Indian Railways Junction

Dec 4, 2017
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France
Railways set to get 1st high-speed electric locomotive in March



Indian Railways' all new 12,000 horsepower electric locomotive -- being produced in collaboration with Alstom of France and which can run at speeds of up to 120 kmph -- would be rolled out in March when French President Emmanuel Macron visits India, Railway Ministry sources said.
According to the sources, the assembly of the first 12,000 hp locomotive at Bihar's Madhepura plant is complete and its trials are on. "The all new engine would be rolled out in March this year, when Macron will visit India to participate in the International Solar Alliance meeting," the source told IANS, not wishing to be identified.

Prime Minister Narendra Modi, during his visit last week to Davos for the World Economic Forum, announced that the French President would be participating in the International Solar Alliance meeting in March.

The official also said that the new WAG 12 electric locomotive would be used to haul freight trains. It can haul about 9,000 tonnes of goods.

The first body shell of the twin-section electric locomotive from Alstom's factory in France arrived in India last September.

"The WAG 12 will enable Indian Railways to have a fleet of locomotives equipped with state of the art propulsion technology," Alstom Vice President Sales and Business Development (Asia Pacific) Bharat Salhotra told IANS.

"Induction of 12,000 HP locomotives will be a transformational step as it will allow Indian Railways to run heavy haul and long haul trains over the Dedicated Freight Corridor," Salhotra said.

The Railway official said that the increase in speed would result in improving line capacity in the rail network.

"It will help in speeding up movement of goods trains by increasing the current average speed of the freight trains from 60 kmph to 100 kmph," the official said.

According to ministry officials, Indian Railways currently uses 6,000 hp locomotives for freight services.

The Alstom VP also opined that the step of the government will position "Indian Railways as among the very best in the world when it comes to freight haulage".

"These high horsepower electric locomotives are being built in compliance with the Indian standards of freight transport and are designed for the tough Indian climatic conditions," Salhotra said.

"The significant jump in the operating parameters will also allow for faster, safer and more reliable freight movement across the country, thereby reducing congestion for passenger train services and freight services, as also reduce the logistics cost of rail transportation," he said.

According to the Railway Ministry, Indian Railways will manufacture 800 such electric locomotives over the next 11 years in a joint venture with the Alstom at the Madhepura locomotive factory.

The Railways had awarded the Rs 20,000 crore project to Alstom in November 2015 after the commissioning of the factory in Bihar. The FDI component in the Madhepura project is about Rs 1,200 crore.

"A total of 800 double section freight electric locomotives will be supplied followed by the associated long-term maintenance of the electric engines," the Alstom VP added.

The project also includes two maintenance depots in Uttar Pradesh's Saharanpur and Maharashtra's Nagpur.

A total of five locomotives will be assembled at the factory by 2019, and rest will be manufactured under the Make in India initiative.

As per schedule, 35 locomotives would be rolled out from the factory by 2020, 60 in 2021, followed by 100 every year till the target of 800 is met.

According to the Alstom, the Madhepura factory is a true embodiment of the government's Make in India vision with a localisation of almost 85 to 90 per cent of components.


Railways set to get 1st high-speed electric locomotive in March - Times of India
 
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TARGET

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Dec 2, 2017
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TRAIN 18 a brand new world-class design from Integral Coach Factory (ICF) Chennai





2 new ‘world class’ trains to cut travel time by 20%
Mahendra K Singh| TNN | Updated: Jan 23, 2018, 09:09 ISTHIGHLIGHTS

  • The Chennai-based Railways’ Integral Coach Factory has designed the train sets and will manufacture the first with 16 fully air-conditioned coaches by June 2018.
  • Touted as Train 18, it will have ‘world-class’ passenger amenities such as on-board Wi-fi and infotainment, GPS-based passenger information system and plush interiors with diffused LED lighting.
Anubhuti coach.CHENNAI: By June this year, the railways will roll out a 'first of its kind' semi-high speed, self-propelled train set which will cut down the travel time by at least 20% in comparison to any train drawn by a loco due to faster acceleration and deceleration.

The Chennai-based Railways' Integral Coach Factory (ICF) has designed the train sets and will manufacture the first with 16 fully air-conditioned coaches by June 2018.

Touted as Train 18, it will have 'world-class' passenger amenities such as on-board Wi-fi and infotainment, GPSbased passenger information system and plush interiors with diffused LED lighting.




The new train with aerodynamic nose for reduced drag and for improved aesthetics is likely to replace elite Shatabdi Trains currently used for superfast inter-city travel.

Another set of train, named Train 20, is likely to be launched in 2020. These will also be equipped with world class facilities to replace another elite train, Rajdhani Express, used in overnight travel. Both Train 18 and Train 20, 'Make in India' projects by ICF, will be manufactured for half the cost of imported train sets. The only difference will be that Train 20 will have an aluminium body while Train 18 will have stainless steel body.

The train sets (like EMUs), which will replace locomotive-hauled trains, will have continuous window glasses for a contemporary modern look; 'automatic plug-type' sliding doors and sliding footsteps which will open and close automatically at the stations and zero discharge vacuum-based bio-toilets.

ICF general manager S Mani said, "Train 18 can travel at speeds of up to 160 kmph. It will have worldclass facilities for passengers. First set of train will be ready by June 2018."
 

Parul

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HomeIndia NewsGeneral NewsRAJDHANI GETS A MAKEOVER

Credit: Twitter @RailMinIndia

GENERAL NEWS

Mumbai-Delhi Rajdhani Express Gets New Coaches Under 'Operation Swarn'
ANI | 15-02-2018 03:30 pm
Hack:
  • Western Railways introduced more comfortable and elegant coaches in Mumbai-Delhi Rajdhani Express under Project Swarn on Thursday
  • The move comes weeks after the Mumbai-Ahmedabad Shatabdi Express got coaches, with aircraft-like interiors
  • Swarn project by the Ministry of Railways is an attempt to upgrade premium trains such as Rajdhani Express and Shatabdi Express
After introducing refurbished coaches in Mumbai-Ahmedabad Shatabdi Express, Western Railways introduced more comfortable and elegant coaches with superior aesthetics in Mumbai-Delhi Rajdhani Express under Project Swarn on Thursday.

The move comes weeks after the Mumbai-Ahmedabad Shatabdi Express got coaches, christened 'Anubhuti', with aircraft-like interiors.

Rest of the rakes likely to be done by March,18.Few days ago, the Western Railways proudly took to Twitter and said "After introducing refurbished coaches in Mumbai-Ahmedabad Shatabdi Express, #WR has introduced more comfortable & elegant coaches with superior aesthetics in Mumbai-Delhi Rajdhani Express from 6th February, 2018 under #ProjectSwarn . Rest of the rakes likely to be done by March, 18".


Mumbai-Delhi Rajdhani Express gets new coaches under 'Operation Swarn' - Republic World
 

Ashwin

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Railways to build modern signalling system: Piyush Goyal
The railways ministry is planning to build a modern signalling system on the lines of European Train Control System with a view to mitigating safety risk, Union Minister Piyush Goyal said today.

He said the development, once in place, would also help control crime and make train travel safer in the country.


"To make Indian railways safe, I am planning to build the most modern signalling system through the entire railways network in India which will mean over 1.18 lakh kms of railways on the line of European Train Control System (ETCS)," he said.

//economictimes.indiatimes.com/articleshow/62936847.cms

 

Ashwin

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Diesel or Electric in future Railway Transportation – Questions of Infra costs, Logistics & Flexibility for Railways

NEW DELHI: The chief of the Prime Minister’s Economic Advisory Council Bibek Debroy has now presented a paper saying the policy of 100 per cent electrification needs more study.

Last year, the government decided to electrify the entire broad gauge network of the Indian Railways by 2022. Over the years, the rate at which electrification has progressed has been determined both by how much money has been available, as well as the returns on investment that the Railways got from operations on these lines. The more the traffic, the better are the returns on electrified routes.

However, all electrified routes also ran diesel trains because in a network that has both tractions, total segregation is neither possible nor viable. The chief of the Prime Minister’s Economic Advisory Council Bibek Debroy has now presented a paper saying the policy of 100% electrification needs more study.

Electrification is cheaper, but…

Globally, the cost of operations has been cheaper on electrified routes. However, for it to be cheaper than diesel traction in the overall transport economics, the total traffic on that route must cross a certain threshold of Gross Tonne Kilometres (GTKM). This is the unit of measurement of total weight of locomotives and coaches carried per kilometre in a year on a route. A committee of experts headed by retired Railway Board Member (Traffic) C M Khosla determined that value at 53 GTKM in 2002. The World Bank has in the past suggested around 52 GTKM.

This is because unlike diesel, an electric engine requires heavy overhead equipment to run. Capital expenditure for this electrification is over Rs 1 crore per kilometre. The only way to recover this cost is by running trains — and if the number of trains does not cross a certain threshold, the calculation for the transporter goes into negative territory. On that parameter, the average GTKM value of currently electrified routes is around 45.

It, therefore, makes more sense to electrify routes that see heavy traffic volumes — which is what the Railways have done over the years. This is also why there is no talk of electrifying the 2,000-odd km of metre gauge and narrow gauge lines; the stress is more on converting them to broad gauge first. For the same reason, of the 22,019 km of the busiest double/multiple lines, a little over 82% already stand electrified. And everyone seems to agree that electrifying the remaining 3,842 km is a good idea.

The single-line problem

Of the 67,000-odd route km of railway network (narrow, meter gauges included), 39,658 km are single lines with mostly very poor train traffic volumes, almost less than half of the heavy-density electrified routes. This portion also includes the “uneconomic branch lines”. When the Railways say they wants to electrify the entire broad gauge network, they mostly mean the remaining single lines on the network.

Due to the poor density of both freight and passenger traffic, the Railways have not found financial justification for the electrification of these routes. Data show only 28%, or 7,190 km, of single lines are electrified — that too, due to operational reasons. With the stress on network capacity expansion, most single lines may be doubled in the future. However, the doubling will have a bearing on easing operational bottlenecks more than increasing traffic volumes — which is mainly determined by economic activity.

So the dilemma is, should the Railways also electrify these routes at a projected loss?

The cost breakup

The Railways spend around Rs 16,000 crore in diesel bills, and around Rs 10,000 crore in power bills, annually. It buys diesel at state rates, and power at an average per-unit cost of Rs 6.50.

Of the Rs 16,000 crore diesel bill, around Rs 8,000 crore are taxes. While the tax component varies from state to state, the Railways on average pay around 53% of the total diesel bill as taxes. Electric traction is more or less tax-neutral. The transporter is also purchasing directly from power producers at best-available rates per unit.

So, half of the money the Railways want to save is taxes ploughed into the economy that go into welfare schemes of the state, while most of the rest go to oil PSUs.

Also, stakeholders say, if GST is implemented on diesel, the Rs 8,000 crore the Railways pay in taxes would be almost halved even if the rate is 28%. It remains to be seen if the Railways wait for the government’s GST move before taking a final call on the choice of traction.

The power gain

The biggest argument put forth in favour of total electrification is the yearly saving to the tune of Rs 8,000-10,000 crore on the fuel bill. However, calculated at present rates, the total capital cost of electrification could be around Rs 40,000 crore. The cost of replacing the current fleet of around 5,800 diesel locomotives could be around Rs 50,000 crore. Taken with the maintenance infrastructure needed, the total figure may be Rs 1 lakh crore.

The Railways would have to borrow much of this money, while factoring in the cost of depreciation of assets. The servicing of this debt is an issue that needs to be looked at closely, experts say.

Environment, flexibility

If the Railways consume around 2,776 million litres of diesel, they currently require around 15,000 units of electricity, mostly coal-based thermal power. Total electrification might require the generation of an estimated 1,800 MW of additional power. The Railways have traditionally justified dual traction of diesel and electric on a variety of grounds, including, importantly, operational flexibility. During times of disaster or war, diesel engines have been more reassuring. While talking about 100% electrification, policymakers have discussed keeping a small fleet of diesel locomotives handy for such purposes.
 
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Parul

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Indian Railways gets over Rs 11,000 crore boost from Modi government; details of Cabinet decisions today

Big boost for Indian Railways! PM Narendra Modi-led Cabinet Committee on Economic Affairs (CCEA) has today approved multi-crore projects worth Rs 11661.02 crore in total! This involves several doubling with electrification projects for Indian Railways. Electrification is a pet project of the Piyush Goyal-led Indian Railways and today’s decisions come as a big boost for it. Not just doubling and electrification, new railway line projects have also got approval. The new projects will herald good news for passengers as the crucial lines will reduce congestion on the existing network and thus enable better punctuality of trains. There was buzz that the Cabinet would also discuss the possibility of leasing out for 99 years railway stations to private players. However, no decision in that regard was announced. We take a look at all that was announced for Indian Railways after today’s Cabinet briefing:

Muzaffarpur-Sagauli & Sagauli-Valmiki Nagar lines doubling: This doubling with electrification project will cost Rs 1347.61 crore and Rs 1381.49 crore respectively. The CCEA has approved the 100.6-km long Muzaffarpur-Sagauli and 109.7-km long Sagauli-Valmiki Nagar doubling project. According to Indian Railways, the project will cover areas of West Champaran (Bettiah), East Champaram (Motihari) and Muzaffarpur. The Muzaffarpur-Sagauli & Sagauli-Valmiki Nagar projects means employment of 24.14 lakh man-days and 26.33 lakh man-days. With additional lines, capacity augmentation will result in de-congestion and faster movement of trains – hence causing less delays.

Jhansi-Manikpur and Bhimsen-Khairar lines doubling with electrification projects: expected to be completed by 2022-2023, the project will cost around Rs 4955.72 crore. The 425-km long lines will improve punctuality of trains and provide better safety. Khajuraho, an international tourist destination, is expected to benefit greatly from this. This will also be an important feeder route for the Dedicated Fright Corridor. The project will generate employment of 102 lakh man-days and the project will cover districts of Chhatarpur, Jhansi, Chitrakut Dham, Mahoba, Banda in Uttar Pradesh and Madhya Pradesh. The project will improve punctuality of passenger trains on Jhansi-Satna and Kanpur-Satna routes.

Indian Railways gets over Rs 11,000 crore boost from Modi government; details of Cabinet decisions today - The Financial Express
 

sid4587

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Jan 10, 2018
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Diesel or Electric in future Railway Transportation – Questions of Infra costs, Logistics & Flexibility for Railways

NEW DELHI: The chief of the Prime Minister’s Economic Advisory Council Bibek Debroy has now presented a paper saying the policy of 100 per cent electrification needs more study.

Last year, the government decided to electrify the entire broad gauge network of the Indian Railways by 2022. Over the years, the rate at which electrification has progressed has been determined both by how much money has been available, as well as the returns on investment that the Railways got from operations on these lines. The more the traffic, the better are the returns on electrified routes.

However, all electrified routes also ran diesel trains because in a network that has both tractions, total segregation is neither possible nor viable. The chief of the Prime Minister’s Economic Advisory Council Bibek Debroy has now presented a paper saying the policy of 100% electrification needs more study.

Electrification is cheaper, but…

Globally, the cost of operations has been cheaper on electrified routes. However, for it to be cheaper than diesel traction in the overall transport economics, the total traffic on that route must cross a certain threshold of Gross Tonne Kilometres (GTKM). This is the unit of measurement of total weight of locomotives and coaches carried per kilometre in a year on a route. A committee of experts headed by retired Railway Board Member (Traffic) C M Khosla determined that value at 53 GTKM in 2002. The World Bank has in the past suggested around 52 GTKM.

This is because unlike diesel, an electric engine requires heavy overhead equipment to run. Capital expenditure for this electrification is over Rs 1 crore per kilometre. The only way to recover this cost is by running trains — and if the number of trains does not cross a certain threshold, the calculation for the transporter goes into negative territory. On that parameter, the average GTKM value of currently electrified routes is around 45.

It, therefore, makes more sense to electrify routes that see heavy traffic volumes — which is what the Railways have done over the years. This is also why there is no talk of electrifying the 2,000-odd km of metre gauge and narrow gauge lines; the stress is more on converting them to broad gauge first. For the same reason, of the 22,019 km of the busiest double/multiple lines, a little over 82% already stand electrified. And everyone seems to agree that electrifying the remaining 3,842 km is a good idea.

The single-line problem

Of the 67,000-odd route km of railway network (narrow, meter gauges included), 39,658 km are single lines with mostly very poor train traffic volumes, almost less than half of the heavy-density electrified routes. This portion also includes the “uneconomic branch lines”. When the Railways say they wants to electrify the entire broad gauge network, they mostly mean the remaining single lines on the network.

Due to the poor density of both freight and passenger traffic, the Railways have not found financial justification for the electrification of these routes. Data show only 28%, or 7,190 km, of single lines are electrified — that too, due to operational reasons. With the stress on network capacity expansion, most single lines may be doubled in the future. However, the doubling will have a bearing on easing operational bottlenecks more than increasing traffic volumes — which is mainly determined by economic activity.

So the dilemma is, should the Railways also electrify these routes at a projected loss?

The cost breakup

The Railways spend around Rs 16,000 crore in diesel bills, and around Rs 10,000 crore in power bills, annually. It buys diesel at state rates, and power at an average per-unit cost of Rs 6.50.

Of the Rs 16,000 crore diesel bill, around Rs 8,000 crore are taxes. While the tax component varies from state to state, the Railways on average pay around 53% of the total diesel bill as taxes. Electric traction is more or less tax-neutral. The transporter is also purchasing directly from power producers at best-available rates per unit.

So, half of the money the Railways want to save is taxes ploughed into the economy that go into welfare schemes of the state, while most of the rest go to oil PSUs.

Also, stakeholders say, if GST is implemented on diesel, the Rs 8,000 crore the Railways pay in taxes would be almost halved even if the rate is 28%. It remains to be seen if the Railways wait for the government’s GST move before taking a final call on the choice of traction.

The power gain

The biggest argument put forth in favour of total electrification is the yearly saving to the tune of Rs 8,000-10,000 crore on the fuel bill. However, calculated at present rates, the total capital cost of electrification could be around Rs 40,000 crore. The cost of replacing the current fleet of around 5,800 diesel locomotives could be around Rs 50,000 crore. Taken with the maintenance infrastructure needed, the total figure may be Rs 1 lakh crore.

The Railways would have to borrow much of this money, while factoring in the cost of depreciation of assets. The servicing of this debt is an issue that needs to be looked at closely, experts say.

Environment, flexibility

If the Railways consume around 2,776 million litres of diesel, they currently require around 15,000 units of electricity, mostly coal-based thermal power. Total electrification might require the generation of an estimated 1,800 MW of additional power. The Railways have traditionally justified dual traction of diesel and electric on a variety of grounds, including, importantly, operational flexibility. During times of disaster or war, diesel engines have been more reassuring. While talking about 100% electrification, policymakers have discussed keeping a small fleet of diesel locomotives handy for such purposes.
India will not go for 100% electrification, we are manufacturing 800 electric engines with Alstom and 1100 diesel engine with GE, so for sure there is a plan for Diesel engines also. The reason is quite simple, same power diesel engine will have more traction capabilities than electric, so J&K and NE areas will have diesel engines apart from few high load freight trains.
 

Ashwin

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Indian Railways inducts two State-of-the-Art High Horse Power Locomotives

Indian Railways in collaboration with M/S General Electric (GE) under the Public Private Partnership initiative has inducted two Digitally Enabled Locomotives based on the state of the art insulated-gate bipolar transistor (IGBT) technology which enables the combined advantages of high efficiency and fast switching. As a gesture of inducting the two HHP locomotives on the Indian Railway system, GE handed over the symbolic reverser keys to Chairman, Railway Board, Shri Ashwani Lohani at a ceremony held at Northern Railway’s Diesel Loco Shed, Alambagh, Lucknow.



The two HHP prototypes locomotives were wholly designed in India under the Make in India program and manufactured under the Public Private partnership through a MOU with GE. The total investment amount is Rs.13000 crore and under the agreement Indian Railways has a 26% stake. The first GE manufactured Diesel locomotive No 49001 for Indian Railways, shipped from USA, landed in the country on 11th October 2017 and was put to extensive trials. The Salient features of the GE Locomotive are four stroke engine, 12 cylinders, 06 traction motors, AC Dual Cab locomotive; Safety features for self load, toilet facility, Upgraded Computer Controlled Braking (CCB system), Electronic Fuel Injection system, Fuel Efficient locomotive, IGBT based traction technology, Compliant with India’s UIC emission norm. The locomotive is also the first fully digitally enabled locomotive with greater reliability and availability and is also provided with a device to manage disasters. In a bid to setting higher benchmarks in maintenance of its assets for better reliability and safety, the Indian Railways had set up maintenance sheds at Roza, UP and Gandhidham, Gujarat.





GE is providing locomotive technology to Indian Railway and by 2025, through a joint venture company it will manufacture 1000 fuel-efficient locomotives (100 per year) that will be used for freight traffic hauling. Amongst these 700 locomotives will be 4500HP WDG4G and rest 300 locomotives will be of 6000HP. Initially 40 fuel efficient diesel locomotives will be manufactured in GE facility at Erie, Pennsylvania, USA and the rest 960 diesel locomotives will be manufactured in Marhoura, Saran District, Bihar. This production unit spread over 9.15 hectares, with township facility with a total area of 200 acres. This factory will start loco manufacturing from October 2018. Locos will be maintained in Roza, UP and Gandhidham, Gujarat.



IGBT Technology has a three-terminal power semiconductor device primarily used as an electronic switch which and was later developed to give the combined advantages of high efficiency and fast switching. It offers greater power gain than the standard bipolar type transistor combined with the higher voltage operation and lower input losses.
 

screambowl

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Dec 19, 2017
2,454
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switzerland

  1. 07/ 21
    An added advantage for the passengers is the provision of USB and mobile charging points in the space that joins two seats.

  2. 08/ 21
    The favourite snack table that is usually attached to the back of the seat has now found its way in a compact compartment under the arm rest of the seat. Passengers are required to just pull it out and pack it back again after eating.

  3. 09/ 21
    Just like an aircraft, this coach too comes with a personalised reading light which will not disturb the fellow passenger.

  4. 10/ 21
    There is also an attendant calling facility above the seat. The 'bell' button will make sure that your queries are answered without moving from your seat.

  5. 11/ 21
    The luggage racks are spacious and the area above them has been coated with anti-graffiti vinyl wrapping. This will ensure that the walls remain free of scratches.

  6. 12/ 21
    In the middle of the coach there are passenger information display boards on both sides. These will display useful information such as the approaching station, distance, speed etc.

very cheap and low quality material used
 

Parthu

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Dec 1, 2017
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Look Inside ELF Madhepura factory, Bihar

Indian Railways gets new electric locomotives! As part of a 3.5 billion euros 'Make in India' project, Alstom in a joint venture with Indian Railways is manufacturing 800 electric locomotives in Bihar's Madhepura. These 12,000 HP electric locomotives are a big step in the direction of reducing carbon footprint of Indian Railways, especially given Railway Minister Piyush Goyal's aim to phase out diesel locomotives in the coming years. The modern 'world-class' electric locomotives will go a long way in transforming Indian Railways. We take a look at some interesting facts about the electric locomotives and the 'Make in India' project that was awarded by Modi government in 2015:



As stated earlier, the WAG-12 class electric locomotives will boast of a horse-power of 12,000 and will be able to haul up to 6,000 tonnes.



Alstom claims that the Madhepura project will help create more than 10,000 jobs in India - both direct and indirect. These jobs will be created in the states of Bihar, Maharashtra and Uttar Pradesh.



As part of the joint venture with Indian Railways, Alstom will also maintain the super-powered double section locomotives for a period of 11 years. Said to be one of the "largest integrated greenfield facilities", the Madhepura railway locomotive factory is spread over 250 acres. The factory and facility also has a testing track for the locomotives.



According to Alstom, the factory has a production capacity of 120 electric locomotives per annum.



Alstom claims that as many as over 300 engineers from both India and France were involved in designing and engineering the electric locomotive for Indian Railways. Under the project, the first few car body shells for the locomotives are being imported into India. Eventually, these will be made at the factory in Madhepura. Alstom is also setting up depots in Nagpur (Maharashtra) and Saharanpur (Uttar Pradesh) that will be used for preventive and corrective maintenance of the locomotives.



The all-mechanised depots will have paint shops, bogie wash, smart warehousing, under floor wheel lathe etc. There will also be a training center with simulator for training of loco pilots. These new electric locomotives will be used for freight trains, and will eventually haul trains on the Dedicated Freight Corridors.



The "green" locomotive makes use of eco-friendly LED lighting and also has low voltage cables. The IGBT (Insulated Gate Bipolar Transistors)-based propulsion technology that the locomotive is equipped with helps save energy as it allows for regenerative braking. The electric locomotives will be able to attain speeds as high as 120 kmph - a fact that will greatly facilitate in faster movement of freight.



In an earlier interaction, Alstom India's Managing Director Alain Spohr had told FE Online that the French major hopes to eventually be able to export electric locomotives out of India.

Wow! This is where Indian Railways’ 12,000 HP ‘Make in India’ electric locomotives are being manufactured

@Ashwin @randomradio @Amal @Ankit Kumar @anant_s