Metro Rail Today May 2021

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VOLUME 01 | ISSUE 02 | MAY 2021 | COVER PRICE INR 250.00

METRO RAIL TODAY NEWS, INSIGHTS, ANALYSIS, PROJECTS AND BUSINESS UPDATES FOR RAIL AND METRO INDUSTRY

Anniversary Special 27 years of Delhi Metro

Case Study How the world’s first metro rail system was built in London?

Project Financing The Role of Development Financial Institutions in India

Project Study Issues and Risks for Monorail projects and Metro Systems

Covid-19 Impact US’s 125-year old subway struggling for survival

In exclusive conversation with

Luong Vo Ta

General Director of Vinh Hung JSC (Vietnam) Scan from here to read online

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From All The Information Sources That You Trust …

METRO RAIL TODAY | MAY 2021 | ISSUE 02

REGULAR COLUMNS

06

Editorial Advisory Board

06

Subscription Form

07

Editor’s Note

08

Round Up

12

Construction Updates

16

Tender Watch

18

Urban Rail Progress

INTERVIEW

58

Editorial Calendar and Rate Card

24

Luong Vo Ta

32

Achal Khare

37

Ashutosh Shukla

26

General Director, Vinh Hung JSC, Vietnam

Managing Director, NHSRCL

Director, Schneider Electric India

SPECIAL ANNOUNCEMENTS

21 EXCLUSIVE COVERAGE 21

27 Years of Delhi Metro

By Metro Rail Today, New Delhi

26

The Role of Development Financial Institutions in Infrastructure Development

34

How the world’s first metro rail system was built in London?

04

By Gulzar Natarajan, MD, APSFC

By Metro Rail Today, New Delhi

METRO RAIL TODAY MAY 2021

30

Mega Virtual Exhibition on Urban Rail and Equipment Business 2021 (June 1 – July 31, 2021)

By Urban Transport News

15

2nd Rail Infra and Mobility Business Summit & Awards 2021

By Urban Transport News

42

3-day Webinar on Rail & Metro Infrastructure 2021 (June 28-30, 2021)

By Urban Transport News

You can submit your article, case studies, editorial and advertorial for our next issue by MAY 25, 2021 WWW.METRORAILTODAY.COM

34

40 KNOWLEDGE SERIES

33

Modes of Rail-based Urban Transit Systems

By Metro Rail Today, New Delhi

INNOVATION IN RAIL

36

By Metro Rail Today, New Delhi

ARTICLES/OPINION

29

Why are metro projects not able to extract 50-60% of the project cost?

Schneider Electric launches EcoStruxure Rail to build reliable urban rail infrastructure in India

39

Innovative use of CORS technology for Regional Rapid Transit System (RRTS)

By Vinay Kumar Singh, MD, NCRTC

By Manish Agrawal, Partner, PwC India

ACHIEVEMENTS 43

How digitalisation is transforming the Indian Railways?

By Krishnan Balasubramanian Director (Business Consulting) DASSAULT Systemes

40

Alstom delivers the 100th Electric Locomotive of 12,000 HP to Indian Railway

By Alstom Transport India

49

50

56

Costly Metro Rail Is No Silver Bullet

PROJECT STUDY

Metro Rail – An Unmatched Real Estate Catalyst

46

By Subir Roy, Senior Journalist

By Shankar Arumugham Head-Strategic Consulting, JLL India

125 years old New York Metro now struggling for survival

By Metro Rail Today, New Delhi

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Issues and Risks for Monorail Projects and Metro Systems

By Institute of Urban Transport, New Delhi

EVENTS 57

Industry Event Calendar 2021

METRO RAIL TODAY MAY 2021

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METRO RAIL TODAY MAGAZINE

EDITORIAL ADVISORY BOARD Our distinguished advisory board has been assembled to guide Metro Rail Today Magazine to become even more representative of rail, metro and urban transport industry. Members have been invited from the highest levels of the industry and academic/research institutions to ensure high quality content so that the magazine can continue on its path of success.

Karuna Gopal Smart Cities Advisor Foundation for Futuristic Cities, Hyderabad

Dr. Richa Chowdhary Associate Professor University of Delhi, New Delhi

Dr. Surabhi Singh Associate Professor Institute of Management Studies (IMS), Ghaziabad

Ar. Priyanka Kumar Urban Planner Regional Centre for Urban & Environmental Studies, Lucknow

Dr. Vivek Vaidyanathan Sudhanshu Mani, IRSME Urban Transport Scientist Urban Rail Expert Center for Study of Science, Ex-GM/ICF, Indian Railways Technology & Policy (CSTEP), Bangalore

Rajesh Agrawal Corporate Consultant, Former Member (Rolling Stock), Railway Board

MC Chauhan, IRSEE Railway Expert Ex. Chairman –KMRC, Ex. GM/NCR, Indian Railways

Keshav Mishra Dr. Valavan Amudhan Rail & Transit Infra Expert, Public Transport Expert Vice President, GR Infraprojects Executive Director-TECHSACS

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VOL. I / ISSUE 02

MAY 2021

Mamta Shah Managing Editor Vinod Shah Head - Marketing Anushka Khare Associate Editor Naomi Pandya Associate Editor Surya Prakash Head of Design Vandana Shukla Production Manager Himani Gupta Marketing Manager Metro Rail Today Magazine is being published monthly by:

Urban Transport News F-35, First Floor, Pankaj Grand Plaza, Mayur Vihar Phase-I, New Delhi-110091 Tel: 011-4248 4505, +91-9716 4545 05 E-mail: editor@urbantransportnews.com Web: www.urbantransportnews.com Subscriptions: Metro Rail News Magazine is sent without obligation to professionals and key opinion leaders working in urban transport industry in India and other countries.

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Disclaimer: The facts and opinions expressed by the authors/contributors here do not reflect the views of editorial team or editorial board of Urban Transport News or Metro Rail Today Magazine.

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Dear Readers At the outset, I would like to give a big Thanks to those who read our very first edition of Metro Rail Today published last month and appreciated our work with demand to continue this new magazine. And, most important Thanks to the my editorial team and the external contributors who worked behind the success of the first issue. We received huge responses from the national and international readers in the form of text messages and e-mails.

You gave us the courage and the belief that we could really do this.

It has been learned that various state governments have imposed strict lockdown in various metropolitan cities of India that also stopped the wheel of metro rail systems to break the chain of spreading deadly covid-19. In this context, we have also discussed about the financial conditions of US’s 125 years old New York Metro which is now struggling for survival.

In this edition, we have featured the developments about the Delhi Metro which celebrated its 27th anniversary recently. We have discussed on how the world’s first metro rail system was built in London? Based on feedback received from the readers, we have also started a knowledge series to keep readers updated on metro rail technology.

We have covered the interviews of Mr. Achal Khare, Managing Director, National High Speed Rail Corporation (NHSRCL), Mr. Ashutosh Shukla, Director (Transportation & Mobility), Schneider Electric India and Mr. Luong Vo Ta, General Director, Vinh Hung JSC, Vietnam. These leaders have made huge success in their respective fields despite of covid-19 impact on the industry.

Please keep sharing your valuable feedback on the content of Metro Rail Today so that we can improve and provide more useful information in our future issues.

Stay Safe and Stay Happy!

Mamta Shah Managing Editor editor@urbantransportnews.com

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HIGHLIGHTS OF THE MONTH useful information to metro rail lovers as a part of its Corporate Social Responsibility (CSR). In this regard, DMRC invited Expression of Interest (EoI) from private parties, corporate houses, NGOs, PSUs, and trusts, etc. for the establishment of the National Metro Rail Knowledge Centre (NMRKC) near Vishewavidyalaya Metro station (on Yellow Line). Based on the response to EOIs, DMRC may float an open tender for the establishment of NMRKC or a limited tender restricted to the applicants found suitable in the eligibility criteria as set out in the EOI document.

Indian Railways earned Rs 1,17,386 crores from freight loading in FY 2021-21 Despite the Covid-19 challenges, Indian Railways said that the national transporter has registered the Highest Freight figures in terms of loading and earnings in the Financial Year 2020-21. In the closing month of this fiscal year 202021, Indian Railways surpassed the last year’s loading that is 1232.63 compared to last year’s 1209.32 which shows a growth of 1.93%. In this period, Indian Railways earned Rs. 1,17,386 crores from freight loading. It is 3% higher than the last year’s earning from Freight which was Rs. 113897.20 Crores for the same period. Indian Railways has maintained the momentum of highest ever loading in consecutive 7 respective months from September 2020 to March 2021. Indian Railways' Freight loading for the month of March 2021 crossed last year’s loading and earnings for the same period.

DMRC to establish National Knowledge Centre in New Delhi

Metro

Rail

Delhi Metro Rail Corporation Limited (DMRC) is planning to establish National Metro Rail Knowledge Centre near Vishewavidyalaya Metro station to provide

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METRO RAIL TODAY MAY 2021

MMRDA published book on Basic Transport and Communications Statistics for Mumbai The Mumbai Metropolitan Region Development Authority (MMRDA) published the 19th edition of "Basic Transport and Communications Statistics for MMR - December 2020“ on April 6, 2021. This edition was unveiled by R.A.Rajeev (Metropolitan Commissioner, MMRDA) at the MMRDA's New Administrative Building in BandraKurla Complex (BKC), Mumbai. The book covers significant data pertaining to transport and communications sectors in the Mumbai Metropolitan Region (MMR). Along with the data about Metro/Monorail corridors, this publication also covers the Time Series Data of transport statistics, and it contains research about the transport network in MMR & Comprehensive Transport Studies.

Rakesh Singh assumes charge of new Managing Director of BMRCL Rakesh Singh, an IAS officer of the 1989-batch, has been appointed as new Managing Director of Bangalore Metro Rail Corporation Limited (BMRCL) with effect from April 4, 2021.

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Rakesh Singh would be the busiest bureaucrats in the state as the Government has a major focus on the development of urban transportation in Bengaluru City. Now Singh has major responsibilities to oversee the under-construction Phase 2 project of Bangalore Metro.

Metro Neo Project and submitted it to the Kakatiya Urban Development Authority (KUDA) for getting the approval from the state cabinet. The proposed eco-friendly Metro Neo system will run between Kazipet-HanamkondaWarangal via the District Police Office (DPO) junction. It will provide energy-efficient and eco-friendly urban transportation facilities for tier-II and tier-III cities. It will be a lighter and smaller system than the regular Metro systems being run in other big cities. The Metro Neo system will run on the mix of ground and elevated level corridor. Out of 15.5 km, 7.1 km will be built at ground level and the remaining 8.4 km will be built at an elevated level, according to the DPR. Among the 21 stations proposed for the Metro Neo project, 12 stations will be at an elevated level and 9 at ground level. The speed of Warangal Neo would be 70 kmph while the scheduled speed would be 25 kmph.

Uttarakhand to launch MetroNeo system for Dehradun-Rishikesh-Haridwar Indian Railways completes arch closure of world's highest Chenab Bridge in J&K Indian Railways on April 5, 2021, completed the Arch closure of the iconic Chenab Bridge which is the world's highest railway bridge. This is a major step towards the completion of the Udhampur-Srinagar-Baramulla Rail Link Project (USBRL) project. Chenab Bridge is part of the Udhampur-Srinagar-Baramulla Rail Link Project (USBRL), which set an important construction milestone with the completion of the steel arch of the iconic Chenab Bridge. This was one of the most difficult parts of the bridge over Chenab. This achievement is a major leap towards the completion of the 111 k.m. long winding stretch from Katra to Banihal. It is arguably the biggest civil-engineering challenge faced by any railway project in India in recent history.

After falling in the plan of metro first, then ropeway in the capital city Dehradun, now the preparations for running the Metro Neo system have been completed. The Uttarakhand Metro Rail Corporation (UkMRC) has prepared a detailed project report (DPR) suggesting the MetroNeo system for Dehradun, Rishikesh and Haridwar.

In fact, on the proposal of UkMRC, the government first declared Dehradun, Rishikesh and Haridwar as metropolitan areas in November 2017. After this, a survey was conducted to run the metro rail in two corridors (ISBT to Rajpur and FRI to Raipur) in Dehradun. HaridwarRishikesh was placed in the second phase. After this, the plan was changed and there was a discussion on running the ropeway here. Meanwhile, the central government issued new guidelines for running eco-friendly Metro Neo systems in small cities. According to the new guidelines, the Uttarakhand Metro Rail Corporation (UKMRC) sent a proposal to run the Metro Neo system as an alternate mode of public transportation in Dehradun to the Center.

Schneider Electric launches EcoStruxure Rail to build reliable urban rail infrastructure in India

KUDA seeks state cabinet approval for Rs 1,340 crore Warangal MetroNeo Project The Maharashtra Metro Rail Corporation (Maha Metro) has prepared the detailed project report of the Warangal

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Schneider Electric, the leader in the digital transformation of energy management and automation, launched EcoStruxure™ Rail in India on March 9, 2021. The company aims to build a collaborative digital environment for safe, reliable, efficient, and sustainable metro rail operations in India through this end-to-end digital solution.

The EcoStruxure Rail also intends to enhance smart management significantly, offer electrical safety as well as improve energy efficiency by up to 25 per cent. It enables efficient planning services and safeguards operations of the system, thereby increasing the overall operational efficiency by up to 20 per cent and reduce the total ownership cost by 15 per cent.

METRO RAIL TODAY MAY 2021

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Jaipur Metro Rail Corporation Rajasthan Government issued a new transfer and posting of 67 IAS officers in the state. 1966-batch senior IAS officer Ajitabh Sharma now appointed as new Managing Director of Jaipur Metro Rail Corporation Ltd (JMRC).

However, according to media reports, Sharma is not happy with the state government and he has applied for the central posting on a deputation basis. Ajitabh Sharma was earlier posted as Principal Secretary of IT&C and Mining & Geology, Government of Rajasthan.

Draft project report of Delhi-Varanasi High Speed Bullet Train corridor submitted The National High Speed Rail Corporation Ltd (NHSRCL) has submitted draft project report of 865-km Delhi-Varanasi High Speed Rail Project to the Ministry of Railways for approval. Once the approval received, NHSRCL will prepare the final detailed project report . “"We will give all details in the final report. The idea is if the project is sanctioned, we can start work from day one.

All routes will be justified on economic returns,” said Achal Khare, Managing Director, NHSRCL. The estimated cost of this project is Rs 1.21 Lakh crores.

Japanese firm signs MoU for track works training for Mumbai-Ahmedabad HSR project

Chennai Metro will have different signalling system in Phase 2 project

railway

Chennai Metro Rail Limited (CMRL) is planning to adopt the latest railway singalling system in its Phase 2 metro trains. They will use the communications-based train control (CBTC) signalling system with UTO functions.

Due to this, both phase 1 and phase 2 projects will function independently and trains running in one phase cannot be run on the other. Apart from this, phase I has four-coach trains, while phase II will have three and six-coach trains.

Ajitabh Sharma appointed as Managing Director of

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METRO RAIL TODAY MAY 2021

The National High Speed Rail Corporation Ltd (NHSRCL) on April 19, 2021 signed a Memorandum of Understanding (MoU) with Japan Railway Technical Service (JARTS) for Training, Certification and Advisory Services for construction of Track works for Mumbai Ahmedabad High Speed Rail corridor under Package No. MAHSR-T-1, T-2 and T-3. The MoU was signed via a virtual ceremony in the presence of Managing Director, NHSRCL Achal Khare, NHSRCL Director Project Rajendra Prasad, Director Finance A.K. Bijalwan, Minister Embassy of Japan in India Shingo Miyamoto, Chief Representative JICA India Katsuo Matsumoto, President JARTS KONO Haruhiko, and other officials from JARTS, JICC and JR East.

Govt. of India approves Rs 14,788 crore Bangalore Metro Phase 2 Project The Central Government cabinet on April 20, 2021, gave their nod to 58.19 km ambitious Phase 2 of the Bangalore Metro Rail project. This is a big step towards realizing the dream of metro connectivity to the City's International Airport. This project is divided into two sub-phases viz.

Phase 2A (ORR Line) and Phase 2B (Airport Line) with an estimated cost of Rs 14,788.1 crores.

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On April 28, 2021, DMRC lost its Senior Account Officer who was working in the capacity of Sr. Deputy General Manager in the Finance department.

The Noida Metro Rail Corporation (NMRC) has also lost its Public Relation Officer on April 23, 2021, due to Covid-19 infection.

Construction of Patna Metro stuck due to nonavailability of fund The much-awaited Patna Metro is targeted to be commissioned in October of 2024, but currently the pace of work is quite slow. Rs 19,500 crore are to be spent on Metro construction. The centre and state will spend 20-20% of this amount. The remaining 60% is to be given to be arranged from the Japanese agency Japan International Corporation Agency (JICA) in the form of debt. But no agreement for the loan is yet finalized either by Patna Metro Rail Corporation (PMRC) or the Bihar Government. About 76 acres of land is to be acquired to build a metro depot at New ISBT for Phase 1 of the Patna Metro Rail proejct. The land for the depot has been identified on the east side of Patna - Masaudhi Road in front of New ISBT but the acquisition is slow due to the non-release of funds.

MMRDA struggles to procure 136 ha for different metro corridors The Mumbai Metropolitan Region Development Authority (MMRDA) is struggling to procure almost 136 hectares of land for different Metro rail corridors interweaving the city.

MMRDA has set deadline to open two new Metro rail lines 2A & 7 for the public from September this year; but availability of land for the carshed for the majority of Metro rail lines, which is the primary need for smooth operations of any Metro rail line; remains a major concern, and not just the controversy over the land in Kanjurmarg lieu of the Aarey site. It seems that the Maharashtra government, incumbent and earlier ones, haven’t been able to do much about it due to lack of political will.

About 2000 site workers leave under construction Pune Metro Rail Project

Delhi Metro employees seek complete shutdown of metro rail services The Delhi Metro Rail Corporation Employees Union (DMRCEU) has written to the Managing Director of Delhi Metro Rail Corporation (DMRC) to stop metro services in view of the rising death of Metro employees in Delhi-NCR. Delhi Metro has lost dozens of its employees in the last two months due to spreading Covid-19 in the Delhi-NCR.

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The Pune Metro will not meet its deadline for a trial run in the month of May after more than 2,000 labourers have returned home due to the fear of stricter restrictions and lack of work. A senior consultant who was part of the Pune Metro project lost his life due to Covid-19 in his hometown in Karnataka, causing a sense of fear among workers. As compared to last year, the spread and infection rate of Covid-19 is high, however, the Maharashtra Metro Railway Corporation Limited (Maha-Metro) has taken care of workers in terms of food, stay and vaccinations.

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CONSTRUCTION UPDATES The Bangalore Metro Rail Corporation Ltd (BMRCL) on April 5, 2021 started trial test run of a 6-coach metro train on 7.5 km new stretch between Mysore Road – Kengeri.

This section is part of Purple Line of Bangalore Metro Rail Project. This elevated section will initially connect Mysore Road with Kengeri through 6 new stations in this year and later to Challaghatta Station in 2023 which lies across NICE Peripheral Road.

Mumbai Metro: J Kumar Infraprojects launches first two U-Girders on Line-9 The project team of J Kumar Infraprojects and Sunder Cranes on April 1, 2021, had launched the first two 25metre U-Girders on WEH at P63 (LHS)/P64 (RHS) located right across from Thakur Mall near Pandurang Wadi Station’s site. This is part of contract package CA-48 which was awarded to J Kumar Infraprojects for the construction of 11.38 km Line -9 (Dahisar East – Mira Bhayandar) with 8 stations of Mumbai Metro Rail project.

Bangalore Metro: ITD Cementation launched shaft for TBM (S-839B) and TBM (840B) on Reach-6 The project team of ITD Cementation India on April 1, 2021, had completed launch of TBM shaft at Venkateshpura Station on Reach-6. The contractor will deploy two refabricated Herrenknecht make TBM S-839B (Tunga) and TBM S-840B (Bhadra) for construction of 4.591 km underground tunnel between Tannery Road – North Ramp under package RT-04 of Reach-6 of Phase 2 of Bangalore Metro Rail Project.

Bangalore Metro: BMRCL begins trial run on Kengeri Extension Line 12

METRO RAIL TODAY MAY 2021

Kolkata Metro: TBM Urvi completes 50% tunneling work of last leg of East-West Metro Corridor The Tunnel Boring Machine (TBM) deployed for building the final 800 metres tunnel of Kolkata East-West Metro, has completed 50 percent of tunneling work on April 6, 2021. The TBM nicknamed 'Urvi' on 6th March 2021 crossed the 400 metres mark and covered 425 metre at the end of the day have made 283 rings. The Tunnel Boring Machine (TBM S-616) which is currently constructing the last 800m of the East-West Metro tunnelling has to build a total of 553 tunnel rings. On next day i.e. 7th March 2021 it has finished making 287 rings and had covered 430m from the Sealdah Metro station. Cureently, it is only 35 metre away from the Bank of India building on BB Ganguly Street. Officials from Kolkata Metro Rail Corporation (KMRC) hoped the TBM would cross Bank of

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India in the next few days and complete its job by mid of May 2021.

Ahmedabad Metro: Ranjit Buildcon commences Casting work for Phase 2

Delhi Metro: First pier cap launched for Magenta Line Extension of Phase 4

The project team from Ranjit Buildcon Ltd. On April 15, 2021 hasd started pouring concrete on Randesan Road to cast the first ever pier for construction of 6.478 km stretch between GNLU and Sector 1 (Gandhinagar) under Package C-2. This stretch is part of Phase 2 of Ahmedabad Metro Rail Project. Last year, Gujarat Metro Rail Corporation Ltd 9GMRC) has awarded a contract worth Rs 417.9 crores to Ranjit Buildcon Ltd for the constracution of 6.4 km elevated viaducts including five metro stations viz. Raysan, Randesan, Dholakuva Circle, Infocity and Sector-1. A small 0.679 km ramp will also be constructed to connect a new depot at Indroda Circle.

The project team from Sam India Builtwell – Gulermak JV on April 7, 2021, had erected their first of 306 pier caps to construct the elevated viaduct for a 7.473 km extension (Haiderpur Badli Mor - Ashok Vihar) of Magenta Line (Line-8) of Phase 4 of Delhi Metro Rail Project. The 60 tonnes pier was launched using a rolling gantry crane, instead of a typical mobile launching crane, just north of Majlis Park Station in the Mukundpur neighborhood.

Kolkata Metro: Afcons Infra commences piling works in New Town for Line - 6 The project team from Afcons Infrastructure on April 9, 2021 had started piling works in New Town for the construction of 3.519 km elevated stretch between Sub CBD-2 and Kolkata Airport for Line-6 of Kolkata Metro Rail Project. This is part of Package ANVS that includes the construction of 2 new stations at Chinar Park (formerly Rabindra Tirtha) and VIP Road (Haldiram). The 32 km corridor will connect New Garia (Kavi Subhas) to Kolkata Airport.

Bangalore Metro: ITD Cementation launches final segments for Yellow Line The project team from ITD Cementation India on April 10, 2021 had launched launch of the final of approximately 1800 segments for constructing the 6.385 km (Bommanahalli – Beratena Agrahara) section under Package 2 of Reach-5 (Yellow Line) of Bangalore Metro Rail Project, Phase 2. This section is part of 19.143 km Yellow Line which will connect RV Road to Bommasandra through 16 elevated stations. BMRCL had awarded a contract worth Rs 511.35 crores to ITD Cementation India Ltd in April 2017.

Agra Metro: Sam India Builtwell casts first Pier Cap for Corridor 1 The project team of Sam India Builtwell on April 17, 2021 has lifted out the first pier cap cast for 7-km Priority Corridor (Jama Masjid - Taj East Gate ) of Corridor 1 of Agra Metro Rail Project. In October 2020, Uttar Pradesh Metro Rail Corporation Ltd (UMPRC) had awarded a contract worth Rs 272.95 crores to Sam India Builtwell Pvt. Ltd. for the construction of 4 km elevated strech between Taj East Gate and Taj Mahal Ramp including 3 metro stations at Fatehabad Road, Basai and Taj East Gate.

Ahmedabad Metro: First span completed for making bridge on Sabarmati River The project team of Tata Projects Ltd – China Civil Engineering Construction Corporation JV on April 17, 2021 had completed launching of first 41 meters long span on Sabarmati River under construction of Reach 2 of Phase 2 of Ahmedabd Metro Rail Project. This first span was launched to build 298.2 metres bridge over the Sabarmati River. This bridge comprises of 8 piers with 7 spans ranging between 38.2 metres to 43.8 metres. In January 2017, Gujarat Metro Rail Corporation Ltd (GMRC) had awarded a contract worth Rs 721 crores to the consortium of Tata Projects Ltd and China Civil Engineering Construction Corporation.

Kanpur Metro: Afcons launches 400th U-Girder for Priority Corridor The project team of Afcons Infrastructure Ltd on April 20, 2021 had launched 400th U-Girder for under construction 8.728 km Priority Corridor between IIT Kanpur and Motijheel of Kanpur Metro Rail Project. The first U-Girder on this corridor was launched in August 2020. UPMRC team is hoping start trial run on this section in November 2021.

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Mumbai Metro: MMRC achieves 37th Tunnel Breakthrough at CSMT for Line-3 The project team from Larsen & Toubro – Shanghai Tunnel Engineering Company JV on April 22, 2021 had completed 37th Breakthrough of 42 of under construction Mumbai Metro’s Line-3 at Chhatrapati Shivaji Maharaj Terminus (CSMT). This breakthrough was achieved by Tunnel Boring Machine (TBM) Surya-2 which was deployed on January 2, 2021 to built 556 metres long down line tunnel (which is part of construction of 4.25 km tunnel from Hutatma Chowk to CSMT station) of 33.5 km Line-3 of Mumbai Metro Rail Project. With this, the total 96% tunneling has been completed under Package UGC-1 .

Rawatpur for under construction 8.728 km Priority Corridor between IIT Kanpur and Motijheel of Kanpur Metro Rail Project. The first Steel Box Girder was launched on March 28, 2021.

Mumbai Metro: CEC-ITD-TPL JV records NATM Breakthrough at Shitladevi Station The project team of Continental Engineering Corporation, ITD Cementation India and Tata Projects Ltd on April 24, 2021 had completed a NATM Breakthrough at Shitladevi Station for the under construction Line 3 of Mumbai Metro Rail Project. Due to challenging site locations, the 240 meter long Shitladevi Station’s box in Mahim is being constructed by a combination of Cut & Cover (for the upline) and New Austrian Tunneling Method (for the downline) methods.

Patna Metro: NCC commences Pier work for Corridor 2 The project team from NCC Ltd on April 27, 2021 had commenced tying rebar to form piers at Bhootnath for the construction of 6.107 km elevated stretch from Malahi Pakri to New ISBT. This section I part of the 14.05 km Corridor-2 (Patna Junction Railway Station – New ISBT) of Patna Metro Rail Project, Phase 1. Construction work for Patna Metro Rail Project is started in December 2020.

Pune Metro: First underwater metro tunnel complted Under Mutha River bed

Bangalore Metro: TBM S-1259 commences tunneling work at Dairy Circle for Pink Line The project team from Afcons Infrastructure Ltd on April 23, 2021 had commissioned the second Tunnel Boring Machine (TBM S-1259 at Dairy Circle Ramp to build 3.655 km tunnel from Rashtriya Military School to Dairy Circle Ramp under Package RT-01 of Reach 6 (Pink Line) of Bangalore Metro Rail Project, Phase 2. The Herrenknecht make TBM S-1259 will build 3 tunnels totaling of 2075.306 meters for the north-bound tunnel from Dairy Circle Ramp to Langford Town Station. The 21.386 km Pink Line will connect Nagawara – Kalena Agrahara via 18 stations.

Kanpur Metro: Afcons launches 45m Steel Girder at Rawatpur The project team of Afcons Infrastructure Ltd on April 23, 2021 had launched second 45 meter steel box girder at

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The Maharashtra Metro Rail Corporation Ltd (Maha Metro) on April 26, 2021 had announced that it has completed first under water tunnel underneath of Mutha River. This major milestone was achieved by two Tunnel Boring Machines namely Mutha (S78) and Mula (S79).

Both these Ø6.61m Terratec make EPB machines were commissioned by Gulermak – Tata Projects JV in March 2021to built 3.78 km tunnel from Civil Court Station to Budhwar Peth of Purple Line of Pune Metro Rail project.

Apart from this, J Kumar Infraprojects has completed launching segments over the Mula - Mutha River for the 14.665 km Aqua Line of Pune Metro Rail Project.

Kanpur Metro: Soil Testing Work commenced for Underground section The project team from Gulermak – Sam India Builtwell JV have started geotechnical soil investigation for 3.964 km underground section to connect the Ramp at Permat with Nayaganj Station of Kanpur Metro Rail Project under contract package KNPCC-05). ***

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TENDER WATCH

FRESH TENDERS Project

Scope of Work

Issue Date

Closing Date

Authority

Delhi Metro

Civil Works for Remodeling & Augmentation of Mukundpur Metro Depot cum Workshop including design, fabrication, supply & erection of pre-fabricated steel roof structures, roof portals, purlins, sheeting etc. and water supply, sanitary installation, drainage & site development works at Mukundpur Depot for Line 7 & Line 8 of Delhi Metro Rail Proejct (Phase IV).

26.03.2021

04.05.2021

DMRCL

Bhopal Metro

Design and Construction of Eight (8) elevated Metro Rail Stations including Viaduct portion within the stations and Transition spans on either side of the stations (AIIMS, Alkapuri, Habibganj Naka, Habibganj, M.P Nagar Zone-1, DB City Mall, Kendriya Vidyalaya and Subhash Nagar) for Bhopal Metro Rail Project.

31.03.2021

10.06.2021

MPMRCL

Delhi Metro

Expression of Interest (EOI) for establishment of National Metro Rail Knowledge Centre (NMRKC) near Vishwavidyalaya Metro Station

06.04.2021

19.05.2021

DMRCL

Navi Mumbai Metro

Design (part) and construction of balance works of Concrete & Fabricated Steel Structures, Architectural works, Plumbing and Sewerage etc. of Six Nos. of Elevated Metro Stations at Kharghar Village, Kendriya Vihar, Utsav chowk, Belpada, RBI Colony & Belapur Terminal Station for Navi Mumbai Metro Line-1.

07.04.2021

07.05.2021

Maha Metro

Delhi Metro

Design and Construction of Twin Tunnel (Up & Down Line) by Shield TBM, Cut and Cover Tunnel box and four Underground stations namely Aerocity, Mahipalpur, Vasant Kunj and Kishangarh with Entry/Exits & Connecting subways from chainage (-) 760 mt. to 5356.285 mt. of Aerocity to Tughlakabad Corridor of Phase-IV of Delhi Metro Rail Project.

13.04.2021

31.05.2021

DMRCL

Delhi Metro

Comprehensive Cleaning of Rolling Stock (Metro Trains Coaches) and House Keeping of Hostel and Depot premises at Shastri Park Train Depot of DMRC Ltd

20.04.2021

19.05.2021

DMRCL

Delhi Metro

Design, Verification, Supply, Installation, Testing and Commissioning of E and M works, Fire Detection, Fire Suppression System, EOT Crane, Compressor and VAC for Augmentation works of Ajronda and Sarita Vihar Depots of Phase-IV of Delhi MRTS

22.04.2021

01.06.2021

DMRCL

Mumbai Metro

Part Design and Construction of Balance Works of Package CA06, Elevated Viaduct and 5 Elevated Stations viz. MTNL Metro, S. G. Barve Marg, Kurla East, EEH and Chembur (excluding Architectural Finishing and Pre-Engineered Steel Roof Structure of Stations) from Chainage 46860.384m to Chainage 52729.312 of Line 2B [D.N Nagar-Mandale] of Mumbai Metro Rail Project of MMRDA.

22.04.2021

07.06.2021

MMRDA

Bangalore Metro

General Consultants for Rolling Stock, Signaling and PSD works of Reach-6, Phase-2A and Phase 2B of Bangalore Metro Rail Project

27.03.2021

21.05.2021

BMRCL

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METRO RAIL TODAY MAY 2021

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TENDER WATCH

TENDER RESULTS BSR Infratech wins Rs 58.87 crore civil contract for Bangalore Metro The Bangalore Metro Rail Corporation Ltd (BMRCL) awarded a contract worth Rs 58.87 crores to BSR Infratech India Ltd for the Construction of metro rail depot structures, site development works, internal roads & drainage works in depot area at Anjanapura in Reach-4B line of Bangalore Metro Rail Project, Phase-2.

Pandrol Rahee wins Rs 29.84 crore Fastening Contract for Mumbai Metro

Track

The Pandrol Rahee Technologies Private Limited emerged as the lowest bidder for the Supply of Fastening System for Execution of Ballast less Track in Line 6 Corridor from Swami Samarth Nagar to Vikhroli of Mumbai Metro Rail Project of MMRDA on April 12, 2021. Pandrol Rahee had quoted Rs 29.84 crores to win the contract.

Alstom wins Rs 443 crore Signalling & PSD contract for Mumbai Metro Line 4 French multinational firm Alstom Transport emerged as the lowest bidder for Design, Manufacture, Supply, Installation, Testing, and Commissioning of Signalling and Train Control including Platform Screen Doors system for Main Line and Depot of Line 4 and Its Extension Corridor (Wadala – Kasarvadavali – Gaimukh) of Mumbai Metro Rail Project of MMRDA on April 19, 2021. Alstom had quoted Rs 443 crores to win the contract.

SCC-VRS JV wins Package C-8 of MumbaiAhmedabad High Speed Rail Corridor The consortium comprising SCC Infrastructure Pvt Ltd and VRS Construction Pvt Ltd emerged as the lowest bidder for the Design and Construction of Civil and Building Works for the Depot on Design Build Lump Sum Price Basis for Double Line High Speed Railway involving works for Site Formation, Abutment, Retaining Walls, Roadbed for track, Box Culvert, Roads, Cable Duct, Foundations of OHE Masts, Piping, Drainage, Water Harvesting, Fire Fighting, Landscaping, Boundary Wall, General Inspection Train Shed, Maintenance Depot and other Associated works At Sabarmati between MAHSR Km. 507.599 and MAHSR Km. 509.726 in the State of Gujarat for the Project for Construction of MumbaiAhmedabad High Speed Rail on April 28, 2021. The consortium had quoted Rs 307.24 crore to win the contract.

The Uttar Pradesh Metro Rail Corporation Ltd (UPMRCL) has awarded a contract worth Rs 15,00,96,000 plus USD 1,06,20,000 (Approx. Rs 93 crores) to East Metals AG for the Supply of 17,700 MT Head Hardened Rails (60 E1, IRS-T-12-2009, 1080 grade HH) for Kanpur and Agra Metro Rail projects on April 20, 2021.

Yuksel-led JV wins General Consultancy Contract of Kolkata Metro’s Line 3 The consortium consisting of Yuksel Proje Ltd and Tumas emerged as lowest bidder for providing General Consultancy cum Project Management Consultancy works for Construction of Elevated and Underground Metro Railway Works from Majerhat (Ex.) to Esplanade, Approx. 6 km in connection with Joka-BBD Bag Metro Corridor on March 23, 2021. The consortium had quoted Rs 88.96 crore to won the contract.

KEC International-led JV wins Electrification Contract of Kolkata Metro’s Line 3 The consortium consisting of KEC International Ltd and Siemens Ltd emerged as lowest bidder for Engineering, Supply, Erection, Testing and Commissioning of 33 KV Power Distribution, Traction Substation, Auxiliary Substations and 750 V DC Third Rail Traction system for Joka-Majerhat Corridor (Mominpur) and Airport-New Garia Corridor (Hemendra Mukherjee (Excl.) to Bidhannagar of Metro Railway Kolkata on March 26, 2021. The consortium had quoted Rs 241 crore to win this contract (Package 3) of Kolkata Metro Rail Project.

KEC International-led JV wins Electrification Contract of Kolkata Metro’s Line 6 The consortium consisting of KEC International Ltd and Siemens Ltd emerged as lowest bidder for Engineering, Supply, Erection, Testing and Commissioning of 33 KV Power Distribution, Traction Substation, Auxiliary Substations and 750 V DC Third Rail Traction system for Airport-New Garia Corridor Bidhannagar (Excl.)Bimanbandar including New Town Depot of Metro Railway Kolkata on March 26, 2021. The consortium had quoted Rs 295 crore to win this contract (Package 4) of Kolkata Metro Rail Project.

East Metals AG awarded Rs 93 crore HH Rail contract for Kanpur & Agra Metro Rail projects WWW.METRORAILTODAY.COM

METRO RAIL TODAY MAY 2021

17

URBAN RAIL PROGRESS

Business Opportunities in Urban Rail Projects Investment Approved (in Rs/Crores)

Status of Urban Rail Projects in India

Agra Metro

12900

Ahmedabad Metro

System

Network Length (km)

OPERATIONAL

Metro Rail

697.5 19.5

Tram

38.0

Delhi Metrolite

Regional Rail (RRTS)

0

High Speed Rail

0

Total Network:

3345.5

6941

Chennai Metro

Monorail

2593.5

58193

Bhopal Metro Coimbatore Metro

Suburban Rail

16157

Bangalore Metro

85613 6683

Delhi Metro

117278 5587

Dholera Metro

7000

Gorakhpur Metro

4672

Gurgaon Metro

8736

Hyderabad Metro

18800

Indore Metro

7500

Jaipur Metro

7695

Jammu Metro

4825

UNDER CONSTRUCTION

Kanpur Metro

System

Network Length (km)

Metro Rail

896.06

Metrolite

0

Suburban Rail

0

Regional Rail (RRTS)

85.15

High Speed Rail

508.18

Total Network:

1489.39

11076

Kochi Metro

8086

Kolkata Metro

47524

Kozhikode Metro

2773

Lucknow Metro

12374

Meerut Metro

11544

Mumbai Metro

140814

Mumbai Monorail

3000

Nagpur BG Metro

334

Nagpur Metro

19896

Navi Mumbai Metro

7633

Noida Metro

11185

Patna Metro

NEW APPROVED

System

Network Length (km)

Metro Rail Metrolite/MetroNeo Suburban Rail Regional Rail (RRTS) High Speed Rail Total Network:

18

METRO RAIL TODAY MAY 2021

626.67 69.85 252.96 224.7 4097.0 5271.18

13479

Pune Metro

24773

Srinagar Metro

5734

Surat Metro

12020

Thane Metro

7165

Trivandrum Metro

4219

Varanasi Metro

7000

Vijayawada Metro

15000

Visakhapatnam Metro

15933

Warangal Metro

1341

0

50000

100000

150000

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URBAN RAIL PROGRESS

METRO RAIL UNDER CONSTRUCTION METRO PROJECT

OPERATIONAL METRO RAIL NETWORK Project

Network (km)

Project

Network (km)

Ahmedabad Metro (Gujarat)

6.5

Meerut Metro (Uttar Pradesh)

20.0

Bangalore Metro (Karnataka)

42.3

Nagpur Metro (Maharashtra)

76.5

Chennai Metro (Tamil Nadu)

54.1

Navi Mumbai Metro (Maharashtra)

11.1

Delhi Metro (Delhi)

347.6

Patna Metro (Bihar)

31.39

Pune Metro (Maharashtra)

39.92

Surat Metro (Gujarat)

40.35

Gurgaon Rapid Metro (Haryana)

12.1

Hyderabad Metro (Telangana)

69.2

Jaipur Metro (Rajasthan)

12.0

Kochi Metro (Kerala)

25.0

Kolkata Metro (West Bengal)

39.2

Project

Lucknow Metro (Uttar Pradesh)

22.9

Dholera Metro (Gujarat)

100.0

Mumbai Metro (Maharashtra)

11.4

Delhi Metrolite (Delhi)

40.85

Mumbai Monorail (Maharashtra)

19.5

Mumbai Metro (Maharashtra)

Nagpur Metro (Maharashtra)

24.5

Nagpur BG Metro (Maharashtra)

268.63

Noida Metro (Uttar Pradesh)

29.7

Nashik Metro Neo (Maharashtra)

32.0

Kolkata Tram (West Bengal)

38.0

Thane Metro (Maharashtra)

29.0

Gorakhpur Metro (Uttar Pradesh)

27.5

Gurugram Metro (Haryana)

30.0

Kozhikode Light Metro (Kerala)

13.3

Trivandrum Light Metro (Kerala)

21.8

Total Network:

754.0

UNDER CONSTRUCTION METRO PROJECTS Project

Network (km)

Agra Metro (Uttar Pradesh)

29.4

Ahmedabad Metro (Gujarat)

33.5

Bangalore Metro (Karnataka)

80.0

Bhopal Metro (Madhya Pradesh)

28.0

Chennai Metro (Tamil Nadu)

118.9

Delhi Metro (Delhi)

103.9

Total Network:

896.06

NEW APPROVED METRO PROJECTS Network (km)

87.6

Total Network:

650.68

UNDER CONSIDERATION METRO PROJECTS Project

Network (km)

Coimbatore Metro (Tamil Nadu)

147.0

Ghaziabad Metro (Uttar Pradesh)

11.0

Noida Metro (Uttar Pradesh)

3.8

Hyderabad Metro (Telangana)

3.1

Indore Metro (Madhya Pradesh)

31.5

Kanpur Metro (Uttar Pradesh)

23.8

Varanasi Metro (Uttar Pradesh)

19.35

Kolkata Metro (West Bengal)

55.7

Visakhapatnam Metro (Andhra Pradesh)

140.2

Mumbai Metro (Maharashtra)

169.0

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Jammu Metro (J&K)

23.0

Srinagar Metro (J&K)

25.0

Vijayawada Metro (Andhra Pradesh) METRO RAIL TODAY MAY 2021

66.2

19

URBAN RAIL PROGRESS

HSR/RRTS HIGH SPEED RAIL NETWORK Project

Network (km)

Executing Agency

Mumbai-Ahmedabad HSR corridor

508.0

NHSRCL

Under construction

Mumbai-Nagpur HSR corridor

741.0

NHSRCL

DPR under progress

Mumbai-Hyderabad HSR corridor

711.0

NHSRCL

DPR under progress

Delhi-Varanasi HSR corridor

865.0

NHSRCL

DPR under progress

Delhi-Ahmedabad HSR corridor

886.0

NHSRCL

DPR under progress

Chennai-Mysore HSR corridor

435.0

NHSRCL

DPR under progress

Delhi-Amritsar HSR corridor

459.0

NHSRCL

DPR under progress

Varanasi-Hawrah HSR corridor

760.0

NHSRCL

DPR under progress

Delhi-Mumbai HSR corridor

1384.0

HSRCIL

Feasibility study completed

Mumbai-Chennai HSR corridor

1334.0

HSRCIL

Feasibility study under progress

Chennai-Kolkata HSR corridor

1670.0

HSRCIL

Pre-feasibility study under progress

Delhi-Kolkata HSR corridor

1447.0

HSRCIL

Feasibility study under progress

Mumbai-Kolkata HSR corridor

1961.0

HSRCIL

Pre-feasibility study under progress

Delhi-Chennai HSR corridor

2184.0

HSRCIL

Feasibility study under progress

Total Network:

Status

15345.0

SEMI HIGH SPEED RAIL NETWORK Project

Network (km)

Executing Agency

Status

Ahmedabad-Rajkot Semi HSR corridor

227.0

G-RIDE

Pune-Nashik Semi HSR corridor

235.0

MAHARAIL

Approved by State Govt.

Thiruvananthapuram-Kasargod Semi HSR corridor

530.6

K-RAIL

Approved by State Govt.

Total Network:

992.6

Feasibility study completed

REGIONAL RAIL TRANSIT SYSTEM NETWORK Project

Network (km)

Executing Agency

Delhi-Meerut RRTS Smart Line

82.15

NCRTC

Under construction

Delhi-Panipat RRTS Smart Line

103.0

NCRTC

DPR approved

Delhi-Alwar RRTS Smart Line

106.0

NCRTC

Under construction

Haryana Orbital Rail

121.7

HRIDC

DPR Approved

Total Network:

20

METRO RAIL TODAY MAY 2021

Status

412.85

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CASE STUDY

27 Years of Delhi Metro…

T

he Delhi Metro has been instrumental in ushering in a new era in the sphere of mass urban transportation in India. The swanky and modern Metro system introduced comfortable, air conditioned and eco-friendly services for the first time in India and completely revolutionized the mass transportation scenario not only in the National Capital Region but the entire country.

Having constructed a massive network of about 389 Km with 285 stations (including NOIDA-Greater NOIDA Corridor and Rapid Metro, Gurugram) in record time in Delhi, NCR, the DMRC today stands out as a shining example of how a mammoth technically complex infrastructure project can be completed before time and within budgeted cost by a Government agency.

The Delhi Metro Rail Corporation Limited (DMRC) was registered on 3rd May 1995 under the Companies Act, 1956 with equal equity participation of the Government of the National Capital Territory of Delhi (GNCTD) and the Central Government to implement the dream of construction and operation of a world- class Mass Rapid Transport System (MRTS).

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ANNIVERSARY SPECIAL

The DMRC opened its first corridor between Shahdara and Tis Hazari on 25th December, 2002. Subsequently, the first phase of construction worth 65 kilometres of Metro lines was finished two years and nine months ahead of schedule in 2005. Since then the DMRC has also completed the construction of another 125 kilometres of Metro corridors under the second phase in only four and a half years.

Presently, the Delhi Metro network consists of about 389 Km with 285 stations. The network has now crossed the boundaries of Delhi to reach NOIDA and Ghaziabad in Uttar Pradesh, Gurgaon, Faridabad, Bahadurgarh and Ballabhgarh in Haryana. With the opening of the Majlis Park to Shiv Vihar and Janakpuri West - Botanical Garden Sections, new age trains equipped with the Unattended Train Operation (UTO) technology have been introduced.

These trains operate with the Communication Based Train Control (CBTC) signaling technology which facilitate movement of trains in very short frequencies. This network also includes the Noida - Greater Noida Aqua Line. The Aqua Line has been constructed by DMRC on behalf of the Noida Metro Rail Corporation and is also being operated by DMRC currently. In addition, the 11.6 kilometre long Rapid Metro also connects with the Delhi Metro network at Sikanderpur station of Yellow Line. The Rapid Metro provides connectivity within the satellite city of Gurugram.

The Airport Express link between the Indira Gandhi International Airport and New Delhi has now propelled Delhi to the league of global cities which have high speed rail connectivity between the city and the airport. The DMRC today has over 300 train sets of four, six and eight coaches.

METRO RAIL TODAY MAY 2021

21

ANNIVERSARY SPECIAL

The Delhi Metro has also contributed tremendously on the environment front by becoming the first ever railway project in the world to claim carbon credits for regenerative braking. DMRC has also been certified by the United Nations (UN) as the first Metro Rail and Rail based system in the world to get carbon Credits for reducing Green House gas emissions as it has helped to reduce pollution levels in the city by 6.3 lakh tons every year thus helping in reducing global warming.

It has also set up roof top solar power plants at many of its stations. All stations of the presently under construction corridors are being constructed as green buildings. In the present phase of Delhi Metro’s construction, the DMRC has completed 160 kilometres of Metro lines which has woven a web of Metro corridors along the city’s Ring Road besides connecting with many other localities in NOIDA, Ghaziabad, Bahadurgarh and Ballabhgarh.

• •

The works of elevated portion have been awarded and the construction work formally started on 30th December, 2019 & the work is in progress. The works for the underground portion will be awarded after concurrence of loan by JICA, which is in process. The Phase IV platform of Haiderpur Badli Mor which will come up above the Phase III station will be the highest ever platform in Delhi Metro at a height of 24.66 meters.

Corridors under approval: • •

Apart from providing Delhites with a comfortable public transport option, the Delhi Metro is also contributing significantly towards controlling pollution as well as reducing vehicular congestion on the roads.

Future expansion plans: Remaining corridors of Phase III and corridors of Phase IV Delhi Metro Rail Corporation is now looking forward to a further expansion of about 107 km under Phase IV with an objective to bring small stretches and unconnected areas of Delhi on the Metro map. The proposed Phase IV consists of the following Corridors: Corridors already approved (Sanctioned 61.68 km and after realignment 65.10 km): • Majlis Park – Maujpur (Pink Line Ext.) having route length of 12.56 km

Janakpuri West – R. K. Ashram (Magenta Line Ext.) having route length of 28.92 km Aerocity – Tughlakabad having route length of 23.62 km

•

Inderlok – Indraprashtha having route length of 12.57 km Lajpat Nagar – Saket G Block having route length of 07.96 km Rithala – Narela having route length of 21.73 km

Metrolite There are plans to develop Rithala – Narela corridor as a light Metro Rail system known as ‘Metrolite’, which may be a more viable option for less populated areas with adequate land available.

Some of the proposed new initiatives in the area of the project in Phase IV are single pier system in place of threelegged frame construction for stations to the maximum possible extent; Integrated flyover, for road traffic with metro viaduct using double-decker construction supported on single pier system, etc. These will result in reduced cost & time and minimal disruption to the public.

350

325

347 347 347

300 250

228 188 188 188 188

200

206 206

143

150 90

100

68 55 64 64

50 0

0

0

0

0

0

0

8 12

1

2

3

4

5

6

7

8

25

0 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 Year-wise progress

22

METRO RAIL TODAY MAY 2021

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ANNIVERSARY SPECIAL

Delhi Metro Rail Present Operational Network Line

Length (km)

Stations

Terminals

#1

34.69

29

Shaheed Sthal - Rithala

#2

49.31

37

Samaypur Badli – HUDA City Centre

#3

56.61

50

Noida Electronic City – Dwarka Sector 21

#4

8.74

8

Yamuna Bank - Vaishali

#5

29.64

23

Inderlok/Kirti Nagar – Brigadier Hoshiyar Singh

#6

46.63

34

Kashmere Gate – Raja Nahar Singh

#7

57.58

38

Majlis Park – Shuv Vihar

#8

37.46

25

Botanical Garden – Janakpuri West

#9

4.30

3

Dwarka - Najafgarh

#AP

22.70

6

New Delhi – Dwarka Sector 21

Total

347.66

253

Project Cost & Funding Phase

Project Cost (Rs)

Funding by

I

10,571 crore

Govt. of India, Govt. of Delhi and JICA

II

18,783 crore

Govt. of India, Govt. of Delhi , Govt. of Haryana, Govt. of Uttar Pradesh and JICA

III

41,079 crore

Govt. of India, Govt. of Delhi , Govt. of Uttar Pradesh and JICA

IV

24,949 crore

Govt. of India, Govt. of Delhi and JICA

Fact File • • •

Delhi Metro is Country’s largest and World’s sixth largest metro rail network after Seoul, Shanghai, Beijing, London and New York.

The United Nations has certified the DMRC as the first metro and rail-based system that gets carbon credits for reducing greenhouse gas emissions.

Delhi Metro is country’s first metro system that introduced Driverless operation partially.

WWW.METRORAILTODAY.COM

Technology Absorption/‘Make in India’ initiative of the Govt. of India Delhi Metro has always placed great emphasis for increased indigenization with highest quality standards in rolling stock resulting in a boost to local manufacturing, capital investment and generation of employment opportunities. As a result, vendor base for critical spares has been developed with provision of tender conditions mandating manufacture 75% of ordered quantity of rolling stock within India, and mandatory sourcing of certain items from India.

Further, efforts made towards indigenization of Signaling sub-systems have resulted in local sourcing of large number of equipment viz. cables, depot point machines, LEDbased signals, route indicators, junction boxes for point machines and signals cable distribution cubicles, electronic key transmitter box, emergency stop plunger, large video screen at Operation Control Centre, automatic push button, push fit couplers, high-density polyethylene (HDPE) pipes, etc. Most of the equipments procured for passengers announcement, passengers display & master clock systems viz. amplifiers, audio matrix, display panels (TFT & LED), indoor and outdoor clocks, etc. provided in Phase III have been manufactured in India and sourced from Indian firms.

Further, Delhi Metro is concentrating on indigenising a number of critical imported spares used for manufacturing as well as operations of trains viz. use of 3D printing technology for spares used in trains; some of the PAC items were revoked after indigenization, etc.

Communication Based Train Control (CBTC) System with Driverless/Unattended Train Operations (DTO/ UTO) functionality has been implemented on Line-7 & Line-8 of Phase III project. Platform Screen Doors with associated signaling interface were also provided on these lines. In order to facilitate knowledge up-gradation and in-house maintenance of the CBTC based signaling system, necessary training, simulation & laboratory facilities have been set up in Vinod Nagar and Kalindi Kunj depots.

R&D Project Development of indigenous CBTC (I-CBTC) based signaling system has been taken up as R&D Project. In November, 2019 the Company signed an MOU with Bharat Electricals Limited for development of indigenous signalling technology with an objective to indigenously develop and test Automatic Train Supervision system as per the European Standards mandatory for metro rail application and test it with suitable interfaces with metro sub-system at depot and mainline. ***

METRO RAIL TODAY MAY 2021

23

INTERVIEW

During more than one year, we are absolute in compliance with the guidance of Government to limit the spread of the virus. STAY SAFE EVERYDAY is our working orientation throughout the pandemic.

Thanks to that, there was not a single effected case of Covid-19 in Vinh Hung JSC and our company still operates normally.

-

LUONG VO TA, General Director, Vinh Hung JSC, Vietnam

Established in 2006, Vinh Hung Trading, Consulting and Construction Joint Stock Company (Vinh Hung JSC) has become a leader in supplying products and technological solutions for transportation and industrial construction.

Vinh Hung sale’s network spreads throughout the country with the Head office based in Ha Noi, the Branch located in Ho Chi Minh city and the Representative office located in Da Nang. The company has played an important role in creating competitive advantages of Vinh Hung brand name, contributing to ensuring sustainable development of the Company on three fields: “Trading, Manufacturing, and Construction”.

An interview with Mr. Luong Vo Ta - General Director of Vinh Hung JSC about how the enterprise approaches to Asian markets, especially to India during the Covid-19 pandemic and the opportunities along with challenges of Vinh Hung when expanding exports to these markets.

24

METRO RAIL TODAY MAY 2021

Can you share with our readers how Covid-19 situation updates is in Vietnam?

As of April 1st, 2021, there have been 2.603 total infections of coronavirus in Vietnam. At the moment, Vietnam has recorded 35 deaths related to the pandemic so far. Vietnam never had a national lockdown and we try to localize the lockdown and limit the area, as small as possible. In 2020, Vietnamese Government estimates showed economy growing 2.9% and set to grow 6.6% in 2021. Although this is the slowest rate in more than 30 years, it still proves Vietnam to be a rare winner from the Covid-19 pandemic.

Sharing long border with China, Vietnam has appeared the first infected case since late January 2020. Right from that time, we has taken very drastic measures that most other countries had only implemented from March-April 2020 to against Covid-19 such as: • Closing the border, banning flights from China • Testing and the mass, centralized quarantine of tens of thousands of people.

• Strengthening the propaganda to prevent epidemics • Compulsory wearing masks in public places, spraying bacteria frequently, etc.

That is how we successfully contained Covid-19 and fulfilled the government's dual goals of controlling the epidemic while maintaining economic growth How has Covid -19 affected Vietnamese enterprises?

Like businesses in the world, Vietnamese enterprises were negative affected by the pandemic. When the first outbreak happened, enterprises were very confused, many factories closed, consumption decreased, and foreign investment decreased suddenly. Especially, Vietnam has a very high ratio of exports and imports to GDP (198%) so its economy depends a lot on the international market. As a results, we were affected strongly when the pandemic broke out around the world.

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INTERVIEW

However, after efforts as mentioned above, Vietnam proclaimed success in containing the coronavirus and positioned itself as a safe place to do business, and capitalized on demand from international manufacturers looking to diversify their supply chains away from China.

Exporters have more chances to expanding to global market while manufacturers in the world are stagnant because of the pandemic.

These factors have helped Vietnamese businesses in general and our company in particular to quickly recover and made the macro economy of Vietnam an impressive growth in 2020 and the first quarter of 2021.

What is the secret of Vinh Hung JSC to overcome the difficulties caused by the Covid-19 pandemic?

The first and foremost reason as I mentioned above was Vietnam’s Covid-19 response success. Besides, the government implements a policy of "dual goals" to promote economic development where transport infrastructure is a priority sector. In 2020, a series of key national projects were invested and focused mainly on the Eastern cluster of the North-South Expressway and the North-South High-Speed Railway (HSR), Long Thanh International Airport Project, Terminal T3 Project in Tan Son Nhat International Airport. This policy has exploded the demand for our company's products.

On the company side, we thoroughly implement 5 main strategies: •

• •

• •

Compliance with the guidance of the Ministry of Health to limit the spread of the virus. Thanks to that, there was not a single case of Covid-19 in our company and our company still operates normally.

Applying technologies to reduce face-to-face interaction and increase productivity.

Investing in modern machinery and equipment to increase the manufacturing capacity. Besides, the production management and quality control systems are standardized in accordance with international standards. In 2020, we was certified with ISO 3834 and EN1090-2 (Exclusive class 3).

Increasing the quality of technical and sales team to capture opportunities in the booming development of the domestic market.

In addition to exploiting traditional markets such as the Philippines, Brunei, and Indonesia which are currently working with major partners from Spain, Korea, we promote to explore new markets such as India, Singapore, Thailand, etc. I evaluate these countries as potential markets with high demand in the coming time.

India is the 5th largest economy, 7th largest area, and the largest population in the world. This country is also the most dynamic economy in the world in recent years.

According to our research information, the Indian government is investing great resources to the development of transport infrastructure.

According to statistics, the average import-export turnover between Vietnam - India in 2020 reached about 1 billion USD per month on average. The number shows that Vietnam – India have become important economic partners of each other, two-way trade turnover has grown strongly and sustainably. Currently, India is one of the 10 largest trading partners of Vietnam, and Vietnam is one of India's leading trade partners in ASEAN region. In addition, that India has also cut import duty and anti-dumping duty on some iron and steel products from Vietnam creates favorable conditions for Vinh Hung to bring products into this country.

However, the differences in culture and business environments between Vietnam and India is the most difficult challenge for us. Moreover, there should be an effort to develop cooperation in Covid-19 time when we can not visit each others or have directly interaction.

How has Vinh Hung JSC approach India market recently?

Working with our India partners, we can see that India has very high demand on the quality of goods. Providing high quality products is a core value that our company bring to each customer. When approaching Indian market, Vinh Hung JSC already has experience working with large international corporations in Vietnam as well as in the Philippines, Indonesia, Brunei. In each area, we listen, adapt and renovate – so we can successfully improve productivity and performance regionally. Besides, our products are in accordance with international standard certification such as ISO 9001-2015, ISO3834, EN1090-2 so I believe we can meet the distinct standards such as IRC standards set by the Govt. of India.

In addition, Vietnam has local strengths that not many countries have such as cheap high-skilled labor, convenient maritime transportation with low cost and strong foundation in mechanical engineering. Therefore, we confidently provide products with affordable price but international insights in competition with suppliers from China, Korea and Europe countries. ***

What is your assessment of the opportunities and challenges of the Indian market for Vinh Hung JSC?

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PROJECT FINANCING

The Role of Development Financial Institutions in Infrastructure Development provide the financing needed in the developing world.

Development Banks can thus be key players for development by providing long-term financing directly from their own funding sources, by tapping into new sources and by leveraging additional resources, including private, through the co-financing of projects with other partners.

Gulzar Natarajan IAS & MD, AP State Finance Corporation

In brief, Development Financial Institutions also designated as Development Banks are often equated with the institutions which supply the capital to meet economic development objectives.

These institutions are meant to provide long term finance to agriculture, industries, trade, transport, and basic infrastructure.

A

World Bank survey defines a development bank as ‘a bank or financial institution with at least 30 per cent State-owned equity that has been given an explicit legal mandate to reach socioeconomic goals in a region, sector or particular market segment’. It uses the terms Development Bank and Development Financial Institution interchangeably.

According to UNCTAD, Development Banks are needed to bridge finance from end-savers to development projects.

Such bridging should be done by Development Banks at all levels national, regional and international – in order to

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A DFI provides financing for development activities at less than strictly commercial terms. It delivers this through technical assistance grants, structured loans, different types of guarantees and credit enhancement and sometimes even equity.

It is interesting that in the discussions on development banking, no distinction is made between the bank and nonbank development finance institution. The terms Development Financial Institution and Infrastructure Finance Institution and National Development Bank and Development Financial Institution are often used interchangeably. But, these are essentially different types of institutions, with different purposes.

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PROJECT FINANCING

The distinction in case of development and infrastructure financing institutions concerns their respective financing purposes. Infrastructure is only one of the development sectors. Also, there are important differences between lending for industrial and infrastructure purposes. For a start, unlike the shorter-term working capital requirements of the industry, infrastructure requires long-term capital.

Further, the risk-returns profile of infrastructure compared to industrial lending are very different. The risks, especially with construction, are much higher than with many other sectors.

A Development Financial Institution (DFI) is an institution that provides long-term finance for development. The National Development Bank is a type of DFI. As the name suggests, it is a deposit-taking bank. In contrast, a majority of DFIs are non-deposit taking institutions.

The strength and resilience of banks arise from their access to information (about their customers) and their cash-flow patterns. The provision of short-term working capital sits well with their strengths. In contrast, the provision of longterm capital expenditure does not. Banks are therefore well placed to provide working capital finance, but face assetliability mismatches when making long-term loans to infrastructure projects.

There are three different institutional forms for a DFI. First, deposit-taking wholesale banks. Second, non-deposit taking financial institutions. Finally, there are the offbalance-sheet entities like infrastructure funds. The RBI defines a non-deposit accepting, non-banking finance company, called Infrastructure Finance Company (IFCNBFC). A minimum of 75 per cent of its assets should be in infrastructure loans, and it should have a minimum Net Owned Funds of INR 3 bn.

The wholesale banks could meet long-term financing requirements. Non-deposit taking institutions, with appropriate capital sources, are well placed to provide longterm capital. Off-balance sheet entities, while more likely to enjoy an arms-length relationship with their owners, could also create principal-agent related governance challenges.

They could also be vulnerable to accumulating unsustainable leverage.

DFIs can be either wholly or partially owned by the government. A few have majority private ownership. The shareholding pattern is largely determined by the nature of the activities being financed, and their associated riskreturns profile.

Fully government-owned DFIs are risk-tolerant and are more likely to offer patient capital to invest in emerging technologies and infrastructure sectors. They would also be willing to accept less than commercial returns and offer

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debt at concessional terms. Further, such an entity will be able to ensure credit flows even in a downturn, thereby serving as an automatic economic stabilizer. Their objective function seeks to maximise development objectives, even at the cost of returns.

DFIs can be either wholly or partially owned by the government. A few have majority private ownership. The shareholding pattern is largely determined by the nature of the activities being financed, and their associated risk-returns profile.

However, ownership introduces issues of governance.

Governments usually do not maintain arms-length relationships with the management of organizations that they fully own. And DFIs that are majority privatelyowned struggle to reconcile their pursuit of development objectives with shareholder preference for profit maximization.

There are two broad categories of incorporation and associated regulation in the case of financial institutions.

There are institutional and instrument-based regulations.

This can also overlap, with the institution itself having one regulator and a separate regulator for specific instruments offered by that institution.

There are some DFIs which are established directly by the statute. The statute prescribes the regulator for the institution. Currently, NABARD, NHB, SIDBI, and EXIM Bank are the only four statutory DFIs. The Reserve Bank of India regulates them under the Banking Regulation Act 1949.

The remaining are incorporated as non-banking financial corporations (NBFCs) under the Indian Companies Act 1956. Depending on the nature of their activities, they register with different types of regulatory agencies. The RBI, SEBI, NHB, IRDA, and Registrar of Companies are all regulators for different kinds of NBFCs. In the context of financial market instruments, pooled investment funds not covered under the Securities and Exchanges Board of India (SEBI) (Mutual Funds) Regulations 1996, are regulated under the SEBI (Alternative Investment Funds) Regulations 2012. They include private equity, venture capital, hedge funds,

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PROJECT FINANCING

infrastructure funds, etc.

Examples of instrumental regulation are the Infrastructure Debt Funds registered with the Securities and Exchanges Board of India while the issuing institution, the India Infrastructure Finance Corporation Limited (IIFCL) is institutionally under the regulation of the RBI and the National Infrastructure Investment Fund (NIIF) which is an Alternative Investment Fund regulated by SEBI. Complicating matters, sometimes DFIs can be both a market maker in terms of refinancing or even direct lending, and also be regulating and supervising institution.

In India, the National Housing Bank (NHB) does both refinancings of housing finance companies (HFCs) as well as their regulation and supervision.

The funds for lending can come from either the government or the market. In this context, it is important to keep in mind that DFIs can serve their purpose of being catalytic if they have access to relatively cheap sources of financing.

So concessional or semi-guaranteed public debt, low-cost deposits, institutional savings, and government transfers are perhaps the most appropriate forms of capital for lending.

In the pre-liberalization era, the RBI printed money and refinanced DFIs. However, post-liberalization, DFIs have had to raise money from the market through bond offerings in the capital market and through private placements. DFIs also benefit from permissions to issue tax-free bonds.

The long gestation of infrastructure projects means that they require long-term capital. Such capital is typically supplied by pension and provident funds, insurers, postoffice savings, and other long-term savings sources. The DFIs could even float sector-specific funds that would attract investors. They also access long-term credit from multilateral development institutions.

Further, these funds can also come from either internal or external sources. Recently established institutions like the NIIF have sought to raise capital from sovereign wealth funds, pension funds, and insurers. For external financing to be sustainable, the expenditures or revenues, ideally both, have to be in foreign currency. This would help avoid currency mismatches that happen when revenues of the foreign currency financed investment are in the local currency. Infrastructure projects, with local currency revenues, are therefore best financed by local currency debt.

exports. Broadly focused ones tend to cover some or all of these sectors. Each of these activities has its unique financing requirements – use of funds, the tenor of funding, amounts involved, etc. The nature of these activities also determines the source of funding for these DFIs themselves.

The long gestation of infrastructure projects means that they require long-term capital.

Such capital is typically supplied by pension and provident funds, insurers, post-office savings, and other long-term savings sources.

The DFIs could even float sectorspecific funds that would attract investors. They also access longterm credit from multilateral development institutions.

DFIs can both take equity in the project or provide debt.

Equity investments by DFIs could de-risk investments for private investors besides lowering the cost of capital of privately raised debt. On a related note, they can also be under-writers for equity raising.

The refinance role is most often a very stable source of income and invariably this part of the DFI balance sheet that could also off-set the losses on the direct lending side.

Most often, the positive glow of profitability on DFI balance sheets can be traced to the dominance of refinancing activities and lending to captive government borrowers. *** Author is 1999 batch IAS Officer and currently serving as Managing Director at Andhra Pradesh State Finance Corporation. Views are personal.

DFIs can have a specific sectoral or broad focus. The specific sector ones typically cover infrastructure, core industries, small and medium enterprises, agriculture, and

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OPINION

Why are metro projects not able to extract 50-60% of the project cost?

There is also a question about public policy, should the fare be fixed for maximum revenue or can more people ride (or benefit more and more people)?

Manish Agrawal Partner, PwC India

M

etro has been started in 11 cities in the last 10 years. The total length is 780 km and construction of 578 km is underway.

In the next total years, we will also see metro starts in eight other cities and 20 others are in various stages of the scheme. This will continue to reshape the urban boundaries. However, the financing of Metrorail remains a concern even today.

Despite many models of personal financing, there has not been much progress.

Why are metro rail projects not even able to extract 50-60% of the total project cost? It has been very difficult for the city to convert the metro generated economic value to the financial value for the project. Rent is the first way in which economic value can be converted into financial value. However, it is difficult to collect the fare on the basis of full price and the same cannot be done in other modes of public transport. The first thing is that the full utilization of the track's capacity is gradual over time.

This means that the fixed price burden cannot be imposed on some riders only, this will lead to very high fares. It is not realistic to charge this price from passengers. This will make some people prefer alternative modes of transport.

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People decide their mode of transport by looking at the price, time and convenience. Many aspects of timing and convenience are beyond the control of the metro project.

Ease of access and proliferation depend on the availability of feeder service (bus, auto or private vehicle). Physical layouts and integrated ticketing systems are some of the ways to achieve this. Parking pricing is also another tool that makes public transport attractive.

Integrating multiple modes of public transport is yet another means of use in India. Integrating city planning with the metro rail network is also getting reduced. The development of the metro network in Delhi helped to further the spread of the city. This led people to stay away from their place of work. However, new business areas and residential areas were not developed, due to which people needed a long journey and the congestion in the metro continued due to everyone going to one place.

Development of commercial and residential areas near metro stations is still at the same level of planning in most cities. This leads to maximum capacity development and can also be charged per kilometer. This does not put too much burden on the passenger's pocket, as the total cost on the ticket is not very much due to short journey. There are other important aspects of this topic, which will be discussed in the next article. ***

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URBAN RAIL AND EQUIPMENT BUSINESS SHOW 2021 1 JUNE, 2021 – 31 JULY, 2021 | ONLINE A Mega Virtual Show for Railway Industry

PRESENTS

www.urbantransportevents.com BENEFITS OF VIRTUAL EXHIBITION  Very low cost exhibition opportunity: No need to worry about high expenses on transportation, shipping, hotels, hospitality and booths  Very Safe and effective mode of showcasing products and services in the front of global audience and end users. No need to worry about infection of COVID-19.  Lead Retrieval and Follow Up is also much easier as information of all visitors recorded in our database automatically.  Green initiative towards saving environment: We can save thousands of trees as there is no more printing, branding and handing outs thousands of flyers required. We put all information in digital and downloadable form for visitors.  Real-time response: Visitors and exhibitors can interact directly through chat platform.

Urban Transport News is pleased to announce a Mega Virtual Show for Railway Industry at a time of unprecedented disruption. The Covid-19 crisis has impacted passenger rail operations, placed intense pressure on freight supply chains and delayed project developments around the world. There is never been a more important time for the global rail industry to come together and learn how to survive and thrive in a post-Covid-19 world.

The first of its kind, this 24-hour virtual exhibition will showcase how private players and railway operators are innovating to endure and accelerating their digital transformation journeys to keep operations on track. We’ll be broadcasting presentations and live interactive sessions from leading railway industry execs across the world. Join our mega virtual show from anywhere at any time.

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Despite Covid impact, we are trying that something is done in 2023.

Achal Khare, Managing Director, National High Speed Rail Corporation Ltd (NHSRCL)

readymade solution to this. In Gujarat also, we had issues of plots where there were 20 owners of a plot. We discussed it with the Gujarat government and they extended all help to resolve ownership issues. We could settle issues there quite well. But in Palghar, in many cases the real owners and persons in possession of land are different.

The Rs 1 lakh crore Ahmedabad-Mumbai highspeed rail project is a prestigious one. Achal Khare, managing director of National High Speed Rail Corporation Ltd has explained its challenges to Dipak Kumar Dash, Times of India:

Will Covid affect the deadline?

The Covid impact will be there. But we are trying to do

Where does the project now stand?

We have got 95% land in Gujarat and out of 351 km falling in the state, contract for 325 km has been awarded. The project is now fully into the construction phase. All the remaining civil packages in the Gujarat portion will be awarded during the current calendar year. In Maharashtra, 24% land has been acquired. But this is very scattered and we can’t even take up work on 10-15 km.

What is the status in Maharashtra?

In Palghar, we were quite successful. We had carried out joint measurement surveys in 71 out of 73 villages. It shows that people are largely not against the project. We completed 450 sale deeds in Maharashtra, all on consent, and in only Palghar we have done 220 such sale deeds. But we need to have 1,200 sale deeds. People are ready to give the land, the major issue is their land records.

There are plots, around 500, where land ownership is not clear. There are plots where 150 or 200 names are entered in the records. They call it ‘gola plot’. There is no

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The Covid impact will be there. But we are trying to do something by December 2023 or early 2024. We have aligned the contractor also on this thinking that let’s try and achieve something in one section for the trial purpose. I am in talks with the Japanese side. We have not been able to concretise all this. But they are agreeing to this kind of arrangement.

We are trying that something is done in 2023. If not fully, our attempt is let’s partially fulfill the dream.

Achal Khare Managing Director, NHSRCL

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INTERVIEW

something by December 2023 or early 2024. We have aligned the contractor also on this thinking that let’s try and achieve something in one section for the trial purpose.

I am in talks with the Japanese side. We have not been able to concretise all this. But they are agreeing to this kind of arrangement. We are trying that something is done in 2023.

If not fully, our attempt is let’s partially fulfil the dream.

Is technology transfer from Japan happening?

Let me start with areas where we had nothing. Metro and railways have ballastless tracks and these are fit for 80, 90 or 100 kmph. But the tracks that Japanese are making are fit for 350 kmph train speed. So, with a lot of discussion, last year they agreed to open this area to Indian contractors. This is a major achievement. Every supervisor and the workers of the contractor will be trained first and certified by Japanese experts before being put on the job.

We have estimated 800 supervisors and workers will have to be trained for this. This will help us get construction track technology, which is fit for 350 kmph.

Second is steel fabrication which requires very high skill.

Initially, this was kept for Japanese players.

A committee of experts came up with the finding that right now this does not exist in India, but can be achieved. To ensure that the trained workforce doesn’t deviate from the standard while doing it, there will be two international experts at the welding facility throughout the fabrication process at the workshop. Now, this package is open to Indian players. After doing this project, the fabrication quality in India will improve significantly.

Another area was the quality of steel. They were insisting on Japanese quality. We took their standards and shared it with big manufacturers. It took us about a year and they confirmed that they will be able to produce quality steel of Japanese standard. So, all steel is going to be manufactured in India.

Will the first project make us self-reliant in high-speed rail?

brought in complete knockdown condition, but assembled and tested here. So, even assembling and testing will require an investment of about Rs 300 crore by Indian manufacturers. We estimate if there is demand of around 100-150 in a year, probably setting up of a factory in India will be viable.

Another area is signalling and telecom. Japanese are using gas filled cables. If a small crack happens, the gas will start leaking and there is a cable monitoring system that will tell that there is a problem at a particular point. So, you can replace that before it causes a failure. That is why their reliability is so high. In India we are not manufacturing gas filled cables. Signalling and telecom is an area where we will need some handholding whether it’s Japanese or European technology.

The budgetary allocation has been increased for this year How are you going to speed up the work?

This year we have been allocated Rs 14,000 crore, which is more than Rs 1,000 crore per month. We will award all civil contracts in Gujarat.

We have awarded two major contracts, which are to the tune of Rs 33,000- Rs 34,000 crore that will be carried out in next four years. This Rs 14,000 crore will be used mostly for works.

Now, there is a plan to have six to seven more high speed rail corridors. Will that bring some change?

I am pretty sure if all these six to seven come, probably in signaling and telecom also 70-80% can be indigenous. It’s a question of the market, we have the capability.

Anything you can share on the new corridors which have been planned?

We have submitted the draft report for Delhi-Varanasi stretch. We will give all details in the final report. The idea is if the project is sanctioned, we can start work from day one. All routes will be justified on economic returns. ***

Yes, we can do civil works, steel fabrication and track ourselves. Only in two areas we would need some hand holding; one of them is rolling stock. We have estimated 24 train sets and six will be done here. Because most of the material is not manufactured in India, the six will be

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FROM THE HISTORY

How the world's first metro system was built in London?

150 years ago the world's first underground transport tunnel opened in London: the Tower Subway. A rail car shuttled back and forth under the river between the banks of the Thames - a much admired technical innovation in 1870. Even though the narrow iron tube was only used for a few months, it set a milestone in the history of transport.

Seven years earlier, the Metropolitan Railway had opened, connecting Paddington and King's Cross stations with central London and leading through a brick tunnel. But the Tower Subway was the first purpose-built underground transportation tunnel and thus started a new era of the transportation.

The narrow tube of the Tower Subway was not the first tunnel under the Thames. Already in 1825, the construction works for the Thames Tunnel had been started, which finally opened in 1843 after endless difficulties. It connects the city districts Rotherhithe and Wapping and is approximately 10 metres wide and 366 metres long. This first tunnel under a river in the world was a sensation back then and a great visitor attraction, too.

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Inspired by the Shipworm The engineer Marc Isambard Brunel (1769-1849), together with Thomas Cochrane, had developed a tunnel driving shield for this purpose. Cochrane, 10th Earl of Dundonald (1775-1860), was a legendary British naval hero. This makes the anecdote that the sailor should have been inspired by the shipworm sound quite plausible. This species of mussel (Teredo navalis) drills its shell upside down into the wood and has many a ship on its conscience.

Brunel and Cochrane applied for a patent for their tunnelling shield in 1818 (GB 4204/1818).

This was a construction made of cast iron in which the miners could dig in separate chambers at the tunnel front.

From time to time the shield was driven by a huge mechanism and the tunnel surface behind it was lined with bricks. The basic concept of the tunnelling shield still determines tunnel construction today.

The Brunels: pioneers of modern transportation Marc Brunel ruined his health with the Thames Tunnel.

His son Isambard Kingdom (1806-1859) took over the management of the difficult pioneer project (and became an even more famous engineer than his father as a railway and ship designer). Originally planned for horse-drawn carriages, Thames Tunnel was first opened to pedestrians, and later to the trains of the London Underground, which still uses the historic tunnel today.

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FROM THE HISTORY

When the Tower Subway was tendered for construction in 1863, engineer James Henry Greathead took up the concept of the tunnelling shield and improved it (GB 1738/1874). This enabled the second tunnel under the Thames to be completed much faster and more cheaply than the first.

Now the tunnel received artificial lighting and was opened to pedestrian traffic on Christmas Eve 1870. Access to the tunnel was via a spiral staircase on both banks of the Thames. From then on, an average of 20,000 passers-by a week used the tunnel, each paying half a penny.

When the Tower Bridge built over the tunnel was opened in September 1894, soon hardly anyone used the dark, narrow pedestrian tube. It was closed in 1898. Later on, water pipes and telecommunication cables were laid there.

Subterranean success The real triumph of the underground railway only began with the development of electronically driven trains. The most important pioneer was Werner Siemens, who presented an electric locomotive at the 1879 Berlin Trade Exhibition. In 1881, he opened the world's first electric tram in Berlin-Lichterfelde. However, an electric railway network was not established in Berlin for years. The British, on the other hand, did not hesitate: In 1890, the first underground railway in London was operated with electric locomotives from Mather & Platt of Manchester.

The largest underground network in the world quickly grew in the British capital. It was only recently that the networks of Shanghai and Beijing overtook it in their extension.

Sir Marc Isambard Brunel (Image: National Portrait Gallery, London)

Shuttle traffic in claustrophobic tube The Tower Subway was opened on August 2, 1870. The tube has a length of about 400 and a diameter of about 2 meters. It lies safely 6-7 meters below the river bed, thus avoiding the water ingress that had made the first tunnel construction so complicated.

It goes without saying that the technology surrounding trains and tunnels is constantly being advanced. Today, new focal points are being added that nobody would have thought of in 1870, such as "Device for disinfecting the air in underground railway carriages".

The "Tube", as Londoners affectionately call their Underground, has grown to 270 stations and 11 lines extending deep into the suburbs of the British capital. As the oldest and for a long time largest underground in the world, the London "Tube" enjoys great popularity. It is therefore not surprising that Transport for London have secured various trademark rights around "London Underground“.

Inside the narrow metal tube, an eight-wheeled rail car shuttled back and forth between the two termini. It could carry twelve people and was pulled through the tube on a steel cable (similar to a funicular), driven by two steam engines with a capacity of 4 hp. The journey through the tunnel took about 70 seconds.

Some interesting facts

The passage on the first underground train cost one penny (tuppence for first class passengers, although they were all on the same trolley!) But the operators never got their money's worth. Only a few months after the opening, on 7 December 1870, the rail car services were closed down.

•

Bridge triumphs over tunnel

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• •

•

The majority of the London Underground is not Underground as trains are being run mostly on surface level tracks.

Each metro train travels about 1,84,270 kilometres a year which is 4.6 times around the world.

About 1.3 billion journeys are made on the London Underground each year.

The deepest underground station is Hampstead which is built about 192 fit below street level.

(Data source: www.dpma.de)

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INNOVATION IN RAIL

Schneider Electric launches EcoStruxure Rail to build reliable urban rail infrastructure in India

S

chneider Electric, the leader in the digital transformation of energy management and automation, recently launched EcoStruxure™ Rail in India. The company aims to build a collaborative digital environment for safe, reliable, efficient, and sustainable metro rail operations in India through this end-to-end digital solution.

The EcoStruxure Rail also intends to enhance smart management significantly, offer electrical safety as well as improve energy efficiency by up to 25 per cent. It enables efficient planning services and safeguards operations of the system, thereby increasing the overall operational efficiency by up to 20 per cent and reduce the total ownership cost by 15 per cent.

Managing the rail network of India is becoming increasingly difficult. Some of the rail network’s most crucial issues include metro rail lines’ extension and stations, the system’s complexity, and passenger traffic of high volume. Besides, within the limited space of the stations, there are multiple installed electrical facilities that consume electricity of significant amount. This necessitates a reliable and continuous power supply in order to ensure that system operations are carried out efficiently and safely.

According to Schneider Electric, the advanced IoT-enabled EcoStruxure Rail platform is best positioned to solve the Indian metro-rail segment’s critical challenges. It helps optimize the consumption of energy by utilizing smart energy management solutions, braking energy recovery and integrating renewables.

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The EcoStruxure platform has aided Metro Rail networks around the globe in four areas: environmental control, power delivery, communication, and services. Also, it increases the system’s resilience in case of cyber-security attacks by offering solutions to avoid and detect intrusions at all levels: telecom system, control centre, and field devices. Moreover, according to the company, it improves electrical safety, smart management, and atmosphere of metro stations, along with the operation of their systems, with solutions for Traction Power, Signaling Power, Distribution Power and Construction management.

The Indian government has fast-tracked sizeable metro-rail development projects to serve the demands of millions of people. The latest development has necessitated the creation of a design, planning, service, and construction strategy that drives energy efficiency. Our EcoStruxure™ for Rail solution aims to significantly improve operational efficiency, sustainability, asset performance, feasibility data, and employee productivity. This solution is targeted towards providing real-time awareness breaking silos, resulting in safe, comfortable, on-time operations, and effective passenger services into the Indian market.

– ASHUTOSH SHUKLA Director Transportation and Mobility, Schneider Electric India “Our partnership with AVEVA, ETAP, and RIB will further ensure seamless and collaborative data flow through the entire metro-rail lifecycle, from Design and Build to Operate and Maintain,” he added.

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INTERVIEW

Q&A with Ashutosh Shukla, Director - Transportation & Mobility, Schneider Electric India In a recent conversation with FE Online, Ashutosh Shukla, Director- Transportation & Mobility, Schneider Electric India talked about the current scenario and challenges for metro rail in Indian and about the company offers open, interoperable, IoT-enabled system architecture and platform that delivers enhanced value around safety, reliability, efficiency, sustainability, and connectivity to the customers. Schneider Electric India claims that the solution aids Metro Rail networks in different areas like power delivery, environmental control, communication and services.

What is EcoStruxure Rail? How does it aim to solve the critical issues faced by the Indian metro-rail segment?

EcoStruxure Rail is an enterprise level end-to-end digital solution for metro rail to create collaborative environments for a safe, energy efficient, reliable and sustainable rail infrastructure operation. This solution is targeted towards providing real-time awareness breaking silos, resulting in safe, comfortable, on-time operations, and effective passenger services into the Indian market. The advanced IoT-enabled EcoStruxureTM platform will aid metro rails in four main areas: power delivery, environmental control, communication, and services. It also increases the resilience of the system in case of cybersecurity attack by providing solutions to avoid and detect intrusions at all levels: control centre, telecom system and field devices. It improves the smart management, electrical safety, and atmosphere of Metro stations, as well as the operation of their systems, with solutions for: • Traction Power: Complete solutions for Rail electrification, including traction substations and its electrical equipment, overhead systems, control and protection for the network and microgrid supervision helping the proper energy management and operation.

• Signaling Power: A complete portfolio designed to cover the power supply needs for critical signaling systems, oriented to feed the disperse assets spread over the tracks.

• Distribution Power: The most comprehensive portfolio primary and secondary distribution that covers every application and every environmental condition, including UPS and cooling systems which includes air quality control by deploying energy management solutions through HVAC, lighting, etc.

• Construction management: Through application of 5D BIM modelling adding elements of Time and cost over 3D BIM, optimize planning, estimation, scheduling,

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align procurement and finally digital handover end facility management.

The solution intends to significantly enhance smart management, provide electrical safety and improve energy efficiency by up to 25%, enables efficiency planning services and safeguard system’s operations, thereby increasing the overall operational efficiency by upto 20% and reduce the total cost of ownership by 15%.

What is the current scenario of the metro rail segment in the country and the challenges faced by the sector?

The metro rail-segment in India is growing at a rapid pace.

Recently, the focus is also shifting to tier II cities as new metro rail constructions have started in cities such as Indore, Surat, Bhopal, Kanpur, Patna, etc. While some projects are Greenfield i.e. they are in the first phase, others are extending their existing railway infrastructure by introducing new lines and phases. Managing this exponential rail network is becoming increasingly difficult as the sector is facing issues like system complexity, high volume of passenger traffic, limited space of the stations etc. Furthermore, there are numerous installed electrical facilities that consume a significant amount of electricity.

This necessitates a continuous and reliable power supply to ensure that system operations are carried out safely and efficiently. Schneider Electric’s advanced IoT-enabled EcoStruxure™ Rail platform is best positioned to solve the critical challenges faced by the Indian metro-rail segment.

It helps optimise energy consumption by using smart energy management solutions, integrating renewables, and braking energy recovery.

What is the estimated size of the metro rail segment in India?

According to a research by Indian Infrastructure, over 25 cities in India will have operational metro rail networks in

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INTERVIEW

the coming years and around Rs 3-4 trillion worth of projects are expected to be commissioned in the next 4-5 years. The government is also working towards delivering close to 1,000 kms of Metro Rail system in the country by 2022. While metro rail will continue to be the dominant mode of commuting, various other models such as rapid rail and light rail will also see a growth in the country.

Operate and Maintain.

What kind of opportunities does Schneider Electric see in this segment?

Today, most of the emerging metro systems in India faces a key challenge of increasing the ridership in a metro network to meet the design levels. Maintaining system advantages such as commuter safety, minimum and predictable travel times, and wait times are some prime aspects that metro systems must optimise for passengers and for the metro to remain a preferred mode of transportation. As the network grows, metro authorities will need to explore strategies for crowd control, traffic management, curb and platform use to help create better ridership levels.

Safe and reliable transportation is crucial for the growth of cities and success of investments, as well as the efficiency and comfort of everyday commuting While the metro rail segment is evolving at an exponential rate, there are various issues that needs to be addressed such as uninterrupted power supply, high volume of passenger traffic, system complexity and so on. This is where we see massive opportunities for companies like us as these issues can only be addressed by technology. We have a full portfolio of solutions, products, and services for sustainable long-distance and urban rail infrastructure.

Do you also export the products under the metro rail segment?

We are doing indirect exports, wherein we supply to Indian car builders for metro, who in turn export to the world over. As more and more global car builders make India as the major manufacturing hub for their companies; we are getting an opportunity in terms of indirect exports.

Indian cities are investing heavily on rapid transit systems. Apart from increasing the network it is also important to ensure operational integration and systems planning. Do you agree?

Yes, I agree. Last mile connectivity is key to achieve overall reliability and cost-effectiveness across a transit system. Therefore, it is imperative to have a strategy that enables operational integration as well as system planning.

This is where digital twins can play a revolutionary role. By creating a digital twin model, one can oversee the latent effects of a particular physical integration and reconfigure it as per the requirements. This will help plan shorter transfer paths, reducing wait times, improved navigability and increasing circulation efficiencies. We have collaborated with world-leading technology software companies such as RIB, ETAP, and AVEVA to drive digital transformation in the metro-rail market. These companies use their robust, Vendor agnostic software portfolio to apply the “Single Version of Reality” paradigm over the entire cycle, resulting in a “Model Based Approach” in everything they do. By deploying such technologies, Metro agencies can explore station design with big data applications thereby ensuring a seamless and collaborative data flow through the entire metro-rail lifecycle, from Design and Build to

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With ever changing socio-economic dynamics, the metro segment in India is faced with a unique challenge of huge traffic and ridership. What strategies should be followed so that the metro segment can increase its operational efficiencies?

What kind of opportunities does Schneider Electric see in this segment?

Safe and reliable transportation is crucial for the growth of cities and success of investments, as well as the efficiency and comfort of everyday commuting While the metro rail segment is evolving at an exponential rate, there are various issues that needs to be addressed such as uninterrupted power supply, high volume of passenger traffic, system complexity and so on. This is where we see massive opportunities for companies like us as these issues can only be addressed by technology. We have a full portfolio of solutions, products, and services for sustainable long-distance and urban rail infrastructure.

Do you also export the products under the metro rail segment?

We are doing indirect exports, wherein we supply to Indian car builders for metro, who in turn export to the world over. As more and more global car builders make India as the major manufacturing hub for their companies; we are getting an opportunity in terms of indirect exports.

What are your plans for India in the coming years?

Schneider Electric has a strong presence in operational technologies for the metro rail segment. We are now looking at integrating these operational technologies with the IT layer. For this, we have partnered with global software specialists such as RIB software and ETAP to further digitise the metro operations and support them in their long-term journey of digitisation and asset management. In the next 5 years, we’re looking at a 20% CAGR growth for Schneider Electric coming from the transportation segment which also includes metro-rail.

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TECHNOLOGY TALK

Innovative use of CORS technology for Regional Rapid Transit System (RRTS) Hence it is very important to maintain accuracy in civil structure alignment. Keeping this in mind, the NCRTC went beyond the traditional technologies and adopted an ultra-modern survey technique, CORS, which is being used for the first time in the country in any mega infrastructure project.

Vinay Kumar Singh Managing Director National Capital Region Transport Corporation (NCRTC)

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he Linear Railway infra projects require high accuracy surveys to achieve designed track alignment. Given the design speed of 180 kmph on the structure either elevated viaducts or underground tunnels, there is no scope for fault in the construction of RRTS structures and tracks.

The NCRTC is using "Continuously Operating Reference Station (CORS)" technology to ensure accurate civil structure alignment in the construction of DelhiGhaziabad-Meerut RRTS Corridor.

CORS is a network of 'reference stations' that are established at every 10-15 kilometers along with the DelhiGhaziabad - Meerut RRTS corridor, these CORS 'reference stations' are connected to the "Control Center", which provides the real-time data to the rovers collected from 3-5 reference stations. The entire process of data collection enables the rovers to achieve accuracy of up to 10 mm.

Also, given the limited timeframe for the implementation of the country's first RRTS project, the construction work is in progress at multiple sites simultaneously. To ensure that construction at multiple locations does not impact the accuracy of the project, CORS is being used as it mitigates the risks of any kind of error during the construction. The CORS network is set up for the first time in the country for a rail-based project, the system is set to be a path-breaking system for such projects to conduct surveys.

CORS- Continuously Operating Reference Station - is a global positioning system (GPS) based technology mainly used in surveys, mapping, and allied services. This technique ensures complete accuracy in the construction of a predetermined corridor in civil construction so that the planned alignment can be achieved.

Delhi-Ghaziabad-Meerut is an 82 km long corridor going over rivers, railway lines, roads, expressways, and flyovers.

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ACHIEVEMENTS

Alstom delivers the 100th Electric Locomotive of 12,000 HP to Indian Railway Built in one of India’s largest integrated greenfield manufacturing facilities, these are the nation’s most powerful Made-in-India Electric Locomotives  Alstom Transport India

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lstom, India’s biggest multinational sustainable mobility provider with a comprehensive portfolio of offerings, has successfully manufactured and delivered the 100th electric locomotive to Indian Railways. As part of the contract worth €3.5 billion won in 2015, the company will be supplying 800 fully electric high-powered double-section locomotives of 12,000 HP (9 MW) for freight service, capable of hauling ~6,000 tonnes at a top speed of 120 km/hr. This is the largest Foreign Direct Investment project in the Indian Railway sector.

In the financial year 2020-2021, Indian Railways recorded a freight loading of 1,232 million tonnes, which was 2% higher than the previous fiscal. Introduction of faster trains has helped increase the average speed of transportation by 83% leading to a shorter turnaround time and has supported the movement of essential goods during COVID-19 times.

With the first Prima T8TM WAG-12B inducted for commercial service in May 2020, these locomotives are transforming the heavy freight transportation landscape of India. Deployed for operations on major freight routes, including Dedicated Freight Corridors, the Prima T8TM WAG-12B e-Locos have already clocked over close to 5 million kilometres hauling a wide range of commodities.

These locomotives also made the inaugural run on the first fully operational sections of the Dedicated Freight Corridors, in December 2020. Some of the key commodities moved by these e-Locos include - coal, cement, food grains, fertilisers, petrochemical products, minerals, and posts/ parcels, across 17 States & 2 Union Territories.

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The Prima T8TM WAG-12B e-Locos are built at one of India’s largest integrated greenfield manufacturing facilities at Madhepura (Bihar). Spread across 250 acres, this industrial site is built to international standards of safety and quality. The site has installed production capacity of 120 locomotives per annum and Alstom has progressively achieved over 85% indigenization. With these powerful eLocos being manufactured within the country, India has become the 6th in the world to join the club of countries producing high horsepower locomotives indigenously.

I’m pleased to mention that despite challenges posed by COVID-19, we have been able to successfully manufacture and deliver 100 e-Locos to the Indian Railways in less than a year. Due to the intricacy of the project, it is really an honour to work on a first-of-its-kind ‘Make in India’ project that resulted in a technology breakthrough for the nation. Our successful collaboration with Indian Railways is paving the way for bringing advanced innovation and technology to the Country. Alstom is committed to delivering safe, reliable, and efficient solutions for IR’s revolutionary journey towards becoming the world's first 100% green railways.

Alain SPOHR Managing Director, Alstom India

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ACHIEVEMENTS

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The project also includes setting up of two ultramodern maintenance depots in Saharanpur (Uttar Pradesh) and Nagpur (Maharashtra). These depots are equipped with the latest technologies and features to anticipate breakdowns thereby enabling proactive maintenance of India’s most advanced freight locomotives at significantly lower costs.

The depot in Saharanpur is currently operational and houses a ‘Training Centre’ equipped with a loco simulator and smart classrooms for skill development of railway employees and loco pilots. Till date, more than 500 loco pilots from Indian Railways have been trained and going forward, an additional 500 will be trained annually. The Nagpur depot will be functional next year.

It was a proud moment for Indian Railways, as it became 6th country in the world to join the elite club of producing high horse power locomotive indegenously. It is the first time, high horse power locomotive has been operationalised on broad gauge track in the world. The locomotive has been produced under Make in India programme.

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Indian Railways has entered into Procurement cum Maintenance Agreement with Madhepura Electric Locomotive Pvt. Ltd. (MELPL), a joint venture of Indian Railways and M/s Alstom. As part of largest Foreign Direct Investment project of Indian Railways, Ministry of Railways and Alstom came together in 2015 to transform the heavy freight transportation landscape of the country.

A landmark agreement worth 3.5 billion Euro was signed to manufacture 800 electric locomotives for freight service and its associated maintenance.

M/s Alstom has delivered prototype locomotive in March 2018. Based on the test results, Alstom has redesigned the complete locomotive including bogies. The new design of locomotive has been inspected by RDSO at Madhepura factory and cleared for dispatch from factory. After test and trials M/s Alstom will accelerate the delivery schedule and supply 10 locomotives in FY 2019-20 and 90 locomotives in FY 2020-21 and 100 locomotives per year beyond March 2021 as per their recovery plan. This is the first time such High Horse Power locomotive is being tested on Broad Gauge network in the World by any Railways.

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***

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DIGITALISATION IN RAIL

How digitalisation is transforming the Indian Railways?

Further, with metro rails resuming operations in a graded manner, digital technologies help in demand management, social distancing, and providing real-time information for authorities and passengers.

Krishnan Balasubramanian Director (Business Consulting) DASSAULT Systemes

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ndian Railways is the third largest railway network in the world by size, and is continuously undergoing changes. One area of importance is to improve the network capacity and utilisation, faster services, and safe running of trains.

The current scenario has changed the transport paradigm with the focus shifting from infrastructure to service and from ready-made to tailored solutions. Underling the importance of evolving with technology, the Railway Minister recently said that technology is the only input which can significantly impact the future of the Railways.

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For the Railways, the rapid digitalisation is marked by the fourth industrial revolution — Railway 4.0. It enhances railway infrastructure, services, systems, signalling and rolling stock while improving the operational efficiency of the assets. They are being re-imagined, designed, delivered and operated using technology that brings stakeholders into collaborative partnerships, thus changing the face of the Railways.

Designing of coaches, signalling and traffic management, freight management, train services, workforce and customer management are some of the key areas of digitalisation in the rail sector.

Rolling stock Most of the rail coaches run through traditional manufacturing processes that lead to high inventory cost with parts being produced and stored before being assembled. With digitalisation, the costly traditional manufacturing is being rapidly optimised and enhanced by platform-based 3D technologies.

With the rolling stock manufacturers using virtual 3D platform and technology to incorporate subsystems,

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components and assembly information, the coach designs are accurately modelled, simulated, analysed and improved in the virtual world, to correct the faults and inefficiencies in order to avoid costly mistakes.

Additive manufacturing is evolving as a game changer in the Railways like in other sectors. The Railways recently started using ‘Make in India’ 3D printer to design and print coach components in-house as per requirement.

The Railway Minister also recently announced the plan to redesign passenger coaches as per international standards to make them safer, comfortable and faster. The 3D design platforms and passenger experience solutions are also revolutionising the rail sector by incorporating integrated electronics, reconfiguring seating and standing areas or adding styling through the cabin that reflects the local aesthetic or identity.

Additionally, the new policy framework by the government has proposed to use public-private partnership (PPP) to unleash faster development signalling systems in the country.

With the plans to modernise 8,000 railway stations, the government is also leveraging the Building Information Modelling (BIM) process for designing and installing railway-signalling systems. The 3D technologies helps to visualise infrastructure life-cycle and solve problems by eliminating various issues because of the mistakes caused by poor communication of data.

Signalling system The technological advancements are enhancing the railway infrastructure capacity by converting to electrified routes with advanced signalling. This modernisation of signalling system includes implementation of European Train Control System (ETCS) that adheres if the speed limit of the train is compatible with the permitted speed allowed by signalling, thus improving safety and punctuality.

With the plans to modernise 8,000 railway stations, the government is also leveraging the Building Information Modelling (BIM) process for designing and installing railway-signalling systems. The 3D technologies helps to visualise infrastructure life-cycle and solve problems by eliminating various issues because of the mistakes caused by poor communication of data.

Workforce management The staff in the Indian rail network are using various innovative technological solutions to improve efficiency, ranging from customer service to maintenance and repair work. Having a workforce management platform helps the staff to plan and schedule processes in a planner software for control over the entire workforce process such as capacity planning, daily task scheduling, real-time rescheduling, routes, employee availability and competing time slots.

The software platforms allow the operators to see all scenarios and decision consequences in real time and then take an informed action. It also enables the train planners with a dynamic decision support tool to see all scenarios and decision consequences in real time, to help make customer-centric decisions and improve service reliability.

Train service efficiency Different trains running on a network have different priorities, speed restrictions and stoppages. Considering these constraints, track speeds, and requirements, the train schedules are being made to increase the network utilisation. This, when performed with network optimisation, increases the number of trains that can run on the same network, thereby increasing the revenues to the Railways.

Fleet planning

The infrastructure 3D model technology also recognises the oncoming train and its speed, records data image and helps with 3D visualisation of railway track with all assets, train driver simulations and digital track capturing.

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Having the right fleet with wagons, coaches at the right place and at the right time can increase the revenue to the Railways. Reducing empty kilometres by proper planning can reduce the time and cost spent. This requires an intelligent planning platform that can incorporate all the constraints and produce the best plans based on KPIs.

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DIGITALISATION IN RAIL

Disruption handling is an essential part of an intelligent planning platform to handle unexpected disruptive events such as non-availability of loading cranes, late arrival of inter-modal transport units. Delaying the entire train will mean a hold-up for the other load orders and result in many unhappy customers. An intelligent planning system aids as a decision support system, one that provides an overview of all possible solutions and their influence on KPIs. A huge part of maximising utilisation comes from reducing maintenance time. Maintenance and cleaning are critical and, in most cases, can’t be delayed. For instance, wagons that have been used to transport diesel must be thoroughly cleaned before they can be used to transport petrol.

In order to clean the wagons efficiently, planners need an intelligent system that provides full visibility on which terminals, employees and materials are available at the requested time slots. With such visibility, they will be able to manage last-minute cleaning tasks while responding to urgent order bookings that come in unexpectedly.

Customer-centricity The Indian rail network is continuously enhancing the passenger experience through digital technologies. The modern features such as facial recognition, emergency talkback system, WiFi infotainment system, automatic plugdoor and step control have completely changed the passenger travel experience.

One of the steps undertaken to modernise the Railways is the use of solutions that enhance passenger experience and offer the ability to propose custom-tailored coaches depending on train routes and passenger tiering. These solutions allow a detailed exploration of the cabin, including a 360-degree view of the rail coach and high-end visualisation provides the customers with a visual experience while meeting their requirements.

The Railway Ministry recently launched a transparent reservation system wherein passengers can check the realtime reservation status. Keeping in mind the current scenario, the contactless ticket checking system by the Railways is helping passengers to check for availability of berth to passengers.

Over the last couple of years, technology and innovation have been changing the face of the Railways as it has embraced digitalisation in all spheres of its operations such as asset management, train signalling, manufacturing, passenger information system and coach factory automation. With the Railways’ digital transformation, the industry will accelerate new railway intelligence thus enabling enhanced industry-wide knowledge and business model innovation.

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RAIL AND METRO INFRASTRUCTURE WEBINAR | JUNE 28-30, 2021

WEBINAR TOPICS & SCHEDULE June 28, 2021 (Monday) - Day 1 Session – 1: Combating Covid-19 across Metro Railways: Key Challenges.

Session – 2: Tracks & HT Rails: New opportunities for the Indian Firms.

Session – 3: Construction Strategy during Covid-19: Challenges & Solutions.

Session – 4: Make in India & Atmanirbhar Bharat, Indigenisation in Metro and Rail sectors.

June 29, 2021 (Tuesday) - Day 2 Session – 5: New developments in Railway Signalling System: The future ahead.

Session – 6: Cyber Security across Metro Networks, New trends in surveillance technology.

Session – 7: Modern Railway Electrification: New development in the power supply system.

Session – 8: Digitalisation in Railways: Role of Multidimensional BIM Technology.

June 30, 2021 (Wednesday) - Day 3 Session – 9: The world of rolling stock, analyzing new trends with global players.

Session – 10: High-Speed Rail Projects: The business perspective of HSR projects in India.

Session – 11: Semi High-Speed Rail: A cost-effective sustainable transportation model.

Session – 12: Financing, Investment and Business Avenue in the Metro & Rail sectors.

Host/Co-Host:

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PROJECT PLANNING

Issues and Risks for Monorail Projects and Metro Systems  Institute of Urban Transport, New Delhi

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onorail and Metro Rail Systems are essentially grade separated high capacity public transport systems. Metro Rail is the highest in the hierarchy of public transport systems. It requires an exclusive, completely gradeseparated alignment, underground or elevated structures. It is a high-capacity system with a train with four to ten cars and carrying capacity up to 80,000 Per Hour per Direction Traffic (PHPDT). It is costly to build, operate and maintain.

Nonetheless, for corridors with a PHPDT of over 25 to 30 thousand, it is the only system which works. At present more than 175 cities in the world have operational metro rail, while 50 more are in the process of constructing it – 25 of them in China and 9 of them in India itself.

Monorail is a sleek, elevated mass rapid transit system which operates on a single beam (normally concrete) guide way and with rubber tiered wheels. It can be built to efficiently serve areas dominated by high-rises and sharp turns and where metro rail cannot penetrate. Its traction system is typically 750 volt DC. It can be configured to run as a driver less system. It is known to carry up to 15000 PHPDT.

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Use of Monorail is relatively limited; about 10 locations for public transport around the World. In India the monorail system is under construction in Mumbai- and its PHPDT in first and last year of Project life is estimated between 7000-8500 PHPDT. Similarly, the latest DPR of Kozhikode puts the first and last year peak PHPDT as 7000-11500 approximately.

Issues in Procurement and Implementation of Mass Rapid Transit Projects The procurement of Urban Mass Rapid Transit Systems e.g. MRT/ Monorail could be achieved either through a conventional contracting process or through a private sector led PPP format. Conventional contracting process does not include financing by the contractor while PPP includes private financing including operational and management efficiencies.

The type of conventional contracting process to be used depends on the extent to which the project has been defined (Designed). FIRM FIXED-PRICE CONTRACTS are used when the project can be fully defined with detailed specifications. Otherwise FIXED-PRICE WITH PRICE ADJUSTMENT format may be used.

When it is not possible at the time of placing the contract to estimate the extent or duration of the work or to anticipate costs with any substantial accuracy time-and-materials contracts or cost.

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PROJECT PLANNING

Reimbursement contracts can be used. Incentive contracts are sometimes used to harness the profit motive to stimulate the contractor to perform at a lower cost, to produce a better product or service, or to cut down lead time in delivery dates.

PPPs contemplate the private sector being responsible and financially liable for performing all or a significant number of functions in connection with a project. Agencies use PPP delivery approach to obtain time and cost savings and better quality projects with reduced risks to the project sponsor. PPP format may vary according to the scope of responsibility and degree of risk assumed by the private partner.

PPPs contemplate the private sector being responsible and financially liable for performing all or a significant number of functions in connection with a project. Agencies use PPP delivery approach to obtain time and cost savings and better quality projects with reduced risks to the project sponsor.

Under a Design-Build contract, the risks may be assigned to the party best able to handle them. For example private sector may be better equipped to handle the risks associated with design quality, construction costs, leveraging / raising finances and adherence to the delivery schedule while the public sector may be better able to manage the public risks of environmental clearance, and right-of-way acquisition.

Design-Build-Operate-Maintain and Build-OperateTransfer approach offers increased incentives for the delivery of a better quality plan and project. Design-BuildFinance-Operate and Design-Build-Finance-OperateMaintain in addition makes the contractor responsible for all or a major part of the project’s financing and transfers the financial risks to the private partner during the contract period. Under the Build-Own-Operate approach, the private partner owns the facility and is assigned all operating revenue risk and any surplus revenues for the life of the facility.

Risks in Procurement and Implementation of Mass Rapid Transit Projects The main risks involved in MRT / Monorail projects at pre-development stage, during development stage and during operations stage can be categorized as: Political

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Risks, Construction Risks, Market and Revenue Risks, Finance Risks, Legal Risks and Operating Risks. In addition, contracts commonly address Force Majeure and legal liability because they have proven to be sources of time and cost overruns.

Political risk concerns government actions that affect the ability to generate earnings. These include termination of the concession, the imposition of taxes or regulations, restrictions on the ability to collect or raise passenger tariff etc.

Construction risks i.e. design changes and unforeseen weather conditions during the construction phase lead to time and cost overrun. The private sector typically bears primary responsibility for the construction uncertainties and attempts to cover it through insurance.

Demand uncertainty continues to be a major factor in most of the projects. Traffic and tariff levels may not be sufficient to cover all costs, including construction, operation and maintenance. The private sector fully depends upon the government for the handling of the traffic and revenue risks.

Financial risk is the risk that project cash flows might be insufficient to cover debt service and then pay an adequate return on sponsor equity. Financial risks are best borne by the private sector but a substantial government risk sharing is required either through viability gap funding (VGF) , revenue or debt guarantees or through participation by state or multilateral development institutions.

Legal risks stem from weak implementation of regulatory commitments built into the contracts and the laws or other legal instruments that are relevant to the value of the transactions as it was originally assessed.

Operating risks are the risks that emerge at the time of the operations of the project. It can also involve the risks like force majeure risks that are beyond the control of both the public and private partners, such as fire or earthquakes, or other non-political factors such as strikes and industrial

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disturbances that impair the project’s ability to earn revenues. Sometimes private insurance is becoming available for catastrophic risks but generally public sector is faced with the need to restructure the project if such disaster or problem occurs.

Secondly risk of derailment i.e. wheels jumping the rails is higher in the case of Metro rail systems than the monorail.

Thirdly, the arrangement for emergency evacuation in case of Monorail system is more complicated than the Metro rail. Instruments for Mitigating Financial Risks

Risks – Metro Rail Vs. Monorail

Instruments for mitigating Urban Transit Risks mainly rely on Government providing equity guarantees, debt guarantees, exchange rate guarantees, grants/subsidies, subordinated loans, minimum traffic and revenue guarantees, shadow revenue and opportunities for concession extensions and revenue enhancements.

Political risks, market and revenue risks, financial risks and legal risks are same for both MRT and Monorail projects.

Construction risks are faced by both modes. Metro rail faces more risks than monorail due to more requirement of scarce urban land for ROW, specially because metro rail requires flat curves (Desirable 300m radius) than Monorail (50-70 m radius). On the other hand Monorail procurement carries more risks than Metro rail as number of suppliers is limited.

Operating risks are more in the case of Monorail as the technology finds limited use around the World and is new to India. Hence absorption of technology for construction, operation and maintenance and availability of spare parts could pose a threat to reliability of service. There is no ongoing innovation/research process currently undertaken in India. On the other hand, Metro rail systems around the World and in India are already stabilized as far as technology acceptance and availability of manufacturing infrastructure (for spare parts etc.) in the country.

Conclusion Metro rail and monorail do not substitute for each other.

Metro rail is a high capacity mode and monorail is a medium capacity mode. Each has its own limitations and application. Monorail can be introduced in narrow width roads because it uses two beams only and not an elevated deck which would block light and air underneath.

Procurement, construction and operation risks in a monorail are higher than for Metro rail because of limited use (experience with operation) and new technology. ***

OPINION

Costly Metro Rail Is No Silver Bullet

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oreign investment has been invited and 50 cities are ready to implement metro rail projects, the prime minister said, while inaugurating the first phase of the Kochi Metro Rail recently. He thereby underscored the aspiration of every city worth its salt to be able to boast its own metro rail.

But in order to plan for a cost effective and efficient public transport system across urban India it is critical to have an idea of what the metro rail can and cannot do, how much it costs, and how it can fit into the overall scheme of urban transport which is typically undertaken through multiple modes.

Subir Roy Journalist

underground. Once you do that costs shoot up. The underground section of phase III of Delhi metro will cost a whopping Rs 552 crore per km to build, against the average cost of Rs 200 crore.

But there is one other point in favour of a metro rail. All metro rails, which initially run over short distances and are really showpieces, begin with low occupancy. But as the network grows, and draws passengers from a bigger hinterland, occupancy goes up and cost per passenger trip goes down. So for the cost of a metro rail to slowly become affordable, it should keep growing!

Long lasting

Costly deal First, metro rail is hugely expensive to build. A kilometer of metro rail requires an investment of around Rs 200 crore, compared to around Rs 10 crore for a kilometer of bus rapid transport route. As opposed to this, a low floor city bus using existing roads, can be had for around ₹50 lakh. What is the bang for the buck under these different modes of transport? Delhi metro, the country’s most elaborate metro rail system, constructed in three phases (last will be over shortly), bears a price tag of over Rs 70,000 crore and carries 2.76 million passengers per day.

Plus, the life of a metro rail is enormous. The first trains ran in what is now the London Underground, the world’s first, in 1863. Of course, a lot has changed and gas lit wooden carriages and steam locomotives are no longer there but investment in a metro rail project has a far longer payback period longer than for any other mode of transport.

A cost effective urban public transport system has to strive to minimise journey time and cost while maximising comfort.

Against this, the over 5,500 buses which ply in Delhi and would have cost under ₹3,000 crore to acquire, carry nearly four million passengers per day. So, buses, which require under 5 per cent of the investment needed for metro rail, carry 40 per cent more passengers!

This has to be done within constraints created by built-up cities. Even if you built a brand new city such as Chandigarh today, in it metro rail would remain one of many modes that a citizen would use to get from door to door.

This is, of course, not the total picture. Buses require roads to travel on and road space is in severe short supply (witness the traffic jams.) Also, pollution per passenger trip on metro rail is less than of the pollution from a bus trip, even if run on CNG.

A journey usually begins on foot down narrow congested roads which lead to bigger roads of varying dimensions and then maybe ends on a smaller road. A metro rail can help you skip a bit of the in-between road travel.

It is logical to say that metro rail makes sense in high traffic density routes which typically run to and through the central business district and inner city areas. But to minimise disruption to existing way of life and traffic patterns, the metro rail line through these parts needs to go

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To this has to be added the growing additional concern of controlling and reducing automobile pollutio.

Metro rail can win on the basis of comparative cost advantage. It should not remain a high tech, flashy musthave status symbol for citizens even though it may cost a bomb.

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METRO IMPACT

Metro Rail – An Unmatched Real Estate Catalyst

paved the way for metro in others cities such as Bangalore (2011), Gurgaon (2013), Mumbai (2014), Jaipur (2015), .Chennai (2015), Kochi (2017), Lucknow (2017) and Hyderabad (2017).

Shankar Arumugham Head-Strategic Consulting JLL India

W

hile Metro rail implementation has a huge impact on real estate prices along its corridor and ‘influence zone’, in the larger context it improves the standard of living of a large segment of urban population, and is also a catalyst for sustainable development across large urban areas.

In India, it is indubitably Metro time. Year 2019 saw the unveiling of metro rails in Noida, Ahmedabad, and Nagpur, along with the expansion of Metro lines in Delhi, Bangalore and Hyderabad. Currently, there are 13 operational metro systems in India. Kolkata was the first city to be blessed with a metro rail in 1984, followed by Delhi in 1995. The success stories of Kolkata and Delhi

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These cities show a uniformly positive change after the implementation of metros along their metro corridors. The deployment of a Metro directly impacts real estate through increase in land value, land use change and densification along the Metro corridor. International case studies prove that mass transit systems such as Metros and monorails contribute significantly to solving traffic problems. Such projects also result in increased urban real estate values, since consumers are willing to pay more for the convenience.

Real Estate Impact Of Metros The impact of a Metro on real estate along its corridor is direct and powerful. Of course, retail or commercial areas benefit due to improved accessibility, but residential areas receive a dual demand driver - the Metro generates jobs which result in increased demand for homes, and the reduced commuting costs and convenience draw buyers to areas close to the Metro.

•

In areas closest the stations, the visible impact is higher on commercial property values than on residential values, and the effect diminishes as the distance from the station increases

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METRO IMPACT

•

• •

Land prices are higher if a land parcel is located within walking distance, but not directly next to the station.

The increase in the land values is reflected in the area served, especially around the stations There is a considerable increase in demand of retail and office spaces around existing metro stations.

Most commercial properties near Metros result from the conversion of standalone residential units to apartments, mixed use properties to commercial use and new development on vacant land.

Land values are inversely related to the distance of land parcels from the metro station. Ordinarily, land values decrease along with the distance from Metro stations.

Technically, a Metro exerts an influence buffer of up to 1 km radius, with the maximum influence being within 500 meters. Typically in a city, the market value of properties will increase by more than 50% over the prevalent values after the launch of metro rail, depending upon the location, land use, and the micro-market’s overall potential.

The population density of nearby residential areas will increase after the launch of a Metro because of proximity preference, along with the increases demand for retail and office spaces. There will simultaneously be a steep increase of new developments in the abutting vacant land or open spaces, as the developers will seek to capitalize on the profit implications of higher developments that can result from additional FSI, if this is applicable. A constant rise in the land prices in the proximate areas is usually seen during all project stages.

Regulatory Changes To Accommodate Metros There will invariably be regulatory changes taking shape after a Metro is put in place. To address the needs of urbanisation in the Metro areas, the government usually addresses the specific needs of housing development by granting extra FSI (Floor Space Index) along the corridor.

This increased FSI will reflect in increased prices for land along the Metro corridor, and automatically lead to increased population density near the Metro station.

Needless to say, this imposes stress on the existing infrastructure available in the region, which the government must tackle along with the Metro development. In order to control development along the metro corridor, land usage needs to be revised – failing which unorganised commercial development will crop up on the heels of the higher rentals assured by the increased connectivity. Given the influence zone of 800-1000 meters from the Metro stations, the land use for this zone must be properly mapped in order to maintain a balance.

Residential to commercial land use conversion will invariably be most prominent, as commercial spaces will fetch higher rentals.

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Property Consultants have worked on various assignments with Metro authorities across the globe and in India to analyse the impact of Metros on the respective property markets, including benchmarking property values.

Since the Metro’s announcement in 2009, Chennai has witnessed steady real estate price increases, especially along the Metro corridor. Prices near the Metro station have already reached Rs. 7000–16000/sq.ft. and are expected to increase further about 15% now that the Metro is operational. Residential rentals will rise as more of the population moves closer to the Metro to benefit from the faster and cheaper transport. If feeder services are strengthened, this impact will amplify out to a radius of 4-5 km from the Metro stations.

Likewise, home buyers are also attracted by the reduced commuting time to work, and this will lead to a significant rise in sales and increased capital values near the Metro stations. The return on investment is considerable, given that home buyers are willing to pay a premium for residential units situated close to public transit systems like the Metro.

While Metro rail implementation has a huge impact on real estate prices along its corridor and the influence zone, in the larger context it improves the standard of living of a large segment of urban population, and is also a catalyst for sustainable development across large urban areas. ***

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RAIL TRANSIT SYSTEM

Modes of Rail-based Transit Systems

R

The dividing line between metro and other modes of public transport, such as light rail and commuter rail, is not always clear, and while UITP only makes distinctions between “metros” and “light rail”, the U.S.’s APTA and FTA distinguish all three modes. A common way to distinguish metro from light rail is by their separation from other traffic. While light rail systems may share roads or have level crossings, a metro system runs, almost always, on a grade-separated exclusive right-of-way, with no access for pedestrians and other traffic. And in contrast to commuter rail or light rail, metro systems are primarily used for transport within a city, and have higher service frequencies and substantially higher passenger volume capacities. Furthermore, most metro systems do not share tracks with freight trains or inter-city rail services. It is however not relevant whether the system runs on steel wheels or rubber tyres, or if the power supply is from a third rail or overhead line.

Commuter Rail

ail-based urban transit systems (RTS) include metro rail, light rail, monorail and highspeed rail systems, as well as regional rail transit systems (RRTS). These systems not only move large volumes of people, but are also a greener, reliable and energy efficient option. Here we are discussing various modes of rail-based urban transit systems being used in the world.

Mass Rapid Transit System/Metro Rail According to The International Association of Public Transport (or UITP), metro systems as urban passenger transport systems, operated on their own right of way and segregated from general road and pedestrian traffic.

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Commuter rail, also called suburban rail, is a passenger rail

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RAIL TRANSIT SYSTEM

transport service between a city center, and outer suburbs and commuter towns or other locations that draw large numbers of commuters—people who travel on a daily basis. Trains operate following a schedule, at speeds varying from 50 to 200 km/h (30 to 125 mph). Distance charges or zone pricing may be used.

The development of commuter rail services has become popular today, with the increased public awareness of congestion, dependence on fossil fuels, and other environmental issues, as well as the rising costs of owning, operating and parking automobiles.

High Speed Rail High-speed rail (HSR) is a type of passenger rail transport that operates significantly faster than the normal speed of rail traffic. Specific definitions by the European Union include 200 km/h for upgraded track and 250 km/h or faster for new track.

separated from other traffic but sometimes, if necessary, mixed with other traffic in city streets. If this is the case, then under the law of many countries such systems are then legally tramways, although the vehicles which run on them are sometimes designated “supertrams”.

Modern light rail technology is flexible and adaptable, and whether any given system is considered a true rapid transit system or not depends on its characteristics.

Metro Neo A rubber-tyred metro is a form of rapid transit system that uses a mix of road and rail technology. The vehicles have wheels with rubber tires which run on rolling pads inside guide bars for traction, as well as traditional railway steel wheels with deep flanges on steel tracks for guidance through conventional switches as well as guidance in case a tyre fails.

In Japan, Shinkansen lines run at speeds in excess of 260 km/h and are built using standard gauge track with no atgrade crossings. In China, high-speed conventional rail lines operate at top speeds of 350 km/h. The world record for conventional high-speed rail is held by the V150, a specially configured version of Alstom’s TGV which clocked 574.8 km/h on a test run.

UIC (International Union of Railways) and EC Directive 96/58 define high-speed rail as systems of rolling stock and infrastructure which regularly operate at or above 250 km/h on new tracks, or 200 km/h on existing tracks.

Light Rail 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 streetrunning tram systems. The term is typically used to refer to rail systems with rapid transit-style features that usually use electric rail cars operating mostly in private rights-of-way

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Most rubber-tired trains are purpose-built and designed for the system on which they operate. Guided buses are sometimes referred to as ‘trams on tires’, and compared to rubber-tired metros.

Personal Rapid Transit (PRT) Personal Rapid Transit, also called personal automated

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RAIL TRANSIT SYSTEM

Monorail vehicles are often at first glance similar to other light rail vehicles, and can be both manned and unmanned.

Monorail vehicles can also be found in singular rigid format, articulated single units, or as multiple units coupled into ‘trains’. In common with other advanced rapid transit systems, some monorails are driven by linear induction motor. In common with many dual rail systems, the vehicle bodies are connected to the beam via bogies, allowing curves to be negotiated.

People Mover

transport (PAT) or podcar, is a public transportation mode featuring small automated vehicles operating on a network of specially-built guide ways. PRT is a type of automated guideway transit (AGT), which also includes systems with larger vehicles, all the way to small subway systems.

A people mover or automated people mover (APM) is a fully automated, grade-separated mass transit system.

In PRT designs, vehicles are sized for individual or small group travel, typically carrying no more than 3-6 passengers per vehicle. Guide ways are arranged in a network topology, with all stations located on sidings, and with frequent merge/diverge points. This approach allows for nonstop, point-to-point travel, bypassing all intermediate stations. The point-to-point service has been compared to a taxi and a horizontal lift.

Monorail A monorail is a rail-based transportation system based on a single rail, which acts as its sole support and its guideway.

The term is also used variously to describe the beam of the system, or the vehicles traveling on such a beam or track.

The term originates from the contraction of the words mono (one) and rail, from as early as 1897 as early systems used metal rails. The transportation system is often referred to as a railway. Colloquially, the term “monorail” is often used erroneously to describe any form of elevated rail or peoplemover. In fact, the term solely refers to the style of track, not its elevation.

The term is generally used only to describe systems serving relatively small areas such as airports, downtown districts or theme parks, but is sometimes applied to considerably more complex automated systems. he term was originally applied to two different systems, developed roughly at the same time.

Maglev Maglev (derived from magnetic levitation), is a system of transportation that suspends, guides and propels vehicles, predominantly trains, using magnetic levitation from a very large number of magnets for lift and propulsion. This method has the potential to be faster, quieter and smoother than wheeled mass transit systems. The power needed for levitation is usually not a particularly large percentage of the overall consumption; most of the power used is needed to overcome air drag, as with any other high speed train.

The highest recorded speed of a Maglev train is 581 kilometres per hour, achieved in Japan in 2003, 6 kilometres per hour faster than the conventional TGV speed record.

In the next issue of Metro Rail Today, we will talk about types of Rolling Stock being used in Metro Rail sector.

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COVID IMPACT

125 years old New York Metro now struggling for survival day. The subway had become a hot spot of infection during the Covid-19 peak. Thousands of its workers were infected and 140 lost their lives.

U

SA's 125-year-old metro in New York City is part of the lifestyle here. The New York City subway is among the few metro services in the world that run 24x7. The Covid-19 epidemic has also affected it badly.

The subway is on the verge of closure due to the reduced number of passengers.

The New York Metro, which had not stopped in over a hundred years, was temporarily closed at night from May 6, 2020, due to the epidemic. During this time trains and stations were disinfected. Before the pandemic, on average, 55 lakh people used to travel by it every day. The figure has been 3.85 lakh in the last year.

New York City Transit senior officer Sarah Feinberg said, "The epidemic has created a crisis over the existence of the metro." The metro management had given McKinsey & Company the responsibility of studying the decline in passenger numbers. It has been reported that more than 80 per cent of passengers will not return to the metro before 2024-2025.

Subway driver John Ruskin said, when Corona was on peak, there was not a single ride on the train, we had to run an empty train. Most of the population of 8 million depended on subways before the transition. Last year, Subway officials told the government that if time does not help, operations will have to be stopped. The government provided $14 billion in aid, which would enable it to run for a few months. However, officials say nothing will happen with this help.

Fact sheet • • • • •

Metro operations begin on October 27, 1904 With the 399 km network, it is the longest metro rail network in the world 472 stations in the metro network, highest in the world New York is World's 9th Busiest Metro City where the Rapid Rail network is operational The record for the highest number of passengers in a day of 61 lakhs was made on September 23, 2014.

Most people have adopted safe alternative means of transport. Public health campaigner Nick said that how the metro will assure people that it is safe? Most metro employees also believe that it will be totally closed one

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