The indigenous Kavach automatic train protection system, hailed by the railway ministry as a cornerstone of safety innovation, is yet to prove itself against international benchmarks, according to a senior executive at Hitachi Rail STS India. In an exclusive interview with PTI, Manoj Kumar Krishnappa, the company's Whole Time Director and Representative, lauded the technology's homegrown roots but cited its unproven status as a reason for Hitachi's decision to sit out the massive rollout across Indian Railways. This candid assessment arrives as the government accelerates Kavach's deployment amid a surge in rail accidents, spotlighting the tension between self-reliance and global best practices in India's quest for a safer, modernised network.

Launched in 2018-19, Kavach—developed by Indian firms like Medha Servo Drives—functions as a fail-safe mechanism, automatically applying brakes if a loco pilot exceeds speed limits or fails to respond to signals, while also aiding visibility in adverse weather. The ministry equates it to Europe's ETCS Level II, the world's largest ATP market, and claims the highest safety certification. Yet, over 1,400 km of track are equipped, with full operationalisation pending due to integration challenges. Hitachi, a Japanese giant with 27 years in India, opted against bidding, with Krishnappa explaining, "It is not a proven technology to the requirements of global standards. So we are waiting and watching." He expressed pride in the Indian product but emphasised its tailoring to local needs over universal applicability, reflecting broader debates on indigenous tech versus imported reliability in a sector where accidents claimed 293 lives last year.

Krishnappa contrasted Kavach with the Train Protection and Warning System (TPWS), which Hitachi installed on the Gatimaan Express in 2016—India's inaugural semi-high-speed service reaching 160 kmph. "The TPWS is a much better technology," he asserted, noting it aligns with ETCS Level I, while a superior Level II exists globally. Cost emerged as a pivotal factor: Indian tenders prioritise lowest bids (L1), sidelining advanced features that command premiums abroad. "I would not say only cost, but yes, cost is a major factor," Krishnappa observed, adding that while fiscal prudence drives decisions, the vision of a self-reliant India by 2047 demands nurturing domestic capabilities. This philosophy echoes Prime Minister Narendra Modi's Atmanirbhar Bharat, which has funneled billions into rail modernization, yet critics argue it risks compromising safety in the world's fourth-largest network, spanning 68,000 km.

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Hitachi's legacy underscores its stake in India's rail evolution: the firm has deployed electronic interlocking at 1,300 stations, auto block signalling, and centralised traffic control, enhancing efficiency on congested lines. Recent feats include signalling for the challenging Katra-Srinagar route in Jammu and Kashmir, under-river metro tunnelling in Kolkata, and Mumbai's pioneering monorail. Its ongoing Chennai Metro project spans 120 km of driverless, communication-based trains, integrating AI for seamless operations. As India eyes Vande Bharat expansions and bullet trains, Krishnappa's remarks signal a maturing ecosystem where local innovation like Kavach must evolve to attract global collaborators. With tenders worth Rs 15,000 crore pending, proving Kavach's mettle could unlock exports, positioning India as a rail tech exporter rather than an importer, and bridging the gap between ambition and assurance on tracks that carry 23 million passengers daily.

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