Gauge conversion issues

In this process, 36 unmanned level crossings were eliminated and replaced by manned level crossings

Karaikudi (KKDI) is a major junction in Tamil Nadu. It is part of Madurai Division of Southern Railway. Pattukottai (PKT) station is in the Tiruchirapalli Division of Southern Railway. The distance between the two stations is 73 km. Today, twice a week, a DEMU (diesel electric multiple unit) operates in either direction. The time taken is three hours in one direction and three hours and 20 minutes in the other. The average speed is thus 22 km/hour in one direction and 24 km/hour along the other. I read somewhere the Sealdah-Barrackpore EMU (electric mobile unit) train is the fastest EMU, with an average speed of 66 km/hour. Though there is a traction difference between DEMU and EMU, there shouldn’t be that much of a difference in average speeds, even if a train doesn’t touch 66 km/hour. 22km/hour is remarkably slow, though there are seven halts between Karaikudi and Pattukottai — Ottankadu, Peravurani, Avinangudi, Arantangi, Valara manikkam, Periyakottai and Kandanur Puduvayal.  This brings me to a bizarre news item that recently appeared about this DEMU. But before that, this is about gauge conversion along the Thiruvarur-Karaikudi segment, from metre gauge to broad gauge. I find a first reference to this in the Railway Budget speech of the then Railway Minister (Mamata Banerjee) on February 24, 2010.  Thereafter, this was sanctioned and started in 2012. Therefore, the earlier metre gauge services were suspended in 2012.

The entire Thiruvarur-Karaikudi segment is 122 km long. But it has still not been completed. All that has been completed is the 73 km bit of Karaikudi-Pattukottai. Admitted, the stretch was difficult. 14 bridges and 262 smaller bridges had to be constructed, apart from redoing some stations. Even then, six years for a 73 km stretch seems inordinately long and isn’t a particularly good certificate about delivery capacity of IR (Indian Railways), at least historically. More accurately, this reflects delivery capacity of Southern Railway Construction Organisation, which seems to have picked up some speed in 2017-18. Once a track has been built or rebuilt, it needs clearance from CRS (Commissioner of Railway Safety).  These inspections were carried out in February/March 2018. CRS isn’t particularly good at disseminating its reports through the Net either, certainly not for Southern Circle, where this is located.  Since there is a menu on the website that states “New Line Report”, there can’t be a general bar on placing such information in the public domain. On the basis of newspaper reports, CRS cleared the Thiruvarur-Karaikudi segment for both passenger and freight traffic at a maximum permissible speed of 75 km/hour. That’s the way the bi-weekly DEMU started. And this brings me to the strange news item.

Problematic: Once a crossing has been converted, it has to be manned by two permanent gatekeepers. If there is little traffic, this may not be commercially viable

 

In the process of gauge conversion, 36 unmanned level crossings were eliminated and replaced by manned level crossings. There is a stated policy of eliminating unmanned level crossings on safety grounds. The deadline is April 2020. Around 3,500 unmanned level crossings still remain on the broad gauge network. Once a crossing has been converted, it has to be manned with two permanent gatekeepers. If there is little traffic, this may not be commercially viable. Besides, there is a shortage of gatekeepers too. Today, Thiruvarur-Karaikudi has no freight traffic and the passenger traffic is limited to that bi-weekly train. Therefore, the DEMU has two travelling gatekeepers. One is at the front of the train, the other at the rear. When the train approaches a level crossing, the one in front jumps off and closes the gate. Once the train has passed, the one at the rear jumps off and closes the gate. This happens 35 times. (I can’t explain the minor discrepancy between the two numbers of 35 and 36.) No wonder the train is slow. This isn’t only because of scheduled halts. Perhaps a sensible way to save resources when traffic is limited, but quaint nonetheless. Evidently, IR follows a similar practice along the Kendri-Abhanpur-Rajim/Dhamtari (88 km), Marwar-Mavli (151 km) and Jambusar-Pratapnagar (51 km) segments too. The next time you think about elimination of unmanned level crossings, think of this problem too.

While on gauge conversion, I need to mention Dabhoi-Miyagam. This is part of Gaekwad’s Baroda State Railway (GBRS) network. This was the first narrow gauge network in India, in 1862.  Initially, oxen were used, not locomotives. Within this GBRS network, Dabhoi-Miyagam is the oldest. Dabhoi-Miyagam will now be closed and converted to broad gauge. For the moment, a few other segments of GBRS will be retained as narrow gauge and heritage. Examples are Miyagam-Malsar (38 km), Charonda-Moti Karal (19 km), Pratap Nagar-Jambusar line (51 km) and Bilmora-Waghi line (63 km). The logic is simple. There are costs of gauge conversion and also benefits from integration into broad gauge networks. If traffic (passenger and freight) is limited, costs are higher than benefits, for these far-flung lines. But note that benefits are dynamic, never static, and with greater connectivity in other forms of transport, what is regarded as infeasible today, may seem feasible tomorrow. For example, surveys for gauge conversion of these lines were mentioned in the Railway Budget speech of 2004-05. Economic arguments change over time and there are non-economic cum political pressures. This is exactly what happened with Gwalior Light Railway and the remaining segments of GBRS may also follow suit. Heritage will finally mean Darjeeling Himalayan, Nilgiri Mountain, Kalka Shimla and Matheran Hill Railway. All four are, in several senses, completely cut-off.

The author is chairman, Economic Advisory Council to the Prime Minister. Views are personal