK line and TK- -
Connection exists
YPR line
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 →
Yesvantpur Tumkur Yelahanka Hebbal
From ↓
Yesvantpur -
Connection Connection Connection
Tumkur -
Connection Connection. Connection
Direct Infringes TK-YPR No Connection
Yelahanka -
Direct Infringes TK-YPR No connection
Hebbal -

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 network‟s 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.

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
Absolute Block Signalling

Automatic Signalling
(Existing system)
Signals spacing 4 to 6 Km
2 Km or even less
along the track (Distance from one station to another)
After previous train reaches the next After previous train passes the
Train can start
station signal ahead
Operation of Operated by staff as soon as train Gets automatically operated as
Signal passes the signal 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)

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. Without full

electrification, EMUs cannot be introduced in all sections. Maintenance of

diesel locomotives and electric locomotives need 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 Electrification
Sanctioned Sanctioned
To be sanctioned To be sanctioned
(in order of priority for (in order of priority for
(in order of priority) (in order of priority)
execution) execution)
1. Yeshvantpur – 1. Yelahanka – 1. Kengeri – Mysore 1. Bangalore -
Yelahanka (13 Km) Dodballapur (22 Km) (126 Km) Yeshvantpur - Tumkur
2. Yeshvantpur – 2. Yeshvantpur – (70 Km).
2. Yelahanka – Baiyyappanahalli (18 Yelahanka (13 Km) 2. Soldevanhalli –
Channasandra (14 Km) Km) 3. Yelahanka – Kunigal (45.2 Km)
3. Banaswadi – Hosur Channasandra (14 Km) 3. Yeshvantpur -
3. Ramanagara- Mysore (54 Km) 4. Yelahanka – Banaswadi – Hosur
(94 Km) 4. Yelahanka – Dodballapur (22 Km) (along with doubling)
Chikballapur (47 Km) 5. Yeshvantpur - (67 Km)
5. Soldevanhalli – Chikbanavar (8 Km) 4. Yelahanka –
Kunigal (45.2 Km) 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

running of commuter trains as well as long distance trains. Therefore, to

minimize the effect of goods trains on CRS routes, the 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.

 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
Average spacing of
Section Length (Kms) manned Level Crossings
(Kms)
YPR-YNK 12.45 1.78
YPR-BYPL 16.11 1.79
YNK-DBU 20.72 1.88
SBC-MYA 92.88 2.32
BYPL-HSRA 48.59 2.56
YNK-BYPL 16.12 2.69
YNK-TK 64.00 2.78
YNK-CBP 46.05 4.61
SBC-YPR 5.35 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
From To than 4 3 to 4 2 to 3 1 to 2 50000 and 25000 and
(Kms) 25000
lakh lakhs lakhs lakhs 1 lakh 50000
SBC BWT 70.21 2 3 1 3 1 4 14
SBC MYA 92.88 2 1 4 3 3 26 39

Section Manned Level Crossings with TVUs

Greater Between Between Between Between Between
Distance Less than Total
From To than 4 3 to 4 2 to 3 1 to 2 50000 and 25000 and
(Kms) 25000
lakh lakhs lakhs lakhs 1 lakh 50000
SBC YPR 5.35 1 1
YPR TK 64.00 1 3 5 2 12 23
YPR YNK 12.45 1 3 1 1 6
YPR BYPL 16.11 1 3 3 5 12
YNK DBU 20.72 1 1 1 6 2 11
YNK CBP 46.05 1 1 1 7 10
YNK BYPL 16.12 1 1 2 1 1 6
BYPL HSRA 48.59 3 3 4 9 19
Total → 7 3 4 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 anybody‟s 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. Even a couple of minutes early/late
matters for the commuters. 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

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 3
06-07 2
07-08 1
09-10 8
10-11 3
11-12 1
12-13 6
Total → 24
The snail pace of ROB‟s 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
http://www.konkanrailway.com/node/610
6
Hon’ble Minister for Railways Sri Dinesh Trivedi’s 12-13 Railway Budget Speech

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:

 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 Stations in Double Stations in Double Stations in Single

Quadruple lines Line with Line with Line with
Spacing of
with Automatic Automatic conventional conventional
Stations
Signalling Signalling Signalling Signalling
(Mumbai) (Mumbai) (Bangalore CRS) (Bangalore CRS)
Less than 1 Km 3 3 0 0
4% 4% 0% 0%
1 to 2 Km 21 12 1 0
29% 18% 2% 0%
2 to 3 Km 8 9 5 2
11% 14% 13% 9%
More than 3 Km 41 42 33 20
56% 64% 85% 91%
Total → 73 66 39 22
100% 100% 100% 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.

 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 YPR
BWT SBC
HSRA YPR and SBC
MYS SBC
TK YPR
CBP YPR

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

 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
Normal Passenger Rakes MEMU/DEMU Rakes EMU rakes

Average Speed
36.8@ 38.5# 40.2@
(KMPH)
Engine Reversal Required Not Required Not Required
Terminal 30 minutes to 1 Hr or
10 to 20 minutes 5 to 10 minutes
Detention even more
Width of Coach 10 feet 10 feet 12 feet
They are made for It is nothing but normal Made especially for commuter
Rake Design normal long distance passenger rake except the travel with more space for
travel. Toilets, interior seating. Seating is standing, no toilets, wider

Normal Passenger Rakes MEMU/DEMU Rakes EMU rakes

arrangements for changed to suit sitting entry/exit etc.
luggage, lying down etc. passengers.
are available.
Platforms and other structures
along the route need to be
Suitable to run on any Suitable to run on any
Suitability checked and
existing sections existing sections
modified/changed wherever
required due to its more width
Provision of
Provided Not generally provided Not provided
Toilets
Narrow entries and very
Wider entries and passengers
uncomfortable if more More or less same as
Entrain / Detrain can entrain and detrain very
passengers need to normal passenger rakes
fast
entrain/detrain at a time
Normal Sitting : 80
Normal Sitting : 100
Over Crowding : Very Normal sitting : 120
Capacity Typical Over Crowding :
uncomfortable for Over Crowding : 300 to 350
200 to 250
standing
About 50 to 60% higher
than normal passenger
Cost Lower rakes. Higher
About 10 to 20% lower
than EMUs
Overall Low Transit Systems Medium transit systems 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.

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

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 Mumbai‟s suburban system barring a few
differences as under:

 Mumbai‟s 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

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
Peak period Off peak period

Lean period
Phase (800 to 1100 & (Remaining 12
(23-5)
1700 to 2000) hours)
To start with 20 Minutes 30 Minutes A maximum of 1 every
After the system gets hour subject to demand
stabilised and 10 Minutes 20 Minutes and needs of maintenance
patronage picked up 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. From

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. This annexure considers
reasonable allowance for running goods 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.

 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.

 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-à-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 Time from this HSRL

to Cubban Road or Hebbal or station to reach
30 Minutes
Yelahanka station of HSRL by + airport =
to 2 Hrs.
CRS train (15 to 30 minutes
(15 Minutes to 1 ½ Hr depending on where
7
DPR for High Speed Rail Link from City Centre to Bangalore International Airport by DMRC (2007)

depending on where he stays on the passenger

CRS network) 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

15 Minutes to 2 Hrs.
residence to Airport on
= depending on where
CRS network (via) SBC
the passenger stays
or YPR or YNK or so
 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.

7 Land – The Game Changer

7.1 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

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.

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.

 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. Without detailed

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

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

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 RTI‟s success story

The state government is a 49 per cent partner in MRVC, the rest being held by ministry of
railways. The government’s 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, Tiwari’s 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/

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

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.
9
source: http://www.thehindu.com/todays-paper/tp-national/article2297287.ece

8 Cost Estimates and Phasing of Investments

8.1 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.
 Development of new halt stations on CRS network.
8.2 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.

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.

 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

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

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

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.

 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

o Making SBC – BNC into twin single line system and
BNC-BYPL automatic signalling (or IB): Rs. 8 Cr
o Development of 4 pit lines at BYPLN: Rs. 40 Cr

o Development of 2 additional pit lines at YPR: Rs. 20 Cr
 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 SBC-
MYA 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.

 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
Commuter trips
Potential $ Additional
Investment that can be
(Services that can Services
Phase (in Crores of generated per
be additionally proposed to be
Rupees) day at the end of
introduced) introduced #
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.

– 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:
Table: 8.2 Block Cost estimates for Phase-1
YPR- BYPL- SBC- YPR- YPR- YNK-

Rate (in Cr)
Total
Activity
BYPL HSRA YPR TK YNK CBP

S. No
Per
Amount
Amount
Amount
Amount
Amount
Amount
Amount
Qty
Qty
Qty
Qty
Qty
Qty
Qty
(Cr)
1 Doubling 12 Km 16.12 194 48.59 583 46.05 553 177 1330
2 Electrification&& 1.25 Km 32.24 40 97.18 121 10.70 13 128.00 160 92.10 115 471 449
3 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
4 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
Terminals
15 Stn 1 15 1.00 15 1.00 15 1.00 15 1.00 15 9 75
Addl. lines at
6
Stns$
10 Line 1 10 4.00 40 5.00 50 3.00 30 36 130
Facilities at
7
Exg. Stations^
10 Stn 2 20 4.00 40 1.00 10 10.00 100 2.00 20 6.00 60 53 250
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
new services)*
36 Rake 2.5 90 7.51 270 0.23 8 2.77 100 0.64 23 2.36 85 24 576
Sections Cost Total -> 387 1117 41 536 81 939 3101
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.

Table: 8.3 Services after Phase 1
YPR- BYPL- SBC- YPR- YPR- YNK-

BYPL HSRA YPR TK YNK CBP
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
Commuter trips
Rupees) day at the end of
Phase 1 in lakhs
1 3831 330 172 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

8.8 Phase 2
 In this phase, it is recommended to take up all remaining sections for full-

fledged 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 YNK-
BYPL), 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.

 Cost estimates of this phase are summarised as under:

Table: 8.5 Block cost estimates for Phase-2
YNK- YNK- SVDL- SBC- BYPL- SBC-
Total
Rate (in Cr)
BYPL DBU Kunigal BYPL BWT MYA
Activity
S. No
Per
Amount
Amount
Amount
Amount
Amount
Amount
Amount
(Cr)
Qty
Qty
Qty
Qty
Qty
Qty
Qty
16 car MEMUs
1 (for replacing 21 Rake
exg. services)@
2 Doubling 12 Km 20.72 249 45.20 542 66 791
3 Electrification && 1.25 Km 20.72 26 90.40 113 111 139
Automatic
4 0.75 Km 19.23 14 20.72 16 45.20 34 59.45 45 92.88 70 237 179
Signalling etc.#
Extension/
5 3 Stn 1.00 3 1.00 3 3.00 9 3.00 9 8.00 24 12.00 36 28 84
Rising of PFs
Facilities at
6 15 Stn 1.00 15 1.00 15 1.00 15 1.00 15 4 60
Terminals
Addl. lines at
7 10 Line 1.00 10 3.00 30 4.00 40 2.00 20 6.00 60 7.00 70 23 230
Stations$
Facilities at Exg.
8 10 Stn 1.00 10 1.00 10 3.00 30 3.00 30 8.00 80 12.00 120 28 280
Stations^
9 car EMUs (for
9 36 Rake 1.44 52 1.56 56 1.00 36 0.15 6 0.85 30 3.00 108 8 288
new services)*
Sections Cost Total -> 89 405
819 65 254 419 2051
10 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
Phase (in Crores of generated per day at the end of
Rupees) Phase 2 in lakhs
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.

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

Increasing the length of
New Halt Stations EMUs from 9 cars to 15
Total Cost
Distance (Rs 15 Cr per halt) cars each
No From To in Rs of
in Kms (Rs 24 Cr per rake)
Crores
No of No of
Cost in Cr Cost in Crores
Halts Rakes
YPR BYPL 16.12 9 135
1 10 240 510
BYPL HSRA 48.59 9 135
SBC YPR 5.35 1 15 4
2 96 276
YPR TK 64 11 165
YPR YNK 12.45 3 45 4
3 96 186
YNK CBP 46.05 3 45
YNK BYPL 19.23 7 105 3
4 72 222
YNK DBU 20.72 3 45

5 SDVL Kunigal 45.2 4 60 1 24 84

SBC BYPL 10.76 1 15
6 1 24 144
BYPL BWT 59.45 7 105
7 SBC MYA 92.88 14 210 3 72 282
Total  440.8 72 1080 26 624 1704
Bypass Line connecting DBU and CBP lines  300
Quadrupling between SBC and WFD  500
Total  2504
$ Commuter trips
Potential Additional
Phase (in Crores of generated per day
Rupees) at the end of Phase
introduced) introduced
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.
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 a 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.

 If MRVC‟s 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 1½ 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 1½ 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.

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, BWT-

YNK, 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

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.

9 Return on Investment
9.1 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.): 1500 Cr
 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
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)

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

Distance High Total
No From To
(Km) BRT Mono Speed Rail Metro Overlap %
Rail Rail Overlap
Link (Km)
1 SBC MYA 92.88 25.90 12.00 37.90 41%
2 SBC YPR 5.35 5.35 5.35 100%
3 YPR TK 64.00 0.00 0%
4 YPR YNK 12.45 3.64 3.00 6.64 53%
5 YNK BYPL 19.23 0.00 0%
6 YPR BYPL 16.12 7.39 5.40 12.79 79%
7 YNK DBU 20.72 20.31 20.31 98%
8 YNK CBP 46.05 4.30 4.30 9%
9 BYPL HSRA 48.59 6.68 6.68 14%
10 SBC BWT 70.21 6.33 6.33 9%
11 SVDL 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

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.

Table: 9.2 Indian Railways earnings per vehicle Km
Earnings Earnings
Vehicle Km
Segment (in Crores of (Rupees per
(in Millions)
Rupees) Vehicle Km)
Sub-Urban Passenger
1438.50 1792.59 12.46
Service (EMUs only)
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

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
Commuter trips
Rupees) day (Cumulative
introduced) introduced
in Lacs)
@
0 0 0 56 2
1A 173 24 24 4
#
1 3831 330 172 8
#
2 2251 320 94 15
& &
3 2504 NA 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.

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.

 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 1st Class 1st Class Monthly
Distance Remarks
Ticket Ticket Ticket ticket
Upto 10 Km 0 0 0 0
Surcharge levied
11 to 50 Km 1 10 2 20 on 16th Sep ’03.
MRVC
51 to 100 Km 1 15 2 30 Not revised since
then
101 to 150 1 20 2 40
Not based on
distance but Surcharge initially
for a levied in 1990.
CIDCO 1 to 4 17 to 80 2 to 6 42 to 200
particular Revised once in
origin to 04-05.
destination
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
2nd Class monthly 1st Class Monthly

Distance 2nd Class Ticket 1st Class Ticket
Ticket ticket
Upto 25
0 0
Km 50% of basic fare 50% of basic fare
10% of basic fare (rounded off to next 10% of basic fare (rounded off to next
Beyond higher 5/-) higher 5/-)
(rounded off to next (rounded off to next
25 Km
higher 1/-) 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.

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
With 100% surcharge on basic

Fare presently being With 50% surcharge on basic fare
fare
charged in Bangalore (for 2nd class single ticket)
(for 2nd class single ticket)
Distance
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
GoK‟s 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.

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.

10 Institutional Arrangements & Financing

10.1 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
$
2010 64460 113994
Average Annual Growth Rate 0.31% 0.64%
#
$
@
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 Jul‟01.
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)

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 336000
03-04 13104
04-05 25486
05-06 35770
#
11-12 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
Length Estimat
Section Activity
(KM) e (Cr)
Falaknuma – Umdanagar Doubling
20 85
New Line to Shamshabad Airport New Line
Telapur – Patancheru Restoration of abandoned Line 9 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 Hon’ble MR

Length Estimat
Section Activity
(KM) e (Cr)
Moula-Ali – Ghatkesar Quadrupling 12 120
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.

 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 anybody‟s 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

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. There is no arrangement to undertake
continues 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.

 O & M is IR‟s 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.

 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.

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.

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

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 project‟s 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

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
(MRVC‟s 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 GoK‟s 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.

 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.

 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:

 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.

 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. Feeder road
projects are normally executed by 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. IR‟s accounting
system does not facilitate bifurcation of O&M costs into various heads

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
IR‟s 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 GoK‟s 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.

 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.

11 Recommendations and Roadmap further

11.1 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, KSRTC‟s 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:

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.

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.

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

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 GoK‟s 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.


Implementation of Commuter Rail System for Bangalore Final Report (July 2012)
Annexure: 1 Lie-Over at SBC yard
Rake Arrival Rake Departure Lie- Maintenance Engine needs

No
Train Origin Direction Time Train Destination Direction Time Over Type Reversal?
1 12683 ERS BYPL 4:20 12684 ERS BYPL 17:15 12:55 N/A Yes
2 22607 ERS BYPL 4:20 22608 ERS BYPL 17:15 12:55 N/A Yes
3 12785 KCG BYPL 6:25 12786 KCG BYPL 18:20 11:55 N/A Yes
4 12678 ERS BYPL 19:50 12677 SBC BYPL 6:15 10:25 N/A Yes
5 16322 TVC BYPL 8:35 16321 TVC BYPL 18:50 10:15 N/A Yes
6 16316 KCVL BYPL 8:35 16315 KCVL BYPL 17:15 8:40 N/A Yes
7 16215 MYS MYS 9:40 16216 MYS MYS 18:15 8:35 N/A Yes
8 56242 YPR YPR 10:45 56227 ASK YPR 16:45 6:00 N/A Yes
9 56228 ASK YPR 11:20 56230 MYS MYS 16:25 5:05 N/A No
10 56229 MYS MYS 12:10 56241 YPR YPR 16:05 3:55 N/A No
11 56263 MYS MYS 4:00 56510 MKM BYPL 7:00 3:00 N/A No
12 12613 MYS MYS 13:30 16201 SMET YPR 16:30 3:00 N/A No
13 16557 MYS MYS 19:40 16592 UBL BYPL 22:00 2:20 N/A No
14 16591 UBL BYPL 6:10 16558 MYS MYS 8:15 2:05 N/A No
15 18463 BBS BYPL 12:05 18464 BBS BYPL 14:00 1:55 N/A Yes
16 56914 UBL YPR 20:40 56911 UBL YPR 22:15 1:35 N/A Yes
17 16519 JTJ BYPL 8:00 56262 AJJ BYPL 9:20 1:20 N/A Yes
18 56912 UBL YPR 5:15 56913 UBL YPR 6:30 1:15 N/A Yes
19 12639 MAS BYPL 13:20 12640 MAS BYPL 14:30 1:10 N/A Yes
20 16202 SMET YPR 11:55 12725 DWR YPR 13:00 1:05 N/A Yes
21 56237 MYS MYS 18:00 56238 MYS MYS 19:00 1:00 N/A Yes
22 12726 DWR YPR 14:05 12614 MYS MYS 15:00 0:55 N/A No
23 56261 MAS BYPL 18:45 16522 MKM BYPL 19:35 0:50 N/A Yes
24 16228 SMET YPR 4:30 56233 MYS MYS 5:15 0:45 N/A No
25 17210 CCT BYPL 12:35 17209 CCT BYPL 13:20 0:45 N/A Yes
26 56234 MYS MYS 22:30 16227 SMET YPR 23:15 0:45 N/A No
27 16222 MAS BYPL 4:10 16222 MYS MYS 4:50 0:40 N/A No
28 56226 TK YPR 17:40 56223 ASK YPR 18:20 0:40 N/A Yes


No
29 56222 TK YPR 13:10 56225 TK YPR 13:40 0:30 N/A Yes
30 12692 SSPN BYPL 22:30 1692 MAS BYPL 23:00 0:30 N/A Yes
31 22818 MYS MYS 3:00 22818 HWH BYPL 3:30 0:30 N/A No
32 16209 AII YPR 4:00 16209 MYS MYS 4:30 0:30 N/A No
33 12648 NZM BYPL 1:00 12648 CBE BYPL 1:30 0:30 N/A Yes
34 16521 BWT BYPL 23:25 56264 MYS MYS 23:55 0:30 N/A No
35 56509 MKM BYPL 17:00 16520 JTJ BYPL 17:30 0:30 N/A Yes
36 11013 LTT BYPL 21:50 11013 CBE BYPL 22:15 0:25 N/A Yes
37 16731 TN BYPL 6:40 16731 MYS MYS 7:00 0:20 N/A No
38 22817 HWH BYPL 1:40 22817 MYS MYS 2:00 0:20 N/A No
39 56214 TPTY BYPL 7:10 56214 CMNR MYS 7:30 0:20 N/A No
40 56224 ASK YPR 9:10 56232 MYS MYS 9:30 0:20 N/A No
41 11014 CBE BYPL 15:05 11014 LTT BYPL 15:25 0:20 N/A Yes
42 16232 MYS MYS 18:45 16232 NV BYPL 19:05 0:20 N/A No
43 16210 MYS MYS 21:40 16210 AII YPR 21:55 0:15 N/A No
44 16221 MYS MYS 23:30 16221 MAS BYPL 23:45 0:15 N/A No
46 12691 MAS BYPL 5:25 12691 SSPN BYPL 5:40 0:15 N/A Yes
47 12647 CBE BYPL 23:00 12647 NZM BYPL 23:15 0:15 N/A Yes
48 56213 CMNR MYS 20:15 56213 TPTY BYPL 20:30 0:15 N/A No
49 12975 MYS MYS 12:55 12975 JP BYPL 13:05 0:10 N/A No
50 12976 JP BYPL 12:55 12976 MYS MYS 13:05 0:10 N/A No
53 56231 MYS MYS 9:10 56221 TK YPR 9:20 0:10 N/A No
54 16231 MV BYPL 5:50 16231 MYS MYS 6:00 0:10 N/A No
57 16732 MYS MYS 21:10 16732 TN BYPL 21:20 0:10 N/A No


No
58 16518 CAN MYS 7:05 16518 YPR YPR 7:10 0:05 N/A No
60 12430 NZM BYPL 6:40 12429 NDLS YPR 20:20 13:40 Secondary Yes
61 12577 DBGA BYPL 20:50 12578 DBGA BYPL 10:10 13:40 Secondary Yes
62 12591 GKP BYPL 4:50 12592 GKP BYPL 16:50 12:00 Secondary Yes
63 12510 GHY BYPL 11:50 12509 GHY BYPL 23:30 11:40 Secondary Yes
64 16505 GIM/JU YPR 4:00 16537 NCJ BYPL 23:05 19:05 Primary Yes
65 16507 GIM/JU YPR 4:00 16506 GIM YPR 21:55 17:55 Primary Yes
66 16507 YPR YPR 4:00 16508 JU YPR 21:55 17:55 Primary Yes
67 16593 NED YPR 6:10 16594 NED YPR 23:00 16:50 Primary Yes
68 16525 CAPE BYPL 6:55 16526 CAPE BYPL 21:40 14:45 Primary Yes
69 12657 MAS BYPL 5:10 12627 NDLS BYPL 19:20 14:10 Primary Yes
70 12494 NZM BYPL 6:40 12493 NZM YPR 20:20 13:40 Primary Yes
71 16590 KOP YPR 7:35 16589 KOP YPR 21:15 13:40 Primary Yes
72 16501 YPR YPR 4:50 16532 AII YPR 17:20 12:30 Primary Yes
73 12296 PNBE BYPL 20:40 12295 PNBE BYPL 9:00 12:20 Primary Yes
74 56513 NCR BYPL 19:00 56514 NCR BYPL 7:15 12:15 Primary Yes
75 12609 MAS BYPL 20:05 12610 MAS BYPL 8:00 11:55 Primary Yes
76 56516 CTA YPR 20:00 56515 CTA YPR 7:50 11:50 Primary Yes
77 16529 CSTM BYPL 8:50 16530 CSTM BYPL 20:10 11:20 Primary Yes
78 16538 NCJ BYPL 4:00 16502 ADI YPR 13:30 9:30 Primary Yes
80 56524 HUP YPR 9:25 56523 HUP YPR 18:40 9:15 Primary Yes
81 12628 NDLS BYPL 13:40 12658 MAS BYPL 22:45 9:05 Primary Yes
82 56507 MKM BYPL 9:15 56508 MKM BYPL 18:05 8:50 Primary Yes
84 12080 UBL YPR 21:25 12079 UBL YPR 6:00 8:35 Primary Yes
85 56526 CBP YPR 9:45 56525 CBP YPR 18:00 8:15 Primary Yes


No
Primary (Only
No
86 76512 MKM BYPL 10:30 76511 MKM BYPL 12:20 1:50 on Sunday, Non
(DEMU/MEMU)
Running Day)
Primary (Only
No
87 56910 HDT YPR 5:15 56913 SBC YPR 6:30 1:15 on Sunday, Non
(DEMU/MEMU)
Running Day)
Primary (Only
No
88 56918 SMET YPR 21:10 56909 UBL YPR 22:15 1:05 on Sunday, Non
(DEMU/MEMU)
Running Day)
Primary (Only
No
89 66531 BWT BYPL 14:25 66532 BWT BYPL 14:55 0:30 on Sunday, Non
(DEMU/MEMU)
Running Day)
Primary (Only
No
90 76552 CBP BYPL 18:00 76553 DPJ BYPL 18:30 0:30 on Sunday, Non
(DEMU/MEMU)
Running Day)
Primary (Only
No
91 76554 DPJ BYPL 8:10 76551 CBP BYPL 8:40 0:30 on Sunday, Non
(DEMU/MEMU)
Running Day)
Primary (Only
No
92 66529 BWT BYPL 9:30 66530 BWT BYPL 9:50 0:20 on Sunday, Non
(DEMU/MEMU)
Running Day)

Annexure: 2 Criss-Cross movements that can be made seamless by Flyovers
Time at Direction of Flyover

No Train No. Origin Destination
BYPL Train No
1 12648 NZM CBE 00:20:00 YNK-SBC 4

2 12648 NZM CBD 01:42:00 SBC-HSRA 1
3 12778 KCVL UBL 03:50:00 BWT-HEB 3
4 12835 THE YPR 04:00:00 BWT-HEB 3
5 12889 TATA YPR 04:10:00 BWT-HEB 3
6 12292 MAS YPR 05:03:00 BWT-HEB 3
7 16591 UBL SBC 05:46:00 YNK-SBC 4
8 12785 KCG SBC 05:56:00 YNK-SBC 4
9 12863 HWH YPR 06:18:00 BWT-HEB 3
10 12677 SBC ERS 06:37:00 SBC-HSRA 1
11 16614 CBE RJT 07:32:00 BWT-YNK 2
12 56514 SBC SA 07:44:00 SBC-HSRA 1
13 12254 BGP YPR 07:53:00 BWT-HEB 3
14 16529 CSTM SBC 08:16:00 YNK-SBC 4
15 12845 BBS YPR 09:37:00 BWT-HEB 3
16 15228 MFP YPR 10:19:00 BWT-HEB 3
17 15902 DBGR YPR 10:27:00 BWT-HEB 3
18 18642 BBS SBC 11:23:00 YNK-SBC 4
19 12976 JP MYS 12:23:00 YNK-SBC 4
20 12628 NDLS SBC 12:56:00 YNK-SBC 4
21 12245 HWH YPR 15:28:00 BWT-HEB 3
22 12540 LKO YPR 15:44:00 BWT-HEB 3
23 22601 MAS SNSI 16:04:00 BWT-YNK 2
24 76552 CBP SBC 17:34:00 YNK-SBC 4
25 76553 SBC DPJ 18:55:00 SBC-HSRA 1
26 16232 SBC MV 19:33:00 SBC-HSRA 1
27 22618 TYTY YPR 20:08:00 BWT-HEB 3
28 12544 TYTY YPR 20:21:00 BWT-HEB 3
29 17311 MAS VSG 20:40:00 BWT-HEB 3
30 11013 LTT CBE 21:16:00 YNK-SBC 4
31 12692 SSPN MAS 21:44:00 YNK-SBC 4
32 16332 TVC CSTM 21:45:00 BWT-YNK 2
33 16732 MYS TN 21:48:00 SBC-HSRA 1
34 11013 LTT CBD 22:40:00 SBC-HSRA 1

Annexure: 3 Additional Halts suggested by voluntary organisations
Additional Halts suggested by voluntary organisations

Inter Inter
S.No Sector S.No Sector
Distance Distance
Yesvantpur-
1 Venkatagiri kote 3.00
Baiyyappanahalli
Yeshvantpur 0.00 Nandi Hills 6.50
Gokula Extension 4.10 Chikballapur south (SJCIT) 2.80
Lottegollahalli 1.40 Chikballapur 3.60
RMV Extn (D Rajagopal Rd) 1.60 4 Baiyyappanahalli- Yelahanka
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 1.30 Thanisandra 2.10
Kamanahalli Rd (IOC
1.00 Jakkur East 3.00
Flyover)
Kasturinagar (near SAIL) 1.50 Nehru Nagar (NH-7 Jn) 2.00
Benniganahalli 1.20 Yelahanka Jn 1.40
Baiyyappanahalli 5 Yelahanka – Dodballapur
2 Baiyyappanahalli - Hosur Yelahanka Jn 0.00
Benniganahalli 0.00 Kenchanhalli West 2.20
Kaggadasapura (near Railway
2.10 Naganahalli 1.60
Cross)
Karthik Nagar (east of ORR) 2.60 Rajankunte 5.00
Varthur Rd (Marathalli Dodballapur Ind Area
1.80 8.30
bridge) (middle)
Belandur Rd 2.50 Dodballapur 3.20
Karmelaram 3.30 6 Yesvantpur – Tumkur
Sarjapur Rd (just past level
1.10 Yeshvantpur 0.00
crossing)
Heelalige 10.90 HMT 3.20
Jalahalli West (Near Jalahalli
Anekal road 10.50 1.80
Main Rd)
Hosur 13.40 Chikbanavar 2.90
3 Yelahanka– Chikballapur Soldevanahalli 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 4.30 Nidvanda 4.40
NH-7 /BIAL trumpet
3.70 Dobbspet 1.00
Interchange
Devenahalli 7.10 Hirehalli 8.50

Additional Halts suggested by voluntary organisations

Inter Inter
S.No Sector S.No Sector
Distance Distance
Avatihalli 6.80 Kyatsandra 6.10
Vijaynagar (Siddaganga) 2.80 Malleswaram 2.70
Tumkur 2.60 Bangalore City 2.70
7 Yesvantpur - Yelahanka 10 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 1.60 Nayandahalli 2.90
Jakkur West (Allalasandra
1.60 Jnana Bharati (BU) 1.40
main rd)
Yelahanka south (NH7 /Level
1.70 Rajarajeshwari nagar (RVCE) 2.30
crossing)
Yelahanka Jn 2.00 Kengeri 1.20
Baiyyappanahalli -
8 NICE Rd (Southwest) 1.80
Bangarapet
Kumbalgodu (Rajarajeswari
Benniganahalli 0.00 4.10
Dentl /Engg)
KR Puram 1.60 Hampapura (WonderLa) 3.20
Hoodi (Main rd cross) 4.70 Hejjala 1.90
Sadarmangal (Kodigehalli rd
2.00 Bidadi 6.40
cross)
Whitefield 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
9 Yesvantpur – Bangalore City Mandya 7.78
Yeshvantpur 0.00
Subramanyanagar (Milk
1.70
colony)


Annexure: 4 Trains presently serving Bangalore commuters and enhancing their capacities
Existing Rakes
Service Service Within CRS Strategy Capacity Enhanced to
Capacity Requirement
Existing Commuter Trips unaffected

Trips that generated by extension of
Existing Commuter Trips Capacity
Trips generated by 16 car MEMUs
9 Car EMU rakes to 15 car rakes

Replace with 16 car MEMU
Distance Travelled in CRS
Trips generated by EMUs

Existing Formation
Replace with EMU
(with 9 Car Rakes)
MEMU Rake Km
EMU Rake Km
Existing Type
From Station
Leave as it is
To Station
Departure
Distance
Arrival
Train
From
Total
No
To
1 56229 Pass MYS SBC 137 MYA 09:21 SBC 12:10 92.88 Y 9 3710 8793 0 0 0 8793 137 0
2 56230 Pass SBC MYS 137 SBC 16:25 MYA 18:16 92.88 Y 9 3710 8793 0 0 0 8793 137 0
9 56507 Pass MKM SBC 86 BWT 07:05 SBC 09:15 70.21 Y 15 4674 6647 0 0 0 6647 86 0
10 56508 Pass SBC MKM 86 SBC 18:05 BWT 19:58 70.21 Y 15 4674 6647 0 0 0 6647 86 0
11 56509 Pass MKM SBC 86 BWT 14:40 SBC 17:00 70.21 Y 10 3116 6647 0 0 0 6647 86 0
12 56510 Pass SBC MKM 86 SBC 07:00 BWT 08:58 70.21 Y 10 3116 6647 0 0 0 6647 86 0
13 66529 MEMU KPN SBC 104 BWT 07:30 SBC 09:30 70.21 Y 8 3324 6647 0 0 0 6647 104 0
14 66532 MEMU SBC MKM 86 SBC 14:55 BWT 16:39 70.21 Y 8 3324 6647 0 0 0 6647 86 0
15 66533 MEMU MKM KJM 72 BWT 18:00 KJM 19:10 56 Y 8 2651 5302 0 0 0 5302 72 0

Existing Rakes



Existing Formation
Replace with EMU
(with 9 Car Rakes)
MEMU Rake Km
EMU Rake Km
Existing Type
From Station
Leave as it is
To Station
Departure
Distance
Arrival
Train
From
Total
No
To
16 66534 MEMU KJM KPN 90 KJM 19:30 BWT 20:40 56 Y 8 2651 5302 0 0 0 5302 90 0
17 76511 DEMU SBC MKM 86 SBC 12:20 BWT 14:30 70.21 Y 9 3739 6647 0 0 0 6647 86 0
18 76512 DEMU MKM SBC 86 BWT 08:37 SBC 10:30 70.21 Y 9 3739 6647 0 0 0 6647 86 0
19 56221 Pass SBC TK 70 SBC 09:20 TK 11:05 69.35 Y 8 2462 0 4432 2955 0 7387 0 70
20 56222 Pass TK SBC 70 TK 11:20 SBC 13:10 69.35 Y 8 2462 0 4432 2955 0 7387 0 70
21 56225 Pass SBC TK 70 SBC 13:40 TK 15:25 69.35 Y 8 2462 0 4432 2955 0 7387 0 70
22 56226 Pass TK SBC 70 TK 15:50 SBC 17:40 69.35 Y 8 2462 0 4432 2955 0 7387 0 70
23 56525 Pass SBC CBP 64 SBC 18:00 CBP 19:50 63.85 Y 7 1984 0 4080 2720 0 6800 0 64
24 56526 Pass CBP SBC 64 CBP 07:55 SBC 09:45 63.85 Y 7 1984 0 4080 2720 0 6800 0 64
25 66530 MEMU SBC BWT 70.21 SBC 09:45 BWT 12:05 70.21 Y 8 3324 0 4487 2991 0 7478 0 70.21
26 66531 MEMU BWT SBC 70.21 SBC 14:55 BWT 16:25 70.21 Y 8 3324 0 4487 2991 0 7478 0 70.21
27 76507 DEMU BNC BWT 66 BNC 11:00 BWT 12:50 66 Y 8 3124 0 4218 2812 0 7030 0 66
28 76508 DEMU BWT BNC 66 BWT 15:30 BNC 17:20 66 Y 8 3124 0 4218 2812 0 7030 0 66
29 76551 DEMU SBC CBP 73 SBC 08:40 CBP 10:50 77.28 Y 8 3658 0 4939 3293 0 8232 0 73
30 76552 DEMU CBP SBC 73 CBP 15:55 SBC 18:00 77.28 Y 8 3658 0 4939 3293 0 8232 0 73
31 56213 Pass CMNR TPTY 532 MYA 17:55 BWT 22:00 163.09 Y 15 10857 0 0 0 10857 10857 0 0

Existing Rakes



Existing Formation
Replace with EMU
(with 9 Car Rakes)
MEMU Rake Km
EMU Rake Km
Existing Type
From Station
Leave as it is
To Station
Departure
Distance
Arrival
Train
From
Total
No
To
32 56214 Pass TPTY CMNR 532 BWT 05:15 MYA 09:15 163.09 Y 15 10857 0 0 0 10857 10857 0 0
33 56223 Pass SBC ASK 166 SBC 18:20 TK 19:50 69.35 Y 8 2462 0 0 0 2462 2462 0 0
34 56224 Pass ASK SBC 166 TK 07:20 SBC 09:10 69.35 Y 8 2462 0 0 0 2462 2462 0 0
35 56227 Pass SBC SMET 274 SBC 16:45 TK 18:20 69.35 Y 9 2770 0 0 0 2770 2770 0 0
36 56228 Pass SMET SBC 274 TK 09:15 SBC 11:20 69.35 Y 9 2770 0 0 0 2770 2770 0 0
37 56241 Pass SA YPR 225 HSRA 08:30 YPR 10:45 67 Y 9 2676 0 0 0 2676 2676 0 0
38 56242 Pass YPR SA 225 YPR 16:05 HSRA 17:31 67 Y 9 2676 0 0 0 2676 2676 0 0
39 56261 Pass AJJ SBC 289 BWT 16:40 SBC 18:45 70.21 Y 10 3116 0 0 0 3116 3116 0 0
40 56262 Pass SBC AJJ 289 SBC 09:20 BWT 11:00 70.21 Y 10 3116 0 0 0 3116 3116 0 0
41 56503 Pass YPR BZA 741 YPR 08:00 DBU 09:00 33.17 Y 11 1619 0 0 0 1619 1619 0 0
42 56504 Pass BZA YPR 741 DBU 14:55 YPR 17:10 33.17 Y 11 1619 0 0 0 1619 1619 0 0
43 56513 Pass NCR SBC 557 HSRA 16:50 SBC 19:00 60.59 Y 14 3764 0 0 0 3764 3764 0 0
44 56514 Pass SBC NCR 557 SBC 07:15 HSRA 08:32 60.59 Y 14 3764 0 0 0 3764 3764 0 0
45 56515 Pass SBC UBL 470 SBC 07:50 TK 09:28 69.35 Y 16 4924 0 0 0 4924 4924 0 0
46 56516 Pass UBL SBC 470 TK 17:22 SBC 20:20 69.35 Y 16 4924 0 0 0 4924 4924 0 0
47 56523 Pass SBC HUP 101 SBC 18:40 DBU 19:33 38.52 Y 13 2222 0 0 0 2222 2222 0 0

Existing Rakes



Existing Formation
Replace with EMU
(with 9 Car Rakes)
MEMU Rake Km
EMU Rake Km
Existing Type
From Station
Leave as it is
To Station
Departure
Distance
Arrival
Train
From
Total
No
To
48 56524 Pass HUP SBC 101 DBU 07:53 SBC 09:25 38.52 Y 13 2222 0 0 0 2222 2222 0 0
49 56913 Pass SBC UBL 470 SBC 06:30 TK 07:58 69.35 Y 12 3693 0 0 0 3693 3693 0 0
50 56914 Pass UBL SBC 470 TK 21:05 SBC 22:45 69.35 Y 12 3693 0 0 0 3693 3693 0 0
51 56917 Pass SBC SMET 274 SBC 06:30 TK 08:00 69.35 Y 21 6463 0 0 0 6463 6463 0 0
52 56918 Pass SMET SBC 274 TK 19:22 SBC 21:30 69.35 Y 21 6463 0 0 0 6463 6463 0 0
53 76505 DEMU BNC KQZ 83 BNC 17:55 BWT 19:30 66 Y 8 3124 0 0 0 3124 3124 0 0
54 76506 DEMU KQZ BNC 83 BWT 08:00 BNC 09:40 66 Y 8 3124 0 0 0 3124 3124 0 0
55 76553 DEMU SBC DPJ 152 SBC 18:30 HSRA 19:36 60.59 Y 8 2868 0 0 0 2868 2868 0 0
56 76554 DEMU DPJ SBC 152 HSRA 06:33 SBC 08:10 60.59 Y 8 2868 0 0 0 2868 2868 0 0
Total → 18 12 26 204778 134124 53176 35452 101116 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
Rounding off → 5 2

Annexure: 5 Cost Estimates in a Nutshell

BYPL- SBC- YPR- YPR- YNK- YNK- YNK- SVDL- SBC- BYPL- SBC-
YPR-BYPL Total
HSRA YPR TK YNK CBP BYPL DBU Kunigal BYPL BWT MYA
S. Rate
Activity Per
Amount
Amount
Amount
Amount
Amount
Amount
Amount
Amount
Amount
Amount
Amount
Amount
Amount
No (in Cr)
(Cr)
Qty
Qty
Qty
Qty
Qty
Qty
Qty
Qty
Qty
Qty
Qty
Qty
Qty
16 car MEMUs (for
1 replacing exg. 21 Rake 0.75 16.00 1.25 26.00 3.00 63 5 105
services)
2 Doubling 12 Km 16.12 194 48.59 583 46.05 553 20.72 249 45.20 542 177 2121
3 Electrification 1.25 Km 32.24 40 97.18 121 10.70 13 128.00 160 92.10 115 20.72 26 90.40 113 471 588
4 Auto Signalling etc. 0.75 Km 16.12 12 48.59 36 5.35 4 64.00 48 12.45 9 46.05 35 19.23 14 20.72 16 45.20 34 10.76 8 59.45 45 92.88 70 441 331
Extension/ Rising
5 3 Stn 2 6 4.00 12 1.00 3 10.00 30 2.00 6 6.00 18 1.00 3 1.00 3 3.00 9 3.00 9 8.00 24 12.00 36 53 159
of PFs
Facilities at
6 15 Stn 1 15 1.00 15 1.00 15 1.00 15 1.00 15 1.00 15 1.00 15 1.00 15 1.00 15 9 135
Terminals
Addl. lines at
7 10 Line 1 10 4.00 40 5.00 50 3.00 30 1.00 10 3.00 30 4.00 40 2.00 20 6.00 60 7.00 70 36 360
Stations
Facilities at Exg.
8 10 Stn 2 20 4.00 40 1.00 10 10.00 100 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
Stations
9 car EMUs (for
9 Replacing Exg. 36 Rake 0.08 3 0.92 33 0.21 8 0.79 28 2 72
services)
9 car EMUs (for
10 36 Rake 2.5 90 7.51 270 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
new services)
Developing New
11 15 Stn 9 135 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
Halt Stations
EMUs Conversion
12 24 Rake 2.5 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
(9 to 15 car)
Total cost of Sections 582 1432 63 790 146 1060 229 487 903 108 405 764 6969
Development of EMU cum MEMU maintenance shed at BAND --> 200
Note Phase Cost Development of additional pit lines at YPR --> 20
1A 173 SBC yard remodelling duly including Binny Mill Land --> 370
Cost of Binny Mill Land is 1 3831 Development of pit lines, PFs etc. (4 pit lines proposed in Phase 1A Balance 6 pit lines, stabling lines PFs etc.) at BYPLN --> 200
2 2251 Developing Hejjala 4th Coaching Terminal--> 200
not included in the 3 2504 Bypass Line connecting DBU and CBP lines --> 300
estimates Total 8759 Quadrupling between SBC and WFD --> 500
Total Cost (Sections Cost + Terminals Cost) → 8759

Annexure: 6 EMU Rakes requirement for New Services

No of
Additional EMUs required
Distance Commuter
From To Services for Additional
(Km) Services at
required Services
present
1 SBC MYA 92.88 10 10 1.858
2 SBC YPR 5.35 18 16 0.171
3 YPR TK 64 14 18 2.304
4 YPR YNK 12.45 6 4 0.1
5 YNK BYPL 19.23 2 26 1
6 YPR BYPL 16.12 0 28 0.903
7 YNK DBU 20.72 4 34 1.409
8 YNK CBP 46.05 4 26 2.395
9 BYPL HSRA 48.59 6 80 7.774
10 SBC BYPL 12 24 8 0.192
11 BYPL BWT 58.21 18 0 0
12 SDVL Kunigal 45.2 0 16 1.446
Total --> 440.8 106 266 19.552
Add 20% for maintenance spares --> 3.910
Total Requirement --> 24
Phase Rakes
1 16
2 8
(In phase 3, no additional rakes proposed. Only extension
3 0
of rakes from 9 to 15 cars is proposed)
Total 24


Annexure: 7 Hourly Distribution of total scheduled trains running in CRS network at present
S.No 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 2 1 2 1 1 1 2 0 1 0 1 1 0 1 1 1 0 16
1
MYA - SBC 1 1 1 0 1 0 2 0 1 2 1 1 1 2 2 1 1 18
SBC - YPR 0 2 1 0 1 0 1 0 2 0 0 2 0 1 0 0 4 14
2
YPR - SBC 0 0 1 1 0 0 2 1 1 0 1 0 1 0 1 1 1 11
YPR - TK 0 3 1 1 1 1 0 1 2 0 1 1 1 1 1 0 3 18
3
TK - YPR 2 1 1 1 2 1 1 1 0 1 1 0 1 0 1 2 1 17
YPR - YNK 0 0 1 1 0 0 0 0 1 1 0 1 3 1 1 2 0 12
4
YNK - YPR 0 2 1 1 4 2 0 0 1 0 0 1 0 1 0 0 0 13
BYPL - YNK 1 0 0 0 1 0 0 0 1 1 1 0 1 1 1 1 0 9
5
YNK - BYPL 2 0 1 0 0 0 2 1 0 0 0 0 1 0 0 1 1 9
BYPL - YPR 1 1 1 0 1 1 1 0 0 0 2 0 0 0 0 3 0 11
6
YPR - BYPL 2 0 1 3 0 1 1 0 1 0 1 0 0 0 1 0 0 11
YNK - DBU 0 1 1 2 0 0 0 1 1 2 1 3 3 1 2 3 2 23
7
DBU - YNK 3 2 1 3 3 2 1 2 0 0 1 2 0 1 0 1 1 23
YNK - CBP 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 2
8
CBP - YNK 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2
BYPL/BYPLA - HSRA 0 1 1 0 0 0 0 0 0 0 0 1 0 1 1 1 2 8
9
HSRA - BYPL/BYPLA 1 2 1 1 0 0 0 0 1 0 0 0 1 1 0 0 1 9
SBC/BNC - BYPL 1 3 2 2 3 2 0 1 2 3 1 2 5 4 3 2 2 38
10
BYPL - SBC/BNC 5 3 2 5 2 1 3 3 1 1 0 2 1 2 3 1 3 38
BYPL - BWT 0 4 1 3 4 4 3 1 1 2 1 2 6 2 3 2 0 39
11
BWT - BYPL 2 5 2 3 2 4 1 1 0 3 2 1 0 3 4 3 2 38
SVDL - Kunigal 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
12
Kunigal - SVDL 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Annexure: 8 Hourly distribution of commuter trains running at present
SBC - MYA 1 0 1 0 1 0 0 0 0 0 0 1 0 0 1 0 0 5
1
MYA - SBC 0 1 0 0 1 0 0 0 0 0 1 0 0 1 1 0 0 5
SBC - YPR 0 1 1 0 1 0 1 0 1 0 0 1 0 1 0 0 0 7
2
YPR - SBC 0 0 0 1 0 0 1 1 0 0 1 0 1 0 1 1 0 7
YPR - TK 0 1 0 1 1 0 0 0 1 0 0 0 1 1 0 0 0 6
3
TK - YPR 0 0 1 0 1 0 1 0 0 0 1 0 1 0 1 0 0 6
YPR - YNK 0 0 0 1 0 0 0 0 0 0 0 0 0 1 1 0 0 3
4
YNK - YPR 0 0 0 1 1 0 0 0 0 0 0 1 0 0 0 0 0 3
BYPL - YNK 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1
5
YNK - BYPL 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1
BYPL - YPR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
6
YPR - BYPL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
YNK - DBU 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 2
7
DBU - YNK 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 2
YNK - CBP 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 2
8
CBP - YNK 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2
BYPL/BYPLA - HSRA 0 0 1 0 0 0 0 0 0 0 0 1 0 1 0 0 0 3
9
HSRA - BYPL/BYPLA 0 1 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 3
SBC/BNC - BYPL 0 0 2 1 2 1 0 1 0 1 0 0 1 2 0 2 0 13
10
BYPL - SBC/BNC 0 1 0 2 2 0 0 0 1 0 0 2 0 2 0 0 0 10
BYPL - BWT 0 0 1 0 1 1 1 1 0 0 1 0 0 2 1 1 0 10
11
BWT - BYPL 1 0 2 2 0 0 0 1 0 1 1 1 0 1 0 0 0 10
SVDL - Kunigal 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1
12
Kunigal - SVDL 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1

Annexure: 9 Hourly distribution of assessed potential for introducing additional services after proposed investments
SBC - MYA 0 1 2 2 2 2 1 3 1 1 1 2 3 3 3 2 1 30
1
MYA - SBC 1 3 3 3 2 3 1 2 1 1 2 1 1 2 2 1 1 30
SBC - YPR 0 1 1 1 1 1 1 1 0 0 2 2 2 2 2 2 1 20
2
YPR - SBC 2 2 2 2 2 2 0 0 0 1 1 1 1 1 1 1 1 20
YPR - TK 1 1 1 1 1 1 2 1 0 2 3 3 3 3 3 3 1 30
3
TK - YPR 1 3 3 3 3 3 1 2 2 2 1 1 1 1 1 1 1 30
YPR - YNK 0 1 1 1 1 1 1 1 0 1 1 1 2 2 2 2 2 20
4
YNK - YPR 1 2 2 2 1 1 1 1 0 1 1 1 1 1 1 2 1 20
BYPL - YNK 1 1 3 2 1 1 1 1 1 1 3 2 3 3 2 2 2 30
5
YNK - BYPL 2 2 2 2 2 3 1 1 2 2 3 2 1 2 1 1 1 30
BYPL - YPR 0 1 1 1 1 1 1 1 1 1 1 2 2 2 2 1 1 20
6
YPR - BYPL 1 2 2 2 2 1 1 0 0 1 1 1 1 2 1 1 1 20
YNK - DBU 1 1 1 1 1 2 2 1 1 2 3 2 2 3 3 2 2 30
7
DBU - YNK 2 3 3 2 2 2 2 1 2 2 1 2 1 2 1 1 1 30
YNK - CBP 1 1 1 1 1 1 1 1 2 2 3 3 3 2 3 2 2 30
8
CBP - YNK 2 2 2 2 2 2 2 2 1 1 1 1 2 2 2 2 2 30
BYPL/BYPLA - HSRA 2 2 2 3 3 3 3 3 2 2 3 3 3 3 3 3 2 45
9
HSRA - BYPL/BYPLA 3 3 3 3 4 3 3 1 1 1 3 4 2 3 2 3 3 45
SBC/BNC - BYPL 1 1 1 1 1 1 1 1 1 0 2 2 0 1 2 2 2 20
10
BYPL - SBC/BNC 0 1 2 0 0 2 1 1 1 1 2 1 2 2 2 2 0 20
BYPL - BWT 1 1 1 1 0 1 2 1 0 1 2 2 0 2 2 2 1 20
11
BWT - BYPL 1 0 2 1 2 1 2 1 1 1 1 1 2 1 1 1 1 20
SVDL - Kunigal 2 2 2 2 2 2 1 1 1 1 2 2 2 2 2 2 2 30
12
Kunigal - SVDL 2 2 2 2 2 2 2 1 1 0 2 2 2 2 2 2 2 30


Implementation of Commuter Rail System for Bangalore Final Report (June 2012)
Annexure: 10 ROBs with TVUs more than 50000
ROBs with TVUs more than 50000

Block LC Attached Census
Sl. No. Section Location TVU
Section No. to Stn Dt
1 JTJ-SBC BYPL-BNC 136 345/800-900 BYPL Jun-06 1141760
2 SBC-MYA HJL-BID 24 26/000-100 HJL Jan-10 716416
3 SBC-MYA HJL-BID 26 27/600-700 BID Jan-10 715968
4 JTJ-SBC WFD-KJM 133 337/300-400 SGWF Dec-09 670444
5 SBC-TK YPR-BAW 4 7/500 - 600 YPR Feb-09 580420
6 YNK-DBU RNN-DBU 27 33/600-700 DBU Nov-09 475106
7 YNK-BYPL CSDR-YNK 5 4/800-900 CSDR Nov-09 411216
8 JTJ-SBC BYPL-BNC 137 347/100-200 BYPL Jun-07 366160
9 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 5 4/500-600 SBC Jan-10 239168
14 YPR-YNK YPR-YNK 11 15/700-800 YNK Sep '09 223460
15 SBC-TK KIAT-TK 40 67/700-800 TK Dec '09 193260
16 JTJ-SBC BFW-TCL 120 298/100-200 TCL Nov.09 190876
17 SBC-MYA SBC-NYH 4 3/800-900 SBC Jan-10 173504
18 JTJ-SBC BWT-MZV 116 286/800-900 BWT Nov.09 171116
19 SBC-MYA RMGM-CPT 37 44/500-600 RMGM Jan-10 168128
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 BYPL-HSRA HLE - CRLM 131 192/600-700 CRLM Sep-09 139936
25 BYPL-HSRA HLE - CRLM 125 185/600-700 HLE Oct' 08 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 5 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

Implementation of Commuter Rail System for Bangalore Final Report (June 2012)
ROBs with TVUs more than 50000

Block LC Attached Census
Sl. No. Section Location TVU
Section No. to Stn Dt
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
42 SBC-MYA RMGM-CPT 47 55/200-300 CPT Jan-10 66592
43 SBC-YPR SBC-YPR 2 4/200-300 YPR Feb-09 66080
44 SBC-MYA SBC-NYH 2 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 6 12/000-100 BAW Feb-09 53960
48 YPR-YNK YPR-YNK 9 11/300-400 YPR Sep '09 53920
50 SBC-TK KIAT-TK 39 66/200-300 KIAT Jan '09 52160
51 SBC-MYA SET-MAD 58 72/100-200 MAD Dec.09 51470
52 YNK-DBU RNN-DBU 25 32/100-200 RNN Nov-09 50135
53 SBC-TK HHL-KIAT 35 62/400-500 KIAT Mar'08 50010

Implementation of Commuter Rail System For Bangalore: I Rites

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Implementation of Commuter Rail System for Bangalore Table of Contents

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 i RITES

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

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

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

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

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

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

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

DULT Government of Karnataka ii RITES

4.5 Reverse Engineering......................................................................................................... 27

4.7 Modal Transits................................................................................................................. 31

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

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

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

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

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

DULT Government of Karnataka iii RITES

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

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

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

DULT Government of Karnataka iv RITES

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

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

7.10 Land for Freight Terminals ............................................................................................... 95

7.12 Land Acquisition: The Strategy ......................................................................................... 96

8 Cost Estimates and Phasing of Investments ............................. 99

8.4 Selection of Rakes and Impact on costs .......................................................................... 103

8.6 Phase 1A ....................................................................................................................... 105

8.10 Time frame for various phases ....................................................................................... 112

9 Return on Investment ........................................................... 116

DULT Government of Karnataka v RITES

9.5.1 Fare Structure of Indian Railways ................................................................................... 121

10 Institutional Arrangements & Financing ................................ 125

10.3 Mumbai – CIDCO Model................................................................................................. 129

10.5 Recommendations and Suggestions ............................................................................... 132

11 Recommendations and Roadmap further .............................. 142

11.2 Launching Physical Surveys ............................................................................................ 142

DULT Government of Karnataka vi RITES

DULT Government of Karnataka vii RITES

Table: 6.8 Criss-cross movements of trains in BYPL area...................................................................... 65

DULT Government of Karnataka viii RITES

DULT Government of Karnataka ix RITES

DULT Government of Karnataka x RITES

Alphabetical List of Stations

DULT Government of Karnataka xi RITES

Bangalore Metropolitan Region is spread over 3 districts namely Bangalore,

Table: 1.1 Population of Bangalore Metropolitan Region

Area Decadal Growth

2 Bangalore Rural 2295 850968 987257 18.60 16.02 380 441

3 Ramanagara 3556 1030546 1082739 7.84 5.06 288 303

The urban transport requirements have been reviewed in a number of studies,

DULT Government of Karnataka 1 RITES