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    June 19th, 2006, 11:23 PM #1

    ramkanRegistered User

    Join Date: Jul 2005Posts: 1,124Likes (Received): 2

    Ahmedabad Bus Rapid Transit

    Ahmedabad BRTSOfficial Website

    from wiki:

    The Ahmedabad BRT System is a highly ambitious rapid transport system developed by Gujarat Infrastructure

    Development Board (GIDB) for the city of Ahmedabad, recognizing that no single mode would cater to the mobilityneeds of the city and that Bus forms the most critical segment of the public transport system in the Ahmedabadcity. GIDB has thereby entrusted the system design task to CEPT University. A part of first corridor connectingPirana to R.T.O. was opened to public on October 14, 2009 by Chief Minister of Gujarat Narendra Modi.

    Ahmedabad Gujarat Ahmedabad India Ahmedabad Map In Ahmedabad

    Satellite - Mapgosur.com/Satellite-Map

    Interactive Satellite Map. Satellite

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    Operational Routes:

    Route Map - Copyright PlaneMad - Click on it to view large

    Slides from this Pdf (BRTS in Gujarat):

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    Pdf 2 (Operating stats/features)

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    Phase II - Under Construction

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    For the latest construction pictures and updates see the last page of the thread.

    Phase III - Planning stage

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    All the new routes (in purple) are along the radial roads connecting the 132 feet inner ring road (in blue) to the200 feet SP ring road (in green).

    The third phase will consist of 37 kms and take the overall network of BRTS to around 125 kms. The third phasewill have nine new routes which will include routes from Narol to Aslali ring road, Jasodanagar to Hathijan ring road,CTM- Hatkeshwar-Khokhara-New Cloth Market, Khokhra-Rakhial-Civil Hospital-Ghewar circle-Shahibaug Dafnala-Acher, Chadkheda-Zundal circle, New C G Road- Vishat Junction-IIT, Akhbarnagar-Gota, Sola Fly-over to Sciencecity and Shivranjani to APMC market, Sarkhej and Thaltej.

    The much awaited Helmet-Crossroads to SP ring road via Drive-In road and Thaltej will also be built in this phase.

    Related Article

    Last edited by IU; January 28th, 2012 at 04:30 AM.

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    June 19th, 2006, 11:39 PM #2

    ramkanRegistered User

    Join Date: Jul 2005Posts: 1,124Likes (Received): 2

    This is going to set an example on public road transport in INDIAN cities..

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    Quote:

    Ahmedabad takes the busWhile other cities in India are planning new Metro systems to address their transport woes, Ahmedabad hasthrown its weight behind Bus Rapid Transit instead. And given the may advantages this enjoys over rail -cost, potential, flexibility - it may prove to be the wiser choice, writes Madhav Pai.

    17 May 2006 - With crumbling transport infrastructure in many of our cities, various solutions to tackle thisare being proposed around the country, and huge investments are in the pipeline. Interestingly, while theattention of nearly every other metropolitan area seems fixed on rail-based systems (Metros) as thesolution, Ahmedabad has taken a different route, placing its faith in bus rapid transport. The merit of thisalternative is worth examining, as in the coming years many other cities will travel down the congestedpaths that the major metropolitan areas already find themselves in.

    Bus Rapid Transit (BRT) takes part of its name from "Rapid Transit", which describes a high-capacitytransport system with its own right-of-way, implemented using buses through infrastructural and schedulingimprovements, to provide a high level of service. Complicated as it sounds, this is nothing but high-capacityarticulated buses operating in lanes reserved for their exclusive use.

    Segregation - the first step

    Would dedicated lanes for buses mean sub-optimal use of already over-capacity roadways? No. Segregationby vehicle type or travel mode is the key to improving traffic flow. Flow theorists studying transport alwaysemphasize homogeneity. On a typical arterial road, buses account for about 10% of the total traffic, butcan occupy twice that percentage of road space in terms of area. Given that there is a bus stop every 1.5to 2 kilometres, imagine the road space consumed by the least manoeuvrable traffic, that is additionallychanging lanes back and forth regularly. To add to the problem, buses typically stop 5-7 feet away fromthe kerb in many locations; this space around the bus stop is anyway eliminated from use due the overflowof passengers waiting at the bus station. In a BRT system the median and the inner most lane or the leftmost lane can be dedicated to the bus. In case of median lanes bus stops or stations can be built in themedian to further improve the flow. Passengers are allowed to cross at the nearest signal or intersections.

    A bust stop in Curitiba, Brazil, home to one of the most successful BRT systems in the world.

    (Picture source: Wikipedia)

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    It might seem criminal to eliminate one lane of traffic for buses. However, experiences from around theglobe, contrary to expectation, tell us that in fact BRT systems have improved traffic flow in the non-BRTlanes too. The segregation of traffic is one of the big reasons for this. A well implemented efficiently-runBRTS will also cause citizens to switch travel modes from car to bus, which will further alleviate the trafficsituation.

    Planning road volumes

    In India, roads are often designed to take a particular number of users, say 30,000 persons per hour perdirection. But the demand for use of any one road tells us only part of the story; looking at corridorvolumes using a travel demand model is a flawed approach. It is like designing for 30,000 people to travelfrom A and B, not from their home to work or education institution and vice versa. Travel Demand does notwork like that, it exists between origins and destinations, not along point A and point B on an arterial.Hence a service which delivers passengers from their desired origins to their desired destinations should beconcieved while designing roadways.

    At the same time existing BRTS, like the Trans Millenio in the Colombian capital Bogota, claim to carry40,000 passengers per hour per direction. A certain degree of infrastructural and design innovation isrequired to achieve this goal, but it has been proved possible. A single dedicated lane BRTS is known tocarry 20,000 passengers per hour per direction. A second lane at bus stops for overtaking has shown todouble the system capacity.

    And at what cost?

    If dedicated bus lanes are so efficient, should we be choosing these instead of Metros for the big cities? Isa 30-km Metro really better than a 500-km BRTS? A comparison between the Delhi Metro and Ahmedabad'sBRT project is instructive.

    Experiences from around the globe tell us that BRT systems have improved traffic flow in the non-BRT lanestoo.

    The first phase of the Delhi metro is 64 kms. The capital cost of Phase I was estimated as Rs.6000 croresat Apr 1996 price levels. However, taking into account the cost escalation during the construction period ofnearly eight years, the completion cost was Rs.10,571 crores. That's a whopping Rs.165 crores per km. TheBangalore metro project, which recently got off the ground, will be similar in cost; its projected cost ofRs.6500 crores at today's price levels works out to Rs.178 crores per km, even without accounting for thecost escalation. Almost certainly, the completed cost will be higher.

    The Ahmedabad BRT project comprises of creating a 150-km long two-way corridor for swanky 70-seatbuses; existing circular roads and some arterial roads will be widened for these to ply, and encroachmentsfrom certain portions will be removed. The first tender issued is for the 10-km stretch of road betweenNaroda and Thakkar Bapanagar in phase-I, at a cost of Rs 75-crore, to be completed in 18-24 months afterthe bid is finalised. That's a mere 7.5 crores a km, a tenth of the costs for a Metro. A second tender will beissued for another 8-km Naroda-Chiloda stretch next month, also as part of phase-I.

    Higher costs for Metros may be acceptable, if they are accompanied by substantially higher benefits to thetransport infrastructure's current woes. But look at how Delhi's Metro is functioning. The expected ridershipin 2005 was 15 lakh passenger trips per day. Today, after more than a year of being in service, the system

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    actually gets about 4.5 lakh passengers a day. It is very easy to blame the travel demand forecastingmodel for incorrectly forecasting ridership. How can these be so different? One explanation is the lack ofconnectivity at ends of the metro lines. This is very similar to the 'A to B' example cited above.

    Flexibility - another reason for BRTS

    An important advantage of BRTS is its flexibility. Like in Ahmedabad, the system can first be implementedover a 10 km stretch. This first-phase system should be in operation in less than 2 years. This approachlends itself to incremental learning of the problem, and eliminating mistakes as the development proceeds.The relatively low implementation costs also don't leave taxpayers tied to one particular technology orsolution. And at the operational level, design changes in response to new concerns are also relatively simpleto make even after the system is under operation. A fixed-line Metro at high cost offers none of thisflexibility.

    A number of other advantages too can accrue from BRTS, but these greatly depend upon design, as well asadaptation of design to local conditions and implementation. Even without those, however, it is quite likelythat bus rapid transit is the more profitable solution for many cities. It is very encouraging though to seeAhmedabad make the bold decision to go with BRTS, against the conventional wisdom that favours Metros.As many as 35 cities in the world have successful BRTS, including five in China, besides North and LatinAmerica and Europe. One successful implementation in Ahmedabad could lead to a windfall of equitable,sustainable, affordable and environment-friendly BRTS projects across the country.

    Madhav Pai17 May 2006

    Madhav Pai is a Senior Transport Planner at Dowling Associates Inc., in Oakland, California. During the lastsix months he has been with Egovernments Foundation in Bangalore, helping to establish the transportplanning group there (full disclosure: India Together editor Ashwin Mahesh leads this research group).

    The website is painfully slow with a low bandwidth.http://www.egovamc.com/BRTS/BRTS.ASP

    Last edited by IU; January 28th, 2012 at 04:29 AM.

    June 20th, 2006, 12:00 AM #3

    harsh1802MAVerick

    Yeah gud option to go with for a city like Ahmedabad.

    But i think the big 6 shld also consider a parallel BRTS to go along with the MRTS.......i think they wld workwonderfully well in unision.

    Most of the major cities in the world do it this way....and to think tht a MRTS wld solve all the transportationproblems is foolish to say the least...

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    Join Date: Apr 2006Location: Hyderabad/HoustonPosts: 6,721Likes (Received): 81

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    June 20th, 2006, 12:53 AM #4

    JDBANNED

    Join Date: Apr 2006Location: Santa ClaraPosts: 1,167Likes (Received): 3

    How exactly they are going to find space for a dedicated bus lane in already non-existant Indian roads?

    June 20th, 2006, 07:21 AM #5

    ramkanRegistered User

    Join Date: Jul 2005Posts: 1,124Likes (Received): 2

    60 meter road width along the corridor

    Here is the cross-section, with Right of Way for BRTS in the middle..

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    Here is the route map on first phase covering 60 km

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    June 20th, 2006, 07:31 AM #6

    ramkan More diagrams

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    Registered User

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    AMC has done some thorough work on this..

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    June 20th, 2006, 08:15 AM #7

    Tintin27Registered User Join Date: Feb 2005Posts: 459Likes (Received): 13

    Knowing the traffic discipline in india, they need to put up pedestrian overhead bridges or subways to cross. BeijingBRTS mostly has subways for crossing the street to the BRTS station in the middle. Speaking of the BRTS bus, here is one video of one of the bus with TVs installed, just like Singapore... I wonderwhen we will get these in india...

    http://www.youtube.com/watch?v=L-lxy...=beijing%20bus

    June 20th, 2006, 03:28 PM #8

    cncityRegistered User

    Join Date: Feb 2005Location: TorontoPosts: 3,384Likes (Received): 29

    Quote:

    Originally Posted by Tintin27Knowing the traffic discipline in india, they need to put up pedestrian overhead bridges or subways tocross. Beijing BRTS mostly has subways for crossing the street to the BRTS station in the middle. Speaking of the BRTS bus, here is one video of one of the bus with TVs installed, just like Singapore... Iwonder when we will get these in india...http://www.youtube.com/watch?v=L-lxy...=beijing%20bus

    Constructing subways and overhead bridges wont help in India..people are just too lazy to use them..they'll stillcross in between the road, jump over the rails or even break the cement blocks to cross over and never use thebridges. The only way to make them use overhead bridges or subways is to have tall borders.?? on the sides of theroad..tall enough that they wont be able to jump over it or pass through them to cross over...__________________The only 2 animals that can see behind itself without turning it's head are the rabbit and the parrot

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    June 20th, 2006, 04:13 PM #9

    ramkanRegistered User

    Infact, one of the studies and proposed design of the bus stops for ART, considers fencing along the median. Whichforces the pedestrians to cross using zebra crossing at intersections. The bus shelters would be approximately 100- 300 meters from the junctions.

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    Join Date: Jul 2005Posts: 1,124Likes (Received): 2

    Precisely the bus shelters along the median(instead of conventional road side) is choosen to discourage peoplecrossing roads and occupying roads while boarding buses.

    I would post those bus shelter and access designs soon..

    June 20th,

    2006, 04:40 PM #10

    ramkanRegisteredUser

    Join Date: Jul2005Posts: 1,124Likes(Received): 2

    Bus Shelters and Access

    Various options considered

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    Current bus stations and road usage, note how commuters spill onto the roads and occupy 1 to 2 lanes

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    Proposed Design

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    June 21st, 2006, 03:33 AM #11

    BabjiRegistered User Join Date: Mar 2006Posts: 5,711Likes (Received): 32

    Quote:

    Originally Posted by ramkanThis is going to set an example on public road transport in INDIAN cities..

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    how did they decide and justify this mode of transport system?is it really better than a metro in terms of operational cost?what about usage of already sparce fossil fuels? pollution? is it convenient for commuters accessing the bus stations?is the land spared for roads used optimumly?would it be a profitable venture?

    Last edited by Babji; June 21st, 2006 at 03:42 AM.

    June 21st, 2006, 04:46 AM #12

    centralizedpandemoniumSatyameva Jayate

    Holy crap!! This looks awesome. Finally something meaningful for one of my home towns!!! I think apart from thisthey seriously need to widen the roads in the city. The roads in the new areas are nice, but the ones in the oldareas are yuck!!

    And I hope that Baroda also gets new modern buses, they really don't need a full fledged BRTS.__________________

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    June 21st, 2006, 05:10 AM #13

    ramkanRegistered User

    Join Date: Jul 2005Posts: 1,124Likes (Received): 2

    AMC has detailed plans on every road from widening roads, lighting, drainage, pavements, parking zones, how tokeep road side shops from choking traffic etc..

    CEPT has done extensive study in the last few years. This is a welcome change for an INDIAN CITY.

    Babji, i think cost and accessibility is the reason for this project. They might still go for metro at a later stage butthis is to better utilize road space with minimum cost..

    I will post more study docs at a later time.

    August 7th, 2006, 04:44 AM #14

    mayur_k100Registered User Join Date: Mar 2006Posts: 17Likes (Received): 0

    I think there is plenty of road space on main roads but they are under utilized because half the road space iscovered with sand. If they would keep the dust off the road they could add extra lanes. It is a good idea theyshould try to get environmental friendly buses if the project succeeds.

    August 7th, 2006, 05:30 AM #15

    VaastuShastraBANNED

    Wow, there must be a lot of space for there to be an eight lane road running through the city...

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    August 7th, 2006, 07:50 PM #16

    kashyap3Right Wing-ed Join Date: Jul 2006Location: BatcavePosts: 325Likes (Received): 0

    this system should be implemented in cities likeBaroda, Surat, Ahmedabad, Pune, Nagpur, Guwahati, Vizag, Vijayawada, Amritsar, Trivendram, Patna etcwhere there is a lot of room for cost effective development__________________

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    August 30th, 2006, 08:46 AM #17

    ramkanRegistered User

    Join Date: Jul 2005Posts: 1,124Likes (Received): 2

    BRTS project gets Govt nod

    Finally some news on the BRTS

    Quote:

    WORK ON FIRST PHASE OF THE PROJECT COVERING 58 KM WILL COMMENCE SOONExpress News Service

    Ahmedabad, August 14: THERE is some good news as well as bad news for those eagerly waiting to see theBus Rapid Transit System (BRTS) through. First the good news: the project has got the Central Governmentapproval for the Rs 493-crore first phase covering 58 kms. Now the bad news: the AMC, after invitingtenders to begin work on Narol-Naroda National Highway stretch, has decided to start it between Piranaand RTO.

    Maintaining a brave face, the administrative and political wings say that this has been done to avoid delayin its implementation. But the truth is the AMC has been finding it tough to have necessary approvals fromthe National Highways Authority of India (NHAI) for redesigning the Narol-Naroda highway because itinvolves material alterations in the original road design. The corporation, however, is happy that the CentralGovernment has given its approval for the project paving way for starting work on the 12-km Pirana-RTOroute, which will involve an expenditure of Rs 87.60 crore.

    To complete this part of first phase of the project, the AMC has set a deadline of one year from October

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    2006. Of the said expenditure, the Central Government will bear Rs 30.66 crore (35 pc) and the StateGovernment Rs 13.44 crore (15 pc) while the rest, Rs 43.50 crore (50 pc), will be borne by the AMC.

    The Pirana-RTO route consists of two parts: from RTO to Shivranjani crossroads (8 kms) and fromShivranjani crossroads to Pirana bridge (4 kms).

    When complete, it will be the first in India to offer commutation through BRTS, controlling bus movementthrough GPRS system, electronic ticketing and low-floor high payload capacity buses of extra length, saidMayor Amit Shah, Standing Committee chairperson Madhuben Patel and Municipal Commissioner I P Gautamat a joint press briefing. As part of this, the AMC has already grounded signage system and traffic signalsat Shivranjani crossroads.

    August 30th, 2006, 11:01 PM #18

    EfferAbove the Ignorance

    Join Date: Jun 2005Location: E Pluribus UnumPosts: 3,763Likes (Received): 97

    It looks excellent!

    December 21st, 2006, 04:31 PM #19

    cptrackerRegistered User

    Join Date: Aug 2005Posts: 252Likes (Received): 3

    http://cities.expressindia.com/fulls...?newsid=214013

    BRTS deadline thrown 6 months off the track

    Express News Service

    Ahmedabad, December 20: As with most civic projects that are announced with a lot of fanfare before they getmired in delay, so it seems with the prestigious transport infrastructure project of Bus Rapid Transit System (BRTS)for Ahmedabad. Come September 2007 and the first phase of BRTS was expected to be commissioned. But now itis going to suffer a delay of another six months and will be commissioned not before March 2008. Reason:technical problems.

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    Admitting this, Municipal Commissioner I P Gautam told reporters here on Wednesday that though the BhurelalCommittee had asked the AMC to complete the project in nine months, that is by September 2007, it was notpossible technically to meet that deadline. He said that even the CEPT experts who were involved with the projectsince beginning, had confirmed that the project would take at least 15 months for completion.

    No contractor came forward to complete the project in nine months and therefore, we have undergone thetendering process afresh giving a new deadline of 15 months, he said. Gautam added that the work on thePirana-RTO stretch of 12 km and the Narol-Naroda stretch of the project would commence almostsimultaneously and not only that, several other processes would start along with the main project.

    Approval from the National Highways Authority of India (NHAI) for alterations in the Narol-Naroda bypassfor BRTS project has been a major stumbling block in the progress of the project, even forcing the AMC toabandon this stretch and start on Pirana-RTO stretch instead. But now, according to the Commissioner, NHAIapproval process is through and there wont be any difficulty in starting project on this stretch where service roadis encroached by locals who are also leading resistance to part of the project, he said. NHAI has agreed to letAMC begin work on two split flyovers of Soni ni Chali char rasta and Thakkarpaba approach, he said.

    We have gone for construction of four split flyovers on the BRTS route mainly to facilitate movement of BRTSbuses in more than one direction and segregate heavy vehicular traffic from the BRTS route, Gautam said. He saidthat while Pirana-RTO stretch would be commissioned by March 2008, the Narol-Naroda portion would becommissioner by July 2008.

    Along the road designing, work on installation of signals and bus manufacturers like Volvo, Ashok Leyland and Tatahave also been started.

    He clarified that where BRTS buses would ply, AMTS buses would not come in between but serve as feeder toBRTS. He would not comment on the comparative tariffs for commuting through BRTS vis a vis AMTS.

    About the 208 mini CNG buses plying in the city, he said these buses had proved a failure because while nearly 60per cent of them had some problem or the other, 30 per cent of them broke down daily and therefore, no more newmini CNG buses would be introduced in the city. New buses will start arriving from next month, he said.

    December 21st, 2006, 04:35 PM #20

    cptrackerRegistered User

    Join Date: Aug 2005Posts: 252Likes (Received): 3

    http://cities.expressindia.com/fulls...?newsid=213027

    To fix space jam, AMC plans split flyover to Bopal

    Express News Service

    Ahmedabad, December 12: In a major two-pronged urban development initiative, the Ahmedabad MunicipalCorporation (AMC) has decided to build yet another split flyover bridge across SG highway to facilitatefurther extension of Bus Rapid Transit System (BRTS) in the city to cover newer areas. Accordingly, it hasdecided to extend the BRTS route from Shivranjini Crossroads right up to Bopal village.

    This is expected to have a dual effect on the transportation infrastructure of the city for while the proposed flyover

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    will reduce traffic congestion at Iskcon junction on Sarkhej-Gandhinagar highway, it will also provide a fast meansof public transport through a viable bus route. Municipal Commissioner I P Gautam on Tuesday said the proposal wasgiven to the CEPT University for working out final design and other modalities.

    Since the extension is part of the BRTS project approved under Jawaharlal Nehru National Urban Renewal Mission(JNNURM), he said finance would not be a problem for AMC as the State Government and the Central Governmentwould be chipping in their share of the cost. This will be the first split flyover across the SG Highway and the AMCexpects to receive due permission from the National Highways Authority of India in due course, said Gautam.

    Besides this, the AMC has also taken a major decision of reversing the two projects involving Parimal Garden levelcrossing and Ladla Pir (Shahibaug) level crossing.

    While Parimal Garden crossing was to have an underpass, the AMC has now decided to build a 410-metre longfour-lane underpass at a cost of Rs 12 crore. This will also have service lanes and cycle track on bothsides.

    Originally an underpass was planned here but it was turned into a flyover following stiff resistance from localresidents but again, now the original project stays with modifications in design to accommodate service lanes andcycle tracks, he said.

    On the other hand, at Shahibaug Ladla Pir level crossing, one the busiest level crossings in the city, it was earlierdecided to build an underpass but now the decision has been overturned and a flyover will be built here costing Rs16 crore.

    The reason being that the project for an underpass would have used up Rs 7 crore just for shifting of undergroundutilities.

    Gautam also said that to facilitate another BRTS route from Sarangpur to Soni ni Chali, the Sarangpur railwayoverbridge would be expanded and that talks with railway authorities were in progress.

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