document_title: Beacon frame

question_text: by default access points send beacon frames every how many ms

text: Beacon frame

text: Beacon frame is one of the management frames in IEEE 802.11 based WLANs. It contains all the information about the network. Beacon frames are transmitted periodically to announce the presence of a wireless LAN. Beacon frames are transmitted by the access point (AP) in an infrastructure basic service set (BSS). In IBSS network beacon generation is distributed among the stations.

text: Components[edit]

text: Beacon frames consist of an Ethernet header, body and FCS. Some of the fields in the body are listed below.

text:
Timestamp
After receiving the beacon frame all the stations change their local clocks to this time. This helps with synchronization.

Beacon interval
This is the time interval between beacon transmissions. The time at which a node (AP, station when in ad hoc or P2P GO mode) must send a beacon is known as Target Beacon Transmission Time (TBTT). Beacon interval expressed in Time Unit (TU). It is a configurable parameter in the AP and typically configured as 100 TU.[1]

Capability information
Capability information field spans to 16 bits and contain information about capability of the device/network. Type of network such as AdHoc or Infrastructure network is signaled in this field. Apart from this information, it announces the support for polling, as well as the encryption details.

SSID
Supported rates
Frequency-hopping (FH) Parameter Set
Direct-Sequence (DS) Parameter Set
Contention-Free (CF) Parameter Set
IBSS Parameter Set
Traffic indication map (TIM)

text: Infrastructure network access points send beacons at a defined interval, which is often set to a default 100ms. In the case of an ad hoc network where there are no access points, a peer station is responsible for sending the beacon. After an ad hoc station receives a beacon frame from a peer, it waits a random amount of time. After that random timeout has elapsed, it will send a beacon frame unless another station has already sent one. In this way, the responsibility of sending beacon frames is rotated amongst all the peers in the ad hoc network, while ensuring that beacons will always be sent.

text: Most access points allow the changing of the beacon interval. Increasing the beacon interval will cause the beacons to be sent less frequently. This reduces load on the network and increases throughput for clients on the network; however, it has the undesirable effect of delaying association and roaming processes as stations scanning for access points could potentially miss a beacon while scanning other channels. Alternatively, decreasing the beacon interval causes beacons to be sent more frequently. This increases load on the network and decreases throughput for users, but it does result in a quicker association and roaming process. An additional downside of decreasing the beacon interval is that stations in power save mode will consume more power as they must more frequently awake to receive beacons.

text: Inspecting an idle network with packet-monitoring tools such as tcpdump or Wireshark would show that most traffic on the network consists of beacon frames, with a few non-802-11 packets mixed in, such as DHCP packets. If users joined the network, responses to each beacon would begin to appear, along with regular traffic generated by the users.

text: Beacon frames must be sent with the CSMA/CA algorithm. This means that if a station is currently sending a frame when the beacon needs to be sent, it must wait. This means that beacons may not be sent as frequently as the beacon interval would indicate. However, stations are able to compensate for this difference by inspecting the timestamp in the beacon frame when it is finally sent.

text: Function[edit]

text: While beacon frames do cause some non-trivial overhead for a network, they are vital for the proper operation of a network. Radio NICs generally scan all RF channels searching for beacons announcing the presence of a nearby access point. When a radio receives a beacon frame, it receives information about the capabilities and configuration of that network, and is also then able to provide a list of available eligible networks, sorted by signal strength. This allows the device to choose to connect to the optimal network.

text: Even after associating with a network, the radio NIC will continue to scan for beacons. This has several benefits. Firstly, by continuing to scan for other networks, the station has options for alternative networks if the current access point's signal becomes too weak to continue communication. Secondly, as it still receives beacon frames from the currently associated access point, the device is able to use the timestamps in those beacons to update its internal clock. Beacons from the currently associated access point also inform stations of imminent configuration changes, such as data rate changes.

text: Finally, beacons enable devices to have power saving modes. Access points will hold on to packets destined for stations that are currently sleeping. In the traffic indication map of a beacon frame, the access point is able to inform stations that they have frames waiting for delivery.


document_title: Sydney Harbour Bridge

question_text: how many bolts are in the sydney harbour bridge

question_tokens: how many bolts are in the sydney harbour bridge

root

text: Sydney Harbour Bridge

text: Structure[edit]

text: The southern end of the bridge is located at Dawes Point in The Rocks area, and the northern end at Milsons Point in the lower North Shore area. There are six original lanes of road traffic through the main roadway, plus an additional two lanes of road traffic on its eastern side, using lanes that were formerly tram tracks. Adjacent to the road traffic, a path for pedestrian use runs along the eastern side of the bridge, whilst a dedicated path for bicycle use only runs along the western side; between the main roadway and the western bicycle path are two lanes used for railway tracks, servicing the T1 North Shore Line for Sydney Trains.

tag: p

text: The main roadway across the bridge is known as the Bradfield Highway and is about 2.4 km (1.5 mi) long, making it one of the shortest highways in Australia.[citation needed]

text: Arch[edit]

text: The arch is composed of two 28-panel arch trusses; their heights vary from 18 m (59 ft) at the centre of the arch to 57 m (187 ft) at the ends next to the pylons.[10]

text: The arch has a span of 504 m (1,654 ft) and its summit is 134 m (440 ft) above mean sea level; expansion of the steel structure on hot days can increase the height of the arch by  18 cm (7.1 in).[11]

text: The total weight of the steelwork of the bridge, including the arch and approach spans, is 52,800 tonnes (52,000 long tons; 58,200 short tons), with the arch itself weighing 39,000 tonnes (38,000 long tons; 43,000 short tons).[12] About 79% of the steel was imported from England, with the rest being sourced from Newcastle.[13] On site, the contractors (Dorman Long and Co.) set up two workshops at Milsons Point, at the site of the present day Luna Park, and fabricated the steel into the girders and other required parts.[13]

text: The bridge is held together by six million Australian-made hand-driven rivets supplied by the McPherson company of Melbourne,[14][15] the last being driven through the deck on 21 January 1932.[13][16] The rivets were heated red-hot and inserted into the plates; the headless end was immediately rounded over with a large pneumatic rivet gun.[17] The largest of the rivets used weighed 3.5 kg (8 lb) and was 39.5 cm (15.6 in) long.[12][18] The practice of riveting large steel structures, rather than welding, was, at the time, a proven and understood construction technique, whilst structural welding had not at that stage been adequately developed for use on the bridge.[17]

text: Pylons[edit]

text: At each end of the arch stands a pair of 89 m (292 ft) high concrete pylons, faced with granite.[19] The pylons were designed by the Scottish architect Thomas S. Tait,[20] a partner in the architectural firm John Burnet & Partners.[21]

text: Some 250 Australian, Scottish, and Italian stonemasons and their families relocated to a temporary settlement at Moruya, NSW, 300 km (186 mi) south of Sydney, where they quarried around 18,000 m3 (635,664 cu ft) of granite for the bridge pylons.[13] The stonemasons cut, dressed, and numbered the blocks, which were then transported to Sydney on three ships built specifically for this purpose. The Moruya quarry was managed by John Gilmore, a Scottish stonemason who emigrated, with his young family to Australia in 1924, at the request of the project managers.[13][22][23] The concrete used was also Australian-made and supplied from Railton, Tasmania.[24]

text: Abutments at the base of the pylons are essential to support the loads from the arch and hold its span firmly in place, but the pylons themselves have no structural purpose. They were included to provide a frame for the arch panels and to give better visual balance to the bridge. The pylons were not part of the original design, and were only added to allay public concern about the structural integrity of the bridge.[25]

text: Although originally added to the bridge solely for their aesthetic value, all four pylons have now been put to use. The south-eastern pylon contains a museum and tourist centre, with a 360° lookout at the top providing views across the harbour and city. The south-western pylon is used by the New South Wales Roads and Traffic Authority (RTA) to support its CCTV cameras overlooking the bridge and the roads around that area. The two pylons on the north shore include venting chimneys for fumes from the Sydney Harbour Tunnel, with the base of the southern pylon containing the RMS maintenance shed for the bridge, and the base of the northern pylon containing the traffic management shed for tow trucks and safety vehicles used on the bridge.[citation needed]

text: In 1942 the pylons were modified to include parapets and anti-aircraft guns designed to assist in both Australia's defence and general war effort.[26]The top level of stonework was never removed.[citation needed]

text: History[edit]

text: Early proposals[edit]

text: There had been plans to build a bridge as early as 1815, when convict and noted architect Francis Greenway reputedly proposed to Governor Lachlan Macquarie that a bridge be built from the northern to the southern shore of the harbour.[7][27] In 1825, Greenway wrote a letter to the then "The Australian" newspaper stating that such a bridge would "give an idea of strength and magnificence that would reflect credit and glory on the colony and the Mother Country".[27]

text: Nothing came of Greenway's suggestions, but the idea remained alive, and many further suggestions were made during the nineteenth century. In 1840, naval architect Robert Brindley proposed that a floating bridge be built. Engineer Peter Henderson produced one of the earliest known drawings of a bridge across the harbour around 1857. A suggestion for a truss bridge was made in 1879, and in 1880 a high-level bridge estimated at $850,000 was proposed.[27]

text: In 1900, the Lyne government committed to building a new Central railway station and organised a worldwide competition for the design and construction of a harbour bridge. Local engineer Norman Selfe submitted a design for a suspension bridge and won the second prize of £500. In 1902, when the outcome of the first competition became mired in controversy, Selfe won a second competition outright, with a design for a steel cantilever bridge. The selection board were unanimous, commenting that, "The structural lines are correct and in true proportion, and... the outline is graceful".[28] However due to an economic downturn and a change of government at the 1904 NSW State election construction never began.[citation needed]

text: A unique three-span bridge was proposed in 1922 by Ernest Stowe with connections at Balls Head, Millers Point, and Balmain with a memorial tower and hub on Goat Island.[29][30]

text: Planning[edit]

text: In 1914 John Bradfield was appointed "Chief Engineer of Sydney Harbour Bridge and Metropolitan Railway Construction", and his work on the project over many years earned him the legacy as the "father" of the bridge.[4] Bradfield's preference at the time was for a cantilever bridge without piers, and in 1916 the NSW Legislative Assembly passed a bill for such a construction, however it did not proceed as the Legislative Council rejected the legislation on the basis that the money would be better spent on the war effort.[27]

text: Following World War I, plans to build the bridge again built momentum.[7] Bradfield persevered with the project, fleshing out the details of the specifications and financing for his cantilever bridge proposal, and in 1921 he travelled overseas to investigate tenders. On return from his travels Bradfield decided that an arch design would also be suitable[27] and he and officers of the NSW Department of Public Works prepared a general design[4][7] for a single-arch bridge based upon New York City's Hell Gate Bridge.[6][31] In 1922 the government passed the Sydney Harbour Bridge Act No. 28, specifying the construction of a high-level cantilever or arch bridge across the harbour between Dawes Point and Milsons Point, along with construction of necessary approaches and electric railway lines,[27] and worldwide tenders were invited for the project.[4]

text: As a result of the tendering process, the government received twenty proposals from six companies; on 24 March 1924 the contract was awarded to British firm Dorman Long and Co Ltd, of Middlesbrough well known as the contractors who built the similar Tyne Bridge of Newcastle Upon Tyne, for an arch bridge at a quoted price of AU£4,217,721 11s 10d.[4][27] The arch design was cheaper than alternative cantilever and suspension bridge proposals, and also provided greater rigidity making it better suited for the heavy loads expected.[27]

text: Bradfield and his staff were ultimately to oversee the entire bridge design and building process, while Dorman Long and Co's Consulting Engineer, Sir Ralph Freeman of Sir Douglas Fox and Partners, and his associate Mr. G.C. Imbault, carried out the detailed design and erection process of the bridge.[4] Architects for the contractors were from the British firm John Burnet & Partners of Glasgow, Scotland.[21]

text: The building of the bridge coincided with the construction of a system of underground railways in Sydney's CBD, known today as the City Circle, and the bridge was designed with this in mind. The bridge was designed to carry six lanes of road traffic, flanked on each side by two railway tracks and a footpath. Both sets of rail tracks were linked into the underground Wynyard railway station on the south (city) side of the bridge by symmetrical ramps and tunnels. The eastern-side railway tracks were intended for use by a planned rail link to the Northern Beaches;[citation needed] in the interim they were used to carry trams from the North Shore into a terminal within Wynyard station, and when tram services were discontinued in 1958, they were converted into extra traffic lanes. The Bradfield Highway, which is the main roadway section of the bridge and its approaches, is named in honour of Bradfield's contribution to the bridge.

text: Construction[edit]

text: The building of the bridge was under the management of Bradfield. Three other people heavily involved in the bridge's design and construction were Lawrence Ennis, Edward Judge, and Sir Ralph Freeman. Ennis was the engineer-in-charge at Dorman Long and Co and the main on-site supervisor (Bradfield visited occasionally throughout the project and, in particular, at many key stages of the project, to inspect progress and make managerial decisions), Judge was chief technical engineer of Dorman Long, and Freeman was hired by the company to design the accepted model in further detail. Later a bitter disagreement broke out between Bradfield and Freeman as to who actually designed the bridge.

text: The official ceremony to mark the "turning of the first sod" occurred on 28 July 1923, on the spot at Milsons Point on the north shore where two workshops to assist in building the bridge were to be constructed.[32]

text: An estimated 469 buildings on the north shore, both private homes and commercial operations, were demolished to allow construction to proceed, with little or no compensation being paid. Work on the bridge itself commenced with the construction of approaches and approach spans, and by September 1926 concrete piers to support the approach spans were in place on each side of the harbour.[32]

text: As construction of the approaches took place, work was also started on preparing the foundations required to support the enormous weight of the arch and loadings. Concrete and granite faced abutment towers were constructed, with the angled foundations built into their sides.[32]

text: Once work had progressed sufficiently on the support structures, a giant "creeper crane" was erected on each side of the harbour.[33] These cranes were fitted with a cradle, and then used to hoist men and materials into position to allow for erection of the steelwork. To stabilise works while building the arches, tunnels were excavated on each shore with steel cables passed through them and then fixed to the upper sections of each half-arch to stop them collapsing as they extended outwards.[32]

text: Arch construction itself began on 26 October 1928. The southern end of the bridge was worked on ahead of the northern end, to detect any errors and to help with alignment. The cranes would "creep" along the arches as they were constructed, eventually meeting up in the middle. In less than two years, on Tuesday, 19 August 1930, the two halves of the arch touched for the first time. Workers riveted both top and bottom sections of the arch together, and the arch became self-supporting, allowing the support cables to be removed. On 20 August 1930 the joining of the arches was celebrated by flying the flags of Australia and the United Kingdom from the jibs of the creeper cranes.[32]

text: Once the arch was completed, the creeper cranes were then worked back down the arches, allowing the roadway and other parts of the bridge to be constructed from the centre out. The vertical hangers were attached to the arch, and these were then joined with horizontal crossbeams. The deck for the roadway and railway were built on top of the crossbeams, with the deck itself being completed by June 1931, and the creeper cranes were dismantled. Rails for trains and trams were laid, and road was surfaced using concrete topped with asphalt.[32] Power and telephone lines, and water, gas, and drainage pipes were also all added to the bridge in 1931.[citation needed]

text: The pylons were built atop the abutment towers, with construction advancing rapidly from July 1931. Carpenters built wooden scaffolding, with concreters and masons then setting the masonry and pouring the concrete behind it. Gangers built the steelwork in the towers, while day labourers manually cleaned the granite with wire brushes. The last stone of the north-west pylon was set in place on 15 January 1932, and the timber towers used to support the cranes were removed.[19][32]

text: On 19 January 1932, the first test train, a steam locomotive, safely crossed the bridge.[34] Load testing of the bridge took place in February 1932, with the four rail tracks being loaded with as many as 96 steam locomotives positioned end-to-end. The bridge underwent testing for three weeks, after which it was declared safe and ready to be opened.[32] The construction worksheds were demolished after the bridge was completed, and the land that they were on is now occupied by Luna Park.[35]

text: The standards of industrial safety during construction were poor by today's standards. Sixteen workers died during construction,[36] but surprisingly only two from falling off the bridge. Several more were injured from unsafe working practices undertaken whilst heating and inserting its rivets, and the deafness experienced by many of the workers in later years was blamed on the project. Henri Mallard between 1930 and 1932 produced hundreds of stills[37] and film footage[38] which reveal at close quarters the bravery of the workers in tough Depression-era conditions.[citation needed]

text: Interviews were conducted between 1982-1989 with a variety of tradesmen who worked on the building of the bridge. Among the tradesmen interviewed were drillers, riveters, concrete packers, boilermakers, riggers, ironworkers, plasterers, stonemasons, an official photographer, sleepcutters, engineers and draughtsmen.[39]

text: The total financial cost of the bridge was AU£6.25 million, which was not paid off in full until 1988.[40]

text: Opening[edit]

text: The bridge was formally opened on Saturday, 19 March 1932.[41] Amongst those who attended and gave speeches were the Governor of New South Wales, Sir Philip Game, and the Minister for Public Works, Lawrence Ennis. The Premier of New South Wales, Jack Lang, was to open the bridge by cutting a ribbon at its southern end.[citation needed]

text: However, just as Lang was about to cut the ribbon, a man in military uniform rode up on a horse, slashing the ribbon with his sword and opening the Sydney Harbour Bridge in the name of the people of New South Wales before the official ceremony began. He was promptly arrested.[42] The ribbon was hurriedly retied and Lang performed the official opening ceremony and Game thereafter inaugurated the name of the bridge as 'Sydney Harbour Bridge' and the associated roadway as the 'Bradfield Highway'. After they did so, there was a 21-gun salute and an RAAF flypast. The intruder was identified as Francis de Groot. He was convicted of offensive behaviour and fined £5 after a psychiatric test proved he was sane, but this verdict was reversed on appeal. De Groot then successfully sued the Commissioner of Police for wrongful arrest, and was awarded an undisclosed out of court settlement. De Groot was a member of a right-wing paramilitary group called the New Guard, opposed to Lang's leftist policies and resentful of the fact that a member of the Royal Family had not been asked to open the bridge.[42] De Groot was not a member of the regular army but his uniform allowed him to blend in with the real cavalry. This incident was one of several involving Lang and the New Guard during that year.[citation needed]

text: A similar ribbon-cutting ceremony on the bridge's northern side by North Sydney's mayor, Alderman Primrose, was carried out without incident. It was later discovered that Primrose was also a New Guard member but his role in and knowledge of the de Groot incident, if any, are unclear.[citation needed] The pair of golden scissors used in the ribbon cutting ceremonies on both sides of the bridge was also used to cut the ribbon at the dedication of the Bayonne Bridge, which had opened in Bayonne, New Jersey, close to New York City, the year before.[43][44]

text:
Despite the bridge opening in the midst of the Great Depression, opening celebrations were organised by the Citizens of Sydney Organising Committee, an influential body of prominent men and politicians that formed in 1931 under the chairmanship of the Lord Mayor to oversee the festivities. The celebrations included an array of decorated floats, a procession of passenger ships sailing below the bridge, and a Venetian Carnival.[45] A message from a primary school in Tottenham, 515 km (320 mi) away in rural New South Wales, arrived at the bridge on the day and was presented at the opening ceremony. It had been carried all the way from Tottenham to the bridge by relays of school children, with the final relay being run by two children from the nearby Fort Street Boys' and Girls' schools.
After the official ceremonies, the public was allowed to walk across the bridge on the deck, something that would not be repeated until the 50th anniversary celebrations.[27] Estimates suggest that between 300,000 and one million people took part in the opening festivities,[27] a phenomenal number given that the entire population of Sydney at the time was estimated to be 1,256,000.[46]

text: There had also been numerous preparatory arrangements. On 14 March 1932, three postage stamps were issued to commemorate the imminent opening of the bridge. Several songs were composed for the occasion.[47]

text: The bridge itself was regarded as a triumph over Depression times, earning the nickname "the Iron Lung", as it kept many Depression-era workers employed.[48]

text: Operations[edit]

text: In 2010, the average daily traffic included 204 trains, 160,435 vehicles and 1650 bicycles.[49]

text: Road[edit]

text: From the Sydney CBD side, motor vehicle access to the bridge is normally via Grosvenor Street, Clarence Street, Kent Street, the Cahill Expressway, or the Western Distributor. Drivers on the northern side will find themselves on the Warringah Freeway, though it is easy to turn off the freeway to drive westwards into North Sydney or eastwards to Neutral Bay and beyond upon arrival on the northern side.[citation needed]

text: The bridge originally only had four wider traffic lanes occupying the central space which now has six, as photos taken soon after the opening clearly show. In 1958 tram services across the bridge were withdrawn and the tracks replaced by two extra road lanes; these lanes are now the leftmost southbound lanes on the bridge and are still clearly distinguishable from the other six road lanes. Lanes 7 and 8 now connect the bridge to the elevated Cahill Expressway that carries traffic to the Eastern Distributor.

text: In 1988, work began to build a tunnel to complement the bridge. It was determined that the bridge could no longer support the increased traffic flow of the 1980s. The Sydney Harbour Tunnel was completed in August 1992 and carries only motor vehicles.

text: The Bradfield Highway is designated as a Travelling Stock Route[50] which means that it is permissible to herd livestock across the bridge, but only between midnight and dawn, and after giving notice of intention to do so. In practice, owing to the high-density urban nature of modern Sydney, and the relocation of abattoirs and markets, this has not taken place for approximately half a century.[citation needed]

text: Tidal flow[edit]

text: The bridge is equipped for tidal flow operation, permitting the direction of traffic flow on the bridge to be altered to better suit the morning and evening rush hours' traffic patterns.[51]

text: The bridge has eight lanes in total, numbered one to eight from west to east. Lanes three, four and five are reversible. One and two always flow north. Six, seven, and eight always flow south. The default is four each way. For the morning rush hour, the lane changes on the bridge also require changes to the Warringah Freeway, with its inner western reversible carriageway directing traffic to the bridge lane numbers three and four southbound.[citation needed]

text: The bridge has a series of overhead gantries which indicate the direction of flow for each traffic lane. A green arrow pointing down to a traffic lane means the lane is open. A flashing red "X" indicates the lane is closing, but is not yet in use for traffic travelling in the other direction. A static red "X" means the lane is in use for oncoming traffic. This arrangement was introduced in the 1990s, replacing a slow operation where lane markers were manually moved to mark the centre median.[citation needed]

text: It is possible to see odd arrangements of flow during night periods when maintenance occurs, which may involve completely closing some lanes. Normally this is done between midnight and dawn, because of the enormous traffic demands placed on the bridge outside these hours.[citation needed]

text: Tolls[edit]

text: The vehicular traffic lanes on the bridge are operated as a toll road. As of 27 January 2009 there is a variable tolling system for all vehicles headed into the CBD (southbound). The toll paid is dependent on the time of day in which the vehicle passes through the toll plaza. The toll varies from a minimum value of $2.50 to a maximum value of $4.[52] There is no toll for northbound traffic (though taxis travelling north may charge passengers the toll in anticipation of the toll the taxi must pay on the return journey). There are toll plazas at the northern and southern ends. The two eastern lanes (which continue over the Cahill Expressway at the southern end of the bridge) have their tollbooths at the northern end, while the other southbound lanes (for CBD traffic) are serviced by tollbooths at the southern end of the bridge. There is a bridge-long median strip between lanes 6 and 7 to separate traffic which has already paid the toll (at the northern end) from other southbound traffic (which must pay the toll at the southern end).[citation needed]

text: The toll was originally placed on travel across the bridge, in both directions, to recoup the cost of its construction. This cost was recovered in the 1980s, but the toll has been kept (indeed increased) by the state government's Roads and Traffic Authority to recoup the costs of the Sydney Harbour Tunnel.[citation needed]

text: After the decision to build the Sydney Harbour Tunnel was made in the early 1980s, the toll was increased (from 20 cents to $1, then to $1.50, and finally to $2 by the time the tunnel opened) to pay for its construction. The tunnel also had an initial toll of $2 southbound. After the increase to $1, the concrete barrier on the bridge separating the Bradfield Highway from the Cahill Expressway was increased in height, because of the large numbers of drivers crossing it illegally from lane 6 to 7, to avoid the toll. The toll for all southbound vehicles was increased to $3 in March 2004.[citation needed]

text: Originally it cost a car or motorcycle six pence to cross, a horse and rider being three pence. Use of the bridge by bicycle riders (provided that they use the cycleway) and by pedestrians is free. Later governments capped the fee for motorcycles at one-quarter of the passenger-vehicle cost, but now it is again the same as the cost for a passenger vehicle, although quarterly flat-fee passes are available which are much cheaper for frequent users.[53]

text: In July 2008 a new electronic tolling system called e-TAG was introduced. The Sydney Harbour Tunnel was converted to this new tolling system while the Sydney Harbour Bridge itself had several cash lanes. The electronic system as of 12 January 2009 has now replaced all booths with E-tag lanes.[54] In January 2017 work commenced to remove the southern toll booths.[55]

text: Pedestrians[edit]

text: The pedestrian-only footway is located on the east side of the bridge. Access from the northern side involves climbing an easily spotted flight of stairs, located on the east side of the bridge at Broughton St, Kirribilli. Pedestrian access on the southern side is more complicated, but signposts in the Rocks area now direct pedestrians to the long and sheltered flight of stairs that leads to the bridge's southern end. These stairs are located near Gloucester Street and Cumberland Street.[citation needed]

text: The bridge can also be approached from the south by accessing Cahill Walk, which runs along the Cahill Expressway. Pedestrians can access this walkway from the east end of Circular Quay by a flight of stairs or a lift. Alternatively it can be accessed from the Botanic Gardens.[citation needed]

text: Cyclists[edit]

text: The bike-only cycleway is located on the western side of the bridge. Access from the northern side involves carrying or pushing a bicycle up a staircase, consisting of 55 steps, located on the western side of the bridge at Burton St, Milsons Point. A wide smooth concrete strip in the centre of the stairs permits cycles to be wheeled up and down from the bridge deck whilst the rider is dismounted. A campaign to eliminate the steps on this popular cycling route to the CBD has been running since at least 2008.[56][57] On 7 December 2016 the NSW Roads Minister Duncan Gay confirmed that the northern stairway would be replaced with a A$20 million ramp alleviating the needs for cyclists to dismount. At the same time the NSW Government announced plans to upgrade the southern ramp at a projected cost of A$20 million. Both projects are expected to completed by late 2020.[58][59][60] Access to the cycleway on the southern side is via the northern end of the Kent Street cycleway and/or Upper Fort Street in The Rocks.[61]

text: Rail[edit]

text: The bridge lies between Milsons Point and Wynyard railway stations, located on the north and south shores respectively, with two tracks running along the western side of the bridge. These tracks are part of the North Shore railway line.

text: In 1958 tram services across the bridge were withdrawn and the tracks they had used were removed and replaced by two extra road lanes; these lanes are now the leftmost southbound lanes on the bridge and are still clearly distinguishable from the other six road lanes. The original ramp that took the trams into their terminus at the underground Wynyard railway station is still visible at the southern end of the main walkway under lanes 7 and 8, although the tunnels have been converted into a car park and firing range.[62][citation needed]

text: Maintenance[edit]

text: The Sydney Harbour Bridge requires constant inspections and other maintenance work to keep it safe for the public, and to protect from corrosion. Among the trades employed on the bridge are painters, ironworkers, boilermakers, fitters, electricians, plasterers, carpenters, plumbers, and riggers.[31]

text: The most noticeable maintenance work on the bridge involves painting. The steelwork of the bridge that needs to be painted is a combined 485,000 m2 (120 acres), the equivalent of sixty football fields. Each coat on the bridge requires some 30,000 L (6,600 imp gal) of paint.[31] A special fast-drying paint is used, so that any paint drops have dried before reaching the vehicles or bridge surface.[18] One notable identity from previous bridge-painting crews is Australian comedian and actor Paul Hogan, who worked as a bridge painter before rising to media fame in the 1970s.[7]

text: In 2003 the Roads & Traffic Authority began completely repainting the southern approach spans of the bridge. This involved removing the old lead-based paint, and repainting the 90,000 m2 (22 acres) of steel below the deck. Workers operated from self-contained platforms below the deck, with each platform having an air extraction system to filter airborne particles. An abrasive blasting was used, with the lead waste collected and safely removed from the site for disposal.[31]

text: Between December 2006 and March 2010 the bridge was subject to works designed to ensure its longevity. The work included some strengthening.[63]

text: Since 2013, two grit-blasting robots specially developed with the University of Technology, Sydney have been employed to help with the paint stripping operation on the bridge.[64] The robots, nicknamed Rosie and Sandy,[65] are intended to reduce workers' potential exposure to dangerous lead paint and asbestos and the blasting equipment which has enough force to cut through clothes and skin.[66]

text: Tourism[edit]

text: South-east pylon[edit]

text: Even during its construction, the bridge was such a prominent feature of Sydney that it would attract tourist interest. One of the ongoing tourist attractions of the bridge has been the south-east pylon, which is accessed via the pedestrian walkway across the bridge, and then a climb to the top of the pylon of about 200 steps.[16]

text: Not long after the bridge's opening, commencing in 1934, Archer Whitford first converted this pylon into a tourist destination.[67] He installed a number of attractions, including a café, a camera obscura, an Aboriginal museum, a "Mother's Nook" where visitors could write letters, and a "pashometer". The main attraction was the viewing platform, where "charming attendants" assisted visitors to use the telescopes available,[67] and a copper cladding (still present) over the granite guard rails identified the suburbs and landmarks of Sydney at the time.[68]

text: The outbreak of World War II in 1939 saw tourist activities on the bridge cease, as the military took over the four pylons and modified them to include parapets and anti-aircraft guns.[69]

text: In 1948 Yvonne Rentoul opened the "All Australian Exhibition" in the pylon. This contained dioramas, and displays about Australian perspectives on subjects such as farming, sport, transport, mining, and the armed forces. An orientation table was installed at the viewing platform, along with a wall guide and binoculars. The owner kept several white cats in a rooftop cattery, which also served as an attraction, and there was a souvenir shop and postal outlet.[70] Rentoul's lease expired in 1971, and the pylon and its lookout remained closed to the public for over a decade.[71]

text: The pylon was reopened in 1982, with a new exhibition celebrating the bridge's 50th anniversary.[72] In 1987 a "Bicentennial Exhibition" was opened to mark the 200th anniversary of European settlement in Australia in 1988.[73]

text: The pylon was closed from April to November 2000 for the Roads & Traffic Authority and BridgeClimb to create a new exhibition called "Proud Arch". The exhibition focussed on Bradfield, and included a glass direction finder on the observation level, and various important heritage items.[74]

text: The pylon again closed for four weeks in 2003 for the installation of an exhibit called "Dangerous Works", highlighting the dangerous conditions experienced by the original construction workers on the bridge, and two stained glass feature windows in memory of the workers.[75]

text: BridgeClimb[edit]

text: In 1950s and 1960s there were occasional newspaper reports of climbers who had made illegal arch traversals of the bridge, invariably by night. In 1973 Philippe Petit walked across a wire between the two pylons at the southern end of the Sydney Harbour Bridge. Since 1998, BridgeClimb[76] has made it possible for tourists to legally climb the southern half of the bridge. Tours run throughout the day, from dawn to night, and are only cancelled for electrical storms or high wind.[77]

text: Groups of climbers are provided with protective clothing appropriate to the prevailing weather conditions, and are given an orientation briefing before climbing. During the climb, attendees are secured to the bridge by a wire lifeline. Each climb begins on the eastern side of the bridge and ascends to the top. At the summit, the group crosses to the western side of the arch for the descent. Each climb takes three-and-a-half-hours, including the preparations.[77]

text: In December 2006, BridgeClimb[76] launched an alternative to climbing the upper arches of the bridge. The Discovery Climb allows climbers to ascend the lower chord of the bridge and view its internal structure. From the apex of the lower chord, climbers ascend a staircase to a platform at the summit.[citation needed]

text: Celebrations[edit]

text: Since the opening, the bridge has been the focal point of much tourism and national pride.[citation needed]

text: 50th Anniversary celebrations (1982)[edit]

text: In 1982 the bridge celebrated the 50th anniversary of its opening. For the first time since its opening in 1932, the bridge was closed to most vehicles with the exception of vintage vehicles, and pedestrians were allowed full access for the day.[13] The celebrations were attended by Edward Judge, who represented Dorman Long.[citation needed] [78]

text: Bicentennial Australia Day celebrations (1988)[edit]

text: Australia's bicentennial celebrations on 26 January 1988 attracted large crowds in the bridge's vicinity as merrymakers flocked to the foreshores to view the events on the harbour. The highlight was the biggest parade of sail ever held in Sydney, square-riggers from all over the world, surrounded by hundreds of smaller craft of every description, passing majestically under the Sydney Harbour Bridge. The day's festivities culminated in a fireworks display in which the bridge was the focal point of the finale, with fireworks streaming from the arch and roadway. This was to become the pattern for later firework displays.[citation needed]

text: Sydney New Year's Eve (1993–present)[edit]

text: The Harbour Bridge is an integral part of the Sydney New Year's Eve celebrations, generally being used in spectacular ways during the fireworks displays at 21:00 and midnight. In recent times, the bridge has included a ropelight display on a framework in the centre of the eastern arch, which is used to complement the fireworks. As the scaffolding and framework are clearly visible for some weeks before the event, revealing the outline of the design, there is much speculation as to how the effect is to be realised.

text: During the millennium celebrations in 2000, the Sydney Harbour Bridge was lit up with the word "Eternity", as a tribute to the legacy of Arthur Stace a Sydney artist who for many years inscribed that word on pavements in chalk in beautiful copperplate writing despite the fact that he was illiterate.[citation needed]

text: The effects have been as follows:[citation needed]

text:
NYE1997: Smiley face
NYE1999: The word "Eternity" in copperplate writing[79]
NYE2000: Rainbow Serpent and Federation Star
NYE2001: Uluru, the Southern Cross and the Dove of Peace
NYE2002: Dove of Peace and the word "PEACE"
NYE2003: Light show
NYE2004: "Fanfare"
NYE2005: Three concentric hearts
NYE2006: Coathanger and a diamond
NYE2007: Mandala
NYE2008: The Sun
NYE2009: Taijitu Symbol, a Blue moon and a ring of fire
NYE2010: Handprint, "X" Mark and a Spot
NYE2011: Thought Bubble, Sun and Endless Rainbow
NYE2012: Butterfly and a Lip
NYE2013: Eye
NYE2014: Light bulb
NYE2015: Sydney Harbour Bridge
NYE2016: Light show

tag: ul

text: The numbers for the New Year's Eve countdown also appear on the eastern side of the Bridge pylons.[80]

text: Walk for Reconciliation (2000)[edit]

text: In May 2000 the bridge was closed to vehicular access for a day to allow a special reconciliation march—the "Walk for Reconciliation"—to take place. This was part of a response to an Aboriginal Stolen Generations inquiry, which found widespread suffering had taken place amongst Australian Aboriginal children forcibly placed into the care of white parents in a little-publicised state government scheme. Between 200,000 and 300,000 people were estimated to have walked the bridge in a symbolic gesture of crossing a divide.[81]

text: Sydney 2000 Olympics[edit]

text: During the Sydney 2000 Olympics in September and October 2000, the bridge was adorned with the Olympic Rings. It was included in the Olympic torch's route to the Olympic stadium. The men's and women's Olympic marathon events likewise included the bridge as part of their route to the Olympic stadium. A fireworks display at the end of the closing ceremony ended at the bridge. The east-facing side of the bridge has been used several times since as a framework from which to hang static fireworks, especially during the elaborate New Year's Eve displays.[82]

text: Formula One promotion (2005)[edit]

text: In 2005 Mark Webber drove a Williams-BMW Formula One car across the bridge.[83]

text: 75th anniversary (2007)[edit]

text: In 2007, the 75th anniversary of its opening was commemorated with an exhibition at the Museum of Sydney, called "Bridging Sydney".[84] An initiative of the Historic Houses Trust, the exhibition featured dramatic photographs and paintings with rare and previously unseen alternative bridge and tunnel proposals, plans and sketches.[citation needed]

text: On 18 March 2007, the Sydney Harbour Bridge celebrated its 75th anniversary. The occasion was marked with a ribbon-cutting ceremony by the governor, Marie Bashir and the premier of New South Wales, Morris Iemma. The bridge was subsequently open to the public to walk southward from Milsons Point or North Sydney. Several major roads, mainly in the CBD, were closed for the day. An Aboriginal smoking ceremony was held at 19:00.[citation needed]

text: Approximately 250,000 people (50,000 more than were registered) took part in the event. Bright yellow souvenir caps were distributed to walkers. A series of speakers placed at intervals along the bridge formed a sound installation. Each group of speakers broadcast sound and music from a particular era (e.g. King Edward VIII's abdication speech; Gough Whitlam's speech at Parliament House in 1975), the overall effect being that the soundscape would "flow" through history as walkers proceeded along the bridge. A light-show began after sunset and continued late into the night, the bridge being bathed in constantly changing, multi-coloured lighting, designed to highlight structural features of the bridge. In the evening the bright yellow caps were replaced by orange caps with a small, bright LED attached. The bridge was closed to walkers at about 20:30.[citation needed]

text: Breakfast on the Bridge (2009–10)[edit]

text: On 25 October 2009 turf was laid across the eight lanes of bitumen, and 6,000 people celebrated a picnic on the bridge accompanied by live music.[85] The event was repeated in 2010.[86] Although originally scheduled again in 2011, this event was moved to Bondi Beach due to traffic concerns about the prolonged closing of the bridge.[87][88]

text: 80th anniversary[edit]

text:
On 19 March 2012 the 80th anniversary of the Sydney Harbour Bridge was celebrated with a picnic dedicated to the stories of people with personal connections to the bridge.[89] In addition, Google dedicated its Google Doodle on the 19th to the event.[90]
The proposal to upgrade the bridge tolling equipment was announced by the NSW Roads Minister Duncan Gay.[91]

text: Quotations[edit]

text: There the proud arch Colossus like bestrideYon glittering streams and bound the strafing tide.

text: I open this bridge in the name of His Majesty the King and all the decent citizens of NSW.

text: To get on in Australia, you must make two observations. Say, "You have the most beautiful bridge in the world" and "They tell me you trounced England again in the cricket." The first statement will be a lie. Sydney Bridge  [sic] is big, utilitarian and the symbol of Australia, like the Statue of Liberty or the Eiffel Tower. But it is very ugly. No Australian will admit this.

text: ...in a gesture of anomalous exhilaration, at the worst time of the depression Sydney opened its Harbour Bridge, one of the talismanic structures of the earth, and by far the most striking thing ever built in Australia. At that moment, I think, contemporary Sydney began, perhaps definitive Sydney.

text: ...you can see it from every corner of the city, creeping into frame from the oddest angles, like an uncle who wants to get into every snapshot. From a distance it has a kind of gallant restraint, majestic but not assertive, but up close it is all might. It soars above you, so high that you could pass a ten-storey building beneath it, and looks like the heaviest thing on earth. Everything that is in it – the stone blocks in its four towers, the latticework of girders, the metal plates, the six-million rivets (with heads like halved apples) – is the biggest of its type you have ever seen... This is a great bridge.


document_title: I Belong to You (Love Unlimited song)

question_text: who sings the song i belong to you

question_tokens: who sings the song i belong to you

text: I Belong to You (Love Unlimited song)

text:
"I Belong to You"
Single by Love Unlimitedfrom the album In HeatB-side
"And Only You"Released
November 1974 (1974)Genre
R&BLength
3:12Label
20th CenturySongwriter(s)
Barry WhiteProducer(s)
Barry WhiteLove Unlimited singles chronology

"People of Tomorrow Are the Children of Today" (1974)

"I Belong to You" (1974)

"Share a Little Love in Your Heart" (1975)

"People of Tomorrow Are the Children of Today"(1974)

"I Belong to You"(1974)

"Share a Little Love in Your Heart"(1975)

tag: table

text: "I Belong To You" is a 1974 single by the trio Love Unlimited, which was their only single to hit #1 on the R&B chart (for one week, in early 1975). It was their second and last Top 40 entry, peaking at #27.[1] The ballad was done in a retro girl group singing style and was written and produced by Barry White. Mariah Carey's "It's a Wrap" samples the song on her 2009 Island Def Jam album Memoirs of an Imperfect Angel.[2]

text: Chart performance[edit]

text:
Chart (1974-75)

Peakposition

Canada RPM Top Singles

37

U.S. Billboard Hot 100

27

U.S. Cash Box Top 100

29

U.S. Billboard Hot Soul Singles

1


document_title: Sarva Shiksha Abhiyan

question_text: when was sarva shiksha abhiyan started in india

text: Sarva Shiksha Abhiyan

text: History[edit]

text: As an intervention programme, it started on 2010 and SSA has been operational since 2000-2001.[1] However, its roots go back to 1993-1994, when the District Primary Education Programme (DPEP) was launched, with an aim of achieving the objective of universal primary education.[2] DPEP, over several phases, covered 272 districts in 18 states of the country.[3] The expenditure on the programme was shared by the Central Government (85%) and the State Governments. The Central share was funded by a number of external agencies, including the World Bank, DFID and UNICEF.[4] By 2001, more than US$1500 million had been committed to the programme, and 50 million children covered in its ambit. In an impact assessment of Phase I of DPEP, the authors concluded that its net impact on minority children was impressive, while there was little evidence of any impact on the enrolment of girls. Nevertheless, they concluded that the investment in DPEP was not a waste, because it introduced a new approach to primary school interventions in India.[4]

text: The Right to Education Act (RTE) came into force on 1 April 2010. Some educationists and policy makers believe that, with the passing of this act, SSA has acquired the necessary legal force for its implementation.[5]

text: Funds[edit]

text: In 2011-12, the Government of India allocated ₹21,000 crore for this project.[6]

text: Features[edit]

text: Sarva Shiksha Abhiyan (SSA) is a programme for Universal Elementary Education. This programme is also an attempt to provide an opportunity for improving human capabilities to all children through provision of community -owned quality education in a mission mode. It is a response to the demand for quality basic education all over the country.[citation needed]

text: Main features[edit]

text:
Programme with a clear time frame for universal elementary education.
A response to the demand for quality basic education all over the country.
An opportunity for promoting social justice through basic education.
An expression of political will for universal elementary education across the country.
A partnership between the central, state and the local government.
An opportunity for states to develop their own vision of elementary education.
An effort at effective involving the Panchyati Raj Institutions, school management Committees, village and urban slum level Education Committees, parent’s Teachers’ Associations, Mother-Teacher Associations, Tribal Autonomous councils and other grassroots level structures in the management of elementary schools.[citation needed]

tag: ol

text: objectives

text:
To provide useful and elementary education for all children in the 6-14 age group.
To bridge social, regional and gender gaps with the active participation of community in the management of schools.
To allow children to learn about and master their natural environment in order to develop their potential both spiritually and materially.
To inculcate value-based learning this allows children an opportunity to work for each other’s well being rather than to permit mere selfish pursuits.
To realize the importance of Early Childhood Care and education and looks at the 0-14 age as a continuum.[citation needed]

text: Objectives[edit]

text:
All children in school. Education Guarantee Centre, Alternate School, ‘Back-to-School’ camp by 2003.
All children complete five years of primary schooling by 2007.
All children complete of elementary schooling by 2010.
Focus on elementary education of satisfactory quality with emphasis on education for life.
Bridge all gender and social category gaps at primary stage by 2007 and at elementary education level by 2010.
Universal retention by 2010.[citation needed]
Good education is very important for every one

text: Aspects[edit]

text:
It provides a wide convergent frame work for implementation of Elementary Education schemes.
It is also a programme with budget provision for strengthening vital areas to achieve universalisation of elementary education.[citation needed]

text: Padhe Bharat Badhe Bharat[edit]

text: Padhe Bharat Badhe Bharat is a nationwide sub-programme of Sarva Shiksha Abhiyan.[7][8] Children who fail to read in early education lag behind in other subjects.The programme is designed to improve comprehensive early reading, writing and early mathematics programme for children in Classes I and II. Under this programme, ₹762 crore (US$120 million) was approved to States. The programme will not only provide print rich environment, timely distribution of books but will also include new teacher mentoring and appraisal system.[9][better source needed] SSA has been operational since 2000-2001 to provide for a variety of interventions for universal access and retention, bridging of gender and social category gaps in elementary education and improving the quality of learning. SSA interventions include inter alia, opening of new schools and alternate schooling facilities, construction of schools and additional classrooms, toilets and drinking water, provisioning for teachers, regular teacher in service training and academic resource support, free textbooks& uniforms and support for improving learning achievement levels / outcome. With the passage of the RTE Act, changes have been incorporated into the SSA approach, strategies and norms. The changes encompass the vision and approach to elementary education, guided by the following principles : Holistic view of education, as interpreted in the National Curriculum Framework 2005, with implications for a systemic revamp of the entire content and process of education with significant implications for curriculum, teacher education, educational planning and management. Equity, to mean not only equal opportunity, but also creation of conditions in which the disadvantaged sections of the society – children of SC, ST, Muslim minority, landless agricultural workers and children with special needs, etc. – can avail of the opportunity. Access, not to be confined to ensuring that a school becomes accessible to all children within specified distance but implies an understanding of the educational needs and predicament of the traditionally excluded categories – the SC, ST and others sections of the most disadvantaged groups, the Muslim minority, girls in general, and children with special needs. Gender concern, implying not only an effort to enable girls to keep pace with boys but to view education in the perspective spelt out in the National Policy on Education 1986 /92; i.e. a decisive intervention to bring about a basic change in the status of women. Centrality of teacher, to motivate them to innovate and create a culture in the classroom, and beyond the classroom, that might produce an inclusive environment for children, especially for girls from oppressed and marginalised backgrounds. Moral compulsion is imposed through the RTE Act on parents, teachers, educational administrators and other stakeholders, rather than shifting emphasis on punitive processes. Convergent and integrated system of educational management is pre-requisite for implementation of the RTE law. All states must move in that direction as speedily as feasible[citation needed]

text: Present goals[edit]

text: Its goals of 2015 are to:[citation needed]

text:
The programme seeks to open new schools in those habitations which do not have schooling facilities and strengthen existing school infrastructure through provision of additional class rooms, toilets, drinking water, maintenance grant and school improvement grants.
Existing schools with inadequate teacher strength are provided with additional teachers, while the capacity of existing teachers is being strengthened by extensive training, grants for developing teaching-learning materials and strengthening of the academic support structure at a cluster, block and district level.
Provide quality elementary education including life skills with a special focus on the education of girls and children with special needs as well as computer education.[10]

text: Other similar initiatives by NGOs[edit]

text: There are several Non-Government Organizations (NGOs), which are also progressively working in the direction of the upliftment of children, especially in the field of health and education. To name a few of these organizations, Smile Foundation, Pratham, Project Nanhi Kali, Relief India Trust, Aashray Society and Reforms India, Plan India , Childhood Enhancement Through Training and Action (CHETNA) and the Qualiterate Movement, they are all taking active measures on a regular basis to motivate the underprivileged and deprived children of the society towards education.[citation needed]


document_title: Fourth Fleet (Australia)

question_text: when did the fourth fleet arrived in australia

text: Fourth Fleet (Australia)

text: The fourth Fleet is an unofficial term for the flow of Convict ships from England to Australia in the year 1792.[1]

text:
The term was coined by C.J. Smee, an historian, who has catalogued the genealogies of the First, Second and Third Fleet convicts and who used the term to group those ships that followed in the months immediately after the Third Fleet.[2]
Specifically, the ships are:

text:
Pitt (arrived Sydney 14 February 1792)[3][4]
Kitty (arrived 6 April 1792)[5]
Royal Admiral (arrived Sydney 7 October 1792)[6]

text: Gallery[edit]

text:
HMS Pitt

An EastIndiaman similar to Royal Admiral

Merchanman similar age to Kitty


document_title: India at the Olympics

question_text: when did india won first gold medal in olympics

text: India at the Olympics

text: History[edit]

text: Early history[edit]

text: India sent its first athlete to the Olympics for the 1900 games, but an Indian national team did not compete at the Olympics until 1920. Ahead of the 1920 Olympics, Sir Dorab Tata and Governor of Bombay George Lloyd helped India secure representation at the International Olympic Council, enabling it to participate in the Olympic Games (see India at the 1920 Olympic Games). India then sent a team to the 1920 Olympics, comprising four athletes, two wrestlers, and managers Sohrab Bhoot and A H A Fyzee. The Indian Olympic movement was then established during the 1920s: some founders of this movement were Dorab Tata, A.G. Noehren (Madras College of Physical Education), H.C. Buck (Madras College of Physical Education), Moinul Haq (Bihar sports associations), S. Bhoot (Bombay Olympic Association), A.S. Bhagwat (Deccan Gymkhana), and G.D. Sondhi (Punjab Olympic Association); Lt.Col H.L.O. Garrett (from the Government College Lahore and Punjab Olympic Association) and Sagnik Poddar (of St.Stephen's School) helped organise some early national games; and prominent patrons included Maharajas and royal princes Bhupinder Singh of Patiala, Ranji of Nawanagar, the Maharaja of Kapurthala, and the Maharaja of Burdwan.

text: In 1923, a provisional All India Olympic Committee was formed, and in Feb 1924 the All India Olympic Games (that later became the National Games of India) were held to select a team for the Paris Olympics. The Indian delegation at the Paris Olympics comprised seven athletes, seven tennis players and team manager Harry Buck.

text: In 1927, the provisional Indian Olympic Committee formally became the Indian Olympic Association (IOA)-its main tasks were to promote the development of sports in India, choose host cities for the national games, and send teams-selected from the national games-to the Olympics. Thus, at the 1928 national games, it selected seven athletes to represent India at the next Olympics, with G. D. Sondhi as manager for the Olympic team. By this time, the Indian Hockey Federation (IHF) had also been established and it sent a hockey team to the Olympics. The national hockey team and additional sportspersons were similarly sent to the Olympic Games in 1932 (four athletes and one swimmer) and 1936 (four athletes, three wrestlers, one Burmese weight-lifter), along with three officials headed by team manager Sondhi.

text: From 1948 onward, because of the Indian Olympic Association's wider outreach, India began sending delegations of over 50 sportspersons representing several sports – each selected by its sports federation – to the Olympics. The delegation was headed by a chef-de-mission.

text: Thus, India’s Olympic delegation in the early Olympic Games was as follows:

text:
1900: One athlete
1920: 6 competitors (four athletes, two wrestlers) and managers Bhoot and Fyzee
1924: 14 competitors (seven athletes, seven tennis players) and manager Harry Crowe Buck
1928: 21 competitors (seven athletes and a hockey team of 14) and manager G D Sondhi
1932: 20 competitors (four athletes, one swimmer, and a hockey team of 15) and three officials headed by manager G D Sondhi
1936: 27 competitors (four athletes, three wrestlers, one Burmese weight-lifter, and a hockey team of 19) and three officials including manager G D Sondhi
1948: 79 competitors and a few officials headed by chef-de-mission Moin ul Haq
1952: 64 competitors and some officials headed by chef-de-mission Moin ul Haq

text: Recent history[edit]

text: At the 2008 Beijing Olympics, Abhinav Bindra won gold in the Men's 10 metre air rifle event becoming the first Indian to win an individual gold medal at the Olympic Games. Vijender Singh got the country's first medal in boxing with his bronze medal in Middleweight category.

text: The 2012 Summer Olympics saw an 83-member Indian contingent participating in the games and setting a new best for the country with a total of six medals. Wrestler Sushil Kumar became the first Indian with multiple individual Olympic medals (bronze at the 2008 Beijing Olympics and silver at the 2012 Summer Olympics) since Norman Pritchard in 1900. Saina Nehwal won bronze medal in badminton in Women's singles getting the country's first Olympic medal in badminton. Pugilist Mary Kom became the first Indian woman to win a medal in boxing with her bronze medal finish in Women's flyweight category.

text: At the 2016 Summer Olympics, a record number of 118 athletes competed. Sakshi Malik became the first Indian woman wrestler to win an Olympic medal with her bronze medal finish in Women's freestyle 58 kg category. Shuttler P. V. Sindhu became the first Indian woman to win a silver medal in Olympics and also the youngest Indian Olympic medallist.

text: List of competitors[edit]

text: This list provides a comparative compendium of all the participants/competitors of India in the summer Olympic games.

text:
Games
Sports
Men
Women
Total
Change
01 ! Gold
02 ! Silver
03 ! Bronze
Total
Change

1900
1
1
0
1
NA
0
2
0
2
NA

1920
2
6
0
6
+5
0
0
0
0
−2

1924
2
13
2
15
+8
0
0
0
0
0

1928
2
21
0
21
+7
1
0
0
1
+1

1932
3
30
0
30
+9
1
0
0
1
0

1936
3–4
27
0
27
−3
1
0
0
1
0

1948
10
79
0
79
+52
1
0
0
1
0

1952
11
60
4
64
−15
1
0
1
2
+1

1956
8
58
1
59
−5
1
0
0
1
−1

1960
6
45
0
45
−14
0
1
0
1
0

1964
8
52
1
53
+8
1
0
0
1
0

1968
5
25
0
25
−28
0
0
1
1
0

1972
7
40
1
41
+16
0
0
1
1
0

1976
2
20
0
20
−21
0
0
0
0
−1

1980
1
58
18
76
+56
1
0
0
1
+1

1984

48
−28
0
0
0
0
−1

1988
7

46
−2
0
0
0
0
0

1992
5

53
+7
0
0
0
0
0

1996
13
44
4
49
−4
0
0
1
1
+1

2000
7

65
+16
0
0
1
1
0

2004
14
48
25
73
+8
0
1
0
1
0

2008
12
31
25
56
−17
1
0
2
3
+2

2012
13
60
23
83
+27
0
2
4
6
+3

2016
15
66
54
118
+35
0
1
1
2
−4

text: This list provides a comparative compendium of all the participants/competitors of India in the winter Olympic games.

text:
Games
Sports
Men
Women
Total
Change
01 ! Gold
02 ! Silver
03 ! Bronze
Total
Change

1964
1
1
0
1
NA
0
0
0
0
NA

1968
1
1
0
1
0
0
0
0
0
0

1988
1
2
1
3
+2
0
0
0
0
0

1992
1
2
0
2
−1
0
0
0
0
0

1998
1
1
0
1
−1
0
0
0
0
0

2002
1
1
0
1
0
0
0
0
0
0

2006
3
3
1
4
+3
0
0
0
0
0

2010
3
3
0
3
−1
0
0
0
0
0

2014
3
3
0
3
0
0
0
0
0
0

2018
2
2
0
2
−1
0
0
0
0
0

text: Medal tables[edit]

text: Medals by Summer Games[edit]

text:
Games
01 ! Gold
02 ! Silver
03 ! Bronze
Total
Rank

 1896 Athens
did not participate

 1900 Paris
0
2
0
2[1]
17

 1904 St. Louis
did not participate

 1908 London

 1912 Stockholm

 1920 Antwerp
0
0
0
0
-

 1924 Paris
0
0
0
0
-

 1928 Amsterdam
1
0
0
1[2]
23

 1932 Los Angeles
1
0
0
1[3]
19

 1936 Berlin
1
0
0
1[4]
20

 1948 London
1
0
0
1[5]
22

 1952 Helsinki
1
0
1
2[5]
26

 1956 Melbourne
1
0
0
1[5]
24

 1960 Rome
0
1
0
1[6]
32

 1964 Tokyo
1
0
0
1[7]
24

 1968 Mexico City
0
0
1
1[8]
42

 1972 Munich
0
0
1
1[9]
43

 1976 Montreal
0
0
0
0
-

 1980 Moscow
1
0
0
1[10]
23

 1984 Los Angeles
0
0
0
0
-

 1988 Seoul
0
0
0
0
-

 1992 Barcelona
0
0
0
0
-

 1996 Atlanta
0
0
1
1[11]
71

 2000 Sydney
0
0
1
1[12]
71

 2004 Athens
0
1
0
1[13]
65

 2008 Beijing
1
0
2
3[13]
50

 2012 London
0
2
4
6[13]
55

 2016 Rio de Janeiro
0
1[14]
1[15]
2[16]
67

Total
9
7
12
28

text: Medals by sport[edit]

text:
Sport
01 ! Gold
02 ! Silver
03 ! Bronze
Total
Rank

 Field hockey
8
1
2
11
1

 Shooting
1
2
1
4
34

 Athletics
0
2
0
2
71

 Wrestling
0
1
4
5
43

 Badminton
0
1
1
2
9

 Boxing
0
0
2
2
64

 Tennis
0
0
1
1
30

 Weightlifting
0
0
1
1

56

Total
9
7
12
28

text: List of medalists[edit]

text:
Medal
Name/Team
Games
Sport
Event

02 ! Silver
Pritchard, NormanNorman Pritchard[1][17]
 1900 Paris
Athletics
Men's 200 metres

02 ! Silver
Pritchard, NormanNorman Pritchard[1][17]
 1900 Paris
Athletics
Men's 200 metre hurdles

01 ! Gold
National team[2]
 1928 Amsterdam
Field hockey
Men's competition

01 ! Gold
National team[3]
 1932 Los Angeles
Field hockey
Men's competition

01 ! Gold
National team[4]
 1936 Berlin
Field hockey
Men's competition

01 ! Gold
National team[5]
 1948 London
Field hockey
Men's competition

01 ! Gold
National team[5]
 1952 Helsinki
Field hockey
Men's competition

03 ! Bronze
Jadhav, Khashaba DadasahebKhashaba Dadasaheb Jadhav[5]
 1952 Helsinki
Wrestling
Men's freestyle bantamweight

01 ! Gold
National team[5]
 1956 Melbourne
Field hockey
Men's competition

02 ! Silver
National team[6]
 1960 Rome
Field hockey
Men's competition

01 ! Gold
National team[7]
 1964 Tokyo
Field hockey
Men's competition

03 ! Bronze
National team[8]
 1968 Mexico City
Field hockey
Men's competition

03 ! Bronze
National team[9]
 1972 Munich
Field hockey
Men's competition

01 ! Gold
National team[10]
 1980 Moscow
Field hockey
Men's competition

03 ! Bronze
Paes, LeanderLeander Paes[11]
 1996 Atlanta
Tennis
Men's singles

03 ! Bronze
Malleswari, KarnamKarnam Malleswari[12]
 2000 Sydney
Weightlifting
Women's 69 kg

02 ! Silver
Rathore, Rajyavardhan SinghRajyavardhan Singh Rathore[13]
 2004 Athens
Shooting
Men's double trap

01 ! Gold
Bindra, AbhinavAbhinav Bindra[13]
 2008 Beijing
Shooting
Men's 10 m Air Rifle

03 ! Bronze
Singh, VijenderVijender Singh[13]
 2008 Beijing
Boxing
Middleweight

03 ! Bronze
Kumar, SushilSushil Kumar[13]
 2008 Beijing
Wrestling
Men's freestyle 66 kg

02 ! Silver
Vijay Kumar[13]
 2012 London
Shooting
Men's 25 Rapid Fire Pistol

02 ! Silver
Kumar, SushilSushil Kumar[13]
 2012 London
Wrestling
Men's freestyle 66 kg

03 ! Bronze
Saina Nehwal[13]
 2012 London
Badminton
Women's singles

03 ! Bronze
Mary Kom[13]
 2012 London
 Boxing
Women's flyweight

03 ! Bronze
Narang, GaganGagan Narang[13]
 2012 London
Shooting
Men's 10m Air Rifle

03 ! Bronze
Yogeshwar Dutt[13]
 2012 London
Wrestling
Men's freestyle 60 kg

02 ! Silver
P. V. Sindhu[14]
 2016 Rio de Janeiro
Badminton
Women's singles

03 ! Bronze
Sakshi Malik[15]
 2016 Rio de Janeiro
Wrestling
Women's freestyle 58 kg


document_title: Kolkata Metro

question_text: who took the initiative to plan the first underground railway in kolkata

text: Kolkata Metro

text: History[edit]

text: The then Chief Minister of West Bengal, Dr. Bidhan Chandra Roy, first conceived the idea of building an Underground Railway for Kolkata in early 1950s. A survey was done by a team of French experts, but nothing concrete came of this. Efforts to solve the problem by augmenting the existing fleet of public transport vehicles hardly helped, since roads accounted for only 4.2% of the surface area in Kolkata, compared with 25% in Delhi and even 30% in other cities. With the goal of finding alternative solutions to alleviate the suffering of commuters, the Metropolitan Transport Project (Railways) (MTP) was set up in 1969.[5] The MTP (Rlys), with help of Soviet specialists (Lenmetroproekt) and East German engineers, prepared a master plan to provide five rapid-transit (metro) lines for the city of Kolkata, totalling a route length of 97.5 km in 1971.[6] However, only three were selected for construction. These were:

text:
Dum Dum - Tollygunge
Salt Lake City - Ramrajatala (Presently truncated till Howrah Maidan, proposed to be expanded to Santragachi Bus Terminus)
Dakshineshwar - Thakurpukur (route changed to Joka - BBD Bagh and Noapara - Dakhineshwar)

text: Of these, the highest priority was given to the busy north-south axis between Dum Dum and Tollygunge over a length of 16.45 km, and the work on this project was sanctioned on 1 June 1972. The foundation stone of the project was laid by Indira Gandhi, the Prime Minister of India, on 29 December 1972 and the construction work started in 1973-74. In those early days of Kolkata Metro, the planning, thought processing, and political facilitation of the whole project was borne almost single-handedly by the then Union Railway Minister from West Bengal - A. B. A. Ghani Khan Choudhury - often against (and to the chagrin of) the prevailing socio-political stance of his contemporaries in the West Bengal government. From the start of construction, the project had to contend with several problems including insufficient funds (until 1977-78), a shifting of underground utilities, court injunctions, and an irregular supply of vital materials.

text: Despite the difficulties faced, services began on 24 October 1984, with the commissioning of a partial commercial service covering a distance of 3.40 km[6] with five stations served in between Esplanade and Bhowanipur (currently Netaji Bhavan). The first metro was driven by Tapan Kumar Nath and Sanjoy Sil. The service was quickly followed by commuter services on another 2.15 km stretch in the north between Dum Dum and Belgachhia on 12 November 1984. The commuter service was extended up to Tollygunge on 29 April 1986 covering a further distance of 4.24 km making the service available over a distance of 9.79 km and covering 11 stations. However, the services on the north section were suspended with effect from 26 October 1992, as this isolated small section was little used.

text:
After a gap of more than eight years, the 1.62 km Belgachhia-Shyambazaar section, along with the Dum Dum-Belgachhia stretch, was opened on 13 August 1994. Another 0.71 km stretch from Esplanade to Chandni Chowk was commissioned shortly afterwards, on 2 October 1994. The Shyambazaar-Shobhabazar-Girish Park (1.93 km) and Chandni Chowk-Central (0.60 km) sections were opened on 19 February 1995. Services on the entire stretch of the Metro were introduced from 27 September 1995 by bridging the vital gap of 1.80 km in the middle.
[7]

text: In the final stage, the extension of Line 1 to an elevated corridor from Tollygunge to New Garia was constructed and opened in two phases, Mahanayak Uttam Kumar to Kavi Nazrul in 2009 and Kavi Nazrul to Kavi Subhash in 2010. The latest extension constructed was the 2.59 km elevated corridor from Dum Dum to Noapara on 10 July 2013.

text: The state government has also prepared a detailed project report on a proposed extension of East West Metro (Kolkata Metro Line 2) from Howrah Maidan to Santragachhi. Rites, the implementing agency for the 10 km East-West Metro extension project from Howrah Maidan to Santragachhi bus terminus, is set to start work on the corridor early in 2017.[8]

text: Planning[edit]

text: In 2010, the Railway Ministry announced plans for the construction of five new metro lines and an extension of the existing North-South corridor. These new projects are:

text:
Salt Lake City - Howrah Maidan (East-West Metro Corridor)
Joka - BBD Bagh
Noapara - Barasat via Biman Bandar (Airport)
Baranagar - Barrackpore
Noapara - Dakshineswar
New Garia - Biman Bandar (Airport)
Extension of Line 1 from Dum Dum to Dakshineshwar via Noapara

text: Major modifications[edit]

text:
Construction of station at Noapara: A new 4-platform station has been constructed at Noapara. Commuters of Line 1 will be able to interchange trains going towards the Airport via Line 4 (Noapara-Barasat). For the time being only two platforms are in use, but once Line 4 gets started, all four platforms will become operational.
Upgrade of Esplanade metro station: A subway is going to be constructed in the existing Esplanade station to provide an interchange between Line 1 and Line 2.
"India's Highest metro station": Line 2 of Kolkata metro will have an extension towards Airport from its existing Central Park station. In that extension, A new Station at the Haldiram Crossing on VIP road will be constructed at a height of 22 metres, going to be the highest in the country.

text: Active Routes[edit]

text:
Line

First Run

Last Extention

Station

Length (KM)

Terminals

Rolling Stock

Track Gauge (mm)

Power

Avg. Frequency (min)

Line 1

24-10-1984

14-03-2013

24

27.22

Noapara

Kavi Subhash

27 trains

1676

750 V DC

5

text: Proposed networks[edit]

text:
Line

First operational / expected first run

Last extension

Stations

Length(km)

Terminals

Rolling Stock

Track gauge

Power

Line 1
June 2019[9]

03
4.11
Dakshineswar
Noapara

1,676 mm (5 ft 6 in)
750 V DC using third rail

Line 2
October 2018 (Sector V to Salt Lake Stadium), Phoolbagan March 2019, Complete route June 2021[9]

12
31.55
Howrah Maidan
Salt Lake Sector V

1,435 mm (4 ft 8 1⁄2 in)
750 V DC using third rail

Line 3
December 2019 (Joka - Majerhat)

12
16.72
Joka
Esplanade

1,676 mm (5 ft 6 in)
750 V DC using third rail

Line 4
December 2020 (Noapara-Airport)

9
18.5
Noapara
Barasat

1,676 mm (5 ft 6 in)

Line 5

11
12.42
Baranagar
Barrakpore

1,676 mm (5 ft 6 in)

Line 6
June 2019 (Kavi Subhash - Ruby), June 2019 (Ruby - Sector V)

23
29.10
Kavi Subhash
Airport

1,676 mm (5 ft 6 in)

Total

94
140.65

text: Line 1 (Noapara-Kavi Subhash Metro)[edit]

text: Line 1 has a total length of 27 kilometres (17 mi) serving 24 stations of which 15 are underground. It has a combination of elevated, ground-level and underground lines and uses five and a half feet (1676 millimetres) of Indian gauge, a broad gauge rolling stock. It was the first underground railway to be built in India, with the first trains running in October 1984, and the full stretch that had been initially planned was completed and operational by February 1995. On 28 December 2010, it became the 17th zone of the Indian Railways.[10] The New Delhi Metro, which opened in 2002, is the second such urban metro rail network in India. It had benefitted from the expertise gained during the Kolkata metro construction. In being the country's first metro and constructed as a completely indigenous process, the Kolkata Metro was more of a trial-and-error affair, in contrast to the Delhi Metro, which has also seen the involvement of numerous international consultants. As a result, it took nearly 23 years to completely construct a 17 km underground railway.[11]

text: Line 2 (East-West Metro)[edit]

text: East-West Metro, a ₹4874.6 crore (US$750 million) project to connect Kolkata with Howrah by an underwater metro line, below the Hooghly river, was given the go-ahead by the central government.[12] The length was supposed to be 14.67 km (8.9 km underground and 5.77 km elevated). This line will be constructed and maintained by a separate body named Kolkata Metro Rail Corporation (KMRC). However, in January 2011 KMRC and the entire East West (EW) metro corridor, was taken over by the Ministry of Railways from the Ministry of Urban development and the state government of West Bengal. Now the East-West Metro's majority stake is with the Indian Railways and the remainder is as a loan from the Japan Bank for International Cooperation.

text: The West Bengal government had earlier appointed Delhi Metro Rail Corporation Limited to conduct a feasibility study of the project, after which the government had to then put the project on hold due to funding issues. The underwater metro plan was thought of when the first metro service was inaugurated in Kolkata in 1984 by former Prime Minister Indira Gandhi. The route is to cover 12 stations (6 elevated, 6 underground) and go under the river through a tunnel. The foundation stone was laid on 22 February 2009.

text: The construction of line 2 started in March 2009. However the project was stalled several times due to land acquisition and slum relocation issues. A major realignment was done in June, 2016 which increased the length to 16.55 km (10.81 km underground, 5.77 km elevated). The proposed intersection with Line 1 and Line 3 will be at Esplanade. The delays along with foreign currency losses has led to a 80% cost escalation of the project to nearly ₹9000 crore (1.5 billion USD).[13]

text: The East-West Metro will run from Salt Lake, Sector 5 (in the east) to Howrah Maidan (in the west). Phase I of the project from Sector V to Sealdah and a distance of 9 km is expected to be operational by June, 2018. Phase II of the project between Sealdah and Howrah Maidan, a distance of 7 km is expected to be operational by August, 2019.[13]

text: The rolling stock will be supplied by BEML at a cost of ₹900 crore, which will consist of 14 train sets, of 6 coaches each, with Propulsion system by Mitsubishi Electric Corporation, Japan .[14] Trains will be air conditioned, and all stations will be equipped with platform screen doors. It will run on standard (4 ft 8.5 in or 1,435 mm) gauge, unlike line 1, which runs on broad (5 ft 6 in or 1,676 mm) gauge.

text: Between Lal Dighi and Howrah Station, the metro will run under the Hooghly River – the first underwater metro in India. The line will be elevated between Salt Lake Sector 5 and Salt Lake Stadium, and the remaining stretch will be underground. Transfer stations will be located at Sealdah and Howrah. A new elevated extension from Central Park to Haldiram has been sanctioned, a distance of 5.5 km at a budget of ₹674 crore.[15] From Haldiram the passengers can take the Line 6 metro to Airport.

text: Line 3 (Joka-Esplanade Metro)[edit]

text: A 16.72 km long metro line from Joka (in extreme South Kolkata) and Esplanade (in central Kolkata) is under construction.[citation needed] It is being built by RVNL and the tender has gone to Simplex Infrastructures.

text: Proposed stations on this route:[16]

text:
Joka 2.00 km
Thakurpukur 3.455 km
Sakherbazar 4.67 km
Behala Chowrasta 6.13 km
Behala Bazar 7.460 km
Taratala 8.50 km
Majerhat 9.74 km
Mominpur 10.755 km
Kidderpore 11.87 km
Victoria 14.025 km
Park Street (Intersection with Line 1) 15.29 km
Dharamtala(Esplanade) 16.215 km ( Intersection With Line 1 and Line 2 ).

text: The proposed Esplanade station will not to be the same as that of Line 1 (North-South Metro) but a completely different station which will also serve Line 2 . Park Street will also serve as an interchange between Line 3 and Line 1.

text: Line 4 (Noapara-Barasat Metro)[edit]

text: The project to build an 18.5 km line from Noapara to Barasat via Netaji Subhas Chandra Bose International Airport[17] is sanctioned and construction work has commenced.[citation needed]

text: The proposed stations on this route are[18]

text:
Noapara (Intersection with Line 1) 0.00 km
Dum Dum Cantonment 2.80 km
Jessore Road 5.08 km
Biman Bandar (Intersection with Line 6) 6.245 km
Birati 7.90 km
Michael nagar
New Barrackpore 10.405 km
Madhyamgram 12.310 km
Hridaypur 14.80 km
Barasat 17.13 km

text: The route was further altered in 2016, and now the New Garia line will continue till Barasat and the Dum Dum Noapara line will extend and terminate at Biman Bandar. According to the altered plan, the Dum Dum-airport-Barasat link on an elevated corridor will end at Biman Bandar station of the suburban network.[19]

text: Line 5 (Baranagar-Barrackpore Metro)[edit]

text: The Baranagar-Barrackpore Metro (Line 5) (12.40 km) was meant to enable a quicker commute from the northern suburbs to South Kolkata. As of February 2015, however, this project was unlikely to be executed as metro construction would affect the water pipelines along Barrackpore Trunk Road.[20]

text: Eleven metro stations were planned on this route. The stations are -

text:
Baranagar 0.00 km
Kamarhati/Belgharia 1.20 km
Agarpara 2.80 km
Sodepur 4.20 km
Panihati 5.40 km
Subhash Nagar 6.50 km
Khardah 7.90 km
Tata Gate 8.80 km
Titagarh 10.10 km
Talpukur 11.40 km
Barrackpore 12.40 km

text: There is a proposal to continue this line through the Kalyani Expressway.

text: Line 6 (Kavi Subhash–Jai Hind Metro)[edit]

text:
A connection between New Garia and the Airport (29.1 km) via E M Bypass, Saltlake and Rajarhat has started; it will help to reduce travel time between the southern fringes of Kolkata to Netaji Subhas Chandra Bose International Airport. The work on this New Garia-Airport line was inaugurated by Mamata Banerjee on 7 February 2011 with a project deadline of six years.[21]
The link between Kavi Subhas (New Garia) and the airport, to be set up at a cost of Rs4 billion, will have 24 stations with the terminal Airport station being an underground one.

text: The stations, as declared of now, will be named after eminent personalities.[21]

text:
Kavi Subhash Metro Station (Intersection with Line 1) 0.00 km
Satyajit Ray Film and Television Institute 1.6 km
Mukundapur 3.0 km
Kalikapur 4.1 km
Ruby Hospital 5.1 km
VIP Bazar 6.40 km
Bantala 7.30 km
Science City 8.6 km
Beliaghata 9.5 km
Chingrighata 11.2 km
Nicco Park 12.6 km
Salt Lake Sector V (Intersection with Line 2) 13.9 km
Technopolis 15.1 km
Bidhan Nagar 16.2 km
Sub CBD-1 17.5 km
CBD-1 18.6 km
CBD-2 20.0 km
New Town 20.9 km
Convention Center 22.1 km
Sub CBD-2 23.30 km
City Centre 24.2 km
Rabindra Tirtha 25.1 km
VIP Road 26.7 km(Intersection with Line 2)
Airport (Intersection with Line 4) 29.1 km

text: This line will continue till Barasat and Dum Dum - Noapara Line will extend and terminate at Biman Bandar.[19]

text: Infrastructure[edit]

text: Rolling stock[edit]

text: The rolling stock of Kolkata Metro Line 1 uses Indian gauge a broad gauge track which is manufactured by Integral coach factory, Chennai (ICF), and the electrical components are manufactured by NGEF, Bangalore. Initially, the rolling stock fleet was composed of 4-car rakes. Over the years there has been considerable expansion to the network, both underground and on elevated sections. With the increase in traffic, 8-car rake formation has become a standard for the Kolkata Metro. Presently there are 18 Non AC rakes and 13 AC rakes. Out of the 18 Non AC rakes, 11 will be phased out gradually since they have outlived their normal life of 25 years. The remaining 7 rakes are still in good condition so they will be refurbished and put into service in a phased manner. Until now, three types of trains have been used by Kolkata metro; these are -

text: BHEL rake (1000 series): 9 rakes were manufactured by ICF, Chennai and were passed into service in the first phase when the metro initially ran from Esplanade to Bhowanipur.[22] These trains were dark green in colour and had a yellow stripe at the bottom. Later the colour was changed to white with a dark blue stripe. Presently they are yellow with a wide brown band at the bottom. The rakes are usually numbered from B1 to B9.

text:
Operating from

1984 – present

Length per coach

19.5 m

Length per train

156 m

Width per coach

2.74 m

Maximum speed

55 km/h

Average operating speed

30–31 km/h

Voltage

750 V DC

Electrification

3rd rail

Coaches per train

8

Capacity per coach

300 approx.[23]

Capacity per train

2400 approx.

Total horse power of rake

3036 HP

Environment control

Non AC with forced ventilation with washed and cooled air

text: NGEF rake (2000 series): 9 more rakes manufactured by ICF were put into operation in the next phase of service when the Metro rail expanded. These rakes were tougher and had higher acceleration than the previous ones. The colors of these trains were dark yellow with a maroon stripe at the bottom, later they were repainted in white with a maroon stripe and now they are white with a blue band at the bottom. The rakes are marked with 8N symbols

text:
Operating from

1990 – present

Length per coach

19.5 m

Length per train

156 m

Width per coach

2.74 m

Maximum speed

55 km/h

Average operating speed

30–31 km/h

Voltage

750 V DC

Electrification

3rd rail

Coaches per train

8

Capacity per coach

300 approx.[23]

Capacity per train

2400 approx.

Total horse power of rake

5221 HP

Environment control

Non AC with forced ventilation with washed and cooled air

text: BHEL/Knorr-Bremse AC (3000 series): These are the latest trains that were passed into service in 2010, after the elevated corridor from Mahanayak Uttam Kumar to Kavi Nazrul was completed. Later, as the last extension from Kavi Nazrul to Kavi Subhash was finished, more 3000 series rakes were introduced. These trains are manufactured by ICF in collaboration with BHEL and Knorr-Bremse, Germany. They have microprocessor controlled temperature and humidity, LCD displays inside the motorman's cabins and multilingual electronic LED sign boards both inside and outside the train. Presently there are 13 (3000 series) rakes, which are operating on Line 1.

text:
Operating from

2010 – present

Length per coach

20.3 m

Length per train

162.4 m

Width per coach

2.74 m

Maximum speed

80 km/h

Average operating speed

35 km/h

Voltage

750 V DC

Electrification

3rd rail

Coaches per train

8

Capacity per coach

392[23]

Capacity per train

3136 approx.

Total horse power of rake

5449 HP

Environment control

Air conditioned

text:
BEML : The Bidding by the Spanish company CAF for Line 2 was cancelled due to fund related problems. Re-bidding was done and BEML was given the contract for 14 rakes of 6 coaches each at a cost of ₹900 crore. The rakes will be microprocessor controlled with 3 phase AC motors. The rakes will be supplied to Kolkata by mid-2017.[14]
CNR Dalian Locomotive company : 14 new rakes composed of 8 coaches each will be supplied to Kolkata metro by CNR Dalian Locomotive company, which will be running on Line 1. These rakes will be of ultra-modern technology. They will have doors that will be 20 cm wider than any other metro rails in India. They will have wide vestibules, 2.5 feet wider than the existing trains. The design consists of aerodynamic front with large doors and LED lights, and a violet colored stripe on silver color body. The 1st of the 14 rakes from Chinese firm Dalian is slated to arrive by December 2017. The rest of the 13 rakes will take around six months more. These rakes are capable of a top speed of 80 kmph and an average speed of 65 kmph (10 kmph higher than the existing ones).
ICF/MEDHA : 2 prototype rakes manufactured by ICF chennai and MEDHA will soon be supplied to Kolkata Metro fleet, and is expected to reach by first week of September 2017. These state-of-the-Art trains will be completely different from existing AC trains made By ICF BHEL/KNORR. These will have 3 phase alternating current motors, regenerative braking, stainless steel body, CCTV cameras and better passenger information system . Recently, 10 more rakes were ordered.[24]

text: Stations and electrification[edit]

text: Kolkata metro has 24 stations, 15 of which are underground, 7 are elevated and 2 stations are at grade. All the underground stations have island platforms except Park Street which has side platforms. While all the elevated stations have side platforms, Noapara has island platforms and since it will be the hub station for Line 1 and Line 4 it has 4 platforms having a length of 182m. The standard length of platforms in Kolkata Metro is 170m. The metro stations of Gitanjali & Netaji have the shortest platforms of 163m.[25] The average length between any two stations is 1.14 km. The shortest distance is 0.597 km between Central and Chandni Chowk, whereas the longest distance is 2.15 km between Dum Dum and Belgachia. Since the electrification of Kolkata metro is of the 3rd Rail, 750 V DC, electricity substations were built in Jatin Das Park, Central, Shyambazar.[26] The type of tracks are ballast-less with M1A track fittings.

text: Signalling and frequency[edit]

text: Kolkata metro trains operate on typical Indian Railways automatic signalling technology. A Route Relay Interlocking System has been provided at Mahanayak Uttam Kumar and Noapara carshed and are in operation to facilitate the prompt withdrawal and injection of rakes as well as performing shunting operations inside the car shed, required for maintenance purposes. Train Protection & Warning System(TPWS) is provided on the entire stretch of the Metro Railway. This system is designed to prevent collision caused by human (operator) error.[27] Train Describer System and Auto Train Charting have also been provided to help the operartion control centre to monitor and plan train movement on a real time basis.[28]

text: The Metro Railway operates between 06:45 and 21:55 hours, running every 7 minutes and every 5 minutes during peak hours on weekdays. Metro runs on Sundays between the hours of 09:50 to 21:55 hours. A number of 270 trains run everyday during week days, 205 on Saturdays and 92 on Sundays.

text: Services[edit]

text: The Kolkata Metro provides seats in every compartment which are reserved for women and senior citizens. Metro stations are equipped with air conditioners and water coolers and also a few metro rakes are air conditioned.

text: Tokens[edit]

text: After using the magnetic ticketing system for 27 years from 1984 to 2011, Kolkata Metro introduced Radio-Frequency Identification (RFID) tokens by Centre for Railway Information Systems (CRIS) from 2011. The old magnetic strip reader gates were replaced by new RFID readers.

text: Smart card[edit]

text: After introducing RFID tokens, Kolkata metro introduced a Smart Card service introduced by Centre for Railway Information Systems (CRIS). These smart cards are multi-programmable and commuters can opt for the various multi-ride schemes. The general smart card is most popular among daily commuters to avoid the queue.

text: Security[edit]

text: All stations are equipped with closed-circuit cameras and metal detectors, making the metro the safest form of transport in Kolkata.[29] Taking photographs and smoking are strictly prohibited in the metro premises.

text: Departments of Metro Railway, Kolkata[edit]

text: Public Relations, Accounts, Electrical, Vigilance, Traffic, Engineering, Signal & Telecommunications, Personnel, Medical, Stores etc.[30]

text: Kolkata Metro snapshot[edit]

text:
Kolkata Metro

Stations
Length (km)
Ridership (in millions)

24
28
237

Ranking

India
4
4
2

Asia
53
59
27

World
112
113
53