Spokesperson: Harsh Dhingra, Management Consultant ( Rail and Metro ) , Former Chief Country Representative, Bombardier Transportation India
The interview explores the evolving role of stainless steel in rail and metro systems, challenges in adopting aluminium technologies, and the future growth of India’s rail infrastructure.
What role does stainless steel play in metro coaches, and how is it evolving to improve infrastructure in India?
Stainless steel primarily prevents rust and stains, making it essential for metro coaches. It is optimal for speeds up to 160 kmph due to its durability and structural efficiency. Beyond this speed, aluminium is preferred as it reduces weight and improves system efficiency. Indian metros predominantly use stainless steel, while conventional railway coaches still rely on carbon steel. However, as India plans for higher-speed trains, such as 200–250 kmph, a shift to aluminium car bodies is inevitable. For instance, the Government of India has recently placed an order for aluminium-bodied coaches, marking a gradual transition.
What are the challenges in adopting new materials like aluminium in metro and railway systems?
One significant challenge is the lack of the right kind of aluminium material and extrusion technology in India. The absence of sufficient production volume further limits its adoption. Moreover, there is a shortage of skilled professionals in the rail and metro sector, which is growing rapidly but struggles to attract and retain competent talent. Addressing these gaps is crucial for the widespread use of aluminium in metro and rail systems.
How is India progressing with the bullet train project and addressing challenges in high-speed rail?
High-speed rail projects, such as the bullet train, operate on dedicated lines, making them distinct from conventional rail systems. While the technology for high-speed trains exists, delays in implementation are a concern. Current estimates suggest the first bullet train coaches might not arrive until 2030. Additionally, the technology initially planned for this project is now outdated, and Japan has proposed newer systems, requiring further upgrades. This delay has significantly impacted the growth of India’s high-speed rail network, which remains far behind countries like China, where 35,000 km of high-speed lines are operational compared to India’s initial 500 km.
How can government policies support the rail and metro sector in overcoming these challenges?
The government has been highly supportive in recent years, encouraging innovation and allocating funds for advancements like Vande Bharat trains. However, bureaucratic delays often hinder progress. Decision-makers in government roles tend to avoid risks due to their limited tenure, unlike the private sector, which is more flexible. Streamlining bureaucratic processes and fostering a risk-taking culture could significantly accelerate the adoption of new technologies and infrastructure projects.
Are there any technological advancements in stainless steel that have benefited the rail industry?
Stainless steel technology has advanced significantly, particularly in metro applications. The success of stainless steel in metro coaches has influenced Indian Railways to shift from LHB coaches to modern Vande Bharat coaches. These newer stainless steel grades provide the smoothness and durability needed for better performance. The government’s willingness to invest in such technologies has further encouraged their adoption, driving innovation in rail transport.
How do you foresee the growth of the rail and metro industry in India?
The demand for public transport is expected to grow substantially in the coming years. While dedicated freight corridors will handle goods, passenger transport will see increased demand for high-speed and metro coaches. Currently, India produces around 7,000–8,000 coaches annually, including metro coaches. This number is likely to increase to 10,000–12,000 over the next five years, creating significant opportunities for stainless steel and aluminium manufacturers.
