Metro Rail News Sep 21 Issue

A Symbroj Media Publication

METRO RAIL NEWS

ISSN 2582-2330 / Vol. V / Issue 57 / Monthly /September 2021

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ADVISORY BOARD

Editorial Advisory Board WWW.METRORAILNEWS.IN

Vol. V | Issue 57 | September 2021 Managing Editor Narendra Shah editor@metrorailnews.in Editorial Support Staff Aria Smith Correspondent (International News division)

Rajesh Agrawal Advisor & Consultant Former Member (Rolling Stock) Railway Board

Sudhanshu Mani General Manager (Retd.)

IRSME, ICF, Chennai Team Leader – Train 18

Mahesh C. Yadav Ex.IRSSE , MIE(I) Chartered Engineer (I)

Sandip Kumar, Assistant Editor sandip.kumar@metrorailnews.in Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.in Anurag Jha, Business Development Executive Anurag.jha@metrorailnews.in Cover Page & Graphics Joydeep kundu jk@metrorailnews.in

Yogesh Dandekar Founder: Sarg Design Studio LLP (Pune)

Ved Mani Tiwari President & COO Sterlite Power Transmission Ltd New Delhi (India)

Haru Imam Project Control Engineer Persons Corporation SaudiArbia (UAE)

Manas Ranjan Panda Sr. Rolling Stock Expert AYESA India Pvt Ltd. Lucknow (India)

Sanjay Kumar Agarwal Dy. General Manaer Metro One Operations Pvt. Ltd. Mumbai (India)

Digvijay Pratap Singh Chairman Main Mast Group

Dr. Ajeet Kumar Pandey Delivery Manager L&T Technology Services Bengaluru, Karnataka, India

Chinmoy Pattanyak Head of APAC Center of Delivery & SW Center India (TCMS) at BOMBARDIER

Percy Bernard Brooks Project Management Specialist Faiveley Transport Rail Technologies Bengaluru (India)

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Printed, published & Edited by Narendra Shah at Friends Digital Color Solutions, G8-57, Manjusha Building, Nehru Place, New Delhi- 110019 behalf of Symbroj Media Pvt. Ltd., 32B/14, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India

RNI Ref. 2017-10-1274 | ISSN No: 2582-2330

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METRO RAIL NEWS | AUGUST 2021

Harshita Jain Director at Consulting Engineers Group Ltd

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EDITOR’S NOTE EDITOR'S NOTE

FROM THE DESK OF

MANAGING EDITOR Dear Readers, Talking about the Rail sector at present, scheduled passenger train services remain paralysed during the COVID - 19 pandemic, and now slowly it is coming to its own pace. Various railways have been running only specials.

Yet, the Railway Board has moved ahead with a long-pending plan, setting a tentative timetable for private train operations expected to begin in 2023 and in 12 clusters.

During the second wave the ridership in the metro sector decreased but at present it has come at its own pace, the passenger started trusting metro rail and everything looks quite good. The economy steadily recuperated as restrictions and bans were gradually lifted around the country in a cautious manner. We must stay vigilant and cautious, sticking to all measures and safety guidelines.

As far as Covid - 19 cases are concerned, due to unwanted reasons the cases are increasing day by day in some states like Kerala, Maharashtra and Haryana. I am not sure about the peak month but we pray for everything to come to a good end.

Narendra Shah Managing Editor

Although it might happen that the fear will increase among the citizens, one should always remember that, just a ray of light can remove the darkness completely whether outside or inside.

I wish for your good health and pray for a healthy life with full consciousness.

On this note we present to you the September 2021 issue, where you can get all the information and highlights of the rail and metro sector of this month. Tender and Employment update, Excellent cover story on Transit Oriented Development, Exclusive Article and One 2 One Media Interview with Industry leaders along with our regular column.

We owe it to you to keep you informed and up to date on all topics concerning urban, metro rail transit and development.

I WISH YOU A HAPPY READING.

Narendra Shah

Managing Editor Metro Rail News (A Symbroj Media Publication) E-mail: editor@metrorailnews.in

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METRO RAIL NEWS | AUGUST 2021

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CONTENT

contents Index

10

EDITOR'S NOTE

06

NEWS HIGHLIGHTS

10

COVER STORY

19

EXCLUSIVE INTERVIEW

24

Mr. Rajiv Bhimrajka Director Bhimrajka Mäder Coatings Pvt Ltd.

12 24

Mr. Rakesh Gaur

President Railway Division Kalpatru Power Transmission Limited (KPTL)

Mr. Tilak Raj Seth

Head:Mobility, Siemens Limited

Ms. Bhavani Koneru Business Head – Metro L&T

8

26

28

30

PREDICTIVE ANALYSIS

32

TECHNICAL PAPER

34

ARTICLE

38

NEW DEVELOPMENT

53

JOBS

54

EVENTS

55

LIVE TENDERS

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METRO RAIL NEWS | AUGUST 2021

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20

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NEWS HIGHLIGHT On 7th August, Indian Railways implemented 484 Railway projects of length 51,165 km across India which will cost approximately Rs. 7.53 lakh crore.

INDIAN RAILWAY

These Railway projects are in different stages of planning/sanction/execution and out of which 10,638 km length has been commissioned and an expenditure of Rs. 2.14 lakh crore has been incurred up to March, 2021.

Indian Railways Launches Vistadome Tourist Special Train Service In Assam, Bengal To promote tourism and cultural heritage in the northeastern region and north Bengal, the Northeast Frontier Railway (NFR) launched two Vistadome tourist special train services in the area on Aug 28, 2021.

The Vistadome tourist special trains with transparent glass windows and roofs providing 360-degree views were introduced in two popular broad gauge routes with tourism potential -- the Guwahati-New Haflong (269 km) route in Assam and the New Jalpaiguri-Alipurduar Junction (169 km) route in West Bengal.

The fare for the vistadome new jalpaiguri journey to alipurduar junction will be around Rs. 900 one way. The A/C chair car and non-A/C chair car fare price would be Rs. 410 and Rs. 85, respectively.

These Vistadome special trains will be equipped with a display screen for commuter’s entertainment, automatic sliding doors, and a WIFI connection. In addition, the train will have a glass roof that will provide a 360-degree view of the open sky, greenery, bridge, hills, mountains etc.

The vistadome train will run every three days a week, i.e.Friday, Saturday, and Sunday.

develop the Universal Coach Assembly station. This station will cut the time taken to assemble a coach from 24 hours to 12 hours.

This Universal Coach Assembly station will work as an indigenous solution for Coach Assembly fabrication in the brand new Marathwada Railcoach Factory in Latur, Maharashtra.

As per the press release of Godrej, Godrej & Boyce partnership with Rail Vikas Nigam Ltd. (RVNL) began in 2019 with the latter awarding Godrej Tooling the project of developing with Universal Shell Body Assembly Fixture through their EPC contractor -M/s ISGEC for their upcoming Marathwada Railcoach Factory at Latur. This fixture greatly benefits the Indian Railways by deskilling operations, enhanced production, and a huge increase of 100% in the productivity of the line.

Godrej Tooling, through its Industrial Machines (IM) line of business, provides specialized solutions including automation of jigs & fixtures, material handling, welding and robotics for a wide range of manufacturing activities for improving productivity in Indian Railways and metro rail sectors.

According to the Ministry of Railways, the completion of any Railway project(s) depends on various factors like quick land acquisition by State Government, forest clearance by officials of forest department, deposition of cost share

by State Government in cost sharing projects, priority of projects, shifting of infringing utilities, statutory clearances from various authorities, geological and topographical conditions of area, law and order situation in the area of project(s) site, number of working months in a year for particular project site due to climatic conditions etc. and all these factors affect the completion time of the project(s), which is finally worked out at the completion stage. However, Railways is making all the efforts for expeditious completion of projects.

Budget outlay has been provided to the projects in a rationalized manner and budget has been allotted to the projects which are in advance stage of completion, priority projects, important New Line & National projects, executable & important Gauge conversion projects and the projects which are important from the throughput enhancement considerations. Thus, focused attention is given in fund allotment, rather than thinly spreading the resources without commensurate results.

Godrej partners with Indian Railways to assemble coaches in less time On 14 August, The flagship company of the Godrej Group, Godrej & Boyce, has recently made an announcement that its business Godrej Tooling has partnered with the Indian Railways to design and

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METRO RAIL NEWS | AUGUST 2021

484 Railways projects worth Rs. 7.53 lakh cr in implementation stages across India

75 Vande Bharat Trains to connect different parts of India in 75 weeks

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NEWS HIGHLIGHT Prime Minister Narendra Modi had made an announcement on 15th August that 75 Vande Bharat Trains will be launched to connect different parts of the country by August 2023 to mark the ongoing ‘Azadi ka Amrit Mahotsav.’

“The country has resolved that 75 Vande Bharat trains will be connecting every corner of the country in 75 weeks of Amrit Mahotsav of Independence,” the Prime Minister said.

“This will give more space to people. It has more advanced features, especially for the disabled. There is a smoke detector.

Also, there are facilities of dining table, magazine holder at the SL seat of the train,” added Malviya on the features of the train.

The PRO said that this move will provide better features, space to people at lower, affordable prices to people.

Indian Railways is planning to roll out at least 10 new Vande Bharat Trains connecting 40 cities by August 2022.

For achieving the same, Medha Servo Drives Ltd has been told to advance its production plan so that at least two prototypes can be rolled out by March next year following all trials. Medha Servo had won the contract worth INR 2,211 Crores to supply the electrical systems for 44 Vande Bharat Trains in January this year.

At present, two Vande Bharat Trains are operational on the Indian Railway network. With a target of 75 Vande Bharat to be made operational by August 2023, Indian Railways will need to execute the contract with speed to meet the deadline.

Govt of India, ADB sign $500 million loan to expand Metro Rail Network in Bengaluru

Indian Railways invited bids for India’s first Hydrogen Trains In a mission towards making Indian Railways as Green Railways, Indian Railways Organisation of Alternative Fuels (IROAF) has invited bids for Hydrogen Fuel Cell-based Train on Indian Railways Network. The project shall kick off the concept of Hydrogen Mobility in the country.

Accepting it as a challenge, IROAF, Green Fuel vertical of Indian Railways, has invited the bids for Hydrogen Fuel Cell based Train. The project shall commence in 89 km Sonipat-Jind section of Northern Railway.

Indian Railways introduces economy class in 3 tier AC compartments The Indian Railways has introduced the Economy Class facility in Three-Tier AirConditioned trains.

METRO RAIL

Initially, 2 DEMU rakes will be converted and later, 2 Hybrid locos will be converted based on Hydrogen Fuel cell power movement. There will be no change in the driving console. Also, the project will lead to saving of Rs. 2.3 crore annually.

The Government of India and the Asian Development Bank (ADB) on Monday signed a $500 million loan to expand the metro rail network in Bengaluru with construction of two new metro lines totaling 56 km in length.

The signatories to the agreement for Bengaluru Metro Rail Project were Rajat Kumar Mishra, Additional Secretary, Department of Economic Affairs in the Ministry of Finance who signed for the Government of India, and Takeo Konishi, Country Director of ADB’s India Resident Mission who signed for ADB. The project will construct two new metro lines, mostly elevated, along Outer Ring Road and National Highway 44 between Central Silk Board and Kempegowda International Airport with 30 stations.

This will help decongest traffic in the city area and provide seamless connectivity to the airport The grant will also be used to strengthen the capacity of the Bangalore Metro Rail Corporation Limited and other state agencies to implement these initiatives

Over 1,000-km Metro Rail Network Under Construction In 27 Cities

Amit Malviya, a Public Relations Officer with the Indian Railways said, “Indian Railways has introduced the economy class in the three-tier air-conditioned compartments. This facility is being provided for the first time in the PrayagrajJaipur train.”

Union Minister for Housing and Urban Affairs Hardeep Singh Puri said 1,058 km of metro network is under construction in 27 cities to boost urban mobility across the country on Aug 6, 2021

“There are two coaches here. Berths have been increased from 72 to 83,’’he said.

He was speaking after inaugurating a section of about 289 metres between the

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METRO RAIL NEWS | AUGUST 2021

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NEWS HIGHLIGHT According to a statement released by the DMRC, Vishwavidyalaya station will get a dedicated facility to showcase the rapid growth and development of the metro railway in India and a technical understanding of construction and dayto-day working operations of the Delhi Metro.

Mayur Vihar Pocket 1 and the Trilokpuri Sanjay Lake stations on the Delhi Metro’s Pink Line via video-conference.

The Delhi Metro Rail Corporation or DMRC has been a trailblazer in urban mobility, and the missing link at the Trilokpuri section of its Pink Line was bridged with least possible disruptions, the minister said.

Navi Mumbai Metro may soon be on track, oscillation trials begin The Indian Railways’ Research Design and Standard Organisation (RDSO) will begin conducting oscillation trials from 28 Aug 2021 for a section of the Metro rail system in Navi Mumbai to ensure the safety and quality of the rides ahead of its planned commencement later this year. The four elevated corridors under the Navi Mumbai Metro project are being developed by the City and Industrial Development Corporation (CIDCO), which aims to begin the service for citizens soon after the oscillation trials

Systra has won the contract for the execution of Surat Metro Rail Project Phase-1, on behalf of its client Gujarat Metro Rail Corporation Limited (GMRCL).

The services to be provided by Systra for the project includes a review of the detailed project report (DPR), design review, procurement assistance for civil and system works along with construction supervision for civil and system works, system integration, overall project management, safety & quality check, testing and commissioning.

The project has received funding French Development Agency (AFD) and the German development bank KfW and is scheduled to be completed in 42 months.

Systra Group is executing the project as the lead partner of the joint venture with AECOM Asia Company Limited and EGIS Rail SA.

The knowledge centre will also have a simulator room, audio and visual televise of films and documentaries, several kinds of research, and other published materials about the metro. Apart from the knowledge centre, a surface parking area will be developed over 2800 sq. metres, and a sprawling commercial space will have a restaurant cum bar, cafeteria, and memento outlets.

Kanpur Metro Work heading towards the accomplishment, Trail Run in November 2021

DMRC will build a “National Metro Rail Knowledge Centre” at Vishwavidyalaya Station.

METRO RAIL NEWS | AUGUST 2021

Before this initiative, DMRC builds a metro museum at the Patel Chowk station, where they display various equipment and models which showcase the journey of DMRC from 2002- till now.

Phase-1 of Surat Metro comprises the construction of two corridors for total length of 40.35 km with 38 stations.

Corridor-1 comprises construction of 21.61 km long corridor from Sarthana to Dream City with 6 underground and 14 elevated stations while Corridor-2 comprises construction of 18.74 km long corridor from Bhesan to Saroli with 18 elevated stations.

Systra bags contract for Surat Metro Rail Project Phase-1

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Under the plan, a “National Metro Rail Knowledge Centre” will be built at an approximate cost of Rs. Forty-Six (46) crores at the station on a Public-Private Partnership (PPP) basis. The DMRC floated a tender on 19th August 2021.

The approximate area of this knowledge centre is 3000 Sq. Meters.

Keeping in view the objective of conducting a trial run of the metro on 15th November 2021, the Managing Director of UPMRC, Shri Kumar Keshav, today reviewed the progress of ongoing works at Motijheel, Rawatpur and Geetanagar metro stations under Priority Corridor of Kanpur Metro along with the Receiving Sub Station (RSS) and MetroDepot.

They express satisfaction over the speed www.metrorailnews.in

NEWS HIGHLIGHT of work, “Civil work under Priority Corridor has been completed up to 95 per cent.

The trial run of the metro will be on 15th November 2021 instead of 30th November 2021. The work of Kanpur Metro’s Priority Corridor commenced on 15th November 2019. While the target to start the operation of the metro services for Kanpur residents is by the end of January 2022. The work of the entire system on the corridor is progressing in parallel,” said Shri. Kumar Keshav, MD, UPMRC.

The authorities are anticipating a long and arduous build-up to the commissioning.

The westbound tunnel will continue to serve as a shaft (opening) for winding up the tunnel boring machine TBM) Urvi, which concluded digging on May 15.

Project and KEC International Limited emerged as the lowest bidder for this contract.

Multi-Modal Integration – Easy travel with a bicycle in a metro train

East-West rake rolls in under Sealdah, busiest suburban railway station On Saturday 8th August, On Saturday, history was made as the first rake arrived at the Metro station 17 metres below Sealdah, the busiest suburban railway station, opening the way for the 2.3-kilometre extension of the East-West circuit beyond Phoolbagan. Commuters will be able to travel 1O km in 20 minutes after this seventh stop is added to the East-West Metro before the end of the year. The end of August should see the commencement of continuous trials.

The corridor currently runs between sector V and Phoolbagan for 7 kilometres.

It will eventually run for 16 kilometres till it reaches Howrah Maidan. On Saturday, Metro Railway general manager Manoj Joshi said, “We aim to commission the Sealdah extension by December.”

The integrated trial in Sealdah, which is required before receiving mandatory approval from the Independent Safety Assessor (ISA), will last three months, after which Metro Railway will request for approval from the Commissioner of Railway Safety (CRS).

Metro Railway is optimistic that the Sealdah expansion will boost ridership on the East-West line, which is currently underutilised.

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METRO RAIL NEWS | AUGUST 2021

on 26th August 2021, Maha Metro’s Managing Director, Dr. Brijesh Dixit along with officials of Pune metro, travelled through the metro from Phugewadi to Sant Tukaram Nagar and vice versa whilst carrying the bicycles with them on board the metro train. The travel commenced from the Phugewadi station and culminated at Sant Tukaram station.

On reaching the Sant Tukaram station platform, the officials got down from the platform using the lifts with their bicycles and got out from the station.

Once upon a time, Pune was a cycle user’s city, but over the years, the unavailability of robust public transport use of two-wheelers and four-wheelers increased disproportionately. This led to uncontrolled vehicle population, congestion in traffic, pollution, cost of travelling, and time. The Maha Metro urges people to use bicycles so that Pune again goes back to its glory-‘City of Cycles’.

Owing to the use of bicycles onboard metro trains, the issue of first and lastmile connectivity will be addressed, this will also integrate the two modes of transport- metro and cycle. It is a kind of Multi-Modal Transport integration (MMT).

KEC emerged lowest bidder for Electrification Contract of Patna Metro Delhi Metro Rail Corporation (DMRC) recently opened financial bids for the supply of Receiving cum Traction (RSS + TSS) and Auxiliary Main Substation (ASS) including High Voltage Cabling from Grid Substation for Patna Metro Rail

This contract is the first electrification contract under Phase-1 of Patna Metro which will consist of two corridors (East-West Line & North-South Line) having a total length of 30.91 km with 24 stations. The first corridor (East-West Line) will have a length of 16.86 km from Danapur Cantonment to Khemni Chak while the second corridor (North-South Line) will have a length of 14.05 km from Patna Junction Railway Station to New ISBT.

Schindler wins order to deliver 180 escalators for Bangalore Metro’s Phase-2 project Schindler has been chosen to supply and install 180 escalators for the Bangalore Metro Rail Corporation Ltd’s Phase 2 project’s two additional routes. The project will connect Bangalore’s tech hub to Bangalore International Airport by integrating the metro network with the city’s other urban transportation systems.

Bangalore, India’s third-largest city, is a global technology centre. The Phase 2 project, which is expected to be finished in 2026, would encourage public transportation in Bangalore’s Information Technology (IT) district to reduce traffic congestion in the city. The project has been broken down into elevated reach extensions and underground parts.

Schindler was chosen for the project because it will incorporate 140 escalators for the new Yellow Line route connecting Bangalore with Electronic City, one of India’s largest IT industry parks. www.metrorailnews.in

Photo courtesy : Delhi Metro Rail Corporation (DMRC)

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NEWS HIGHLIGHT priority section from Sahibabad to Duhai in Ghaziabad is expected to be complete in 2023. NCRTC is the implementing agency.

High Speed Rail

International News

NHSRCL to invites bids for Track works for the MumbaiAhmedabad High-Speed Rail project The National High-Speed Rail Corporation Limited (NHSRCL) has invited bids for the work Design, Supply and Construction of Track and Track related Works including Testing and Commissioning on DesignBuild Lump Sum Price basis for Double Line High-Speed Railway between Vadodara and Sabarmati Depot and Workshop in the State of Gujarat for the Project for Construction of MumbaiAhmedabad High-Speed Rail.

Key Details: • Tender Reference Number: MAHSR T-3

Delhi-Ahmedabad Bullet Train Project to have 14 stations including Gurugram Delhi-Ahmedabad high-speed rail corridor will have a total of 14 stations including Gurugram for which a Detailed Project Report (DPR) is being prepared.

For this purpose, the National HighSpeed Rail Corporation Limited (NHSRCL) organised an environmental and social consultation meeting on Friday.

The meeting was presided over by Additional Deputy Commissioner, Gurugram, Vishram Kumar Meena, in the presence of a senior official from the NHSRCL, Anil Sharma.

Regional Rail

• Name of work: Design, Supply and Construction of Track and Track related Works including Testing and Commissioning on Design-Build Lump Sum Price basis for Double Line High Speed Railway between Vadodara (MAHSR Km. 393.700) and Sabarmati Depot and Workshop (MAHSR Km. 509.875) in the State of Gujarat for the Project for Construction of MumbaiAhmedabad High Speed Rail • Document Download / Sale Start Date: 24-Aug-2021 • Document Download / Sale End Date: 22-Dec-2021 • Pre Bid Meeting Date: 07-Oct-2021 • Bid Submission Start Date: 15-Dec-2021 • Bid Submission End Date: 22-Dec-2021 • Bid Opening Date: 23-Dec-2021

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METRO RAIL NEWS | AUGUST 2021

Bangladesh’s 1st metro rail makes trial run On a section of the 20.1-kilometre project known as Mass Rapid Transit Line6, Bangladesh’s first metro train made its trial run on Sunday in the capital Dhaka (MRT 6).

Bangladeshi Road Transport and Bridges Minister Obaidul Quader kicked began the test run at the Dhaka depot.

A train with six carriages made the journey from its depot to its destination without picking up any passengers after passing through three stations.

When the project is completed, a train with six air-conditioned capacious coaches will run every four minutes, transporting around 60,000 passengers each hour.

••• RRTS stations, trains to be made ready for medical emergencies The NCR Transport Corporation (NCRTC) said all stations and trains on the 82-km Rapid Rail Transit System (RRTS) from Delhi to Meerut will be equipped to accommodate emergency medical cases that require transport to a hospital on the network’s route.

Construction on the RRTS stations is on full swing with aim to complete the entire project by 2025, while a 17-km

www.metrorailnews.in

COVER STORY

Best practices in Transit-Oriented Development (TOD) Introduction

determining those uses is outlined below.

Physical Characteristics

Transit-Oriented Development (TOD) is gaining popularity as developers and municipalities work to create walkable and livable spaces near public transportation.

While many of these projects succeed, others struggle with low residential unit sales or high tenant turnover in retail or office space, despite their proximity to transit and other amenities.

Analyze the Site

Existing structures, rugged terrain, or significant utility easements are just a few examples of potential site challenges, and even these basic examples raise numerous questions: Is it better to renovate or demolish the existing structure? Is there a concern about the

A site analysis is a common first step in determining a parcel of land’s intended use. All websites share two distinct characteristics like:

The purpose of this paper is to examine the role of existing real estate supply and the factors that influence demand.

It examines the relationship between transit intensity and demographics, income, local and regional economics, and job growth trends. Additionally, it considers the impact of the site and its surroundings on the project’s potential success. Successful projects, whether transit-oriented or conventional, are consistently sensitive to market realities.

These projects create new places to live, work, and play while capitalising on the nuances of significant trends in ever-complicated environments.

Successful TODs prioritise developing a site’s “highest and best use,” which may be residential, office, or retail, or a combination of the three. The process for www.metrorailnews.in

METRO RAIL NEWS | AUGUST 2021

19

COVER STORY stewardship? Will extensive engineering be required to make the terrain buildable, thereby rendering the project financially unfeasible? Is it possible to negotiate utility easements? Can utilities be buried or rerouted in any way? The physical characteristics of a site can have a significant impact on the project’s potential success.

Geographical Characteristics Neighboring land uses can be both a blessing and a curse for a project, and determining whether they are the former or the latter comes down to compatibility.

For instance, an apartment building marketed to young professionals is likely to be more compatible with a neighbourhood with a vibrant bar scene than a senior living facility; the proposed project must fit into its surroundings.

Another locational quality to consider is traffic—will the site attract enough attention? Almost all retailers require a certain level of traffic (pedestrian or automobile) in order to achieve their projected revenue levels. In the case of TODs, the timing and intensity of foot traffic will significantly impact the type of retailers attracted to a given project.

For instance, a retailer that requires constant traffic throughout the day is unlikely to be interested in locating next to a busy commuter rail station that sees significant traffic only during the morning and evening rush hours.

Analysis of Demand

demand.

during a period of market expansion.

Changes in Employment

However, unforeseen circumstances such as weather delays or legal disputes can cause a project to be delayed, allowing a competitor to complete his construction first and thus gain a better foothold in selling or leasing units. It is necessary to ascertain the number, scope, and timing of competing projects in the immediate area in order to assess the risk of arriving too late to capitalise on a period of growth.

The presence of a new employer in the market area or sustained growth in a local industry may create an opportunity for new housing (for new employees), retail (to supply new residents with goods), and office space (as businesses expand). If this type of expansion occurs, it is critical to ask questions such as “Who is moving to the area?” and “How much money do they make?” The responses will help determine the types of real estate products to develop for these new residents, and some of these products will be more suited to TOD than others.

Changes in Activity at the Construction Level One indicator of construction activity is the number of building permits issued. Construction activity serves as a barometer of current and historical real estate demand. When historical values and forecasted economic conditions are compared, one can determine the amount of demand being met in aggregate as well as the potential to capture demand from an underserved segment of the market. However, it is critical to consider the lag time between market equilibrium (when supply meets demand perfectly) and the subsequent period of overbuilding. In an ideal world, any real estate development, including a TOD, would be conceived and completed

Growth Trends as a Product Type Determinant Demand for various types of real estate products is influenced by various trends.

Some of these trends are pervasive and affect a wide variety of land uses, while others are more discrete and affect only a single type of real estate product.

Residential Residential real estate can be purchased (single family detached homes, townhouses, condominiums) or rented (apartments). Age, income level, household size, education, and commute time all play a role in determining the type of housing product users prefer.

Residential real estate can be customised in terms of size and layout to appeal to a particular demographic group. If a market area has a high proportion of retirees who tend to stay put, townhomes with low maintenance and main floor

Successful real estate projects, and TODs are no exception, capitalise on change.

Demographic, employment, and other real estate trends can identify significant underserved target markets.

Changes in the Population Individual and household demographic trends can provide insight into significant market changes. A decrease in the median age of a population may indicate an increasing demand for apartments (as the population ages), an increase in household size may indicate a growing demand for larger residential products, and an increase in household purchasing power may indicate a growing demand for retail space. At this point, it is critical to understand who occupies which types of real estate. This will be discussed in greater detail in the following section, but suffice to say that demographic trends strongly predict current real estate

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www.metrorailnews.in

COVER STORY

bedrooms may be an attractive product for retirees seeking a smaller home in the same community where they have lived for many years.

It is critical that the residential component of a TOD is compatible with the demographic realities of the area.

For example, many municipalities in the Chicago metropolitan area encourage the development of condos rather than apartments near commuter rail stations in the hope that users will be attracted by the convenience of transit and will help revitalise the existing downtown area by living and shopping downtown.

However, due to the differences between apartment and condo dwellers, apartments are frequently a much better fit for the site. To begin, apartment residents in a TOD are frequently young single professionals with significant disposable income, the type of income that can revitalise a downtown area.

Additionally, they live a more transient lifestyle and are not yet ready to settle down and purchase a home, which makes apartments more appealing than condos. Finally, these apartment residents are frequently willing to pay a premium for the convenience and prestige afforded by housing in a TOD’s www.metrorailnews.in

location and visibility. Meanwhile, condo buyers may be less committed to the location, as they are typically older than apartment renters and may prefer to live further away from the hustle and bustle of a downtown/TOD area.

Commerce & Entertainment Just as many residential developers focus exclusively on a particular demographic group, retailers do the same. They almost always establish certain requirements prior to entering a new market area.

These conditions include the size of the household, its income, and its median age. Their business model is geared toward specific conditions that have been identified as profitable for their enterprise. Even among retailers selling similar products, market requirements can vary significantly. For instance, while Dunkin Donuts and Starbucks Coffee sell comparable products, they frequently choose to locate in dissimilar market areas.

A successful TOD will capitalise on the market area’s unique characteristics and work to attract retailers who seek out such locations. All too frequently, during the early stages of public input for TOD planning, decision makers attempt to fit a

square peg into a round hole by attracting a retailer who is simply uninterested in the area’s demographics. Many communities wish to attract smaller grocers such as Trader Joe’s or Whole Foods to revitalise a TOD area. These retailers have extremely specific criteria for entering a market area, which are simply not met. Rather than attempting to attract them, the effort could be better spent leveraging the area’s existing characteristics to attract a compatible retail tenant who will generate tax revenue, increase visibility, and contribute to the viability of a TOD. Office Demand for office space is largely driven by employment growth; as employers expand, they not only require additional space to operate, but their expansion also stimulates growth in other businesses, resulting in the need for additional space.

The property’s surroundings frequently impact the demand for office space at a particular location. Unless the TOD is located in a major city’s central business area, locally serving space may be the most advantageous sort of office usage.

Instead of a regional or national market, this type of real estate product targets a local market area. These tenants are METRO RAIL NEWS | AUGUST 2021

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COVER STORY well, whereas apartments frequently work well near suburban commuter train stations. Additionally, the density of a TOD should be proportional to the intensity of existing transit; generally, as transit intensity grows, density should increase as well. To use the preceding example, a business that requires a consistent stream of customers throughout the day may struggle to prosper near a commuter rail stop that is only in use for 4-6 hours each day. Future transit authority plans to increase or decrease service should also be considered, as these changes could have a negative impact on the project by affecting traffic flows near the site.

Conclusion TOD construction is projected to accelerate further in the coming years.

However, locating a project near public transportation does not guarantee success. TODs, like traditional real estate projects, are susceptible to market pressures.

Economic, demographic, and construction trends all have an effect on all types of real estate. Thus, a successful TOD must be structured and implemented in such a way that it capitalises on the shifts in these patterns; addressing the unmet need created by these shifts results in a profitable project and a lively, new environment for people to live, work, and play. frequently small in size and provide essential services to the neighbourhood.

In this case, common tenants include realtors, financial planners, attorneys, and accountants.

Analysis of Supply A careful examination of the existing real estate stock in a market area will provide some revealing indicators regarding the viability of a TOD. A review of rental, sales, and occupancy rates provides insight into the potential revenue generated by a project; if comparable projects perform poorly in these areas, the proposed project may suffer a similar fate. Additionally, examining competing sites and their improvements (i.e., the building, parking lot, and landscaping) can provide a qualitative assessment of competing projects—Are the properties well-maintained? Are they comparable in terms of access and visibility? Access and visibility are watchwords for businesses worldwide, as these features enable shops to acquire unplanned “drive by” customers who make future purchases.

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If retail is a component of a TOD, visibility and access are critical for tenant retention.

One of the major challenges confronting TODs is the relative scarcity of comparable projects. Unless the proposed project is located in a major city, it is frequently difficult to discover a comparable project in the same market region, much more so if the proposed project is mixed use. This can be a concern, as lenders and investors prefer not to be pioneers, taking on the risk of an untested enterprise. Decisionmakers may need to look beyond their market area for comparable ventures in order to demonstrate the viability of their project’s concept.

•••

Correlation between Land Use Density and Transit Intensity just as certain economic and demographic factors favour particular real estate products, certain real estate products favour specific modes of transit.

When positioned near a large transit hub, high-rise office space frequently works www.metrorailnews.in

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EXCLUSIVE INTERVIEW

Exclusive Interview with Mr. Rajiv Bhimrajka, Director, Bhimrajka Mäder Coatings Pvt Ltd.

M

etro Rail News team conducted an Interview with Mr. Rajiv Bhimrajka, Director, Bhimrajka Mäder Coatings Pvt Ltd. In Which he talks about Green Revolution, R&D Strategy and speciality of the product and many more…

Mr. Bhimrajka has completed his Masters of Business Administration in International Business from Regent’s College, London. He has been associated with Bhimrajka Mäder Coatings Pvt Ltd. since its inception.

He has been instrumental in setting up Mader group’s first green field plant in Shrirampur MIDC, India. Today he is a shareholder and a member of board and overall responsible for the activities of the company.

Here are the edited execerpt:MÄDER Group is a world leader for railway paint. What other solutions does MÄDER Group provide to the Indian Railway?

Ans- We are one of the leading global suppliers of paints & coatings for railways.

We cater to almost every application

Mr. Rajiv Bhimrajka Director Bhimrajka Mäder Coatings Pvt Ltd.

in the railway segment, Be it interiors, exteriors, roof or underframes parts etc.

Mäder not only manufactures paint and coatings but also manufactures polyester resins and gelcoats for the composite parts of the railway segment.

We are meeting stringent fire & smoke norms of the rail industry. Today, we are the only supplier capable of offering a

comprehensive Composites/Gelcoats/ Paints system ensuring excellent fire & smoke resistance for railway industry.

How is MÄDER participating in the Green revolution?

Ans- Mäder Group is an expert in ecofriendly & high technological content solutions for paints & composites. We have a wide range of products to offer to the railway segment. We supply solvent-based coatings and have a good portfolio of products made on waterbased technology, meeting the same specifications. Some of our products also have high solid content, which reduces VOC emissions. Our products are in REACH compliant.

What are the strategies of Mäder group in the field of R&D ?

Ans- Innovation is at the heart of our strategy, and thus we devote 10% of our group turnover to R&D. We do our research, in partnership with universities, which is particularly focused on agrosourced raw materials, green chemistry and the reduction of the impact of its activity on the environment, with the aim of always better preserving our planet.

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EXCLUSIVE INTERVIEW Currently, we are working on UV curable paints for different parts of the train & thermal insulating coatings for the roof of the train to reduce the temperature inside the train.

We plan to set up a state-of-the-art R&D lab in India, which will be the first R&D lab for Mäder Group in Asia.

What other sector Bhimrajka Mäder Coatings provides or contributes in its project?

Ans- Other than railways, we participate in a wide range of segments.

• Automotive coatings for plastic • Glass Coatings • Aerospace & Defence • Pipe Coatings • ACE • Coil Coatings • Insulation Varnish • Other General Industrial & HighPerformance Coatings Can you tell us the speciality of your products & design MÄDER provides to the client?

Ans- Even though it’s a family owned & independent group, we are professionally managed. We are just not selling our products but also bringing value through our past experience right from the project’s design stage until finalization.

We also share our know-how & and offers internally or externally training adapted to customer needs in order to train in techniques and means of applications.

We challenge ourselves to meet high customer demand & specifications by providing tailor-made solutions to our customers.

Our products are running on trains in different parts of the world from Montreal to Dubai, withstanding all types of climatic conditions & abuses. Our products meet stringent fire & smoke norms of EN45545 We have an in-house design studio on the outskirts of Paris, where we study the global trends & design shades as per customer needs.

Which metro project have you worked on?

Ans- We first started our supplies with Chennai Metro through Alstom. Now over a period of time we have supplied our products for Lucknow Metro, Kochi Metro, Sydney Metro, Montreal Metro, Mumbai Metro, DMRC, E-Loco, Santiago Metro, Dubai Metro etc. Currently, we are working on other upcoming projects too.

What is your take on the “Make in India” and “Atma Nirbhar Bharat” Initiative?

And what steps does Bhimrajka Mäder Coatings Company take to fulfill those visions?

Ans- We set up our state of the art plant for our global customers, keeping in mind our Honourable Prime Minister’s Make in India vision; this was the first greenfield project for our group. We have our expansion plans to scale up production to meet the ever-growing demand of Indian railway. We are also looking at setting up our first R&D in Asia, which will be in India.

The R&D will be dedicated to understanding the challenges & have solutions for them from India & give products not only Made in India but also Made for India & creating jobs in India.

We want to transfer as many products from our Europe portfolio to India for all the segments we are working on so that our Indian customers benefit from European technology.

Mr. Rajiv Bhimrajka, can you tell us your most challenging project so far and how you have overcome it?

Ans- Every project has its own challenges, & it is up to us to accept these challenges with open arms & find solutions to the challenges. However one instance I remember, is when we did Kochi Metro project, it was the first time we had to design all the shades in India, it was not an easy task as it was time bound & my team did a very good job in getting first time right shades which gave us the confidence & now most of the shades are being developed in India & delivered as per project timelines.

••• www.metrorailnews.in

METRO RAIL NEWS | AUGUST 2021

25

EXCLUSIVE INTERVIEW

One 2 One Interview Session with Mr. Rakesh Gaur, President Railway Division, Kalpataru Power Transmission Limited (KPTL)

Mr. Gaur is heading the Railway Business of Kalpataru Power Transmission Limited (KPTL).

Mr. Gaur completed its Bachelor degree in Electrical Engineering from MS University, Baroda and Masters in International Business and Administration from Kainar University, Almaty A seasoned professional in Tendering, Project Management, Procurement, EPC contracts in Railways, Power and automation space, Mr. Gaur has worked with over 100 Indian and International projects. In a career span of over 35 years, he was associated with big names like ACC, L&T, IRCON, SIEMENS, ABB, and KEC International and has an experience of working across geographies travelling extensively across the Globe.

Mr. Rakesh Gaur President Railway Division Kalpataru Power Transmission Limited (KPTL)

Here is the edited excerpt: Can you briefly explain to us on the progress of the Indian Government’s Mission 100% electrification? About KPTL’s contribution last year?

Hi, Good Morning Mr. Narendra Shah and Good Morning to everyone attending this session. Let me first congratulate you for doing excellent work in the print media as well as in digital media and keeping all of us updated with all the development and issues related to Railways.

Regarding the mission of 100% electrification, our government is targeting to electrify 100% of the broad gauge route by December 2023. The focus from the government side is exemplary and the introduction of EPC Contracts is helping to improve the pace of execution as well. Approximately 45,800 km of route has been electrified till 31st March 2021. Last year Indian Railways achieved an electrification of more than 6000 km and approx. 20% of that route was electrified by KPTL Railway Business Unit. We have also done around 100 kilometer of doubling work, with this speed of execution we are quite sure that mission 100% electrification will be achieved as projected.

Recently, a section was electrified by KPTL from Surendranagar to Pipavav in Gujarat was inaugurated and

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dedicated to the nation by our Hon’ble PM Shri Modi ji, how do you feel about that recognition, and can you tell our viewers briefly about the section?

It feels great when the hard work of your team is appreciated and that too at the highest level, we are thankful to Indian Railways and CORE for giving us this opportunity. This project has a route length of 266 Kms extended from Surendernagar to Pipava in Gujarat. The route acts as a feeder route to WDFCC and brings momentum to goods movement with increased load carrying capacity. This route, providing port connectivity, was completely electrified with high rise OHE, which facilitated the commercial operation of first ever Double Stack Container Train in the history of Indian Railways.

The remarkable benchmark created

by Indian Railways on this route will immensely boost the port connectivity initiative of Railways.

We have learnt that KPTL, under your leadership has pioneered the electrification works for Konkan Rail Corporation Limited. Can you tell us about your experience and the challenges faced while executing the job?

Konkan Railway is undeniably one of the largest & most challenging infrastructure

projects India has undertaken & successfully completed since Independence. It’s really a matter of pride for every Indian the way Konkan Railway has been constructed. I remember the early stage of my career, when travelling through cars or buses in the Konkan region used to take a lot of time.

Designed and built by Indian engineers in a record time of 8 years, the Konkan railway travels 738 km through the states of Maharashtra, Goa and Karnataka.

We are electrifying around 314 Km of the route from Thokur to Verna covering the states of Goa and Karnataka. Of this, we have already commissioned around 240 km from Thokur to Karwar. Carrying out electrification works in such a difficult topography was a challenge in itself.

Starting from material shifting to working in deep dark tunnels, negotiating steep curves worsened by heavy rains, our team has successfully overcome every challenge.

The final stretch from Karwar to Verna is also almost ready and finishing works are in final stage. We expect it to be ready for commissioning by October’21.

Going forward, how do you see the opportunities coming up in Urban Transport Infrastructure?

We have seen by now that urban www.metrorailnews.in

EXCLUSIVE INTERVIEW Indian Railways to implement indigenous technology for enhancing the safety of the railway system. We look forward to participation in TCAS-based projects.

What are the challenges you foresee for the Railway EPC Contractors?

Yes, railway and EPC contractors are nowadays facing different kind of challenges. A major challenge is pace of execution because achieving 100% electrification job by December’23 means completing the project in 15 to 18 months, which earlier used to take anywhere between 24 to 36 months.

infrastructure is no more a luxury, it is a necessity. The construction and upgradation of new track infrastructure projects for enhancing existing network by doubling, constructing third line as well as Urban Infrastructure projects like RRTS, Metro, Metro Neo, Metro Lite LRT and High Speed Rail coming up, provide huge opportunities in the Urban Transport Infrastructure space.

The Government has very recently announced that 400 stations will be privatized. Various station remodeling projects are coming up under the PPP mode. We have already seen the kind of infrastructure which has been upgraded at Habibganj and Gandhinagar.

There would be ample opportunities for all stakeholders of Railway Industry. The Make in India initiative by the Indian government, provides fair opportunities to the domestic solution providers for working in the Indian Railway market.

How is KPTL placed in the Railway Signaling space and how do you see the opportunities coming up on the Signaling side?

Signaling is one of the key activities which the government has given focus on along with electrification. The electrification is happening and that means that we are getting clean and environmentally friendly energy to run the railway. But now the challenge arises of how to increase the speed of railways and we have seen worldwide that the problem of heavy traffic is never solved by widening the road or widening the railway network. The problem can only be solved by through put more trains to the existing network. That means that you can have a greater number of trains running on the same infrastructure and that is possible to run safely by having www.metrorailnews.in

more upgraded signaling systems.So, advanced signaling system is the next big thing after electrification.

Our existing portfolio of composite projects for clients like CORE, PGCIL, RVNL, Konkan Railways, and Zonal Railways. So far, we have received orders with cumulative Signaling & Telecommunication scope of over INR 1000 crores, out of which INR 500 Crores value of works have been executed.

Indian Railways is planning an investment of around INR 57 thousand crore over the next five years in the modernization of signalling and telecommunication systems to augment the safety and capacity of the national transporter. The modernization will be in the areas of Long Term Evolution (LTE), Optical Fibre System, Train Collision Avoidance System (TCAS), Automatic Block Signalling (ABS), Electronic Interlocking (EI), and Centralised Traffic Control.

This program will give enormous opportunities to the construction companies as well as the Original Equipment Manufacturers (OEMs) working in this space. We at KPTL are preparing ourselves for these opportunities by strengthening skill development, training of our people, and collaboration with local & global players.

Indian Railways has come up with Project Kavach or TCAS, which is an automatic train protection system. It works as an aid to loco pilots to prevent human error. With more signal bandwidth now available to support the objective of improving safety in train operations and generating additional line capacity, the TCAS has been approved for 37,300-route km, covering important routes in the 1st phase. We welcome this initiative by the

The second challenge is the increased coordination as now, through the EPC contracts, the responsibility of multiple coordination has come to the contractor.

So, it is also a challenge that all departments like Signaling, P-way, OHE, Design and engineering all collaborate to see that this execution becomes successful.

The EPC contracts have milestone based payments. So, cash flow is becoming an issue particularly in the COVID situation and execution is facing extra input costs.

The margins are shrinking and commodity prices are really going haywire. Nobody knows to what levels the commodity prices will rise or when the prices will be restoring to the pre COVID levels.

Another major challenge the contractors are facing is the closure of contracts.

Once the CRS is done and the commercial operations for train starts, the priority gets shifted to new projects.

I am quite sure that with the kind of focus Indian railway has shown on a fast execution of the project, the closure issue will also get attention. The commodity prices, I personally feel, will settle down to very realistic levels by the end of this financial year.

What are your views on Metro Rail News magazine?

Narendra ji, let me first congratulate you that you are doing an excellent job and I have found the magazine very useful with excellent articles and very informative for our engineers. We always recommend to our engineers to go through the articles and remain abreast with the technology.

My best wishes to you and your entire team.

••• METRO RAIL NEWS | AUGUST 2021

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EXCLUSIVE INTERVIEW

In a conversation with Mr. Tilak Raj Seth, Head:Mobility, Siemens Limited Metro Rail News conducted an email interview with Mr. Tilak Raj Seth, Head, Mobility, Siemens Limited. He talks about Siemens’s role in building future-ready rail infrastructure in the country, Digitization, Technology to solve pollution problems, future mobility and the government’s mission of 100% electrification.

How Siemens Mobility is providing innovative plans to safeguard India’s mobility sector. How they partner with Indian Railways and various city rail metro companies to create an advanced railway infrastructure.

Siemens has been partnering with India in its train journey for over 70 years now.

As one of the fastest-growing economies in the world, India’s transport system has evolved over the years with technology as the major driver of growth. Siemens has played a major role in building future-ready rail infrastructure in the country. I am proud to say we are actively contributing to the ‘Make in India’ and ‘Aatmanirbhar Bharat’ initiatives by following local addition in the entire value chain of engineering, manufacturing, installation, and commissioning along with after-sales services. Siemens India has 21 factories and we are truly a global company with a high depth of manufacturing in India. We participate in all the mainline electrification, signaling, and telecommunications opportunities. We are a key component and systems supplier to Indian railways manufacturing and operational units. We are also participating in metro projects through ongoing and upcoming tenders. Our focus on high performance, reliability, and accuracy has helped us offer innovative solutions to our customers. We are fully equipped to meet the expectations of Indian Railways and Metro corporations as we bring in a perfect blend of global know-how and local expertise.

How Digitization is helping them to enable mobility operations worldwide.

The need for urban smart life is growing every day and digitalization is the key to achieve the target of a growing

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Mr. Tilak Raj Seth Head:Mobility, Siemens Limited

demand for faster yet economical transport solutions. Indian Railways has been focusing on increasing capacity, throughput, availability, and efficiency.

The ever-increasing need for comfortable yet economical travel/transport, the desire for inter-connected smart transport infrastructure has unfolded many possibilities in the digitalization segment.

Keeping in mind changing social scenarios and Indian Railways ‘Net Zero’ mission, we are working towards faster, accurate, and advanced digitalization solutions to address the daily challenges faced by our customers. In these times, when the physical inspection is nearly impossible, we are offering customized solutions based on our strategic pyramid of electrification, automation, and

digitalization to ensure our customers experience an uninterrupted operation.

Our specific solutions on Rolling stock propulsion for their locomotives, hotel load converters, and signaling solutions are aiding Indian railways to meet their aspirations of adding capacity and improving throughput, in addition to the greener aspect of the technology that our solutions bring to the table.

You’ve been with Siemens Ltd since 1984, a period of almost 37 years. Can you tell us about the major challenges you’ve experienced so far and how you have overcome them? Also, how do you feel your journey now?

Thank you for noticing that and keeping

www.metrorailnews.in

EXCLUSIVE INTERVIEW track of this important milestone. My journey at Siemens has been quite enriching. I think every day was new learning for me and I am thankful for this experience.

I started as a Project Engineer in Siemens India and was engaged in plant electricals and automation in both continuous process industries and discrete industries.

With Siemens’ wide portfolio content, I was engaged in a broad spectrum of solutions. Later I joined rail transportation and infrastructure and cities sectors engaged in Siemens initiatives to solve challenges in the urban infrastructure and Mobility spaces. Siemens empowers its executives and managers immensely that makes all employees overcome challenges in various verticals with a focus on customer impact. In my very satisfying journey too, I have been a part of Siemens’ numerous initiatives to address many challenges in urban mobility and rail transport, and have enriched myself all along.

Technology plays a vital role in the development of any sector or for any solution. Do you think technology has the power to overcome or gain control over the never-ending pollution problem in India? Or is there any efficient solution for it? What is your vision on this?

Absolutely. We all know that Indian Railways is committed to augment the throughput on its infrastructure, enhance capacity and accelerate asset addition.

Subjects like upgrading Stations in a big way, new and better-performing trains as well as high-impact environment improving projects are in the focus of Indian Railways. Indian Railways is committed to ‘net zero’ emission by the year 2030 and is in the process of becoming the ‘greenest railways’ in the world. It has already begun the massive initiative to electrify its railway network.

It has also implemented ‘Head-onGeneration’, bio-toilets, and LED lights are some of the initiatives which are already in use making rail transport environment friendly. I think this is where technology plays a key role in bridging the gap between efficiency and availability.

At Siemens, we are focusing on resolving these challenges through our strategic pillars. First is enhanced passenger experience. All information available to make travel a pleasant experience via

www.metrorailnews.in

infotainment, food, connectivity, etc is based on the advanced technology that connects the large network infrastructure of communications, signaling, and availability. The second pillar is guaranteed availability. Our service team is offering high-quality maintenance services and working round the clock to ensure uninterrupted rail operations for Indian Railways and metro customers.

In these challenging times, in addition to our people based on customer sites, there are people who are supporting remotely and keeping the rail operations on. The third pillar is to make trains and infrastructure intelligent. Every manual process of identifying the performance of the rolling stock could be made available on fingertips. For example, we are working on a smart solution to detect a broken rail track. The technology is such that the customer would be able to take timely decisions, do predictive maintenance and prevent accidents. The fourth pillar is increasing value sustainably – this is one of the focus areas for Indian Railways these days. There’s an increased emphasis on building a sustainable model for not just the CAPEX period, but for the entire life cycle. To meet this objective, Siemens has built India’s first indigenously designed 9000 Hp locomotive with an integrated propulsion system and steel tank transformer. The locomotive is currently under trial run.

Which are the technologies that will help achieve the government’s mission of 100% electrification?

To achieve 100% electrification is both a matter of the right mindset and deployment of the right technology.

Indian Railways has already set in place a method of engaging multiple partners in both the public and private sectors to participate in large EPC contracts, and it has started showing results. In addition, mechanized construction has aided in speedier construction. Another game-changing technology can be to using modular catenary structures which will further simplify the method of construction, time is taken to lay the catenary and make it more reliable. All this impacts fixed infrastructure.

In terms of Rolling stock. The DieselElectric locos should soon be converted to Electric locos- as they would be needed in order to match the pace of electrification and for improving carbon

footprint.

What is your vision on the future mobility?

With the pace at which urbanization is taking place and the growing need for smart yet affordable transport, I think the future would be driven by technology and AI solutions in rail transport. Mobility will have to be seamless and well-integrated that encompasses the first and last-mile connectivity. The information available in hands of the end-user will reach newer heights to make the experience of the user a great one, as well as make it extremely convenient for the commuter to choose the best route or mode suiting specific needs. The Goods movement to the cities, between inter cities will transform to match growing urbanization needshere too digitalization will play a crucial role. For the operators, digitalization will become an essential underlying part of the entire infrastructure that first connects the assets to throw the data, collects and collates the data so generated, and uses this data for analysis and for taking well-informed decisions towards maintenance and operation.

How has the COVID-19 pandemic impacted transportation? Do you see a long-term impact from a technology point of view?

The pandemic has severely impacted the world market and the rail business is no exception. During these difficult times, freight transport has been the only source to deliver essential supplies across the country. At Siemens, we are proud to contribute to the uninterrupted operations of freight transport services amid all restrictions.

Most of our employees have been working from home and supporting business operations during the lockdown phase. Though our business is not impacted much, the COVID-19 crisis has accelerated digitalization and has opened new avenues for us which wasn’t explored earlier. As Albert Einstein once said ‘ in the midst of every crisis, lies great opportunity. I really hope we win this together.

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METRO RAIL NEWS | AUGUST 2021

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EXCLUSIVE INTERVIEW

One 2 One Interview session with Ms. Bhavani Koneru, Business Head – Metro, L&T Today, we have here with us Ms. BHAVANI KONERU, Business Head – Metro, Heavy Civil Infrastructure IC of L&T. She is one of the first women engineers at L&T, where she has performed several challenging roles in the construction industry. She has invested 28 years of her hard work in L&T, having started her career as a Graduate Engineer Trainee. Since then, she hasn’t looked back. She has contributed to various marque domestic and international projects in Design & Construction Methods Planning and Supply Chain Management of Heavy Civil Infra IC. Getting acceptance and achieving success has not been easy for her.

No doubt she is one of the best examples in India when it comes to women empowerment.

Please Welcome ‘Ms. Bhavani Koneru’ 1. Ms. Bhavani, Tell us something about your 28 years of journey so far in L&T? Ans- To put it simply, it has been really worthwhile and fantastic. I joined in late 1993 as a graduate trainee and I have worked in different departments of L&T, be it design or construction methods or supply chain and presently I head the Metro business of L&T Construction.

It’s been a fantastic journey all through and the kind of people particularly who were there along with me and supported me in my journey all along have been wonderful, like my seniors, my colleagues, my team members and my family. Without their support I don’t think I would have reached where I am today. The credit goes to them who have helped me to achieve whatever I have and always encouraging me that I can do it. More than my efforts, it has been their encouragement and their confidence in me that are reasons for my success, and I thank them from the bottom of my heart for having shaped me.

2. L&T is a company that was founded by two Danish engineers way back in 1938 that today is it to almost everything including engineering, construction & manufacturing, projects and technology and financial services.

Right from making the Statue of

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Ms. Bhavani Koneru Business Head – Metro, L&T

Unity and the Mumbai International Airport, to the Kakrapar nuclear power plant in Gujarat to the construction of metro projects across the country and overseas. So, we all know that L&T is a reputed and India‘s largest engineering & construction company providing rail engineering expertise to rail infrastructure projects for mainlines and mass transit systems in India.

Which key MRTS project has been undertaken by L&T. Ans- L&T’s journey in metro rail projects in India started way back in the 1990’s with the Delhi Metro Phase 1. Perhaps, L&T was the only bidder who was awarded the first three packages. Kolkata Metro happened earlier in the 1970s.

L&T has been associated with most of the metro projects beginning with the Delhi Metro project. You name any city and chances are that we are associated with the metro project in that particular city. Be it Delhi, Bangalore, Chennai, Kolkata or even in Kochi. Right now we are executing the Mumbai metro project.

We have even executed the world’s largest metro project in a PPP mode, the Hyderabad Metro. Without doubt, L&T has the largest market share of the metro segment. We have not only executed the majority of the metro projects in India but we are the only construction company to be constructing metro projects overseas like in Riyadh, Doha, Mauritius, and Bangladesh.

Apart from having maximum market share, we have also been pioneers in introducing many of the new technologies that are being used in the metro industry today. Be it recasting to top down methods, you name it.

3. Would you like to highlight some major accomplishments that has brought about significant change in India’s public transportation system?

Ans- If you look at the transport system in India, India has one of the largest Rail Networks in the world. We are leaders be it the Railways or the Bus Rapid Transit System or even two-wheelers or e-rickshaws. We have grown up seeing these kind of transport systems in India.

In Kolkata, we had the tram system that for obvious reasons did not take shape or find significance in Indian cities. But barring that, everything has succeeded right from the beginning of the Delhi metro project although there was a gap between its implementation and start. I think almost every city has started to add more and more metro projects. Almost every tier 1,2,3 city is either implementing a metro project or planning for one.

Almost 7000+ km of metro is under operation and nearly 32 metro projects are presently under execution. Many cities are now planning for metro neo and metro lite. Recently Haridwar came up with a personal rapid system. Even the hyperloop will definitely be implemented very soon from Mumbai to Pune.

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EXCLUSIVE INTERVIEW If you were to consider connections within a city like Delhi NCR, they have already started working on projects like the Delhi Meerut Rapid Transit System.

Even Kochi is planning for a semi-highspeed line. Talking about high-speed, the Mumbai-Ahmedabad section is already under construction.

Personally, for me, I have clearly seen right from the time I began my career the sea changes that India’s transit system has undergone. Actually, I started my career with the Delhi Metro project in 1993 and was involved with it for the initial 3 years. The Delhi Metro however started operation only in 1997 to 1998.

There has seen so much change in almost every city. In the present generation, almost everyone has travelled in trams or on metros. In the near future, it might happen that many of these will be interconnected total transforming the transit system.

4. Before the COVID Situation, we were badly affected by air pollution. Survey showed that 27% of air pollution is caused by vehicles. How do you see the future of MRTS projects in India?

Ans- There are a lot of statistics which show that high-speed rail is the one which produces the least amount of environmental pollution in the world.

India has already started to implement it. It reduces pollution and we can make this transit system more workable by integrating digitalization into the Mass Rapid Transit system. I think it is possible to achieve so much carbon reduction in the transit system that you can see right from the initial phases. Many of the stations have implemented solar panels for power generation. Almost all the new stations coming up are green building certified, be it silver, gold or platinum rated. With so much implementation, we are truly on the journey to go green to ensure that we reduce pollution is to the maximum.

The metro rail system has, however, not been taken up in every city the way it happened in Delhi city because of last mile connectivity so if we have started to start integrate different transit systems with the metro rail system which you can see in some cities. For example, Chennai Metro has taken initiative to establish last mile connectivity through hired vehicles to ensure that more and

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more people travel on the metro. By integrating the available transit systems, we can bring it under a common pool under digitalization. It is very possible to implement say a fare integration system.

This will reduce pollution so that personal vehicle utilization emerges as an esteem.

the initiative to succeed.

5. You had a remarkable journey as a leader in a male dominant sector.

What would be your suggestion to all youngsters, especially women aiming to build a successful career like you?

Ans- There are several projects that are close to my heart but if I have to pick one, I choose the Delhi Metro project, my first, that gave me a lot of learning because we had JV with a German company. A great learning was how detailed the Germans were. Among other things, I learnt the importance of getting into details, even the small ones that we generally tend to ignore or take for granted.

Ans- It is true that there are very few women who have taken civil engineering.

Possibly the early 90s gradually start to see more and more women taking up civil engineering but in the 90s there’s not many job opportunities so as a result opportunities available elsewhere many switched their career paths. That’s why today you will not find many of lady civil engineers. Even in my college, out of 7 of us except me all are in U.S and they have all switched careers. If we start encouraging them to stay in a particular field, then we could see more women entering the field.

Then, our society and family system does not support women. You can see that with many of my women colleagues.

When they get married, they have to shift to wherever their husband is working, some even have to go overseas. This forces them to switch over their careers because they may not get another job in civil engineering. It has to do both with the society and individually. All of it starts from our own homes and they keep encouraging women to take up a career path of their wish and continue. Therefore support from the family, friends and the society are very important. Organizations are offering lots of opportunities and facilities. Personally, I have not come across any organization in civil engineering that differentiates between men and women. Everybody has been encouraging women to come, participate and continue to work. Even if the organization offers so much, the women of today prefer to do elsewhere.

Even if you ask them “Are you sure you will be able to go and work there?” they say they can and that is the mindset we have today. But I am certain that with a bit of encouragement and support from all sides we will have more women in construction. Today, in L&T, we have a woman project manager. I don’t see any kind of gap but we women have to take

6. Would you like to speak of any important project or assignment which you had been very closely associated with? What had been the outcome and a reason for a personal affinity?

Another project I am really proud of and very close to me is a rail project, the Jambudam rail link project. We did one bridge project of just 2.150 meter span but the kind of work we executed was so satisfying. I learnt a lot too from my association with the late Dr. Subba Rao, a legend in the civil engineering industry and working with him very closely was very satisfying.

Another important project and another one close to me is the Hyderabad Metro project where I was involved right from tendering till its completion. My association with the project was in several decorative roles starting with tendering, then design, construction management from supply chain and I completed a part of the business unit. It was like a complete journey of the project.

Now, it is my pleasure and pride to be associated with the country’s first highspeed rail project.

We enjoyed this talk very much. It was lovely to have you in our METRO RAIL NEWS Interview session.

Thank you so much for your valuable information and patience.

We really appreciate your presence Thanks again.

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PREDICTIVE ANALYSIS

Future of transport in the post Covid-19 COVID-19 has swept the globe in a matter of months, upsetting businesses and triggering a global economic downturn. With the possibility of infection approaching, consumers are refocusing on their health. This is particularly evident in the mobility sector, as passengers preferred means of transportation that are regarded to be safer and more sanitary, such as private vehicles versus ridesharing. Shared mobility—and mobility in general—is struggling against a backdrop of widespread layoffs, delayed travel, and public-transit ridership down 70 to 90 percent in the world’s main cities. Rumors of the collapse of shared mobility, in particular.

Policymakers are increasingly influencing the future of mobility.

Governments all across the world are currently restricting mobility and general lifestyle options. However, in the aftermath of the pandemic’s most important stage, officials are expected to exert greater control over mobility in order to either expedite or slow the disruption.

Governments might implement policies that encourage lowemission automobiles or, on the other hand, loosen emission regulations, as the US government has done. For example, the Chinese government recently announced that it will exclude new-energy vehicles from a 10% purchase tax and provide subsidies for Chinese-branded electric vehicles (EVs) until 2022. Germany has also doubled its “environment bonus” for electric vehicles to a maximum of 9,000 euros, which may be used toward the purchase of a new vehicle. Governments are increasingly broadening their beneficial policies to include non-car modes of transportation; for example, Italy is paying

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its citizens a bonus of 500 euros for purchasing a bicycle, which has resulted in bike stores being sold out.

In some nations, the government may even expand its influence in the mobility industry by investing in faltering enterprises as a stakeholder. The airline business is an example of this.

Cities and government planners make transportation decisions on a regular basis. They must plan car lanes, pedestrian walkways, charging infrastructure for electric vehicles, and much more. Decision-makers have increasingly placed cities at the centre of debates as consumer behaviour has evolved during the pandemic. As people become increasingly interested and invested in the future of mobility, we expect cities’ role in fostering change to grow.

Mobility is becoming hyperlocal Before the COVID-19 crisis, urban mobility began to organise itself in nonstandard ways all across the world. The impact of COVID-19 on the global economy has accentuated regional inequalities, with differences in when the crisis began and how health systems responded. Many of these divisions are likely to persist in the coming months.

By 2030, we expect to witness huge alterations in mobility modes all around the world, based on our analysis of six main regions . For example, we predict a significant decline in privatecar usage in some major European cities over the next decade, whereas private-car usage in North America is only expected to decrease modestly. In addition, stronger China has a greater reliance on public transportation and rail, but major cities in www.metrorailnews.in

PREDICTIVE ANALYSIS mobility, active transportation) In a post-covid era, a Travel Demand Management system can help transportation systems create more balanced and convenient transportation networks.

These measures could include the following: • The Parking Relocation Process (in street for active transport and for higher parking fee for the remaining car park) • Charges for congestion.

• In a 20-minute neighbourhood.

• Campaign and stimulus scheme to encourage people to travel.

• Start and end times are staggered.

According to a survey, the majority of people prefer to drive their own cars rather than take public transportation. This is not a sustainable situation, so what can the public transportation system do to help? People might feel more in control of their public transportation journeys with the help of an intelligent transportation system. While many operators have allocated space to active transportation, it may be necessary to commit long-term. Employers can also support operators in spreading peak loads throughout the day, allowing employees to travel when it is most convenient for them.

South Asia, particularly those that are currently heavily reliant on public transportation, are unlikely to change considerably by 2030.

Mobility also increases in magnitude The COVID-19 crisis exposed the vulnerabilities of certain business models and types of companies. We believe that such flaws will result in industry consolidation. Consolidation may enable the development of more sustainable business models and, consequently, a broader reach. The automotive industry and micro mobility players were the possible targets, which began consolidating even before the virus spread.

In one plausible scenario, technology companies seize the opportunity to increase their stakes in the mobility industry.

They have sizable cash reserves, and COVID-19 did not affect them as severely as it did the traditional economy. A possible side effect: as players pool scarce resources, cross-industry collaboration on new technologies may intensify.

Why should travel demand management be considered for cities and regions in a post-COVID world?

According to the report, about a 35% of the employees stated they would prefer to work from home around half of the time.

Once travel and social distancing constraints are relaxed to accommodate this trend, future investments in roads, public transportation, electricity, and telecommunications will need to account for the possibility of more individuals working from home. Working from home necessitates more equally spread transportation networks, thus areas outside of the city centre will demand more attention. This tendency may support some state governments’ long-term decentralisation ambitions.

How do we take each group into account when it comes to replanning and reimagining mobility in our cities? In the future, how will these groups desire to travel and move?

Whatever measure we decide to implement either as Managers, Operators or users they need to initiate choice and give people incentive to satisfy different purposes in a way that benefits the transport system as a whole .

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Our transit system came to a halt when Covid 19 arrived. It’s time to change the way people and products move through and within our city. We have access to transportation demand and management tools (such as mass transit buses/ferries, private vehicles, and carpooling) that can assist us. Travel demand management can profit from every facet of mobility to move people, commodities, and services. (Mobility as a service, micro

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TECHNICAL PAPER

METRO RAILWAY IN INDIA – A SUCCESS STORY Synopsis AUTHORED BY

M.M. Agarwal

Former Chief Engineer (Railway) Chartered Engineer and Author of the Books “Indian Railway Track”, “Metro Rail in India for Urban Mobility” and other Books Email: agawalmm31@gmail.com Website: www.railwaytrack.in

1.0 Introduction Due to economic, social and other considerations, there is urbanization in India, and today a large percentage of Indian population (about 25 to 35%) live in urban areas. As per the 2011 census figures, out of a total population of about 1221 million urban population is 377 million (31.6 percent of the total population).

The big increase in population and economic activities in metropolitan cities has brought about several social and economic problems. The imbalance in distribution of population and economic activity is very wide. The factor has created a large scale intra-city movement, causing serious problems in the traffic management of people and vehicles, particularly in urban areas.

On account of above reasons, traffic congestion has increased dramatically in India, and this creates congestion and traffic chaos, particularly at peak hours; Fig. 1:

An effort has been made in this paper to describe the most appropriate type of ‘Metro Rail’ system to solve the problem of congestion and traffic chaos due to intracity movement of traffic in big cities; These systems are like METRO RAIL for bigger cities and METRO LITE, MONO RAIL and METRO NEO for smaller cities as these systems are less costly, less maintenance cost, and easy to construct, operate and maintain.

Metro Rail is a success story of India, and it is a big privilege to give brief details in the paper about the same.

Selection of a public transport system on a corridor in the city, whether it should be road-based (High Capacity Bus System (HCBS) or Metro Rail), primarily depends on the traffic density during the peak hours on that particular corridor.

2.1 METRO RAIL When traffic density crosses the mark of 8000 persons per hour per direction, traffic and environmental pollution-related issues/ problems increase; under these circumstances, provisions of a rail-based mass transit system (a Metro Rail System) should be considered. However, when the traffic increases beyond 15000 phpdt in a corridor, introduction of metro rail becomes unavoidable.

2.2 ADVANTAGES OF METRO RAIL Metro Rail is superior to other modes because they provide higher carrying capacity, faster, smoother and safer travel, occupies less space and are non-polluting and energy-efficient.

Brief details of these advantages are given below.

1. Lesser Energy: Requires 1/5th energy per passenger km compared to road-based system.

2. No Air Pollution: Causes no air pollution in the city.

3. Lesser Noise: Causes lesser noise level.

4. Lesser Road Space: Occupies no road space if underground metro is constructed. The oldest Metro Railway in London was an underground railway as there was no space on the road.

In case of elevated railways, only about two metro width is required for constructing piers.

Fig. 1: Congestion on Road due to Motor Vehicles

In order to improve urban mobility, the Mass Rapid Transit System (MRTS) is normally planned in various parts of the world, including India for big cities as well as for cities coming under Category II. 2.0 VARIOUS MODES OF TRANSPORT FOR URBAN MOBILITY

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5. More Traffic: Carries same amount of traffic as 5 lanes of bus traffic or 12 lanes of private motor cars (either way) if it is a medium-capacity system.

6. More Reliable: It is more reliable, comfortable and safer than road-based systems.

7. Reduces Journey Time: Journey time by anything between 50% to 75% depending on road conditions. www.metrorailnews.in

TECHNICAL PAPER Fig. 2.2: It will be seen as such that Metro Rail has played an important role in improving urban mobility.

2.3 OTHER MODES OF TRANSPORT The conventional metro rail, which requires huge capital investment (Rs.250 Crores to 400 Crores per km) may not be viable in many smaller cities coming under the tier-II and tier-III category. Moreover, according to the current population, there would not be enough ridership as well. In these cases, there is a need to consider an alternative mode of rail transport, which will have much less cost and will also act as feeder services from various parts of the city.

Details of these alternate mode of transport of Urban Mobility is given in subsequent pages.

2.4 LIGHT URBAN RAIL TRANSIT SYSTEMS (METRO-LITE) Light rail or light rail transit (LRT) is a form of urban rail public transportation, that generally has a lower capacity and lower speed than heavy rail and metro systems, but higher capacity and higher speed than traditional street-running bus systems;

2.4.1 ADVANTAGES OF METRO-LITE • This system is most viable and sustainable due to its very less capital cost as well as cheaper and easier construction, operation and maintenance. In addition, the ‘Metrolite’ will have a dedicated path separating the road traffic with it for segregation.

• ‘Metrolite’ will act as a feeder system to high capacity metro as well. In addition to less capital cost, the operation and maintenance cost of Metro-Lite would also be less making the system more viable. The construction cost for Metro-Lite is much than (about 50% of elevated and 20% of underground) of a high capacity metro system.

2.4.2 PLANNING OF METRO-LITE IN INDIA • The Government is planning to introduce Light Urban Rail Transit System named “Metrolite” in 50 small cities across the country. This is suitable for cities with a maximum 15,000 passenger movement per hour per direction, which suits most small cities for tier 2 and tier 3 cities.

• Seeing the success of metro rail in the country several other small cities with a lower projection of ridership are also aspiring for a rail-based mass rapid transit system. In order to fulfil this need ‘Metrolite’ with much less cost and also easier to construct and maintain.

• It may also be brought out that Budget of Government of India of 2020, also highlights about this alternative rail mode of transport basically about Lighter Rail Transport (METROLITE) and METRO-NEO. 2.5 METRO-NEO SYSTEM

Fig. 2.1: Delhi Metro Rail

Metro-Neo is a state-of-art concept and a revolutionary mass rapid transport solution for tier 2/3 cities with low ridership.

It is an electric propulsion Bus System (Catenary, Battery, Supercapacitors) running on roads, dedicated and reserved lanes/corridors). The cost per km will be Rs. 60 cr. approx as compared to metro rail cost of Rs 250-400 cr. per km. Metro Neo has is envisaged for Nashik as well as at Gandhinagar, Warangal and Dehradun.

Fig. 2.2: Artist`s Concept for Light Rail Transit (METRO-LITE) Fig. 2.3 a: Artist`s Concept for Nashik Metro-Neo on Tyres

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TECHNICAL PAPER 2.5.1 METRO-NEO AT NASHIK Nashik is an established industrial city with a thriving agrohorticultural hub and world-famous religious centres. The estimated population is 2.3 million in the year 2019, which requires an efficient public transport system. The system is proposed to reduce traffic congestion as well as provide connectivity to Nashik City from its suburbs; Fig. 2.3a/b:

2.7 TRACK-LESS TRAM OR METRO ON INTRODUCTION AND GENERAL INFORMATION

TYRES:

Track-less Trams are similar to Light Rail Systems in their aerodynamic design and all-door boarding systems, but they have additional benefits that they run on rubber tyres.

The standard system of Trackless Trams consists of three carriages that can carry 300 people, but it can take five carriages and 500 people if needed.

The Government of India has prepared outline standards, specifications for “Metro on Tyres”, which runs on rubber tyres instead of steel wheels like Metro Rail or Metro-Lite. Indian Railways are considering having some sections with Metro on Tyres. As per rough estimates, the cost per kilometre of Metro Rail is about 300 Crore and 200 Crore for Metro-Lite, but “Metro on Tyres” will cost 60 crores. Therefore, “Metro on Tyres” is much cheaper than both the Metro Rail and Metro-Lite.

3.0 DELHI METRO

Fig. 2.3 b: Artist`s Concept for Nashik Metro-Neo on Tyres

The Government has decided to start Metro-Neo at Warangal as well as at Dehradun.

2.6 MONO-RAIL A Mono-Rail is a railway in which the track consists of a single rail or a beam. The term is also used to describe the beam of the system, or the trains travelling on such a beam or track.

Physical construction work on the Delhi Metro started on October 01, 1998. After the previous problems experienced by the Kolkata Metro, which was badly delayed due to technical and administrative reasons, the DMRC was given full powers to hire people, decided on tenders and control funds. As a result, construction proceeded smoothly with proper planning and good construction management. To carry and work smoothly, DMRC appointed RITES as General Consultant and professional expert team to execute the project. The first line opened on December 24, 2002 and entire Phase – 1 of the project was completed in December 2005 within budget and in time, it soon became very clear that the quality of work has been done and Delhi Metro is a pioneer in Metro Rail Expansion and a Symbol of the progress that India has made in the last two decades.

2.6.1 MONO-RAIL TRANSPORT IN INDIA:The Mumbai MonoRail is India’s first mono-rail transport, started in 2014. It is the world’s six longest mono-rail. Total length of Mumbai MonoRail is 19.54 km; Fig. 2.4:

Fig. 3.1: Photo of Delhi Metro (Red Line) Fig. 2.4: Mumbai Mono-Rail; source: Indian Express

2.6.2 ADVANTAGES OF MONO-RAIL: The Primary advantages of mono-rail over conventional rail systems are that they can relatively easily be built elevated and easily maintained and require minimal space both horizontally and vertically.

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3.1 SPECIALITY OF DELHI METRO The leading eminent personality behind the success story is Dr. E. Sreedharan, who very soon became very popular and was called ‘Metro Man of India’.

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TECHNICAL PAPER Some of the special points about Delhi Metro are following.

• Very high standard of quality of Metro Rail work at par with International level.

• Advance systematic planning for each & every detail of Project • The project was monitored to ensure that the work is completed in time and in fact before time.

• Estimate and well-planned financial situation properly controlled so that the total expenses are within the budget.

• Very high level of integrity beyond doubt of all officials of Metro Rail Project.

3.2 POSITION OF DELHI METRO

The activities, developments, evolutions in the field of modern technology for improvement to urban, suburban, regional and inter-urban mobility in India are part of global activities. In India, use of these modern technologies, if rapidly becoming established for planning, engineering, construction to operation and performance over life-cycle-stages of metro rail and other modes of transport will have their benefits.

Having selected the right type of transport system, it is being felt globally that the application of modern technology like Digitalisation, Artificial Intelligence (AI), Building Information Modelling (BIM), Digital Twin Connected Environment, Multi Modal Transportation System, Supervisory Control & Data Acquisition (SCADA) System etc. provide an important role to improve Urban Mobility.

4.1 ADVANTAGES DEVELOPMENTS

The Delhi Metro is a rapid transit system serving Delhi and its satellite cities of Noida, Ghaziabad, Gurgaon, Faridabad, Bahadurgarh and Ballabhgarh in the National Capital Region of India. By far the largest and busiest metro in India and second oldest after the Kolkata Metro, it is world’s 8th longest metro system and 16th largest by ridership. The network consists of eight colour-coded regular lines running 343 kilometers serving 250 stations. The system has a mix of underground, at-grade and elevated stations using both broad-gauge and standardgauge. Delhi Metro operates over 2700 trips daily, starting at around 05.00 and ending at 23:30 hrs.

OF

MODERN

TECHNOLOGY

These modern technology developments such as Digitalisation, Artificial Intelligence (AI), Building Information Modelling (BIM), Supervisory Control and Data Acquisition (SCADA) have their own advantages and these are being used progressively in a big way to improve Urban Mobility.

5.0 METRO IN OPERATION IN INDIA AND THEIR LOGOS There are 13 operational Metro Rail in India and their Logos are given below.

3.3 METRO RAIL IN INDIA Metro Rail has been big success in India. Starting from the year 1984 of Kolkata Metro, followed by Delhi Metro in year 2002, there are currently 14 Metro Rail, which are in operation spanning a total of 716 km and 540 stations. These 13 towns are Kolkata, Delhi, Bangalore, Mumbai, Jaipur, Chennai, Kochi, Lucknow, Hyderabad, Noida, Nagpur Ahmedabad and Pune (opening soon. The advantages of Metro Rail are given in Paragraph 2.2 of this paper.

Kolkata Metro

Delhi Metro

Namma Metro

Rapid Metro Gurgaon

Mumbai Metro

Ahmedabad Metro

There are 16 Metro Rails with a total of 564 km under planning stages. More and more and cities in India showing interest in Metro Rail or alternate modes of cheaper alternatives like Metro-Lite or Metro-Neo. Lucknow Metro

Kochi Metro

Hyderabad Metro

Noida Metro

Chennai Metro

Jaipur Metro

The Government is planning to introduce Light Urban Rail Transit System named “Metrolite” in 50 small cities across the country. This is suitable for cities with a maximum 15,000 passenger movement per hour per direction which suit most of the small cities for tier 2 and tier 3 cities.

It may also be brought out that Budget of Government of India of 2020, also highlights about this alternative rail mode of transport basically about Lighter Rail Transport (METROLITE) and METRO-NEO. It will be seen from above that Metro Railways in India has really been a big success story.

4.0 MODERN TECHNOLOGICAL IMPROVE URBAN MOBILITY

DEVELOPMENTS

TO Nagpur Metro

Fig. 5.1 Logos of 13 Metro Rail in India

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ARTICLE

Should Government of India Advocate the Make-In-India Initiative for Mass Transit and Mobility Sector

W

ith over 6.4% of India’s GDP, amounting to an allocated budget of Rs.18,000 crore for the financial year 2020-21 invested in the public transport sector, the Government of India has been resolute in developing the mass transit and mobility sector of the country. Currently, only 18% of the urban population is reliant on public transportation. However, with the Government’s continued efforts to make buses, metros, and trains more reliable, safe, and technologically advanced, along with increasing awareness about climate change and sustainability, the general public is likely to become more dependent on these urban mobility trends over time.

In addition, the Government’s advocacy of the “MakeIn-India” initiative is yet another step towards fostering innovation, developing infrastructure, and promoting India as a manufacturing hub. Even then, in some domains of mass transit where there is a higher reliance on Intellectual Property development and a greater focus on proprietary R&D, the growth rate and impetus towards the development of Indian SMEs are still slow. While a possible explanation for this continued reliance on international companies over Indian SMEs could be high-quality standards, safety concerns and associated cost of research and development, I believe that it is now time for the Indian company to break this deadlock

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and come out of the shadows of foreign counterparts by focusing on developing their IP. In addition, a step in this regard is likely to bring with it a plethora of benefits, which are attached to growing dependence on Indian manufacturers in the automobile, renewable energy, IT, and railways industry.

While the identical stead of development has been observed by Indian companies in other sectors, it is rather surprising that the automation sector is still sluggish and countering resistance.

With COVID-19 changing the outlook of travel and transportation worldwide, safe and minimal touch machines are the need of the hour, especially in public places with large numbers of outgoing and incoming passengers all day long. Therefore, automation companies, such as Toshi Automatic Systems Pvt. Ltd., manufacture products like Platform Screen Doors, AFCS Gates, Ticket Vending machines, etc., for entry and exit of passengers at metro/ railway/ bus stations.

Platform Screen Doors (PSD) are compatible with both signalling and RFID functionality. They are suitable for underground, ground, and skyway stations, and offer climate control technology for underground metro. Finally, and most importantly, they prevent trespassing of passengers to ensure

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ARTICLE the utmost safety of travellers.

Indian manufacturing units, and the cost can be reduced even further while ensuring fair play and ethical standards.

• Lower transportation cost With the logistics cost higher than US and Europe at 1213% of GDP, India spends a significant amount on freight and transportation expenses for goods and services. Simply allowing Indian SMEs to manufacture and manage logistics domestically, these costs can be lowered significantly.

• Develop job opportunities With India’s population and the unemployment rate on a steep rise, more job opportunities are only likely to benefit the economy. Moreover, with the decline of the rural economy in India, a shift to the manufacturing sector is necessary to balance the jobs lost.

AFCS Gates are essentially Flap Barriers that undergo design alteration to make them suitable for automatic fare collection of BRTS and Metro Stations. In addition, AFC Gates integrate multiple identification access control functions, including Quick Pass, mobile phone QR code, bus card, and token.

Ticket Vending Machines are cash-less dispensers that integrate multiple functions, including cash collection, coin module, token ticket dispensing, bankcard acceptance, module monitoring, ticket, and voucher printer. Highly customisable machines that can be modified with video, voice, and sound & light prompts. TVMs allow ticket buying by notes/ coins/ bank cards and permit ticket selling through token/ QR code (touchfree concept) while consecutively printing tickets and vouchers.

WHY INDIAN AUTOMATION COMPANIES SHOULD BE GIVEN A CHANCE TO MANUFACTURE AND PARTICIPATE IN THE MASS MOBILITY DOMAIN?

• Ease of Business Globalisation and exposure to global technology and standards have made Indian companies equally competent to international giants. In fact, with the dynamic quality of engineers and business owners in India and their roots set in the country, they are likely to know their economy better than their global counterparts, making it easier for them to conduct business and generate trust amongst domestic allies.

Currently, due to over-reliance on Chinese and European companies to complete Metro and Airport projects, the Indian SMEs are not getting a chance to prove their capabilities. For example, ToshiAutomatic successfully completed the firstever BRTS project in Ahmedabad in 2016 with over 900 PSD doors. While that was the first and last project executed by an Indian company, the faith in the Indian Government remains unwavered to provide local enterprises with the responsibility and chance to participate along with Foreign companies in upcoming tenders.

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• Lower cost of production One of the unavoidable reasons for foreign investments in India is the low cost of labour and production. Combine that with

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Predictive Maintenance in Metro & Railway Track

That means that technologies that enable predictive maintenance save operating costs and extend the life of a fleet have the potential to generate enormous financial benefits.

However, this also means that older trains in service today, which were not designed for modern connection, will require investment to operate.

As a result, a compelling cost-benefit analysis must be conducted before making a significant predictive maintenance investment.

Data collection for predictive maintenance

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ne of the most exciting aspects of the rail industry’s digital transition is predictive maintenance — identifying maintenance concerns in real-time using data collected on the equipment during operation. This enables repairs to be scheduled properly, with the added benefit of avoiding trains being taken out of service suddenly for emergency or unneeded routine maintenance.

There is a great deal of hype surrounding this subject, as well as some failed cases. The proliferation of IoT sensors and platforms – some of which overpromise their capabilities – has fostered the assumption that merely putting in a few devices will provide all the data you require. Unfortunately, numerous poorly designed investments have proven costly and have fallen short of the anticipated company change.

This should serve as a cautionary note against succumbing to hype, but it does not mean predictive maintenance is impossible. There are benefits, but they require adequate planning and administration. As is the case with each other’s promised revolution, there is no silver bullet.

In rail and other sectors, effective analytics projects begin with defining the issues that must be addressed and the decisions that must be made in order to proceed.

The project should then investigate how to find the essential data and the most appropriate technology for capturing and processing it.

This assists in determining whether such an investment is worthwhile.

Two instances of train operators with comparable midlife commuter fleets come to mind. To begin, there was a corporation that was installing black box data recorders in order to comply with legislative obligations. Because their fleet was suffering dependability and operational issues, the company used the opportunity to determine what else might be done to collect data that would improve fleet performance and solve the specific issues.

The second company installed the black boxes and linked them to a platform that provided real-time information about the trains’ status. Finally, after five years of operation, they decided to examine the previous data to see if there were any relevant business insights to be acquired.

The first company was able to establish a robust predictive maintenance programme that resulted in significant cost savings and a decade-plus extension of the life of its fleet. The second discovered a few valuable insights but lacked sufficient data to justify the cost of predictive maintenance.

The correct data equates to the correct insights.

Is predictive maintenance a wise investment for railroads?

Train fleets are quite durable. Planes and automobiles are replaced more frequently to take advantage of the efficiency gains associated with new designs. This is less of a motivating factor for trains. The strategic objective is typical to keep them in operation as long as possible to maximise the substantial initial investment value.

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While collecting data points per second would have met minimal regulatory standards, the team discovered that increasing this to every tenth of a second provided a significantly more useful time resolution for detecting issues in mechanical or electrical systems. Additionally, they identified additional sensors that may be integrated to generate relevant data. Due to the fact that this was all accomplished during the design phase, the

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ARTICLE impact on the refurbishing cost was modest.

Consider the following straightforward example: Train entrances. When a train’s door malfunctions, it must be removed from service for maintenance. Without data, depot technicians must rely on what drivers report, and because the driving cab is located at the front of the train, the driver may not have accurate information. This frequently results in the failure to locate door issues, the train being sent back out, and the situation reoccurring.

In comparison, well-designed data analytics would quickly detect the malfunctioning door and the underlying issue.

Changes in door opening timings are a forerunner to door failure, which means that deterioration patterns can be identified well before they become a problem that a client would notice. The maintenance engineer would know which door to inspect and what to check for.

This strategy requires several things to work: additional sensors to detect door position in order to calculate door timings, and the data must be captured with a high enough time resolution.

A progressive slowing would be readily ignored at one second, but it would be obvious when something was wrong at one tenth of a second.

After carefully planning the necessary data collection, it is quite simple to create acceptable algorithms to monitor the doors. Individual doors can be calibrated to determine what is usual, and a well-designed algorithm will account for changes between doors and account for outliers — for example, someone getting their bag stuck in a closing door. Parameters can be adjusted as necessary.

The principles outlined in this straightforward example apply to a broad variety of situations. Collect high-quality data that is representative of normal operations, develop algorithms that can detect deviations from the norm and map changes to problem profiles. This helps you to rapidly recognise when something is wrong and what the likely cause is — even before anybody else notices.

Making the most of what one has In our second case, the scope and resolution of the data were more constrained. Additionally, there were insufficient maintenance records to correlate with the data in order to discover common failure characteristics. While this eliminated predictive maintenance, it did not mean the data was worthless.

Indeed, several intriguing findings were made. For instance, it revealed that certain trains were operating inefficiently for months at a time, accelerating up to 50% slower than they should. In one case, we were able to determine that the root cause was traction control activation on one of the two driving vehicles, which was most likely caused by improper calibration of the traction control system, which resulted in erroneous identification of wheel slide. Drivers reported the sluggish unit to the depot. However, the defect remained uncorrected for six months, apparently because it appeared only while the train was moving and at the highest traction notch.

to harness the data was not justified. The data coverage and time resolution were insufficient to allow a predictive system, and while it would have been valuable for condition monitoring – identifying problems as they occurred – it would not have offered enough value over and above what was already available.

Where will predictive maintenance go next?

The first project mentioned above began more than a decade ago and benefits from predictive maintenance to this day. The fleet, which was thought to be nearing retirement ten years ago, is still running strong. Millions of pounds have been saved through increased reliability, lower maintenance expenses, and fewer new train acquisitions.

Since then, technology has advanced. When the research began, data was returned in chunks lasting up to an hour after being recorded; currently, several sensors can continually transmit data. Additionally, data processing is faster and more sophisticated.

Additionally, there is potential to be more creative with new data-gathering equipment. Cheap data loggers, which combine accelerometers similar to those found on smartphones with a GPS receiver, can disclose a great deal about train movements.

A recent unique project measured wheel vibrations using threeaxis accelerometers. Vibration frequency changes associated with vehicle speed could be utilised to detect vibrations caused by wheel flats, a situation that can cause damage to both the train and the rail.

Data collection and processing technologies have advanced, providing us with an increasing amount of data to work with.

However, the statistical procedures used to convert data to insight, which is the true value, are well understood. To be effective, they must be applied to the appropriate data, with the desired goal in mind, and by individuals who understand the data and the subject under investigation.

Conclusion The benefits of predictive maintenance are wide-reaching and have positive repercussions on the safety, reliability and condition of the infrastructure, as well as the life-cycle of the rolling stock, cost optimisation and reliability indexes.

Furthermore, it opens the door to the possibility of scheduling activities based on the equipment’s condition, which are then assessed through data-processing techniques.

The future will also be shaped by the creation of tools composed of technologies – key enable technologies (KETs), such as automatic maintenance inspections via artificial intelligence, artificial vision or augmented reality, amongst others. In short, the challenge is to equip these new technologies with a level of maturity that allows for the full digitalisation of the railway industry.

•••

As fascinating as these discoveries were, building a system

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ARTICLE

Effective Project Monitoring: A Symphony - Least Played

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n April 2021, the Ministry of Statistics and Programme Implementation, which monitors infrastructure projects in our country, reported that out of 1,737 projects worth Rs 150 crore and above, 470 projects had reported cost overruns, 525 were delayed. Thus, the total project overrun amounted to nearly 20%. At the same time, the average delay was a whopping INR 4.6 Crore. While some of these delays could be attributed to the prevailing pandemic, most of these are from pre-pandemic time. Also, the report observed that the overruns will be even higher since realistic forecasts are yet to come out on many of these projects.

What could be the factors for such enormous time and cost overruns?

The process should aim for 360° view of the project throughout the life cycle of the project. It may sound daunting, but if approached in an organized fashion, it will play like a symphony and can provide all the early warnings regarding the project’s physical and financial health.

The process for physical health monitoring and financial health monitoring should be based on this basic philosophy.

The process will have to be designed to look into the status comprehensively and analyze the data meaningfully. That and that alone will help the project managers to control the projects effectively.

Project Monitoring: Physical Health Check

These could be related to setting up ambitious baselines for the projects. But, most likely, it is due to a lack of effective project monitoring. Both, in terms of time as well as cost. Project Monitoring is a process that is practised randomly by many project owners and sponsors. While most think that they are doing enough, but in reality, it’s more like mere status reporting and firefighting rather than an organized, comprehensive approach to get an early warning system.

Project Monitoring: Best Practices

Project monitoring is not merely a comparison of actual spending vs budget, nor it’s a simple comparison of substantial percent completion against planned percentage. The process has to be designed in a way that encompasses all aspects of the project performance metrics. If one looks at only cost or rate, they are only looking through a very narrow window and can easily be misled.

A typical monitoring process does not end at reporting the delays and deviations. The process must include a mechanism for formulating and implementing the remedial actions and devise a system to follow up the effectiveness of these corrective actions. It’s akin to a physician’s manual for treating a patient until they are up and running.

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For monitoring the physical health of a project, it’s essential to look at each indicator. The progress numbers do tell the quick status, but they never tell the whole story. Monitoring requires an in-depth analysis of various aspects and their interplay. It’s like doing cause-and-effect research. Every number tells a story one must listen to each of these.

For accomplishing this, the reporting system has to be robust.

Then, comes the critical phase of analyzing the data integrated and establishing the prevailing situation’s root cause & meaningful plan of action to arrest any negative deviation is possible.

A typical monitoring process should include the following steps.

Project Monitoring: Financial Health Check To meet the business objectives of any project, it’s imperative to keep the cost of the project strictly under the budget. However, www.metrorailnews.in

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it needs to be recognized that there will be deviations against several budget items as the project progresses. Hence, a robust system should be put in place to monitor the cost and budget of the project continuously. The design should not only be taking care of cost forecasting; it should also take care of cost phasing in line with the project’s progress. This will ensure that there is no shortage of funds nor there are any parked excess funds.

While the data for analysis and forecasting is captured continuously, cost forecasting and re-phasing should be carried out at predefined frequencies.

Project Monitoring: Tricks of the Trade Often it is observed that owner (client) organizations do not develop their Master Implementation Plan (Integrated Project Network Schedule) & corresponding progress measurement system as no government officers want to be monitored, unfortunately. As a result, the major project phases such as Land Acquisition, Design & Tendering phases go unmonitored. When Construction contractors are onboarded, then only everybody starts project progress monitoring. As the earlier stages (Land Acquisition / Design / Tendering) go unmonitored, maximum delays are observed. If the Ministers / Secretaries / Top Management of Owner (Client) organizations start preparing and monitoring their schedule, the delays can be arrested to a large extent. The best trick of the trade for effective monitoring is if our Ministers / Secretaries / Top management of owner organizations would start asking statistical Analysis of Plan Vs Act Vs Forecast for % Progress, Drawings Status, Tendering Status, Construction Quantities, Manpower, Machinery etc. which is purely dependent on the Organizational Project Management Maturity of the respective owner organizations, then the Cost / Time overrun can indeed be reduced to a great extent.

The amount of data, which gets generated during the lifecycle of the project, is enormous. Therefore, it needs to be analyzed with a clear focus, and the findings should be presented in a manner that provides an accurate representation of the project health.

Ideally, the project contingencies should suffice for the budget growth. And an ideal model should look like the following.

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ARTICLE For schedule monitoring, it’s most important not to focus just on a single indicator. One must look at the project through multiple lenses to provide a 360° view of the project health.

While reporting the findings, one must be precise, accurate and always remain audience-specific. The reports for working engineers will vastly vary from the information which needs to be provided to top management or the project sponsors. While working on the action plans to recover any delays, one should remain focused on the objective. Indulging in blame games and lengthy post mortem should strictly be avoided.

For Cost monitoring, first and foremost is that Money Spent is not equal to Money Earned. Unfortunately, many organizations follow this, which leads to a grave situation in terms of time and cost overruns even before they realize it. Therefore, it’s best to use the Earned Value Management (EVM) system and watch the Cost Performance Index (CPI).

that they are always standing with them in any need of the hour.

This will help in excluding the tendency to provide false reports and will assist in delivering the actual status of the project and any areas of concern.

Project Monitoring: Closing Note Barring the few exceptions due to natural calamities or unforeseen events, all projects can be executed to maintain the schedule, cost, quality, and safety. However, once the realistic baselines have been established, they need a robust and comprehensive project monitoring process.

Authored By

Pankaj Rastogi

CEO- Protecon BTG Pvt. Ltd.

••• Project Monitoring: Roles and Responsibilities Project monitoring has to be operated as a well-organized process rather than working with random snapshots. Therefore, the role of the entire project team and various stakeholders is vital to the success of this process.

The top management should inculcate a culture that the monitoring process is for the benefit of the project and not hold any person responsible for any delays. The project team needs to report the actual status of the activities at any point in time. They might be too occupied to carry out their work and should seek the help of the planning and monitoring teams to prioritize their work.

The dedicated project planning monitoring team gathers all the data from various sources and analyzes the data to establish the prevailing deviations and likely deviations in future.

Subsequently, the team will fathom the root cause of the delays and overruns. Once the root causes are established, the team will prepare the action plans to arrest the delays and overruns in consultation with the execution team.

The top management and the project sponsors should focus on the milestones and specifically seek the areas that need their attention and support. By doing so, they can create a healthy project environment to give confidence to the project team

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Enhancing the passenger experience through IPSS (Intelligence passenger service system)

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ntelligent Passenger Service System(IPSS) solves the problem for passengers that is caused by lack of accessing information through the whole travel process. IPSS integrates 5G, artificial intelligence, internet of things, big data and edge computing, and breaks the information barrier through the OLED window, HD screen, mobile applications and other media so that passengers can easily and intuitively get the arrival time, congestion, temperature, station facilities information and other passengers’ attention information. While improving the operation level, IPSS provides more convenient, efficient and more intelligent service and travel experience for passengers.

This intelligence system can enhance operation efficiency and provide comfortable information for the passenger to find their favourite subway car before the train arrives.

IPSS can provide real time and all round information to passengers through new media platforms such as train location number, interior temperature and crowdedness level. The plan ahead during the ride the passenger can get the route information such as arrival time and layout of the station facility.

For example: information office, elevator and rest room through LED screen.

Moving between subway cars, passengers are well informed about the crowdedness level and also the temperature of neighbouring cars.

To find the most comfortable car know all you need to know about before arrival. Before the train arrives at the station

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the overhead screen will show stop announcement, transfer information. Stations facilities and distance from exit after getting off.

To improve the emergency response.

IPSS can recognize human action through sensors,actively detect abnormal behaviour such as falling or fighting and alert operation staff in real time. Passengers can also use easy body language such as waving to seek for help.

Vision-based detection system for foreign objects between train door and platform screen gate. IPSS leverages video perception technology to monitor real clearance state between train door and platform screen gate to conduct passenger count. This can increase detection accuracy and reliability to ensure operational safety , Obstacle detection to ensure operation safety.

IPSS can collect data through radar and cameras installed in front of the train. Its comprehensive algorithm can recognize abnormal obstacles on the tracks, Identify switches and signal status, and send real time alarms to operational staff.

Driver Behaviour detection IPSS can collect a driver’s behaviour pattern through cab perception technology accurately examining the drivers’ driving states and send out an alarm if it reveals an unsafe condition such as fatigue driving, unlawful, cell phone use, smoking and so on.

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ARTICLE Improvement of Passenger Comfort IPSS uses image recognition and intelligent algorithms to examine crowdedness level in subway car sensor networks to detect real time environment parameters such as temperature, humidity, PM10, and so on.

These are important measures of riding comfort to equip operational staff with information they can use to further enhance riding quality.

Improvement in operational efficiency and safety, previously, we can only view and obtain needed train data through figure. IPSS stores all operation data in the cloud which enables operators to use their mobile device to check gatherer information at any time. Such as equipment status such as equipment status and in car environment data. Further, IPSS allow real-time monitoring and playback of passenger or drivers abnormal behaviour.

Conclusion

needed to solve those problems.

With the advantage of large transport capacity and fast speed the proportion of passengers who choose to travel by subway increases year by year. And the passengers have put forward higher demand for travel experience. With the rapid development of urban rail transit. The subway network is becoming larger and larger and the control system is becoming more and more complex. It is difficult for the existing system to meet the requirements of ensuring operation safety, reducing construction cost. Improving operational efficiency and improving passenger service level.

IPSS is a new subway passenger service system for better travel experience. This system provides total life cycle service from planned travel to safe arrival. So, it can meet personalized travel needs such as meeting, shopping, dining, watching and fitness during the trip. At the same time it can effectively alleviate the working intensity. Improve the working environment of subway operation and help operators focus on operation data analysis and decision making.

Therefore, a product independent of the existing system is

IPSS focuses on passenger experience.In the future travel by subway will be safer, smarter, more convenient and passengers will be more comfortable.

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Inside India’s Underwater Bullet Train

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round 23 million people were said to use the train system on a daily basis in 2016. In India, that figure is expected to rise dramatically in the near future. Bullet trains from Japan, an undersea tunnel, and possibly another train tunnel linking India and the UAE are all planned for the Asian countries. We will look at all three of these and see how far each project has progressed. We will look at how they’re made as well as how precious they are.

Some of them are worth billions of dollars as a teaser. In 2015, it was revealed that India was planning to build a new high-speed track measuring 508 kilometres (almost 316 miles) in length. It would connect the cities of Mumbai and Ahmedabad, which are currently separated by approximately eight hours by train.

This new track will use the famed bullet train to cut that time down to just two to three hours, according to reports from 2016.

The line will also include an underwater tunnel for the bullet train.

At the time of the first announcement in 2015, the 21-kilometer (13-mile) tunnel would be built in the sea between Thane Creek and Veer. The project was anticipated to cost $14.6 billion, and the Japanese international cooperation agency (JICA) reportedly contributed 8.1 billion yen every year to help fund it.

Over the next ten years, almost 908 million dollars will be spent.

The tracks will not only be useful for travelling, but they will also be environmentally friendly, as the stations will use solar panels to capture rainwater and wastewater treatment plants.

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Environmentally friendly equipment will be utilised to build the stations and track. The green objective will also be incorporated into the bullet trains through the use of natural light and ventilation. In addition, because of the bullet train’s top speed of 320 kilometres per hour, passengers will spend less time on the train. According to reports, India will acquire the first 18e5 series of bullet trains from Japan in 2019.

According to sources, the locomotives cost 964 million dollars, and building on the tracks and stations was initially scheduled to be completed by 2023. However, they ran into issues because the agreement stated that civil work on the rails could only commence once the national high-speed train corporation had 80 percent of the required land by February 2021. According to reports, just 23 acres of land are required; thus the completion date has been pushed back to 2028 in order to compute all of the necessary costs. The Indian government has been looking for an efficient means to connect the cities of Calcutta and Howrah for a long time. While they do have the Howrah Bridge, crossing it can take up to an hour while crossing the Highley River by boat might take up to 20 minutes. To shorten travel time, they chose to build a 16-kilometer (almost 10-mile) metro track.

This track will also contain an underground east-west metro tunnel that will be 10.8 kilometres (6.7 miles) long, with a 520-meter (1706-foot) section under the river. By two minutes, the time it takes to cross the river has been reduced. It will be India’s first underwater tunnel, with work beginning in METRO RAIL NEWS | AUGUST 2021

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ARTICLE 2015. During 2017, the underground tunnel’s entire board was installed. The underwater tunnel is 30 metres long and 98 feet wide, and it will be reinforced with concrete portions to protect it from the river’s power. The tunnel’s concrete contains fly ash and micro silica to prevent leaks, but the contractors did stumble into a handful of issues during construction. Of course, the current world crisis caused delays, but an aquifer apparently ruptured in August 2019 when one of the drilling machines tore through it. The machine was destroyed in the commotion, which also caused significant damage to multiple buildings in the neighbourhood, some of which collapsed, forcing residents to flee the region until February 2020. The complete route is now anticipated to be operational by March 2022, when work on the tunnel resumes. The line is planned to

stated that the bullet trains employed in this design could travel at speeds of up to 1000 kilometres per hour, cutting travel time even more. A vacuum might be created within the tube to accomplish this speed. The tunnel idea was initially published in 2018 while Abdullah al-Shahi, managing director, chief consultant, and founder of national advisory bureau limited, was in Abu Dhabi for the UAE-India conference. He revealed the concept at the event, and there are even more plans to include cities like Karachi, Pakistan, and Muscat, Oman, in the circuit. The primary purpose of the undersea rail line would be to facilitate trade. Water and oil pipelines will be connected to the tunnels, and other items will be able to be transported by the high-speed trains.

carry a million passengers per day by 2035. The total cost of the project is expected to be roughly $1.17 billion. The JICA will also have granted India with a soft loan to help fund the line’s construction; they’ve put up roughly 41.6 billion rupees ($560 million) so far.

India chose to replenish its crude oil reserves in April 2020 by purchasing 1 million barrels from the UAE. The train, which cost an estimated 32 million dollars and exported 35510 litres of water to the desert-covered region between 2019 and 2020, might also shuttle tourists and workers between the two countries. To get an idea of how much the UAE and India joint venture may cost, the distance between the two countries would be roughly 1100 kilometres (684 miles). The cost is anticipated to be around $40 billion.

In addition to efficiently connecting numerous cities within their own country, India has proposed a tunnel to the United Arab Emirates, but not just any tunnel; this train corridor would connect India’s Mumbai to the UAE’s Fujairah. A distance of 1135 miles or 1826 kilometres. After taking a plane to Dubai and then a bus from there, it takes roughly nine and a half hours to travel to Fujairah from Mumbai.

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According to some reports, the tunnel would decrease the journey time in half, to roughly four hours. Although the UAE

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First and Last Mile Connectivity to Public Transport

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he end segment of a route conducted by public or mass transit, connecting origin and destination sites to stations or stops on the transit network, is referred to as first and last mile connectivity in transportation.

One of the most critical requirements for increasing public transportation utilisation is to provide easy, cost-effective first and last-mile connectivity, which is currently a neglected issue.

According to research in the field of sustainable transportation, the first and last mile travel remains a solid notion that helps to optimise transit infrastructure intervention (S.Y Razak, 2015). Most transit infrastructure interventions focus on major transport hubs, ignoring the first and last mile trip. This, combined with a lack of suitable non-motorized transportation infrastructure (cycling and walking), increases the need for motorised transportation to cover the first and last mile.

According to the literature, increasing commuter convenience and accessibility to first and last mile commute infrastructure has the potential to improve transit usage and reduce citywide automotive dependence (Shaheen, 2011), (WRI, 2012), (Dai, 2014), (Lesh, 2013). (Fishman, 2013).

Bengaluru’s Current First and Last Mile Scenario Given Bengaluru’s diverse population and lack of public transportation, improving first and last mile connections can be difficult. In the short and medium term, an effective bus transportation system is the only substantial public transportation system available in the city, which has only 56.1 kilometres of Metro serviced that too for limited places and a minor suburban rail service. As a result, first- and last-mile

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solutions should concentrate on linking remote locations to public transportation.

The city’s new mobility service providers are developing solutions to fill this void in public transportation, which has enormous potential in Bengaluru. New mobility services and intermediary para-transit providers have the potential to be significant partners in closing the last-mile gap to mass transit, according to evidence. However, the state’s current regulations prohibit shared services such as shared autos, shared cabs, bike taxis, and carpooling. If the problem of first and last mile connection is not solved, it will worsen with the planned new phase of metro and extension of the suburban train network.

To plan for a smooth transition from new mass transit stations, mass transit service providers should undertake consultation meetings with citizens and private stakeholders.

Connectivity to public transportation at the first and final mile is a key aspect of the latter’s travel experience and a primary motivator for people to switch from private to public transportation. According to a recent B.PAC poll, 24 percent of non-users of public transportation cite a lack of strong first and last mile connectivity as a reason for using private forms of transportation (B.PAC, 2019). As a result, the question is how to deliver first and last mile connectivity that is focused on accessibility, cost, and efficiency. People should be able to choose from a variety of last-mile alternatives at various price points and for various travel scenarios.

Men and women have different travel habits when it comes to public transportation. This distinction can also be seen in how men and women travel the first and last mile. There were gender METRO RAIL NEWS | AUGUST 2021

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ARTICLE variations in travel patterns for men and women in choosing first-mile connectivity modes in the B.PAC survey (B.PAC, 2019) 65 percent of women chose shared mobility - autos, cabs, and shared cabs – as their first mile connectivity choice to reach public transportation, whilst 50 percent of males prefer personal owned automobiles to cover the first mile. To deliver sustainable first and last mile solutions, innovations in the first and last mile space must take gender travel patterns into account.

Bengaluru’s First and Last Mile Challenges: i. Inadequate access to public transportation from inner areas: Bengaluru’s public transportation system serves only a few areas, leaving the city’s core areas with little or no access to public transportation. There are currently no feeder bus services operating in the city, therefore commuters must rely on their own vehicles or taxis/autos to get to the nearest transit stops.

According to a B.PAC survey, 44 percent of public transportation passengers drive their own cars during the first mile. (2019, B.PAC) ii. Lack of shared mobility services to bridge the gap between the first and last mile: The three-seater shared auto services that operate in various parts of the city effectively serve as the major mode of first- and last-mile transportation. As their first and last mile, 51 percent and 68 percent of commuters on public transportation, respectively, use shared mobility (shared cabs, single ride cabs). (2019, B.PAC) iii. Inadequate infrastructure for walking and cycling: Walking is the preferred method of connecting the first and last km. In Bengaluru, 53% of persons who take public transportation walk both the first and last mile, whereas 18% do not walk even one leg of their route. (2019, B.PAC) iv. Lack of service integration at public transportation transit points: Several metro stations throughout the city lack parking spots for rental operators to perform service. Furthermore, metro stations having bus stop facilities outside the station have not been synchronised with timetables. Because 36% of metropolitan commuters use several public transportation services, it is critical for public transportation operators to plan for an integrated and seamless public transportation network.

(2019, B.PAC)

The future public transit stations are not a stand-alone infrastructure project. Physical integration (parking for private automobiles and bicycles), information integration (displaying real-time bus timings at the station), and service integration (ensuring that different services such as suburban trains, cabs, and autos complement each other) are all required.

Mass transit operators’ initiatives to increase first- and lastmile connection One of the goals of the 2017 National Metro Rail Policy is to close the gap between the first and last mile.

Since then, the Ministry of Housing and Urban Affairs (MoUHA) has begun focusing on sustainable, efficient, and cheap metro station services.

According to the strategy, each state must make the metro self-sustaining, improve other types of mass rapid transportation systems like monorails or buses, and provide last-mile connectivity between metro stations and commuters’ destinations. The following are some of the efforts taken by India’s Metro Rail Corporations: i. Chennai Metro Rail Limited (CMRL) has released an app for feeder services from metro stations, with the goal of making first and last mile connectivity more affordable, convenient, and secure. Shared cabs and shared auto services with a fixed route are available. This allows for smooth transitions between metro stations. As a result of this endeavour, the number of people using the Chennai Metro grew to 34 lakh in December 2019, up from 18 lakh in January 2019. ii. Delhi Metro Rail Corporation (DMRC): The DMRC has started conducting feeder bus services on 32 routes connecting the metro station to the interior sections of the city. E-rickshaw services have also been implemented by the DMRC, which operate from 17 metro stations (expanded to 12 more metro stations in Feb 2020). A fleet of over 1000 e-rickshaws is assisting in the environmentally friendly transportation of the first and last mile stretch.

In addition, the Delhi Metro Rail Corporation (DMRC) has installed cab aggregator kiosks, e-scooter rental, and public bicycle sharing at metro stations throughout the city. iii. Kochi Metro Rail Limited (KMRL): To boost last-mile connectivity, KMRL installed e-rickshaws in six metro stations in 2019. iv. Bangalore Metro Rail Corporation Limited (BMRCL): BMRCL has launched scooter and cycle rental services at 42 metro stations throughout Bengaluru. Although there is a need for this service among commuters, the feeder bus services that were formerly available from metro stations are no longer available. BMRCL said in 2019 that it would offer e-rickshaws for last-mile connectivity from metro stations, although the services have yet to be launched.

Bengaluru’s First and Last Mile Connectivity Gap: Potential Solutions i. Industrial Corridors/Company Campus: Transit Station to Industrial Corridors/Company Campus: Mass transit connecting transit stations to IT and Business Parks would help to reduce the use of private vehicles for first and last mile connectivity. The

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ARTICLE in enhancing pedestrian infrastructure for people who walk their first and last mile.

The operator is responsible for developing and maintaining a 1 km radius around the transit stations. iii. Feeder buses: BMTC operated feeder buses from a few metro stations to residential areas, which helped connect the interior parts of the city to the transit terminals. BMTC has stopped providing this service. This service, if reintroduced, will be able to accommodate commuters’ last-mile trip. Furthermore, the Department of Transportation must authorise private companies to conduct shuttle services from transit terminals.

The following are some of the pilot locations: existing feeder buses connecting Byappanahalli Metro Station to ORR and Whitefield, for example, are a good illustration of how the gap between metro station and industrial corridor/ near campus, as well as the reverse, could be bridged. It is recommended that the frequency of such feeder buses be increased.

1. Commercial Street MG Road

2. Whitefield – Byappanahalli

ii. Transit Station to Public Place (e.g., retail mall/large hospital): Transit station connectivity should be extended to high-traffic shopping areas. For example, a neighbourhood like Bengaluru’s Commercial Street should be connected to neighbouring metro stations via a shuttle service or an e-auto service, allowing shoppers to complete their last mile. iii. Shuttle service from interior neighbourhoods to transit stations: Another preferred alternative for closing the first and last mile gap is a shuttle service or a feeder bus system with a designated route covering the distance between residential areas and public transit term.

3. Indiranagar Metro Station (ORR)

Recommendations i. State government solutions for the last mile: The State Government can change permits given under the MV Act, as well as create schemes and issue licences, to encourage last-mile connectivity solutions in the city, according to the recently modified Motor Vehicle Act. The Karnataka Transport Department should take note of this modification and provide permits to shared mobility operators to run services like shared autos, shared cabs, and feeder buses, which have proven to be effective in closing the first and last mile gap. ii. Pedestrian Infrastructure: Mass transit providers should invest www.metrorailnews.in

METRO RAIL NEWS | AUGUST 2021

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ARTICLE iv. Last-mile solutions should be tailored to the location: Lastmile solutions from transport stations should be tailored to the location. In Bengaluru, public transportation connectivity varies by microlocation, with some regions having one or more public modes, such as metro, bus, or suburban connectivity, while others have minimal or no public transportation connectivity.

As a result, last-mile solutions must be planned at a micro level, taking the purpose of travel into account. v. Stakeholder consultation meetings: By 2022, the new phase of Metro and Suburban railroads should be completed. Mass transit operators should arrange stakeholder meetings with commuters and private operators to offer viable first- and lastmile connectivity solutions.

The city’s new age mobility service providers have been working on solutions to close the gap between the first and last mile. Currently, options for covering the first and last mile route include app-based bike taxi, bike rental, cycle rental, shared cabs, and carpooling, among others.

However, parking facilities for app-based rental automobiles are not currently available at all public transport stations. As mentioned in the preceding sections, walking is a highly seldom means of first and last mile connectivity. Walking and cycling infrastructure, as well as bike parking at metro stations, can stimulate the use of non-motorized modes of transportation such as walking and cycling.

Conclusion

Bike taxis, e rickshaws, and e-scooters are examples of mobility innovations that can help reduce the first and last mile gap.

They provide greater first and last mile connection.

Connectivity to public transportation in the first and last mile is an important aspect of the public transportation travel experience.

The availability of public transportation in Bengaluru varies by neighbourhood, with certain portions of the city having metro, bus, or suburban service.

In addition, a multi-modal integration of all public transportation modes in the city would allow service providers to develop solutions to close the first and last mile gap.

There is currently no official physical or information integration across the city’s forms of transportation. To encourage people to use public transportation, this amount of integration is required. A 2017 study found that there is a dearth of inexpensive transportation to Bengaluru’s metro and bus stations, and that persons who reside more than 5 kilometres from metro stations are unlikely to use public transportation. (2019, Chaitanya Kanuria)

The city’s inadequate public transportation usage requires immediate action. Pilots in a few high-traffic corridors are needed to provide the necessary physical infrastructure, connection services for the above use cases, and complete data integration across various public and shared mobility modes. A pilot like this would yield a lot of data that could be used to implement at a large scale across the city.

•••

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NEW DEVELOPMENT

Inauguration of Sitabuldi – Zero Mile Freedom Park – Kasturchand Park Section & Freedom Park Metro’s Sitabuldi – Zero Mile Freedom Park – Kasturchand Park stretch, Zero Mile station and Kasturchand Park station and the public park named Freedom Park is being inaugurated by Hon. CM Shri Uddhav Thackeray and Hon. Union Ministers Shri Nitin Gadkari and Shri Hardeep Singh Puri.

Shri Hardeep Singh Puri said, “Nagpur zero mile city is the 3rd largest city in Maharashtra. Our Template for the Metro system and Urban mobility is a perfect fit. This is one of the largest economic projects in the country. On 21 August 2014, the foundation stone of the Nagpur Metro project was kept by our P.M Shri Narendra Modi. Nagpur like many other cities in the country will benefit from the rapid expansion of the metro rail system. Our PM has outlined a grand vision of 10 trillion economy in GDP by 2030” Commercial service will start on Sitabuldi- zero Mile freedom Park- Kastirchard Park section of Orange line from 3 pm on Friday, August 20. The section will be inaugurated by dignitaries at 12:30 pm. Commercial services are running on the existing stretch of the Orange line (Sitabuldi to Khapri) from 8 am to 8 pm.

Bengaluru Metro’s Purple Line has been extended and is now open to commuters Karnataka Chief Minister Basavaraj Bommai and Union Minister of Housing and Urban Affairs Hardeep Singh Puri inaugurated the extended Bengaluru Metro line between Mysore Road and Kengeri on 29 August 2021 in Bengaluru.

According to BMRCL (official), The 7.5-kilometre-long Western Extension Line of Namma Metro, which connects Mysore Road Metro Station to Kengeri Metro Station, has opened to the public from 30 August 2021.

Passengers will just need to pay 56 Rupees for travelling end to end from Baiyapanahalli to Kengeri. All trains won’t go up to Kengeri, some will terminate at Mysore Road. The metro section expects to carry 7000 passengers per day.

According to Hardeep Singh Puri, Bengaluru metro is the busiest metro network in the country next to Mumbai and Delhi. Speaking at the inauguration event, Hardeep Singh Puri said, “Journey of Bangalore metro started with the sanction of phase one in 2006 which is 42.3 km with an approved revised cost of Rs 13, 845 crores. The first section of 7 km of phase one was commenced in October 2011 and daily passenger boarding of about 12, 500 per km of the phase one preCovid is comparable to the busiest metro network in the country next to Mumbai and Delhi.”

Union minister MoHUA, Hardeep Singh Puri and CM Arvind Kejriwal inaugurates Trilokpuri section of Delhi Metro’s Pink Line The Pink Line’s Trilokpuri Sanjay Lake – Mayur Vihar Pocket 1 was inaugurated at 10:25 a.m. on August 6th in the virtual presence of Hardeep Singh Puri, Union Minister for Housing and Urban Affairs, and Arvind Kejriwal, Chief Minister of Delhi.

The DMRC stated on Twitter that the Trilokpuri Sanjay Lake – Mayur Vihar Pocket 1 segment of the Pink Line would open for passenger service at 3 p.m. on August 6, 2021. The Pink Railway would save passengers time and money because the Trilokpuri gap on the line has been closed after much delay. The Pink Line, which runs from Majlis Park to Shiv Vihar, has 38 stops.

For the first time, the 289-meter Trilokpuri segment between Mayur Vihar Pocket 1 and Trilokpuri Sanjay Lake stations will connect the whole 59-kilometer Pink Line. It would also link key city landmarks like the Anand Vihar Railway station, Anand Vihar ISBT, Nizamuddin Railway station, South Extension markets, INA, and Lajpat Nagar.

The line’s gap was supposed to be filled by September 2020, but it was postponed owing to the COVID-19 pandemic’s ramifications, sources stated in early October. www.metrorailnews.in

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JOBS

Chennai Metro Rail Recruitment 2021 • Name of the Organization: Chennai Metro Rail Limited • Name of the Posts: Chief General Manager, General Manager, Additional General Manager, Joint General Manager & Manager • No of Vacancies: 11 • Category: Tamil Nadu Government Jobs • Job Location: Chennai • Starting Date to apply: 18th August 2021 • Last Date to Apply: 10th September 2021 Vacancy Details • • • •

DGM/ JGM/ AGM – 03 Manager – 05 Deputy Manager – 02 Assistant Manager – 01

Total – 11 Educational Qualification • Candidate should hold Graduate/ B.E/ B.Tech from a recognized Institution/ University.

Age limit • DGM/ JGM/ AGM: 47/ 40 years.

• Manager: 38 years.

• Deputy Manager: 35 years.

•Assistant Manager: 30 years.

Selection Process • Interview • Medical Examination.

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METRO RAIL NEWS | AUGUST 2021

Pay Scale The following are the Salary structures for CMRL Recruitment 2021.

• DGM/ JGM/ AGM – Rs. 90,000 to Rs. 1,20,000/• Manager – Rs. 80,000/• Deputy Manager – Rs. 70,000/• Assistant Manager – Rs. 60,000/Application Fee • Unreserved & Other candidates – Rs. 300/• SC/ ST – Rs. 50/• DD should be drawn in favour of M/s Chennai Metro Rail Limited, payable at Chennai.

• No fee for Differently Abled Persons.

How to apply for Chennai Metro Rail Recruitment 2021?

1. Download the CMRL Notification pdf provided below 2. Read all the eligibility details and if eligible then click on the application form 3. Click on the Application Form link provided below.

4. Enter all the required details in Chennai Metro Rail Recruitment Application Form.

5. Read all the Instructions Carefully.

6. Applications should send through mail/ forwarded through the proper channels.

Applications through post/ courier will be accepted.

Address: JOINT GENERAL MANAGER (HR) CHENNAI METRO RAIL LIMITED CMRL DEPOT, ADMIN BUILDING, POONAMALLEE HIGH ROAD, KOYAMBEDU, CHENNAI – 600 107.

•••

www.metrorailnews.in

EVENTS

Metro and Railway Industry Events Calender Dates

Event Name

Venue

Sep 02-03, 2021

INRFAWEEK Asia Pacific

Virtual Conference

Sept 07-09, 2021

Railtex / Infrarail 2021

NEC, Birmingham

Sep 07-08, 2021

7th Railway Forum

Berlin, Germany

Sept 15-16, 2021

Asia Pacific Rail 2021

BITEC, Bangkok, Thailand.

Sep 30, 2021

ROLLING STOCK NETWORKING

Derby Velodrome

07 - 09 Sep 2021

Infra Rail

NEC, Birmingham

Sep 29 - Oct 01 2021

HTS-2021

Mumbai, India

Oct. 26-28, 2021

Intermodal Europe 2021

RAI AMSTERDAM

Oct 12 - 13, 2021

Middle East Rail

Dubai, UAE

18-20 Oct 2021

Smart Metro

Vienna, Austria

20 - 22 Oct, 2021

RAIL EXPO

Kyiv

Oct 27-29, 2021

PowerGen India

IECC, PRAGATI MAIDAN, NEW DELHI, INDIA

Oct 29-31, 2021

Urban Mobility Conference & Expo 2021

Grand Hyatt Kochi Bolgatty, Kerala, India

Nov 9-10, 2021

Move

London, ExCeL

NOV 16-18, 2021

Innorail2021

Budapest

Nov 25-27, 2021

EURASIA RAIL

TÜYAP, Istanbul.

30 Nov- 1 Dec 2021

Rail Live! 2021

IFEMA, Madrid

Dec. 16-18, 2021

International Railway Equipment Exhibition 2021 (IREE)

New Delhi, India

Mar. 23-25, 2022

7th Smart Cities India 2021 Expo

Pragati Maidan, New Delhi, India

Mar. 23-24, 2022

Geo Connect Asia 2020

Singapore

Mar 08-10 2022

RailTech Europe 2021

Digital event

April 28-30, 2022

InnoMetro 2022

Virtual

31st May-02nd June 2022

28th International Exhibition for Track Technology (iaf)

Münster

June 2-3, 2022

7th Smart Ticketing & Digital Services Forum

Virtual

June 22 nd -23 rd, 2022

Rail Live 2022

Quinton Rail Technology Centre, Warwickshire, UK

June 04 - 07, 2023

UITP Global Public Transport Summit

BARCELONA, SPAIN

Nov 1 - 3, 2021

Smart Transit USA

Denver, US

Sep. 20-23, 2022

InnoTrans

Berlin, Germany

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METRO RAIL NEWS | AUGUST 2021

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LIVE TENDERS Metro Rail TENDER DETAILS

LOCATION

VALUE

DEADLINE

Madhya Pradesh, India

INR 322.91 CR.

11-11-2021

Rfp For Design And Construction Of National Metro Rail Knowledge Centre On Ppp Model At Vishwavidyalaya Metro Station.

Delhi, India

INR 322.91 CR.

13-10-2021

Design And Construction Of “National Metro Rail Knowledge Centre (Nmrkc)” On Ppp Model At Vishwavidyalaya Metro Station

Delhi, India

INR 322.91 CR.

13-10-2021

Corrigendum : Expression Of Interest For Providing Rolling Stock(42 Trains Of 3 Car Configuration - 126 Cars) On Lease Basis For Phase Ii Of Chennai Metro Rail Project.

Tamil Nadu, India

Refer Document

30-09-2021

Maharashtra, India

Refer Document

30-09-2021

Corrigendum : Sitc Of 25kv Overhead Equipment (Ohe) System, Switching Posts, 33kv Ring Mains, Auxiliary Sub Stations For Elevated Sections And Scada System For Underground And Elevated Sections For Corridor 1 And 2 And Isbt Depot Of Patna Metro Rail Project.

Bihar, India

INR 144.65 CR.

27-09-2021

Corrigendum : Design, Detail Engineering, Supply, Installation, Testing And Commissioning Of Receiving And Auxiliary Main Substation Including High Voltage Cabling From Grid Substation For Phase-Iv Of Delhi Metro Rail Project

Delhi, India

Refer Document

20-09-2021

Madhya Pradesh, India

INR 39.00 Lacs

20-09-2021

Design, Manufacture, Supply, Testing And Commissioning Of 50 Coaches (36 Coaches For Corridor 1 And 14 Coaches For Corridor 2) Tyre Based Electric Bus Running On Ohe (Metro Neo) At Nashik For Maharashtra Metro Rail Corporation Ltd.

Maharashtra, India

Refer Document

18-09-2021

Station Branding And Semi-Naming Rights At Dum Dum Station Of Metro Railway, Kolkata.

Multi Location

INR 75.00 Lacs

17-09-2021

Proposed Construction Of Road Under Bridge (Rub) By Maharashtra Metro Rail Corporation Limited (For Pwd/Ngp) Near Existing Lohapul At Railway Km 836/1-2 & 836/3-4 Between Nagpur - Ajni Stations Of Nagpur - Wardha Section Bot Basis Work.

Multi Location

INR 36.05 Lacs

17-09-2021

Procurement, Supply, Installation, Testing, Integration' Commissioning And Support Of Integrated Real Time Enterprise Asset Management System & Advance Analytics For Operation & Maintenance Of Maha Metro Rail Projects.

Maharashtra, India

INR 36.05 Lacs

16-09-2021

Installation, Maintenance & Operation Of Mctv System At Seven(7) Metro Railway Stations Namely, Salt Lake Sector-V, Karunamoyee, Central Park, City Center, Bengal Chemical, Salt Lake Stadium & Phool Bagan For Telecasting Audio Visual Programmes Which May Include Commercial Advertisements And Also Messages And Other Information Provided By Metro Railway, Kolkata Meant For The Commuters At Metro Stations.

West Bengal, India

INR 58.48 Lacs

15-09-2021

Corrigendum : Design, Manufacture, Supply, Installation, Testing And Commissioning Of Cbtc Based Train Control And Signaling Systems And Telecommunication Systems For Kavisubhash - Biman Bandar Corridor And Joka-Esplanade Metro Corridor Of Metro Railway In W.B.

West Bengal, India

INR 656.00 CR.

13-09-2021

Construction Of Rolling Stock Depot Cum Workshop At Subhash Nagar For Bhopal Metro Rail Project

Licensing Of Built-Up Spaces At Khapri Metro Station, Newairport Metro Station, Airport Metro Station, Ujjwal Nagar Metro Station, Jaiprakash Nagar Metro Station, Chhatrapati Square Metro Station, Congress Nagar Metro Station And Gaddi Godam Square Metro Station Of Nagpur Metro Rail Project For A Period Of 15 Years.

Construction Of 2 Nos. 132 Kv Feeder Bays For Metro Rail S/S Subhashnagar At 220 Kv S/S Bhopal (Chambal).

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LIVE TENDERS Metro Rail TENDER DETAILS

LOCATION

VALUE

DEADLINE

Supply Of Copper Contact Tip For Cam Shaft Controller Of Mr 300 Series Bhel Rakes As Per Metro Railway Drawing No. Mr/Poh/Ac/75-0139.

West Bengal, India

Refer Document

13-09-2021

All -Inclusive Annual Maintenance Of Kone Make Lift Installed At Metro Bhavan Of Metro Railway, Kolkata Through Oem, On Single Tender Basis

West Bengal, India

INR 10.58 Lacs

13-09-2021

Shifting Of A Portion Of Rl 0.335 Km 4 Nos 33 Kv Ckt Near Jatragachi Bridge In Connection With Rvnl Metro Rail Construction Work

West Bengal, India

Refer Document

10-09-2021

Supply, Installation, Commissioning/ Repair Or Replace Of Different Items Compatible To Existing Pis(Passenger Information System)/Ttib(Train Timing Indication Board)/ Train Arrival Display System Of North South Corridor, Metro Railway Kolkata ". Bidding Type Normal T

West Bengal, India

INR 24.89 Lacs

10-09-2021

Execution Of All Works In Connection With Proof Checking Of Conceptual Designs, Architectural Drawing, Detailed Structural Designs, Construction Drawings For Underground Construction Of Double Line/Multiple Line , Station Building And Subway Beyond Bimanbandar Yard To New Barrackpore By Cut And Cover Method In Connection With Extension Of Metro Railway From Noapara To Barasat Via Bimanbandar (Airport)."

Multi Location

INR 1.65 CR.

10-09-2021

Supply Of Execution Of Civil Engineering Works For Construction Of Underground Rcc Box Subway, Dispersals (Entry/Exit Facility) And Allied Works To Provide Subway Connectivity From Underground Bimanbandar Station To Terminal Building Of Nscbi, Airport (Railway Portion), Subway At Jessore Road Crossing (Nh) Including Finishing, Water Supply, Drainage, Fire Suppression & Other Allied Works In Connection With Extension Of Metro Railway From Noapara To Barasat Via Bimanbandar.

West Bengal, India

INR 49.50 CR.

10-09-2021

“Design, Manufacture, Supply, Installation, Testing And Commissioning Of Telecommunication For Main Lines & Depot Of Line 4 And Extension Corridor [Wadala - Kasarvadavali -Gaimukh] Of Mumbai Metro Rail Project Of Mmrda”

Maharashtra, India

Refer Document

07-09-2021

Corrigendum : Tr-21/2021 For Various 132kv T.L. Works Associated With Metro Rail Project And Smart City Project At Bhopal On Underground Xlpe Cable Including Design Of Cable Termination (Dc/Ct) Monopole/Tower On Turnkey Basis.

Madhya Pradesh, India

INR 93.68 CR.

06-09-2021

Erection Of 2 No. 132 Kv Feeder Bays And System Strenthning Work For 132 Kv Supply To Metro Rail Substation Subhashnagar At 220 Kv Substation.

Madhya Pradesh, India

INR 16.74 Lacs

06-09-2021

For Erection Of 02 No. 132 Kv Feeder Bays And System Strengthening Work For 132 Kv Supply To Metro Rail Substation Subhashnagar At 220 Kv S/S Bhopal.

Madhya Pradesh, India

Refer Document

06-09-2021

Replacement Of Relay Interlocking With Electronic Interlocking System At Dumdum And Kavi Subhash Station Of Metro Railway,Kolkata.

West Bengal, India

INR 3.97 CR.

06-09-2021

Electrification Of Station Building At Jessore Road Station, Parapet Between Dum Dum Cantonment Station And Jessore Road Station, Provision Of Pumps At Dum Dum Cantonment Station And Jessore Road Station Of Metro Railway Kolkata.

West Bengal, India

INR 3.48 CR.

06-09-2021

Design, Manufacture, Supply, Testing, Commissioning Of Standard Gauge Metro Rolling Stock (Electric Multiple Units)(210 Cars) And Training Of Personnel

Tamil Nadu, India

Refer Document

23-11-2021

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METRO RAIL NEWS | AUGUST 2021

57

LIVE TENDERS Indian Railway TENDER DETAILS

LOCATION

VALUE

DEADLINE

Supply Of Non Asbestos Based Organic Brake Pads For Lhb Type Coaches Equipped With Disc. Brake System On Indian Railways Rdso S Spec. No. Rdso/2013/Cg - 01 With Amendment Slip No. 1 Of Sept - 2016.( 1 No. L.H. & 1 No. R.H.).

Multi Location

Refer Document

01-10-2021

Supply Of Improved High Tensile Tight Lock Centre Buffer Coupler With Aar "H" Type Head And Balanced Draft Gear For Fitment On Broad Gauge (Bg) Passenger Coaches Of Indian Railways To. Rdso S Specn. No. Rdso/ 2011/Cg-03 (Rev.3) Of April,2019

West Bengal, India

Refer Document

01-10-2021

Power Supply For Medium Term For Indian Railway. (Hindi Image)

West Bengal, India

Refer Document

Refer Document

Corrigendum : Supply Installation Testing Commissioning Integration With Existing Vssinfra Operation And Maintenance Of Ip Based Video Surveillance System Vss At Railway Stations Under Western Region Of Railtel For And On Behalf Of Indian Railways.

Maharashtra, India

INR 64.80 CR.

24-09-2021

Supply Of Crest For Indian Railways As Per Drg. No. Csc-1124a, Alt.-9, And As Per Rdso Spec. No. Rdso/2006/Cg-13 Rev.-01, Option B, Make/Brand: 3m Or Similar.

Maharashtra, India

Refer Document

24-09-2021

Multi State, India

Refer Document

24-09-2021

Supply Installation Testing Commissioning Integration With Existing Vss Infra Operation And Maintenance Of Ip Based Vss At D And E Category Railway Stations Under Nr Of Railtel For And On Behalf Of Indian Railways

Delhi, India

INR 170.40 CR

20-09-2021

Supply Of Fire Barrier Cloth For Seats And Meeting Fst (Fire,Smoke And Toxicity )Properties To En 45545 Hl3 As Per Indian Railway Spec.Mmdts 19021,Rev-03

Maharashtra, India

INR 170.40 CR

20-09-2021

Supply Of Set Of 08 Items For Power Contactor Spares And Reverser Magnet Valve, Consisting Of (1) Rubberised Valve Stem To Bhel Drg. No: 35880530031p01 - 50 Nos, (2) Rubberised Valve To Bhel Drg. No: 35880530033p01 - 50 Nos, (3) Valve Spring To Bhel Drg. No: 35880530009p01 - 50 Nos. (4) Washer To Bhel Drg.No. 45880530030p01 - 50 Nos; (5) Valve Stem To Bhel Part.No. 35880530029p01 - 30 Nos; (6) Valve To Bhel Part.No. 35880530035p01 - 30 Nos; (7) Washer To Bhel Part.No. 45880530030 - 30 Nos; (8) W.....

Andhra Pradesh, India

Refer Document

20-09-2021

Supply, Installation, Testing, Commissioning, Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance System (Vss) At D & E Category Railway Stations Under Northern Region Of Railtel For And On Behalf Of Indian Railways

Delhi, India

Refer Document

20-09-2021

Engagement Of Consultant For Pre-Feasibility Study, Marketing And Transaction Advisory Services For Monetization Of 08 Sports Complexes/Stadiums Situated In Various Zones Of Indian Railways

Delhi, India

Refer Document

20-09-2021

Multi State, India

Refer Document

20-09-2021

Engagement Of Consultant For Pre-Feasibility Study, Marketing & Transactionadvisory Services For Monetization Of 08 Sports Complexes/Stadiums Situated In Various Zones Of Indian Railways

Delhi, India

Refer Document

20-09-2021

Corrigendum : Supply Installation Testing Commissioning Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance System Vss At Railway Stations Under Southern Region Of Railtel For And On Behalf Of Indian Railways

Telangana, India

INR 51.44 CR.

13-09-2021

Supply, Installation, Testing, Commissioning, Integration With Existing Vssinfra, Operation And Maintenance Of Ip Based Video Surveillance System(Vss) At Railway Stations Under Western Region Of Railtel For And On Behalf Of Indian Railways.

Supply, Installation, Testing, Commissioning, Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance System (Vss)At D & E Category Railway Stations Under Northern Region Of Railtel For And On Behalf Of Indian Railways

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METRO RAIL NEWS | AUGUST 2021

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The right connection The right Environment

Stainless Steel and Carbon Steel, Double Ferrule and Single ferrule Tube fittings

Proven Design Zero leak performance On site installation

ISO 9001, ISO 14001 and ISO 45001 Certified Company Type Approved supplier for Marine, ISO/TS 22163 (IRIS) Certified Company CIN : U85110KA1991PTC011924 Plot. No. 88, Machhe Industrial Estate, Machhe, Belagavi, 590 014 Karnataka, INDIA Phone: +91 831 241 2777, Email: sales@hyloc.co.in

LIVE TENDERS Indian Railway TENDER DETAILS

LOCATION

VALUE

DEADLINE

Corrigendum : Supply Installation Testing Commissioning Integration With Existing Vss Infra Operation And Maintenance Of Ip Based Video Surveillance System Vss At Railwaystations Under Northern Region Of Railtel For And On Behalf Of Indian Railways

Delhi, India

INR 59.26 CR.

13-09-2021

Corrigendum : Supply Installation Testing Commissioning Integration With Existing Vss Infra Operation And Maintenance Of Ip Based Video Surveillance System Vss At Railwaystations Under Northern Region Of Railtel For And On Behalf Of Indian Railways

Maharashtra, India

INR 106.82 CR.

13-09-2021

Corrigendum : Supply, Installation, Testing, Commissioning, Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance System (Vss) At Railway Stations Under Northern Region Of Railtel For And On Behalf Of Indian Railways(ETender No. Railtel/Tender/Ot/Nr/O&M/2021-22/Vss/02,Dated: 28.05.2021).

Multi State, India

Refer Document

13-09-2021

Supply Of Sf6 Gas Leakage Detector Meter Suitable For Cgl Make Cb /Bm In 132/25 Kv Ac System In Indian Railways Traction Distribution System ,Make- Cgl, Abb, Extech, Cps, Wika, Enervac Only.

Maharashtra, India

Refer Document

13-09-2021

Supply, Installation, Testing, Commissioning, Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance Sys-Tem (Vss) At D & E Category Railway Stations Under Western Region Of Railtel For And On Behalf Of Indian Railways.

Multi State, India

Refer Document

13-09-2021

Manufacture And Supply Of Pretensioned Prestressed Concrete (Psc) Bridge Straight Wider Sleepers For 60kg Rails As Per Rdso's Drawing No:t-8672 And Bridge Approach Wider Sleepers As Per Rdso's Drawing No:t-8672 To T-8680 (1 Set Consists Of 11 Nos - 3 Nos Of T- 8672 And One Each Of T- 8673 To T-8680) With Latest Alteration (Upto The Date Of Opening Of Tender) And Conforming To Indian Railway Standard(Irs)Specification T-39 (Sixth Revision Mar.2021) For Pretensioned Prestressed Concrete(Psc)Sleepe.....

Tamil Nadu, India

Refer Document

13-09-2021

Supply, Installation, Testing, Commissioning, Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance System (Vss) At D & E Category Railway Stations Under Eastern Region Of Railtel For And On Behalf Of Indian Railways

Multi State, India

Refer Document

13-09-2021

Engagement Of Consultant For Pre-Feasibility Study Marketing And Transaction Advisory Services For Monetization Of 15 Sports Complexes Stadiums Situated In Various Zones Of Indian Railways.

Delhi, India

Refer Document

09-09-2021

Transporting Of All Sorts Of Small Fittings, Tools & Plants, Consumables, Switches, Cms Crossing, Sejs, Glued Joint Etc. Heavy Materials On Emergency Basis In Concerned To Iow & Pwi Stores By Road With Trailor Or Trucks Including Loading, Unloading, Leading, Stacking From Any Depot Or Workshop Over Indian Railway Under Sse(Pw)/Td/Dhanbad

Jharkhand, India

INR 3.00 CR.

09-09-2021

Request For Empanelment Of Financial And Marketing Consultants For Various Sites / Railway Colonies Of Indian Railways Located Pan India Panel-2 For Sites Valuing Rs 50 Crore Upto Rs 300 Crore

Delhi, India

Refer Document

08-09-2021

Design, Supply, Installation, Commissioning And Maintenance Of Aspiration Type Automatic Smoke/ Fire Detection With Alarm System For Indian Railway Ac Coaches As Per Rdso Specification No.Rdso/2008/Cg-04 Rev. 05 As Per Amended Item No. 3.2.1 Of Scope Of Work (Page 5 Of 29, Of Rdso Spec. No. Rdso/2008/Cg-04 Rev.05) Which Is To Be Read As Follows:- "Passenger Coaches: Aspiration Smoke Detectors In Passenger Area, Doorway Area, Electrical Cabinet Area And Lavatory Area. Sampling Points Should Be Cl.....

Maharashtra, India

Refer Document

07-09-2021

Delhi, India

Refer Document

06-09-2021

Notice Inviting Expression Of Interest (Eoi)-2021 Empanelment For Provision Of M1 September Onboard Catering Services In Various Types Of Trains On Indian Railways.

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METRO RAIL NEWS | AUGUST 2021

www.metrorailnews.in

TE

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