Urban Transport Infra November 2018

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Vol. I / Issue 1 / Bi-monthly / November 2018 (NOV-DEC) Future of Mobility

infras t ructure

E-Mobility Special

Metro & Railways / Public Transport / E-Mobility / Ropeways / Maritime, Shipping & Ports / Airport & Aviation / Freight & Logistics

The Future of Mobility?

Prime Minister Narendra Modi’s Vision based on 7C’s: Common Connected Convenient Congestion-free Charged Clean Cutting-Edge

PM Modi shared his 7C vision at First Global Mobility Summit: MOVE 2018 hosted by NITI Aayog on September 7-8, 2018 at Vigyan Bhawan, New Delhi.

Narendra Modi Hon’ble Prime Minister of India

We help industry to make decisions more quickly with appropriate use of data…

URBAN TRANSPORT NEWS brings daily round-up from • • • • • • • •

Metro & Railways (MRTS, HSR & RRTS) Roadways, Highways and Ropeways Public & Logistics Transport Maritime, Ports & Shipping Airports & Aviation Automobile & Electric Mobility Smart Cities New Technology & Innovation WWW.URBANTRANSPORTNEWS.COM

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Urban Transport Infrastructure | November 2018

Urban Transport Infrastructure / November 2018 / Vol. I / Issue 1

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Editor’s Desk

Metro & Railways

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Metro Rail Network in India

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News Highlights: Metro & Railways

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Corridor-I of Hyderabad Metro is fully operational after Ameerpet-LB Nagar Section

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National Waterways in India

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Delhi Metro completes 314 km network after opening Shiv Vihar – Trilokpuri Sanjay Lake section

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News Highlights: Shipping & Ports

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Now private operators can run metro train on Delhi Metro track : MoHUA

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Gadkari inaugurates India’s first luxury Angriya cruise service between Mumbai-Goa

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Train 18: A look at India's first indigenously-built engineless train

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PM Narendra Modi inaugurates India’s first Multi Model Terminal on River Ganga in Varanasi

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Dedicated Freight Corridor: 800-km stretch of dedicated freight corridor to be operational by December end

Road Transport & E-Mobility

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News Highlights: Road Transport & E-Mobility

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FAME and National E-Mobility Scheme in India

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8 Helpful Steps for Solving the Problems of Urban Transport

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80% Indians feel last mile connectivity key to improve public transport ridership

WWW.URBANTRANSPORTNEWS.COM

Maritime, Shipping & Ports

Attention Dear Readers & Contributors,

Our next issue (Jan-Feb 2019) will be published on 7th January 2019.

The featured topic will be Metro & Railways Industry and Year Review 2018.

- Editor (Urban Transport News)

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Urban Transport Infrastructure | November 2018

Urban Transport Infrastructure / November 2018 / Vol. I / Issue 1

Editorial

Airports & Aviation

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Opportunities and Challenges of Data Analytics for Sustainable Development (Dr. Surabhi Singh)

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Smart mobility will be India's big leap into future (Sanjeev Sharma)

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Is the Delhi Metro Really Public Transport? (Sohail Hashmi)

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News Highlights-Airports & Aviation

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How can shared and on-demand mobility complement public transit?

(Dr. Nathalie Picarelli)

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India to be world's third largest aviation market by 2024-25:IATA

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Editorial Calendar 2019

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India’s struggling aviation sector and the way forward

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International News Memorandum of Undertakings & International Cooperation

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PAKYONG AIRPORT: All you need to know about Sikkim’s first and India’s100thAirport

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Corporate Updates Corporate News, Appointments

Interview

Industry Events

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Mr. NVS Reddy, Managing Director – Hyderabad Metro Rail Limited (HMRL)

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Industry Events Diary

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Mr. Achal Khare, Managing Director – National High Speed Rail Corporation Limited (NHSRCL)

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NITI Aayog hosts first Global Mobility Summit 2018 in Vigyan Bhawan, New Delhi

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Mr. Sudhanshu Mani, General Manager – Integral Coach Factory (ICF), Chennai

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InnoTrans 2018: Lessons from the International Railways Event InnoTrans2018,Berlin,Germany

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Mr. Rajiv Kumar, Vice President – NITI Aayog, Govt. of India

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Institute of Urban Transport (IUT) and Maha Metro concludes 11th Edition of Urban Mobility India Conference & Expo 2018 in Nagpur

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Mr. Naga Satyam, Executive Director – Olectra Greentech Limited (OGL)

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Subscription Form

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Urban Transport Infrastructure | November 2018

Vol. I / Issue 1

November 2018 (NOV-DEC)

Editor’s Note Multimodal: Future of public transport

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Urban Transport Infrastructure Magazine is published bi-monthly by:

Urban Transport News 8B/4, Street No. 3, Janta Garden Pandav Nagar, New Delhi – 110091, India Tel: +91 93406 32433 E-mail: urbantransportnews@gmail.com Web: www.urbantransportnews.com Subscriptions: Urban Transport Infrastructure eMagazine is sent without obligation to professionals and key opinion leaders working in urban transport industry in India and other countries. However, publisher reserves the right to limit the number of copies.

Single Copy: Print- INR 300.00, Digital- INR 125.00 Annual (6 issues): Print INR 1800.00, Digital: INR 600.00 All subscriptions payable in advance. Print circulation available in India only.

recent NITI Aayog-led report, Transforming India’s Mobility, rightly calls for focused policy attention on creating efficient, seamless and convenient public transport to tackle rising pollution transport to tackle rising pollution and congestion in urban areas. The way forward is to make public transport attractive for urban India, by holistic design of habitats and transport, intensive and extensive use of data and information technology, better designed public private partnership agreements, greater allocation of resources and a combination of top-down dissemination of knowledge and know-how and decentralization of decision-making.

The report reveals that India’s transport demand has grown by almost eight times since 1980, more than elsewhere in Asia.

And, in fast urbanizing India, transport demand is bound to gather speed going forward.

Hence the pressing need to plan ahead to better coagulate resources on the ground to provide modern, dependable and holistic public transport.

The policy objective needs to be the provision of transport solutions that are clean, convenient and congestion-free. We need Intelligent Transport Systems in the dense urban centers, complete with on-board sensors and road-level detectors, to better monitor and manage traffic in real time.

Demand-side measures like smartphone apps would help.

The way ahead is for bus and metro rail operators to seamlessly invest and shore up last-mile connectivity. The focus needs to be on intermodal transport infrastructure, and appropriate governance structures to gainfully boost resources for the express need of improved mobility. The point is to design and plan a functionally thriving public transport system with well-defined modes supporting the main network. An integrated multimodal transport network can hugely improve both ease of business and pleasure.

Krishtina D’Silva Guest Editor | Urban Transport News editor@urbantransportnews.com “There’s the power of data, the collection, then determining how we will use it to make decisions more quickly.”

Editorial Advisory Board Dr. Vinay Maitri, Ph. D. Professor School of Planning & Architecture, New Delhi

Dr. Gopalakrishnan C., Ph. D. Advisor (Strategic Planning) Ministry of Works, Municipalities Affairs & Urban Planning

© All rights reserved.

Contents of this publication may not be reproduced without written consent of the publisher.

For reprint, circulation in outside India, please contact: editor@urbantransportnews.com Digitally published from New Delhi, India.

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/Urban Transport Infrastructure Magazine.

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Dr. Surabhi Singh, Ph. D. Associate Professor IMS Ghaziabad, Uttar Pradesh

Sanjam Sahi Gupta Director Sitara Shipping Limited

Ar. Priyanka Kumar, M. Plan.

Urban Planner Regional Centre for Urban & Environmental Studies, Lucknow

Adv. Sanndhya Pillai, L.Lb Maritime Lawyer Director (Legal) - SSS Maritime Services & Consultants Pvt. Ltd.

Ishan Chanda, M. Transp Engg.

Urban Development Advisor UK India Business Council, Gurgaon

Metro & Railways

Metro & Railways Metro & Mono Rail Network in India: Key Figures as on 5th November 2018 Total Operational Network: 532.0 km

Under-construction Projects: 550.0 km

• • • • • • • • • • •

• • • • • • • • • • • • • • • • • •

Bangalore Metro (Karnataka) – 42.3 km Chennai Metro (Tamilnadu) – 34.56 km Delhi Metro (Delhi-NCR) – 314.0 km Gurgaon Metro (Delhi-NCR) – 11.6 km Hyderabad Metro (Telangana) – 46.0 km Jaipur Metro (Rajasthan) – 9.60 km Kochi Metro (Kerala) – 18.3 km Kolkata Metro (West Bengal) – 27.39 km Lucknow Metro (Uttar Pradesh) – 8.5 km Mumbai Metro (Maharashtra) – 11.4 km Mumbai Monorail (Maharashtra) – 8.9 km

Partially Approved: 188.55 km • • • • •

Agra Metro (Uttar Pradesh) – 30.0 km Kanpur Metro (Uttar Pradesh) – 50.0 km Meerut Metro (Uttar Pradesh) – 35.0 km Patna Metro (Bihar) – 31.0 km Vizag Metro (Andhra Pradesh) – 42.55 km

Ahmedabad Metro (Gujarat) – 39.26 km Bangalore Metro (Karnataka) – 72.0 km Bhopal Metro (Madhya Pradesh) – 27.87 km Chennai Metro (Tamilnadu) – 40.0 km Delhi Metro (Delhi-NCR) – 52.0 km Gurgaon Metro (Delhi-NCR) – 7.0 km Hyderabad Metro (Telangana) – 55.0 km Jaipur Metro (Rajasthan) – 2.5 km Indore Metro (Madhya Pradesh) – 31.55 km Kochi Metro (Kerala) – 8.0 km Kolkata Metro (West Bengal) – 16.5 km Lucknow Metro (Uttar Pradesh) – 14.4 km Mumbai Metro (Maharashtra) – 44.5 km Mumbai Monorail (Maharashtra) – 10.64 km Nagpur Metro (Maharashtra) – 38.0 km Navi Mumbai Metro (Maharashtra) – 11.1 km Noida Metro (Delhi-NCR) – 29.7 km Pune Metro (Maharashtra) – 31.25 km

High Speed Rail, Rapid Rail (RRTS) & Freight Corridor (DFCC) Projects in India High Speed Rail Projects • Diamond Quadrilateral – 6750 km (Feasibility study not yet completed) • Mumbai-Ahmedabad HSR – 534 km (Under construction) • Delhi-Amritsar HSR – 450 km (Pre-feasibility study is in progress) RRTS Projects • Delhi-Meerut RRTS – 82.0 km (Under construction) • Delhi-Panipat RRTS – 103 km • Delhi-Alwar RRTS – 164 km Dedicated Freight Corridor Projects • Eastern Dedicated Freight Corridor – 1856.0 km (Under construction) • Western Dedicated Freight Corridor – 1504.0 km (Under construction) WWW.URBANTRANSPORTNEWS.COM

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For detailed information please visit Metro & Rail Section at Urban Transport News portal

Urban Transport Infrastructure | November 2018

Metro & Railways

News Highlights • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

Delhi Metro is the second most expensive service in the world: CSE Report [Sep 8, 2018] Revenue expenditure in Delhi Metro more than London and New York: CSE report [Sep 9, 2018] Alstom wins largest urban rolling stock order from Mumbai Metro in India [Sep 10, 2018] Construction of Mumbai Metro Line 4 and Line 2B will commence from October [Sep 11, 2018] UP Govt agrees to invest Rs.31600 crore for Delhi-Meerut RRTS project [Sep 12, 2018] Formation of a Central Authority for the transport of metro cities would be a step forward – Puri [Sep 14, 2018] National Rail and Transportation Institute-NRTI to start Postgraduate courses soon [Sep 18, 2018] Operation of the country’s first private metro Rapid Metro Gurgaon in trouble [Sep 20, 2018] Delhi to Ghaziabad Metro route all sets to open for public, PM Modi to inaugurate soon [Sep 22, 2018] Hyderabad Metro starts metro services between Ameerpet – LB Nagar section [Sep 24, 2018] Delhi Govt. all set to launch Common Mobility Card engraved with Govt, Metro and DTC logo [Sep 24, 2018] Mumbai-Ahmedabad bullet train project hit due to delay in court cases [Sep 24, 2018] Differences over RRTS hub Sarai Kale Khan to be ironed out soon [Sep 24, 2018] Bihar cabinet approves formation of Patna Metro Rail Corporation for Metro Rail Project [Sep 26, 2018] Chandigarh now plans to start monorail services in the city [Sep 26, 2018] Indian Railways adopts ‘Metro model’ for the construction of new lines [Sep 28, 2018] PFC approves Patna Metro DPR, trains will run at 30 kmph speed with 6 coaches [Sep 28, 2018] India-Japan sign ODA loan agreement worth Rs.7000 crore for metro and bullet train projects [Sep 28, 2018] Delhi Metro to start work on Noida Sector 62-Sahibabad metro route [Oct 1, 2018] Centre approves Bhopal and Indore metro rail projects of MP Metro Rail [Oct 4, 2018] NCRTC issues first civil construction tender notices for Delhi-Meerut RRTS corridor [Oct 4, 2018] Indian Railways plans high-speed elevated corridor across Kerala [Oct 5, 2018] Indian Railways enters into Memorandum of Cooperation & MoU with Govt of Russian Federation [Oct 5, 2018] Bhopal Metro opens options to collect fund of Rs700 crore through bonds [Oct 6, 2018] Gujarat Chief Minister Vijay Rupani unveils Mock-up Coach of Ahmedabad Metro [Oct 6, 2018] Himachal Govt. plans to run Monorail in Shimla to overcome traffic issues [Oct 7, 2018] UP Govt. to build Semi HSR Corridor in parallel to Agra-Lucknow and Purvanchal Expressway [Oct 7, 2018] MRVC seeks Maharashtra Govt’s nod for Rs 55000 crore transport project [Oct 8, 2018] Lucknow Metro Rail Corporation to commence metro operations in underground section soon [Oct 9, 2018] NHSRCL to float over 20 tenders worth Rs 88,000 crore for Bullet Train projects [Oct 10, 2018] Public transport system cannot run completely on subsidy: Mangu Singh [Oct 14, 2018] Mobility projects in Delhi stuck due to non-cooperation of Delhi Govt.-Hardeep Singh Puri [Oct 16, 2018] RITES prepares DPR, Allahabad (Prayagraj) Metro rail to run on two routes of 42 km [Oct 17, 2018] Monorail in Chandigarh not financially viable, may spoil city’s character [Oct 17, 2018] Delhi Govt. suggests DMRC to take loan for Delhi Metro Phase 4 project, despite having fund [Oct 18, 2018] Modi’s Bullet Train project going on very slow speed, only 0.9 hectares land acquired in a year [Oct 19, 2018] Indian Railways to make cheap metro coaches at Rae Bareli Coach Factory [Oct 20, 2018] CM Kejriwal replies on Delhi Metro Phase IV, RRTS and other Mobility projects in Delhi [Oct 22, 2018] India to build world’s highest railway line to connect Bilaspur-Manali-Leh [Oct 22, 2018] Noida Metro plans to keep fares less than Delhi Metro on Aqua Line [Oct 25, 2018] After rejecting Varanasi Metro project, Govt. plans to run ropeways in the city [Oct 25, 2018] India and Japan sign MOC on technology, railways and urban transport projects [Oct 29, 2018] ICF launches India’s first Make in India engine-less (Train-18) Semi High Speed Train [Oct 29, 2018] Delhi Metro opens Shiv Vihar-Trilokpuri Sanjay Lake section on Pink Line [Oct 31, 2018] Metro rail to run soon in 15 new Indian cities, work in different stages: Puri [Nov 4, 2018] WWW.URBANTRANSPORTNEWS.COM

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Urban Transport Infrastructure | November 2018

Metro & Railways

Corridor-I of Hyderabad Metro is fully operational after opening of Ameerpet-LB Nagar section The Hyderabad Metro Rail Project is become World's Largest Public-Private Partnership Project (PPP) in the Metro Sector.

Main highlights of the section • • •

• • •

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he Hyderabad Metro Rail Limited and the L&T Metro Rail (Hyderabad) Limited jointly opened the commercial operations on the 16 km stretch between Ameerpet to LB Nagar stretch on 24th September 2018. The flag-off was done by His Excellency ESL Narasihman, Governor of Telangana State & Andhra Pradesh, in the presence of Sri KT Rama Rao, Minister, MA & UD, GoTS, Dr SK Joshi, IAS, Chief Secretary, GoTS, Arvind Kumar, IAS, Principal Secretary, MA & UD, GoTS, NVS Reddy, IRAS, MD, HMRL, KVB Reddy, MD & CEO, L&T Metro Rail (hyderabad) Limited and other dignitaries. All the dignitaries travelled from Ameerpet to LB Nagar covering a distance of 16 kms.

This stretch is a part of Corridor 1 – Miyapur to LB Nagar (Red Line).

Ameerpet to LB Nagar stretch with 16 stations covering a distance of 16 kms that adds on to the existing 30 kms (Miyapur – Ameerpet – Nagole) of operational corridor launched in November 2017. This 16 kms stretch completes the 29 kms of Corridor I – Red Line, from Miyapur to LB Nagar covering 27 stations.

His Excellency Governor ESL Narasihman stated “I have travelled in many metros around the world and WWW.URBANTRANSPORTNEWS.COM

Hyderabad Metro is one of the best metros in the world. I hope that Hyderabadis will make full use of this world class facility and I am sure Hyderabad will scale greater heights in the years to come.”

Expressing his happiness Sri KT Rama Rao, Minister, MA & UD, GoTS, thanked the His Excellency Governor ESL Narasihman for flagging off the Ameerpet – LB Nagar Metro train services and for spending his valuable time for this function.

On this jubilant occasion, Sri NVS Reddy stated, “Hyderabad Metro, which is India’s second longest metro network after Delhi, is the world’s largest metro rail project in PPP mode. It’s a robust mass transit system and which is also used as an opportunity to convert an Indian city into a people friendly green city. It’s a game changer which will catapult Hyderabad to the next level of development.”

Speaking on the occasion, KVB Reddy, MD & CEO, L&T Metro Rail (Hyderabad) Limited said, “Hyderabadis have been eagerly waiting for the inauguration of this stretch and we are proud to start Ameerpet to LB Nagar commercial operations today. Public have welcomed Hyderabad Metro Rail services overwhelmingly and we are thankful to each and every one for

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Route Length: 16.0 Km Number of Stations: 16 Names of Stations:

Panjagutta, Irrumanzil, Khairtabad, Lakdi-KaPool, Assembly, Nampally, Gandhi Bhavan, Osmania Medical College, MGBS, Malakpet, New Market, Moosarambagh, Dilshuknagar, Chaitanyapuri, Victoria Memorial and LB Nagar Colour Code: Red Line Gauge: Standard Gauge Depot: Miyapur Depot their patronage. L&T is synonymous with large scale infrastructure projects that are not only iconic but also serve towards nation building.”

“Today, with the inauguration of this additional 16 kms stretch of this prestigious project, we have reached another significant mile stone in our endeavour to create world-class infrastructure for Hyderabad. We are grateful to His Excellency Governor ESL Narasihman to accord such importance to this project which has transformed Hyderabad into a modern and commuter-friendly-city.

Hyderabad Metro Rail marks the beginning of seamless commuting in Hyderabad.” he added.

I have travelled in many metros around the world and Hyderabad Metro is one of the best metros in the world. I hope that Hyderabadis will make full use of this world class facility and I am sure Hyderabad will scale greater heights in the years to come.

-------H.E. ESL Narasihman Governor Telangana & Andhra Pradesh States

Urban Transport Infrastructure | November 2018

Metro & Railways

Delhi Metro completes 314 km network after opening Shiv ViharTrilokpuri Sanjay Lake section Over 515 km metro rail network already operational in India and more than 664 km of Metro Rail projects are presently under various stages of implementation in 15 cities.

O

n October 31, the Delhi Metro Rail Corporation (DMRC) opened the 17.8 km long Shiv Vihar – Trilokpuri Sanjay Lake section of the 59 km long Majlis Park-Shiv Vihar corridor (Line 7) of Phase 3, also known as the Pink Line.

This stretch will be a major boon for the eastern and northern fringes of the national capital.

Three interchange facilities at Welcome (With Red Line), Karkarduma and Anand Vihar ISBT (with Blue Line) will tremendously boost the connectivity of areas such as Shiv Vihar, Gokul Puri, Maujpur, Jaffrabad etc. In the future, this stretch will get connected with the presently operational Majlis Park – Lajpat Nagar section of Pink Line.

With the opening of this section, the Delhi Metro network now becomes 314 kilometers long with 229 Metro stations.

After the inauguration of this section, Delhi Metro will have opened over 80 kilometers of new lines this year. All the major corridors under Delhi Metro’s Phase 3 are expected to be opened for passengers by the end of the year.

Interchange Facility on this Section This section has three interchange stations at Anand Vihar ISBT, Karkarduma and Welcome. The WWW.URBANTRANSPORTNEWS.COM

facility of interchange of Metro trains between line 7 (Pink Line) & line 3/4 (Blue Line) is available at Anand Vihar ISBT and Karkarduma Station and between line7 & line 1 (Red Line) at Welcome Station. The Maujpur Station is a four (4) track station having the provision of connection from Maujpur to Mukundpur, a corridor proposed in Phase-IV of the Delhi Metro project.

Special Spans The elevated section between I.P Extension and Maujpur consists of Special Spans including two Steel Spans over the existing DMRC Redline (Line 1) and Northern Railway track between Welcome & Shahdara.

Cantilever Construction (CLC) Spans of lengths 255 meters over Anand Vihar Railway Yard and Mainline tracks were constructed over running track with 25 KVA OHE System.

Sharp Curves Due to uneven twist and turns in this alignment, Delhi Metro had to construct as many as 10 curves on this stretch that passes through very congested areas like I.P. Extension, Anand Vihar, Welcome, Seelampur, Jaffrabad, and Maujpur.

Curves of less than 300 meters of the radius are considered “Sharp

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Main highlights of the section • Route Length: 17.8 Km • Number of Stations: 15 (elevated) • Names of Stations: Triolokpuri Sanjay Lake, East Vinod NagarMayur Vihar II, Mandawali-West Vinod Nagar, I.P. Extension, Anand Vihar ISBT, Karkarduma, Karkarduma Court, Krishna Nagar, East Azad Nagar, Welcome, Jaffrabad, Maujpur-Badarpur, Gokulpuri, Johri Enclave, and Shiv Vihar • Colour Code: Pink Line • Gauge: Standard Gauge • Pink Line section yet to be opened: Lajpat Nagar – Mayur Vihar Pocket -1 (9.7 km) Total length of the Majlis Park-Shiv Vihar section is 59 km.

• Interchange facilities: Welcome (Red Line), Karkarduma and Anand Vihar ISBT (Blue Line) • Depot: Vinod Nagar Depot Curves” in Urban Rail Construction.

The work of building sharp curves requires a lot of engineering skills and several factors have to be kept in mind while designing special segments/spans at the concerned turn/juncture. DMRC had to form especially dedicated beds in its casting yard for the casting of special segments. The segments were constructed according to the already defined ”radius of curvature” and then put on the viaduct.

DMRC is expanding its footprint of metro connectivity at a scorching pace. We just inaugurated the Sanjay Lake to Shiv Vihar line on 31 October 2018, taking the total operational lines to 532 km.

-------Hardeep Singh Puri MoS of Housing & Urban Affairs, Govt. of India

Urban Transport Infrastructure | November 2018

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Urban Transport Infrastructure | November 2018

Metro & Railways Cantilever piers and portals were constructed at appropriate places to provide a smooth transition for the curves wherever required to take care of the shifted alignment due to curvature.

Earlier DMRC had constructed sharpest broad gauge curve on its elevated section in Gurgaon near IFFCO Chowk with a radius of 282.05 meters in Phase II and 242 meters curve on standard gauge between Okhla and Jamia in Phase 3.

Crossing the Railway Station at Anand Vihar Site Another major engineering challenge was encountered when the viaduct had to cross the Anand Vihar Railway Station of the Indian Railways, one of the busiest stations in terms of ridership and number of trains. In fact, two piers had to be erected on the Anand Vihar Railway platform itself and large spans (around 70 meters) had to be erected to avoid any kind of disturbance to the Railway station. DMRC engineers had to ensure that the train schedule of the Indian Railways was not disturbed during the DMRC’s construction. Despite this difficult challenge, DMRC successfully completed this stretch in a planned manner, without affecting the routine working of the Indian Railways.

For crossing this area of Indian Railways, six piers were erected in the railway compound in such a way that there was no infringement of the Metro line with the railways.

Provision of future development plans of the Railways was also kept in mind so that the Metro piers would pose no problem to any such plans in the future.

Two piers were placed on the running platforms where it was difficult to work with round-the-clock train and passenger movement.

Due to the peculiar placement of piers in the railways land, the spans are quite large. One of the spans which are designed between pier no.

235 and 236 are almost 70 meters long. In order to cater to the requirement of special spans, cellular lightweight concrete (CLC) construction has been done with the help of bridge builders. This construction methodology has helped in continuous construction without interfering in the movement of trains to and from the Anand Vihar Rail WWW.URBANTRANSPORTNEWS.COM

MoS Housing & Urban Affairs Hardeep Singh Puri, Delhi Dy. CM Manish Sisodia, Delhi Transport Minister Kailash Gahlot and BJP MP Manoj Tiwari flagging off the Pink Line train for Shiv Vihar-Trilokpuri Sanjay Lake Section.

terminal.

These piers are located at the periphery of the Anand Vihar Railway station. Two of the piers are located on the platforms of the Anand Vihar Railway station of Indian Railways.

DMRC has crossed the railway lines in a very safe and systematic manner with all safety precautions in place and without affecting the daily train movement on the section in coordination with the Indian Railways. The work was done only after obtaining the necessary approval from the Commissioner for Metro Rail Safety (CMRS).

DMRC’s Rare Feat at Karkarduma Metro Station The Delhi Metro has achieved a rare feat in Metro construction by crossing over its existing operational line at the Kakarduma Metro Station at a record height of 21 meters above the ground.

Construction for crossing over of Metro viaduct at the existing Karkarduma Metro station was never an easy task for the Metro engineers.

It posed numerous challenges to the civil engineers throughout the project, as this is one of the highest crossings of the Metro project. The Majlis Park-Shiv Vihar Corridor is crossing the existing VaishaliDwarka elevated line (Line-4) 21 meters above the ground and is 10

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meters above the existing Metro line.

The work was done without disrupting the normal daily Metro train/passenger services for even a single day.

This new alignment of Line-7 is crossing the existing Vaishali – Dwarka Metro alignment at Karkarduma just before the existing Karkarduma station at an angle of 114 degrees. DMRC had to carry out segmental erection for putting a special span of 37 meters between pier no. 254 and pier no. 255.

Delhi Metro has crossed the existing Metro line at such a height in a very safe and systematic manner with all safety precautions in place. The launching of the girder and erection of the span was carried out with extra precaution.

An extensive round the clock CCTV monitoring was done adjacent to the rail track to avoid any sign of electrocution and fall of material during the crossing. The monitoring consisted of earthing provided to the launching girder, pre-stressing beam, erected segments or any other loose item kept on the span. The work was carried out during the shadow block of the existing system during non-operating hours after getting all the clearances from the competent authorities.

It was in all likelihood that the engineering challenges would have compelled the engineers to compulsorily to disrupt the passenger/Metro train services on some crucial days. Given the fact that the Dwarka – Noida/Vaishali

Urban Transport Infrastructure | November 2018

Metro & Railways (Line 3/4) corridor of the Delhi Metro Network is the busiest corridor in terms of ridership, a small disruption in the services would have created a lot of passenger unrest. Thus, the engineers planned the execution of this technical feat so meticulously that everything was completed silently and successfully without disrupting the existing passenger traffic on Line-4.

Vinod Nagar depot, the new hub of Phase 3 Trains The Vinod Nagar Metro depot will primarily cater to the services on the Pink line (Majlis Park-Shiv Vihar).

The Depot at Vinod Nagar is located near National Highway 24 and is one of two depots of Pink line of Phase 3.

Due to the scarcity of land, the Depot functions are divided into two pieces of land on either side of the Ghazipur Nala i.e. Site- 1 & 2.

The area of the depot is approx.

18.2 hectares. It has a number of hitech features to ensure round the clock maintenance of the trains. The following are the main highlights of this depot: The Depot has a total of 32 Stabling Lines out of which 12 nos. are open stabling and 20 nos. are covered stabling.

Delhi Metro Phase 3 progress details: •

Phase 3 network opened so far: 106 (105.92) kilometres

1. Central Secretariat – Kashmere Gate (9.37 km) 2. Badarpur – Escorts Mujesar (13.875 km) 3. Jahangirpuri – Samaypur Badli (4.373 km) 4. Durgabai Deshmukh South Campus – Majlis Park (21.56 km) 5. Botanical Garden – Kalkaji Mandir (12.64 km) 6. Kalkaji Mandir – Janakpuri West (24.82 km) 7. Mundka – City Park (Bahadurgarh) (11.183 km) 8. Durgabai Deshmukh South Campus – Lajpat Nagar (8.10 km) •

Phase 3 network after the opening of Shiv Vihar – Trilokpuri Sanjay Lake section: 124 kms (123.78 kms)

•

Phase 3 network yet to be opened after the opening of this section: 34 (33.47) km (excluding NOIDA – Greater NOIDA section)

1. Lajpat Nagar – Mayur Vihar Pocket (1 9.7 km) 2. Noida City Centre – Electronic City (6.675 km) 3. Dwarka – Najafgarh (4.295 km) 4. Escorts Mujesar – Ballabhgarh (3.2 km) 5. Dilshad garden – New Bus Adda (9.60 km) Delhi Metro Phase-IV updates: Delhi Govt. assured Centre to clear the file in next cabinet meeting soon.

This building has also been planned for 3-4 office floors above train stabling lines which may be constructed in near future. The entire ground floor of this building has been planned for car parking required for the office floors.

Solar panel installed at Roof top in Vinod Nagar Depot

The unique feature in the Depot is the Double Deck Stabling Shed where stabling of trains has been planned at 2 levels which is the first in India.

Trains which enter the Depot from the main line shall be stabled in either of the 2 decks i.e. upper or the lower deck.

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The Depot is well equipped with a Workshop housing the latest train maintenance equipment and machinery. 3 Inspection Lines for underframe maintenance and service have been provided. Blowdown Plant and Interior Cleaning Shed for upkeep and cleanliness of interiors of

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trains has been provided.

Solar panels have been provided on the entire roof of mostly all buildings in the Depot which would generate 1.1 MW of electric power.

This would enable the Depot to generate its own energy and partially self-sufficient.

About 20KLD of sewage and 60 KLD of effluent is expected to be generated at Vinod Nagar Depot. The wastewater would be treated in Sewage cum Effluent Treatment Plant and completely reused for horticulture in Depot and for flushing for Staff Quarter’s toilets. In addition, compost pits have been provided for using organic waste for horticulture. Rainwater harvesting has been provided at both the sites.

With this, the Delhi Metro will cross the 300-km mark, and join the league of the top metro systems around the world, which have already done so, like metros in London, Beijing, Shanghai, New York.

------Anuj Dayal Executive Director (CC) Delhi Metro Rail Corporation

Urban Transport Infrastructure | November 2018

Metro & Railways

Now private operators can run metro train on Delhi Metro track: MoHUA The Delhi Metro Rail Corporation Board has allowed DMRC to ask private operators to buy metro trains and operate in proposed Phase-IV network.

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he Ministry of Housing and Urban Affairs (MoHUA) has approved the proposal of Delhi Metro to involve private operators to run its train in the proposed metro phase IV corridors.

Under the plan, the tracks will be set up by Delhi Metro while coaches will be obtained from a private player, which will be selected through a bidding process.

Also, Delhi Metro will pay the private firm to run its trains. In order to operate other essential services across all the metro stations, such as elevators, escalators and AFC (automated fare collection) gates, the DMRC has also proposed the involvement of private players.

Besides, the Board of Directors of Metro also approved the proposal to procure 300 coaches for metro on lease.

Secretary (MoHUA) Durga Shankar Mishra told that the Board of Directors of Delhi Metro has approved the proposal to involve private entities to run metro rail in the phase IV. This is the first time that Delhi Metro wants to involve private operators to run metro rail. A rift between the Central Government and the Delhi Government over funding pattern is the cause of the delays in implementation of metro phase IV corridors. Despite the Centre’s

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approval, the Delhi Government has not given approval of Metro phase IV corridors.

According to Mishra, the proposal was put up by Delhi Metro at the Board of Directors meeting last month.

Delhi Metro requested the Delhi Government and the Union Urban Development Ministry for approval to engage private players in at least three to six suggested corridors.

Tracks will be set up by Delhi Metro while coaches will be obtained from a private player, which will be selected through bidding process.

Tughlakabad-Terminal 1 section and Janakpuri (west)-RK Ashram section, while the second one will comprise the section between Rithala-Narela, Inderlok-Indraprastha section and Lajpat Nagar-Saket G-Block section.

The latest Detailed Project Reports of six corridors of Metro phase IV states that the 104-km Metro Phase-IV network is expected to be completed by December 31, 2024.

The proposed lines are: • Mukundpur-Maujpur (12.54 km) • Rithala-Narela (21.73 km) • Tughlakabad-Aerocity (20.20 km) • Inderlok-Indraprastha (12.58 km) • Lajpat Nagar-Saket G-block (7.96 km) • Janakpuri West-RK Ashram (28.92 km).

The 104-kilometre network proposed in phase IV is expected to add 1.5 million passengers to the Metro daily. It will benefit residents of South Delhi, giving them the option of taking the Metro to the airport and other neighborhoods. The project has been pending approval for nearly three years, with the files seemingly stuck with the Delhi Government. Work was to begin in 2016 and be completed by 2021.

On the procuring of coaches on lease, officials said the lease proposal is under a new public-private-partnership (PPP) model, which is being tested for the first time in the Railways sector in India.

The advantage of the lease model is that the Delhi Metro will neither be required to make an upfront capital investment, nor will it incur any maintenance costs over the entire 30year-long life cycle of the coaches.

Instead, it will pay the concessionaire for the trains leased on an hourly basis.

Such models to finance and procure coaches exist in Australia, the UK and across Europe.

Mishra also stated that if underground station is built on Hazrat Nizammuddin railway station for Rapid Rail Transit System, it will add an additional cost of Rs 4,500 crore.

“Delhi Metro also recommended a Public-private partnership (PPP) model without any further details about its functioning,” Mishra said. Under the plan, Delhi Metro will give guarantee to private operator on ridership and operator may run train on the basis of per kilometer expenses.

The total cost of metro phase IV was estimated Rs 55,208 crore in 2016.

Three corridor of phase IV has approved by the Centre and it is pending with the Delhi Government.

Sources in the MoHUA said Delhi Metro is seeking approval for two of its phases. The first one will comprise the section between Mukundpur-Maujpur, ***

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Urban Transport Infrastructure | November 2018

Metro & Railways

Train 18: A look at India's first indigenously-built engineless train India's first engineless rail, Train 18, manufactured by the Integral Coach Factory (ICF) was rolled out on October 29 in Chennai.

Main highlights of the Train 18 • Developed by Integral Coach Factory, Chennai • Time Taken: 18 months • Estimated cost of the prototype is INR 100 crores • Passenger Capacity: 1128 • Train 18 will reduce travel time by 15-20% • Engine-less self propelled train • 360 degree rotating seats • AC Chair car type coaches interconnected with gangways • GPS based Passenger Information System, CCTV, wi-fi facility • Diffused lighting, automatic doors and footsteps.

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ndia’s first engineless rail, Train 18, manufactured by the Integral Coach Factory (ICF) was rolled out on October 29, in Chennai. The semi-high speed train is considered a successor to the Shatabdi Express and will eventually replace the 30-year-old passenger train for intercity travel.

Indian Railway is all set to usher in a new era. The Government of India has undertaken active measures to revive the crumbling infrastructure of Indian railways and curate a world-class experience. The Indian Railways is all set to replace its Shatabdi Express by Train 18 series (new semi high-speed trains).

The Ministry of Railways announced plans to invest Rs.905,000 crore (US$126 billion) by 2020, to upgrade the railways.

In the meantime, the Indian Railways’ Research Design and Standards Organisation (RDSO) are involved in executing research and design work for the upgradation and transformation.

Salient Features The 18 coach train, with a semihigh speed of 160 km per hour, has the following design, technology and amenity feature making it future ready:

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Train 18 has an aerodynamic driver cabin at each end. The entire set operates as a computer unit; the various equipment of Train 18 “talk to each other digitally” says ICF General Manager Sudhanshu Mani.

It has a color scheme of white and blue by ICF – a first for Indian Railways. It gives the look and feel of a world-class bullet train.

Train 18 has centrally operated automatic doors with sliding footsteps to bridge the gap between platform and train. The coach entry area also has automatic sliding doors with optical sensors.

There are two Executive Chair cars with comfortable Europeanstyle seats in the golden colored fabric. The fabric is dust and fire resistant. The headrests are pink and purple.

A unique feature of the executive chair car seats is that they can be rotated 180 degrees to face fellow passengers.

Train 18 has aircraft-like diffused LED lighting which can be brightened or dimmed depending on the time of the day. Each seat also has personalized reading lights.

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The aisle seats have handles next to the headrest to allow passengers to hold them for easy movement within the coaches.

Train 18 has aircraft-like biovacuum toilets for efficient flushing. Touch-free sensor-based fittings have been used for optimal consumption of water.

The mini pantry car in each coach of Train 18 has world-class imported equipment for better heating of food and chilling of cold drinks and juices.

It is a matter of pride that India has made such a train and that too, the ICF has done it within 18 months. Within 2018-19 production year, another unit of the train would be manufactured and four more units would be manufactured by end of 2019-20 production year.

-----Ashwani Lohani Chairman, Railway Board

Urban Transport Infrastructure | November 2018

Metro & Railways •

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In yet another first, Train 18 has fully sealed gangways for easy movement between coaches. This also means more effective airconditioning and keeps coaches dust free.

The non-executive chair car has seats in the usual 3+2 configuration. These Europeanstyle seats have a leather-like covering with the graded coloring of purple and pink. The middle table area of the coach now has foldable snack tables attached to it. This closes the gap between the seat and the table, making it easier to eat food.

Instead of the aircraft-like • reclining system where you push the back support, passengers need to push forward the seat below, hence creating a reclining posture.

The feature does not reduce the space available to the passenger • sitting behind you. In the case of executive chair cars, this can be done with a button.

Train 18 will offer onboard WiFi which will allow passengers to play preloaded content on their personal devices. There are mobile and device charging points next to each seat.

Train 18 has continuous windows for panoramic passenger viewing experience. The windows also have touch-based push-up/down blinds.

Train 18 has two GPS-enabled information screens at each end of the coach that will keep you informed about the next destination, time of arrival and the speed.

It has spacious cushioned luggage racks and toilet occupancy indicators.

Train 18 is disabled-friendly! The driver cabins allow for wheelchairs to be rolled in from each end of the train and the trailing coach area next to the driver cabin has space to park wheelchairs. The toilets in this coach are also disabled-friendly.

The propulsion system and other equipment are under-slung leaving the entire space on board for passengers.

With no locomotives required to haul it, the driver cab coach also has passenger seats.

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The propulsion system and rigid couplings in the bogie mean jerk free rides with faster acceleration and deceleration. The overall journey time will be cut by at least 15%.

Train 18 makes use of regenerative braking, making it more energy efficient. Train 18 will have no power cars or dieselbased locomotives, hence the carbon footprint would also be lower.

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The future train of India is almost complete. The technological dream has a seating capacity for 1,128 passengers.

The cost of manufacturing Train 18 under the Make in India movement, is around Rs. 6 crores. This is 60% cheaper than the global cost of similar trains. ICF plans to manufacture two sets of Train 18 initially and six after testing the prototype. Train 18 will change the face of Indian railways by replacing Shatabdi Express.

Urban Transport Infrastructure | November 2018

Metro & Railways

Dedicated Freight Corridor: 800-km stretch of dedicated freight corridor to be operational by December end The railways already opened the 190-km Ateli (Haryana)-Phulera (Rajasthan) section of the Western DFC earlier this year on August 15.

Status of DFC Projects • 190 km stretch between Ateli (Haryana) and Phulera (Rajasthan) on Western DFC is already opened.

• 200 km stretch between Khurja-Bhadan on Eastern DFC is scheduled to open in November end.

• 300 km stretch between Rewari (Haryana) and Madar (Rajasthan) on Western DFC will be completed by December end.

• 143 km stretch between Bhadan-Bhaupur will be completed by January 2019.

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lmost 800 km of the Dedicated Freight Corridor (DFC) is all set to open by the end of December. The railways is all set to open the 200 km Khurja-Bhadan section of the Eastern DFC, both in Uttar Pradesh, by the end of November, while the 300-km stretch of the Western DFC between Rewari (Haryana)-Madar (Rajasthan) would be completed by the end of December.

The railways opened the 190-km Ateli (Haryana)-Phulera (Rajasthan) section of the Western DFC earlier this year on August 15. The 190-km section of the Ateli-Phulera on the Western DFC has 10 viaducts and major bridges, 127 minor bridges, one railway overbridge, 118 road underbridges and six stations.

According to sources, the 143-km section of Bhadan-Bhaupur, both in Uttar Pradesh on the Eastern DFC, would be completed by January 2019 and the 128-km section of MadarMarwar, both in Rajasthan on the Western DFC, would be commissioned by February 2019.

The Bhaupur-Mughalsarai section of the Eastern DFC would be completed by August 2019 and the Sonenagar (Bihar)-Mughalsarai (Uttar Pradesh) section of the same stretch would be completed by October 2019.

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According to Railway officials the work status on the respective stretches of the DFC was discussed during a review meeting. The official said that railways is optimistic that the entire DFC would be fully electrified by the time of its commissioning in March 2020.

The Rs 81,459-crore project had obtained the Union Cabinet’s green signal way back in 2006 and has since missed several completion deadlines due to various reasons, including procedural wrangles, land acquisition, environment clearances and other related issues.

Passing through nine states and 60 districts, the project will have 48 stations and junctions along the Western DFC and 58 on the Eastern DFC. While the Western DFC will cover 1,504 km from Jawaharlal Nehru Port Trust near Navi Mumbai to Dadri in Uttar Pradesh, traversing through Vadodara – Ahmedabad – Palanpur Phulera- Rewari, the Eastern DFC covers 1,856 km from Ludhiana in Punjab to Dankuni, near Kolkata in West Bengal, and will traverse the states of Haryana, Uttar Pradesh, Bihar and Jharkhand.

The DFC, once completed, is expected to complement the future of the Indian economy with an increased number of freight trains in eastern and western sectors of the country.

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An 800-km stretch of Dedicated Freight Corridor is set to be opened by December-end, covering 9 States, 60 Districts and 48 Stations along its grid, providing a massive boost to trade & commerce by facilitating the smooth transit of goods & freight.

-----Piyush Goyal Minister of Railways & Coal, Govt. of India

Urban Transport Infrastructure | November 2018

Road Transportation

Road Transport & Electric Mobility

News Highlights • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

NITI Ayog hosts two days on First Urban Mobility Summit in New Delhi [Sep 7, 2018] Indians need 30 lakh buses to travel, only 3 lakhs exist: Transport Secretary [Sep 11, 2018] Formation of a Central Authority for the transport of metro cities would be a step forward [Sep 14, 2018] Delhi High Court pulls AAP government for lack of recruitment in transport department [Sep 16, 2018] Delhi Govt. all set to launch Common Mobility Card engraved with Govt, Metro and DTC logo [Sep 24, 2018] Smart Cities: Kerala to implement aprrox. ₹216-crore infra projects in two years [Sep 25, 2018] PMC and PCMC plan to promote Cycling in Pune Smart City [Oct 01, 2018] Mangaluru begun constructing nine bus shelters under Smart City mission [Oct 03, 2018] Kochi celebrates Public Transport day, raise awareness in Public [Oct 10, 2018] India to get One Nation One Card policy for seamless transport connectivity: NITI Aayog [Oct 10, 2018] Confusion & conflict continues over monthly transport passes in Bhopal [Oct 15, 2018] Orrisa Transport Department signs MoU with HDFC Bank for e-collection of revenue [Oct 16, 2018] Pune selected as India’s first lighthouse city for Urban Mobility Lab [Oct 16, 2018] India looks to launch aircraft-like 'black box' system for public transport [Oct 16, 2018] Hyundai Motor India begins 4th phase of Road Safety campaign [Oct 16, 2018] Twenty Two Motors and Kymco announce India Partnership for Electric Scooter [Oct 17, 2018] MoRTH launches ‘Road to Safety – Towards Responsible Youth’ programme [Oct 17, 2018] Tata Motors European Technical Centre Demonstrates latest Mobility Technology [Oct 23, 2018] India needs to increase FAME II subsidy, not enough for transition to electric mobility [Oct 23, 2018] Urban mobility startup Shuttl raises ₹7.3 crores from Trifecta Capital in India [Oct 24, 2018] Kolkata Public Transport scores high in study on ease of mobility [Oct 26, 2018] Air quality ‘very poor’ in Delhi, citizens urged to use public transport [Nov 01, 2018] Delhi Govt to float tender for 1000 zero emission electric buses for Delhi [Nov 02, 2018] Delhi government conducts trial run of fully electric public bus [Nov 02, 2018] Supreme Court of India banes 15 yrs old diesel and 10 yrs old petrol vehicles in Delhi-NCR [Nov 02, 2018] Kohima ranked first in India in frequency of using public transport [Nov 02, 2018] Govt made mandatory to have emergency button and tracking devices in public transport [Nov 02, 2018] Hardeep Puri inaugurates 11th edition of Urban Mobility India Conference & Expo in Nagpur [Nov 02, 2018] Delhi CM Kejriwal gifts Signature Bridge to Delhiites ahead of Diwali [Nov 04, 2018] WAPCOS and Doppelmayr sign MoU for end-to-end solutions for passenger ropeway projects [Nov 05, 2018] Orrisa CM Patnaik flags off ‘Mo Bus’ services to boost intercity travel in smart city [Nov 06, 2018] PM Modi to inaugurate Ring Road and Babatpur Airport Road in Varanasi next week [Nov 06, 2018] AbhiBus bags Kerala State Road Transport Corporation's online ticket project [Nov 06, 2018] WWW.URBANTRANSPORTNEWS.COM

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Urban Transport Infrastructure | November 2018

Road Transportation

FAME and National E-Mobility Scheme in India These schemes aim to achieve national fuel security by promoting hybrid and electric vehicles in the country.

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he FAME India (Faster Adoption and Manufacture of (Hybrid and) Electric Vehicles) Scheme was launched by the Ministry of Heavy Industries and Public Enterprises in 2015 to incentivize the production and promotion of eco-friendly vehicles including electric vehicles and hybrid vehicles.

FAME India is a part of the National Electric Mobility Mission Plan. Main thrust of FAME is to encourage electric vehicles by providing subsidies. Vehicles in most segments – two wheelers, three wheelers, electric and hybrid cars and electric buses obtained the subsidy benefit of the scheme.

Benefits under FAME scheme At present, the FAME scheme gives incentives to electric scooters ranging between INR 1700 to INR 39,000. For three-wheelers, the incentives range from INR 3300 and INR 61,000 and for electric and hybrid cars, the benefits ranges from WWW.URBANTRANSPORTNEWS.COM

INR 11,500 to INR 1.43 lakh. Electric buses cost about Rs 55 lakh less under the scheme.

Focus areas of FAME The scheme covers Hybrid and Electric technologies like Mild Hybrid, Strong Hybrid, Plug in Hybrid & Battery Electric Vehicles.

FAME focuses on 4 areas i.e.

Technology development, Demand Creation, Pilot Projects and Charging Infrastructure.

Phase I of FAME FAME is designed to implement in a phased manner. Phase I of the FAMEIndia Scheme was scheduled for a twoyear period between April 1, 2015, and March 31, 2017, at an approved outlay of INR 795 crore. But later it was extended to August 31, 2018.

Approximately 2,18,625 Electronic Vehicles were ‘promoted’ by FAME I till July 2018. Now again the scheme is extended to March 31, 2019 due to delay in introducing the FAME II scheme by the Govt. of India.

FAME-India is part of the National

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Electric Mobility Mission Plan (NEMMP), which was launched in 2015. Under the NEMMP scheme, the government aimed to invest Rs 14000 crore in creating infrastructure and promoting the use of electric vehicles.

The mother programme of FAMEthe National Electric Mobility Mission Plan (NEMMP) 2020 was launched in 2013 to achieve sales of six-seven million units of electric vehicles and thus to realise fossil fuel saving of 2.2 to 2.5 million tonnes.

Such a promotion of electric vehicles will substantially lower vehicular emissions and decrease in carbon dioxide emissions by up to 1.5% by 2020.

In early 2018, the Ministry of Power launched the new National Electric Mobility Programme with broad objectives. Here, the focus is for establishing the electric charging infrastructure and a policy framework to set realise more than 30% electric vehicles by 2030.

Urban Transport Infrastructure | November 2018

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Urban Transport Infrastructure | November 2018

Road Transportation

8 Helpful Steps for Solving the Problems of Urban Transport Know some common steps which may be helpful in solving the problems of urban transport in India

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here is no readymade universally acceptable solution to the urban transport problem.

Planners, engineers, economists and transport technologists each have their own views, which when combined, invariably produced a workable strategy. Whatever policy evolved should be considered firstly, in the light of time it takes to implement them and secondly, all policies need to be appraised in terms of their cost.

The following common steps may be helpful in solving the problems of urban transport: 1. Development of Additional Road Capacity: One of the most commonly adopted methods of combatting road congestion in medium and small towns or in districts of larger centres is the construction of bypasses to divert through-traffic. This practice has been followed throughout the world including India. Mid-twentieth century planners saw the construction of additional road capacity in the form of new or improved highways as the acceptable solution to congestion within major towns and cities.

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Since the pioneer transportation studies of the 1950s and 1960s were carried out in the US metropolitan areas, where the needs of an autodominated society were seen to be paramount, the provision of additional road capacity was accepted for several decades as the most effective solution to congestion, and urban freeways were built in large cities such as Chicago, San Francisco and Los Angeles.

Western European transport planners incorporated many of their American counterparts’ concepts into their own programmes and the urban motorway featured in many of the larger schemes (Muller, 1995).

However, it soon became evident that the generated traffic on these new roads rapidly reduced the initial advantages.

The construction of an urban motorway network with its access junctions requires large areas of land and the inevitable demolition of tracts of housing and commercial properties. By the 1970s planners and policymakers came to accept that investment in new highways dedicated to the rapid movement of motor traffic was not necessarily the

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most effective solution to urban transport problems.

2. Traffic Management Measures: Temporary and partial relief from road traffic congestion may be gained from the introduction of traffic management schemes, involving he reorganisation of traffic flows and directions without any major structural alterations to the existing street pattern. Among the most widely used devices are the extension of one-way systems, the phasing of traffic-light controls to take account of traffic variation, and restrictions on parking and vehicle loading on major roads.

On multi-lane highways that carry heavy volumes of commuter traffic, certain lanes can be allocated to incoming vehicles in the morning and to outgoing traffic in the afternoon, producing a tidal-flow effect. Recent experiments using information technology have been based upon intelligent vehicle highway systems (IVHS), with the computerized control of traffic lights and entrances to freeways, advice to drivers of alternative routes to avoid congestion, and information on weather and general road conditions.

Urban Transport Infrastructure | November 2018

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Urban Transport Infrastructure | November 2018

Road Transportation The IVHS can be linked up with advanced vehicle control systems, making use of in-car computer to eliminate driver error and control automatic braking and steering when accidents are imminent.

Traffic management has been extensively applied within urban residential areas, where excessive numbers of vehicles produce noise, vibration, pollution and, above all, accident risks, especially to the young. ‘Traffic calming’ has been introduced to many European cities and aims at the creation of an environment in which cars are permitted but where the pedestrian has priority of movement. Carefully planned street-width variations, parking restrictions and speed-control devices such as ramps are combined to secure a safe and acceptable balance between car and pedestrian.

3. Effective Use of Bus Service: Many transportation planning proposals are aimed specifically at increasing the speed and schedule reliability of bus services, and many European cities have introduced bus priority plans in an attempt to increase the attractions of public transport. Bus-only lanes, with or against the direction of traffic flow, are designated in heavily congested roads to achieve time savings, although such savings may later be dissipated when buses enter inner-city areas where priority lanes at intersections and certain streets may be restricted to buses only, particularly in pedestrianised shopping zones.

congestion. In the UK, Runcorn New Town, built as an overspill centre for the Merseyside conurbation, was provided with a double- looped busway linking shopping centre, industrial estates and housing areas.

About 90 per cent of the town’s population was within five minutes’ walk of the busway and operating costs were 33 per cent less than those of buses on the conventional roads.

Although the system is not used to the extent originally envisaged, it successfully illustrates how public transport can be integrated with urban development. Bus-only roads can also be adapted to vehicle guidance systems, whereby the bus is not steered but controlled by lateral wheels, with the resumption of conventional control when the public road network is re-entered.

Such systems have been adopted in Adelaide and experiments have been made in many other cities (Adelaide Transit Authority, 1988).

The bus can also be given further advantages in city centres where major retailing and transport complexes are being redeveloped. The construction of covered shopping malls and precincts can incorporate bus facilities for shoppers, and reconstruction of rail stations can also allow bus services to be integrated more closely with rail facilities.

The ‘park-and-ride’ system, now adopted by many European cities, enables the number of cars entering city centres to be reduced, particularly at weekend shopping peak periods. Large car-parks, either

The advantages of the bus over the car as an efficient carrier are secured, and the costs of providing the fringe carparks are much less than in inner-city zones. Rail commuters can also be catered for in a similar manner with the provision of large-capacity car-parks adjacent to suburban stations.

Many towns and cities have’ attempted to attract passengers back to bus transport by increasing its flexibility and level of response to market demand. In suburban areas the dial-a-ride system has met with partial success, with prospective passengers booking seats by telephone within a defined area of operation.

Such vehicles typically serve the housing areas around a district shopping centre and capacity is limited, so they are best suited to operations in conditions of low demand or in off-peak periods. Fares are higher than on conventional buses since the vehicle control and booking facilities require financing.

Experiments have also been made with small- capacity buses that can be stopped and boarded in the same way as a taxi and which can negotiate the complex street patterns of housing estates more easily than larger buses.

However, with the widespread introduction of scheduled minibus is the problem of overloading has been reduced.

4. Parking Restrictions: As we have seen, it is not possible to provide sufficient space for all who might like to drive and park in the central areas of large towns. Parking thus must be restricted and this is

Where entirely new towns are planned, there is an opportunity to incorporate separate bus networks within the urban road system, enabling buses to operate free from

temporary or permanent according to need, on the urban fringe are connected by bus with city centres, with charges generally lower than central area parking costs.

usually done by banning all-day parking by commuters or making it prohibitively expensive. Restrictions are less severe – off-peak, so that shoppers and other short-term visitors.

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Urban Transport Infrastructure | November 2018

Road Transportation who benefit the economy of the centre are not deterred. Separate arrangements must be made for local residents, perhaps through permits or reserved parking.

City authorities can thus control public car-parking places, but many other spaces are privately owned by businesses and reserved for particular employees. The effect of this is to perpetuate commuting to work by car. The future provision of such space can be limited through planning permission for new developments, as is done in London, but controlling the use of existing private spaces raises problematical issues of rights and freedoms that many countries are reluctant to confront.

Overall, parking restrictions have the advantage of being simple to administer, flexible in application and easily understood by the public. Their Achilles’ heel is enforcement, for motorists are adept at parking where and when they should not and evading fines once caught.

Fines in many cities are so low that being caught once or twice a week works out cheaper than paying the parking charge. Indeed, in London in 1982, a survey showed that illegal parkers outnumbered legal ones and only 60 per cent of the fines were ever paid. Parking controls have to be stringent and be enforced if they are to make any significant contribution to reducing congestion in the city.

5. Promoting the Bicycle: The benefits of cycling have long been recognised. The bicycle is cheap to buy and run and is in urban areas often the quickest door-to-door mode.

It is a benign form of transport, being noiseless, non-polluting, energy-and space-efficient and non-threatening to most other road users. A pro-cycling city would promote fitness among cyclists and health among noncyclists. Cycling is thus a way of providing mobility, which is cheap for the individual and for society.

Advocates of Environmental Traffic Management (ETM) frequently cast envious glances at the Netherlands, where cycle planning is set in the context of national planning for sustainability. The Master Plan Bicycle, which aims to increase bicycle-kilometers by at least 30 per cent between 1986 and 2010, not only tackles the traditional WWW.URBANTRANSPORTNEWS.COM

concerns of cycle infrastructure and road safety, but also addresses issues of mobility and modal choice; how to encourage businesses to improve the role of the bicycle in commuting; reducing bicycle theft and increasing parking quantity and quality; improving the combination of cycling and public transport; and promoting consideration of the bicycle amongst influential decision makers. These ‘pull’ measures are part of a national transport strategy of discouraging car use, which ‘pushes’ motorists towards use of the bicycle.

6. Encouraging Walking: Walking is the most important mode of transport in cities, yet frequently data on it are not collected and many planners do not think of it as a form of transport. As a result of this neglect, facilities provided specifically for walking are often either absent or badly maintained and pedestrians form the largest single category of road user deaths.

There are social, medical, environmental and economic reasons for promoting walking, for it is an equitable, healthy, non-polluting and inexpensive form of transport.

Moreover, ‘foot cities’ tend to be pleasurable places in which to live, with access to facilities within walking distance frequently cited as a key indicator of neighbourhood quality of life.

7. Promoting Public Transport: If ETM aims to shift trips away from cars, then attractive alternatives are required. Cycling and walking may be appropriate for the shorter distances, but transferring longer trips requires that a good quality public transport system is in place to

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ensure that the city can function efficiently.

This means that: 1. Fares need to be low enough for poor people to be able to afford them; 2. There must be sufficient vehicles for a frequent service to be run throughout the day; 3. Routes must reflect the dominant desire lines of the travelling public and there should be extensive spatial coverage of the city so that no one is very far from a public transport stop; 4. Speeds of buses need to be raised relative to cars by freeing them from congestion; 5. It is not enough to provide public transport: it also has to be coordinated.

Multi-modal tickets may be one essential ingredient of a functional urban transport system, but the key item is the integration of services by the provision of connections between modes.

8. Other Measures: Some of the other measures useful for urban transport planning are: 1. Restrictions on road capacity and traffic speeds, 2. Regulating traffic access to a link or area, 3. Charging for the use of roads on a

Urban Transport Infrastructure | November 2018

Road Transportation link, or area basis, 4. Vehicle restraint schemes, 5. Rail rapid transit, 6. Transport coordination, and 7. Public transport improvement, etc.

The urban transport planning is a continuous process and it should be done through a process, as Figure 5.4 shows, are the pre-analysis, technical analysis and the post analysis phases.

Once the goals are established, data need to be collected in order to prepare land use, transport and travel inventories of the study area. The availability of good quality, extensive and up-to-date data is an essential precondition for the preparation of an urban transport plan.

Accordingly, there will need to be an inventory of the existing transport system and the present distribution of land uses; a description of current travel patterns; and data on such matters as population growth, economic activity, employment, income levels, car ownership, housing and preferred travel modes.

approach.

The environment al traffic management system should be adopted both in developed and developing countries in order to check the increasing problems of the urban transport. ***

In brief, urban transport process has four principal characteristics – quantification, comprehensiveness, systems thinking and a scientific

Author: Mr. Raghav

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Urban Transport Infrastructure | November 2018

Road Transportation

80% Indians feel last mile connectivity key to improve public transport ridership

- Anupa Sagar Kujur | moneycontrol.com

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t a time when mobility is driving economic growth in the country, 80 percent of commuters feel first-and last-mile connectivity holds the key to improve public transport ridership, according to an Ease of Moving Index 2018 report by Ola’s Mobility Institute.

Almost 70 percent of the public transport users currently rely on cabs, autos, and non-motorised transports (NMTs), according to the report. It means users have to either walk or take an auto to reach the nearest public transport service such as a bus stand, local station, or metro terminal.

Commuters believe if the government fills this gap in the firstand-last-mile connectivity, ridership in public transport will go up as around 60 percent of the current nonusers will be willing to shift to public transport.

Currently, public transport accounts for 34 percent of the total transportation across India. About 58 percent of the commuters use their WWW.URBANTRANSPORTNEWS.COM

personal two or four-wheelers for transportation, while around eight percent of the respondents use shared transportation, according to a report by McKinsey.

In India, over 80 percent of commuters use public transport on account of it being affordable, timesaving and convenient. Kolkata offers the most affordable transport services, whereas Delhi provides the most comfortable transport to its citizens, the report by Ola said.

On the cleanliness front, Ahmedabad leads the way in offering cleanest public transport services.

Patna tops with the least travel time required to go for work trips as the city is well served by intermediate public transport (IPTs).

Among metro cities, Kolkata leads the ease of mobility index at 5.42, followed by New Delhi (5.32) and Chennai (5.27). Mumbai ranks sixth with an index of 4.95.

The high willingness of passengers to use public transport can be used to make policies catering to specific needs of different users by improving service

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levels, real-time information, providing clean public transport, improving frequency and better route planning.

According to a World Bank report, India's rural areas are home to almost 70 percent of India's population but 33 percent of India’s villages do not have access to all-weather roads and remain cut off during the monsoon season. The problem is more acute in India's northern and northeastern states which are poorly linked to the country’s major economic centers.

Good quality infrastructure is critical to ensure ease of moving and infrastructure development has been one of the key interest areas of this government as the allocation has jumped approximately 40 percent in three years. Union Budget for 2018-19 gave a massive push to National Highways as the budgetary allocation was pegged at INR 71,000 crore, up from INR 61,000 crore allocated during 2017-18.

In the World Bank's latest Ease of Doing Business rankings, India leapfrogged to the 77th rank mainly due to improvement in granting of

Urban Transport Infrastructure | November 2018

Road Transportation construction permits.

In this “The index comprehensively captures segment, it has moved to 52nd the various parameters that define position this year from 181. sustainable mobility along with an

The jump of 23 notches indicates that the country is moving towards improving mobility. Over 80 percent of the 43,000+ respondents report an improvement in the mobility scenario over the last five years despite rising congestion and travel times. The improvement is mainly on the back of initiatives such as Smart City, Atal Mission for Rejuvenation and Urban Transformation (AMRUT), and Metro rail projects, the report said.

The report studies three pillars of mobility -- people, infrastructure and sustainability -- to determine the overall health of a city's mobility. The Index is aimed at supporting policymakers, planners and practitioners, and businesses to identify mobility requirements of cities in India, challenges faced by the public, and aspirations of the citizens.

emphasis on the future of mobility which includes cashless transactions, technology-based mobility, clean fuels and the need for encouraging non-motorized transportation," Nitin Gadkari, Union Minister, Road Transport and Highways, said in the report.

Among the 20 cities covered in the index, Bhubaneswar leads under the pillar of Infrastructure. Interestingly, the cities with leading scores in infrastructure have performed poorly in building a positive perception of the people on mobility. For instance, Bhubaneswar does not perform well on people’s perception and ranks 16th under the pillar of People.

The report also suggests that citizens are concerned about the environmental issues and they would like their mobility to be environment-

Friendly. Thus, 75 percent of respondents are of the opinion that electric vehicles could replace conventional vehicles by 2030.

"We are in the midst of a radical transformation in how people and goods move. India has the potential to lead the "mobility economy" and demonstrate a transportation ecosystem that is shared, sustainable, and accessible to all," Bhavish Aggarwal, Co-founder and CEO of Ola, said.

The index comprehensively captures the various parameters that define sustainable mobility along with an emphasis on the future of mobility which includes cashless transactions, technology-based mobility, clean fuels and the need for encouraging non-motorized transportation.

----Nitin Gadkari Minister of Road Transport, Highways & Shipping, Govt. of India

Shipping & Ports

Shipping & Ports National Waterways in India: Key Figures as on 5th November 2018 • National Waterway I:

1620 km Haldia (Sagar) - Farakka (560 km) Farakka - Barh (400 km) Barh - Ghazipur (290 km) Ghazipur – Chunar/Allahabad (370 km)

• National Waterway II:

891 km Bangladesh Border – Pandu (255 km) Pandu- Neamati (374 Km) Neamati-Dibrugarh (139 km) Dibrugarh- Oriumghat (92 km)

• National Waterway III: 205 km West Coast Canal (Kottapuram - Kollam) – 168 km Udyogmandal Canal (Kochi Pathalam Bridge) – 23 km Champakara Canal (Kochi - Ambalamugal) - 14 km

• National Waterway IV: 2890 km Kakinada-Puducherry stretch of Canals integrated Bhadrachalam – Rajahmundry stretch of River Godavari and Wazira Vijayawada stretch of River Krishna (1078 km) River Krishna from Wazirabad to Galagali (628 KM) River Godavari from Bhadrachalam to Nasik (1184Km)

• National Waterway V: 623 km Brahmani river & Mahanadi delta system along with East Coast Canal

106 New National Waterways has been declared by the Govt. of India Andhra Pradesh (2), Arunachal Pradesh (1), Assam (14), Bihar (6), Delhi (1), Goa (6), Gujarat (5), Haryana (2), Himachal Pradesh (3), Jammu & Kashmir (4), Jharkhand (2), Karnataka (11), Kerala (4), Maharashtra (24), Meghalaya (5), Mizoram (1), Nagaland (1), Orrisa (5), Punjab (3), Rajasthan (3), TamilNadu (9), Telangana (5), Uttar Pradesh (10), West Bengal (15).

For detailed information please visit Sea Section at Urban Transport News portal

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Urban Transport Infrastructure | November 2018

Shipping & Ports

News Highlights • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •

Shipping Ministry clears bail-out plan for stressed PPP projects at Major Ports [Sep 06, 2018] Cochin Port receives first Ship at Penna Cement Terminal [Sep 06, 2018] Shipping Ministry holds Consultative Workshop on National Maritime Heritage in Mumbai [Sep 07, 2018] Shipping Ministry set terms for older Cargo Terminals at Major Ports to shift to a new rate regime [Sep 07, 2018] Krishnapatnam Port to invest Rs 500 crores for Liquid Cargo Terminal [Sep 11, 2018] CONCOR and CWC sign agreement to operate CFS facility at Pipavav Port [Sep 12, 2018] Commerce Ministry to soon seek Cabinet nod for National Logistics Policy [Sep 12, 2018] Krishnapatnam Port leads South India's transshipment volumes [Sep 14, 2018] Special jetties to build for fruit, vegetable export at major ports: Mansukh Mandaviya [Sep 17, 2018] Gandhidham Chamber organized a meeting to discuss Gandhidham-Kandla land issues [Sep 17, 2018] Deendayal Port inducts new Tug M.T. Krittika [Sep 21, 2018] MIAL Cargo obtains Authorised Economic Operator (AEO) certification [Sep 24, 2018] India to get access to Chittagong & Mongla Ports for transportation of goods to N-E States [Sep 24, 2018] Cabotage law relaxation to boost trade at Cochin Port [Sep 25, 2018] Sumiit Sharma elected as new President of WISTA India [Sep 26, 2018] Shipping Ministry considering new strategic Port for Transshipment operations [Sep 26, 2018] CSL signs MoU with Andaman & Nicobar Administration for ship repair operations at Port Blair [Sep 28, 2018] Shipping Ministry appoints TN IAS Officer T. K. Ramachandran as Chairman of VOC Port [Sep 28, 2018] Shipping Ministry to make PCS mandatory for all Indian Ports [Sep 28, 2018] Two freight ships complete journey from Bihar to Assam via Bangladesh [Oct 03, 2018] PM inaugurates Mundra LNG Terminal and pipeline projects at Anjar [Oct 03, 2018] IPA appoints Tech Mahindra as Managed Service Provider for Port Enterprise Business System for 5 Major Ports [Oct 03, 2018] Indian National Shipowner's Association elects New Office Bearers & Directors for 2018-19 [Oct 03, 2018] Guwahati hosts workshop on Inland Water Transport Development [Oct 09, 2018] West Bengal starts vessels Services in Kolkata, 104 jetties identified [Oct 09, 2018] Union Transport Minister Nitin Gadkari lays foundation stone for inland waterway [Oct 17, 2018] Gadkari inaugurates India’s first luxury cruise service between Mumbai-Goa [Oct 20, 2018] Cochin Shipyard inks pact with Russia’s USC to boost water transport [Oct 22, 2018] Govt to undertake Rs 2.35 lakh crore projects under Sagarmala in Maharashtra : Nitin Gadkari [Oct 24, 2018] India, Iran and Afghanistan hold first trilateral meet on Chabahar Port [Oct 25, 2018] India-Bangladesh sign agreements to strengthen inland water transportation [Oct 26, 2018] Nitin Gadkari lays foundation of India's largest Dry Dock at Cochin Shipyard [Oct 31, 2018] IWAI hands over its Kolkata Terminals to Summit Alliance Port East Gateway (India) on supply, operate, maintain model [Oct 31, 2018] India to implement International North-South Transport Corridor [Nov 05, 2018] PM Narendra Modi to inaugurate multi-modal terminal on River Ganga in Varanasi [Nov 08, 2018]

For detailed information please visit Sea Section at Urban Transport News portal

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Urban Transport Infrastructure | November 2018

Shipping & Ports

Gadkari inaugurates India’s first luxury Angriya cruise service between Mumbai-Goa - Urban Transport News | www.urbantransportnews.com

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he Mumbai Port Trust has opened its newlyrefurbished Domestic Cruise Terminal and is preparing to give green signal to India’s first luxury cruise ship ‘Angria’ (between Mumbai to Goa). Union Minister of Road Transport, Highway and Shipping Nitin Gadkari inaugurated the cruise service on Saturday.

However, the commercial launch of the cruise service started from October 24 and now you are able to enjoy a trip to the luxury cruise. This is part of the Indian government’s plan to develop Cruise Tourism as a major means of raising revenue for India. At present, work is going on in the 3 coastal cities of India – cruise service in Mumbai, Chennai, and Kochi. In these three cities, basic infrastructure is already available in terms of cruise service.

Great opportunities for cruise tourism in India More than 2.6 million Indians traveled abroad in 2017 and less than 1.5 million of them went to the cruise.

However, the cruise holiday trade is now catching up and this year, 2 lakh

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Indians are expected to go to the cruise.

Cruise service is becoming increasingly popular in the last few years. This year, around 27 million tourists worldwide are expected to go to the cruise service. Last year more than 14 lakh tourists went to the cruise.

However, the number of Indians going on the cruise is low. In 2017, only 1.4 lakh Indians went on the cruise, whereas in Japan it was more than 43 lakhs. In this view, there are opportunities for cruise tourism in India and the Government of India is working on the scheme to redeem this opportunity.

Cruise named in memory of Maratha Admiral The name of the cruise is Angria, which is named after Admiral Kanhoji Angre of Maratha Navy, the name of the coral reef between Maharashtra and Goa is also the Angria Bank. This cruise was made in Japan in 1997.

Earlier, cruise service was introduced between Goa and Mumbai in 1991. At that time, two ships, Konkan Shakti and Konkan Sevaks traveled between Mumbai and Goa. It took 24 hours to travel between the two cities. But this

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journey from Angriya Cruise completed in only 16 hours.

Luxury facilities to meet in Cruise In addition to the 8 restaurants and bars in the cruise, there is a 24-hour coffee shop on the deck. Apart from this, the guests’ choice dish will also be found on the cruise. The cruise also has a swimming pool, modern lounge and amusement room. The cruise is decorated with beautiful petting and pictures.

400 passengers capacity This cruise has a capacity of 400 passengers. This cruise takes 16 hours to reach Goa from Mumbai. The cruise speed is 30 to 32 kilometers per hour.

One way ticket from 7000 to 12000 rupees One side fare from the cruise is ranged from 7 thousand to 12 thousand rupees. Separate fares for different categories of cruise service. Ticket fare is included meals, refreshments, and breakfast. The cruise ship is running 4 times in a week. The cruise will be operated only when the weather is clear. Accordingly, the cruise will be operated between October and May.

Urban Transport Infrastructure | November 2018

Shipping & Ports

PM Narendra Modi inaugurates India’s first Multi Model Terminal on River Ganga in Varanasi

- Urban Transport News | www.urbantransportnews.com

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rime Minister Shri Narendra Modi dedicated India’s first multi-modal terminal on river Ganga (on National Waterway I) to the nation at Varanasi on 12th November 2018.

This terminal will provide seamless linkage between road-rail-river transportation for movement of cargo. This is the first of the three Multi-Modal Terminals and two Inter-Modal Terminals being constructed on the river Ganga.

The Multi-Model Terminals are being built as part of the Govt. of India’s Jal Marg Vikas project that aims to develop the stretch of River Ganga between Varanasi to Haldia for navigation of large vessels up to 1500-2000 tonnes weight, by maintaining a drought of 2-3 metres in this stretch of the river and setting up other systems required for safe navigation.

The objective is to promote inland waterways as a cheaper and more environment friendly means of transport, especially for cargo movement.

Inland Waterways Authority of India (IWAI) is implementing the project.

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Operation, management and further development of the Multi-Modal Terminal is proposed to be entrusted to an Operator on PPP model. Selection of the PPP Operator through an International Competitive Bidding is at an advanced stage and expected to be completed by December 2018.

The project of the multi-modal terminal and proposed Freight Village at Varanasi are expected to generate 500 direct employment and more than 2000 indirect employment opportunities.

Benefits of Jal Marg Vikas Project: • Providing access to better markets to traders, farmers, entrepreneurs and businessmen • Facilitating employment avenues through infrastructure development and construction of Multi-model Terminals.

• Ro-Ro facilities and ferry services to benefit the people by easing local travel.

• Transforming the lives of people with better connectivity.

• 16000 direct jobs and 840000 indirect jobs will be created through the vessel construction industry.

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Salient features of India’s first Multi Model Terminal on River Ganga, National Waterway I, Varanasi: • Built under Jal Marg Vikas Project • Project cost: INR 5369 crores • Area: 82.38 hectares • Capacity: 12.6 lakh tonnes per annum • Length: 1380 km (Phase-I) Jal Marg Vikas Project highlights: • Total 25 terminals Investment Cost INR 1354 crores • 3 Multimodal Terminals (Varanasi, Sahibganj, Haldia) • 2 Intermodal Terminals (Ghazipur, Kalughat) • 10 Ro-Ro Terminals • 10 Floating Terminals

Urban Transport Infrastructure | November 2018

Airport & Aviation

Airport & Aviation

News Highlights • • • • • • • • • • • • • • • • • • • • • • • • • • •

Successful test flight lands at Sindhudurg Airport [Sep 12, 2018] India and Morocco sign Air Services Agreement enabling greater connectivity [Sep 19, 2018] PM inaugurates Jharsuguda Airport and flags off UDAN flight between Jharsuguda-Raipur sector [Sep 23, 2018] PM Narendra Modi inaugurates Pakyong Airport in Himalayan state Sikkim [Sep 24, 2018] Indian airlines unlikely to face big hit from tariff on jet fuel imports, data shows [Sep 27, 2018] AAI’s Ahmedabad and Indore Airports bag Best Airports Awards under Tourism Awards 2016-17 [Sep 27, 2018] Aviation Ministry writes to Finance Ministry on Air India distress call [Sep 29, 2018] Civil Aviation Ministry launched policy on Biometric based “Digi Yatra” for flyers [Oct 04, 2018] First commercial flight land at India’s 100 th Pakyong Airport [Oct 04, 2018] Civil Aviation Ministry launched policy on Biometric based “Digi Yatra” for flyers [Oct 04, 2018] CISF to test 3D CT scanners that allow checking electronic equipment within bags at airports [Oct 10, 2018] Defense Minister Nirmala Sitharaman visits Rafale manufacturing facility in France [Oct 13, 2018] Reliance Defense will get 3% of Rs 30,000 crore Rafale offset [Oct 15, 2018] Dassault to deliver Rafale fighter jets to India from 2019: CEO Eric Trappier [Oct 16, 2018] Surfing internet in plane soon possible, but voice call has to wait [Oct 18, 2018] National Small Savings Fund gives Air India Rs 1000 crore lifeline [Oct 18, 2018] Air India suggest govt to sell Air India Express & SATS first [Oct 19, 2018] ED files money laundering cases into Air India deals inked during UPA tenure [Oct 19, 2018] Indian Government in discussions with Western Australia over direct flights [Oct 24, 2018] IndiGo CEO Rahul Bhatia wants staffers to help cut costs [Oct 25, 2018] Air Italy to begin direct flights from Mumbai, Delhi [Oct 25, 2018] India to become 3rd-largest aviation market by 2024, surpass the UK: IATA [Oct 25, 2018] Dassault CEO clears air on Ambani, throws open challenge at Rafale's detractors [Oct 26, 2018] Top Airbus executive on ED radar in Rs 8,000 crore Indian Airlines deal [Oct 29, 2018] Jet Airways gets payment delay notice from aircraft lessors; shares dive [Oct 31, 2018] DGCA asks Jet Air, SpiceJet to take action on sensor-related issues with Boeing 737 MAX [Nov 08, 2018] Cabinet approves leasing out six airports under PPP mode [Nov 08, 2018]

For detailed information please visit Aviation Section at Urban Transport News portal

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Urban Transport Infrastructure | November 2018

Airport & Aviation

India to be world's third largest aviation market by 2024-25: IATA

HIGHLIGHTS • The number of domestic flyers has crossed the 10-crore mark in the first nice months of this year.

• The milestone was achieved in the 11 months (January to November) in 2017

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ndia will be the world’s third largest air travel market by 2024 when it overtakes UK. The International Air Transport Association (IATA) on 24th October 2018 gave the global trends for aviation which says the “eastward shift in aviation’s center of gravity continues”. The number of flyers globally could double to 8.2 billion in 2037.

China will displace the United States as the world’s largest aviation market (defined as traffic to, from and within the country) in the mid2020s…. India will take third place after the US, surpassing the UK around 2024.

The rapid growth in air traffic was also confirmed by the Directorate WWW.URBANTRANSPORTNEWS.COM

General of Civil Aviation (DGCA) which released September domestic air travel data. The number of domestic flyers has crossed the 10crore mark in the first nine months of this year. This milestone was achieved in the 11 months (January to November) in 2017. In 2016, the number of domestic flyers was 99.9 lakh.

While air travel has exploded in India, airport infrastructure has not kept pace with that growth. As a result, India’s biggest hubs of Delhi and Mumbai have choked airports that find it hard to add any more flights. The second airports in these cities are about four to five years away.

IATA says the Asia-Pacific region will drive the biggest growth with more than half the total number of new passengers over the next 20 years coming from these markets. Growth in this market is being driven by a combination of continued robust economic growth, improvements in household incomes and favorable population and demographic profiles.

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"Aviation is growing, and that is generating huge benefits for the world. A doubling of air passengers in the next 20 years could support 100 million jobs globally. There are two important things that stand out about this year’s forecast. Firstly, we are seeing a geographical reshuffling of world air traffic to the East. And secondly, we foresee a significant negative impact on the growth and benefits of aviation if tough and restrictive protectionist measures are implemented," said Alexandre de Juniac, IATA’s Director General and CEO. Indonesia is forecast to be a standout performer—climbing from the world’s 10th largest aviation market in 2017 to the 4th largest by 2030. Thailand is expected to enter the top 10 markets in 2030, replacing Italy which drops out of the ranking,” an IATA statement said. ***

Urban Transport Infrastructure | November 2018

Airport & Aviation

India's struggling aviation sector and the way forward

India is already the second biggest aviation market in Asia after China. Just recently, India surpassed Japan as the second largest domestic aviation market in Asia. By 2025, India is expected to emerge as the third largest domestic aviation market in the world after China and the US.

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hen Indigo Airlines (Interglobe) reported its first loss in 12 quarters, the alarm bells surely started ringing for the aviation sector. On the positive side, the Indian domestic aviation sector has been growing at ~18% on an annualized basis. However, the business model of airline companies was increasingly under strain. Jet Airways has been under a liquidity crisis for a long time. But, nobody expected that Indigo Airlines, with a 42% market share, would also face the squeeze. Actually, the squeeze was coming on two fronts. First, with heightened competition among the players, fares were getting beaten down and that was denting their profitability. Second, the costs of fuel were going up. With the price of Brent crude edging towards $80/bbl, the prices of aviation turbine fuel (ATF) had crossed the level of Rs70,000/KL. Understanding RASK and CASK One of the most important variables used to measure the WWW.URBANTRANSPORTNEWS.COM

profitability of aviation companies is the spread between RASK and CASK. The revenue per average seat kilometer (RASK) measures what the airline earns per seat on each kilometer travelled. This RASK is highly vulnerable to the pricing power of the airlines. Normally, the higher the competition in the industry (as it is in India today), the lower is the RASK. The cost per average seat kilometer (CASK) measures the cost the airline incurs (fixed and variable) per seat on every kilometer travelled. The CASK is, needless to say, highly vulnerable to the cost of ATF, which accounts for a chunk of the cost of running the airline. With ticket prices falling and ATF prices rising, it is this spread between RASK and CASK that has narrowed and even gone into negative territory in most cases.

Big challenge on the revenue front India is already the second biggest aviation market in Asia after China.

Just recently, India surpassed Japan as the second largest domestic aviation market in Asia. By 2025,

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GLOBAL AVIATION Summit 2019 January 15-16, 2019

The Grand Hyatt Mumbai, India

Urban Transport Infrastructure | November 2018

Airport & Aviation India is expected to emerge as the third largest domestic aviation market in the world after China and the US. The graph below shows the market share of Indian aviation companies:

aviation companies are bleeding at a time when global airlines are expected to make net profits of $33bn, according to IATA. There are 4 principal reasons for the high cost structure in India.

First, most airlines end up flying less popular routes which does not make economic sense. Second, global fuel prices are denominated in USD and a strong dollar has posed to be a problem.

Third, Indian aviation companies do not hedge fuel and dollar risk the way global companies do, which is a major cost. Finally, the government’s policy of keeping oil out of GST and skimming away most of the price fall through higher excise duty has also hurt airlines.

Source: DGCA

The first disruption in civil aviation came in 2004 with the launch of Deccan Airways. Since then, low cost airlines have become the model to chase. This is where full-service players like Jet Airways and Air India with higher overheads and inflight catering are having a tough time managing their costs. Take the case of one of the busiest routes in India (Mumbai-Delhi), where despite the high demand, the average fares on this sector fell by 15% to just Rs3,334 of average realization. As most airlines admit, the price point demanded is not viable to run an airline with all the concomitant risks.

If you take a slightly longer perspective from 2014 to 2018, average fares on most trunk routes are down by nearly 40%. As long as Brent was falling from $115 to $30/bbl, there was hardly a problem and airlines were passing on lower fuel costs to consumers. The problem became acute when crude prices bounced back and are now closer to the $80/bbl mark.

Let us look at the stock price performance of aviation stocks.

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Take the case of one of the busiest routes in India (Mumbai-Delhi), where despite the high demand, the average fares on this sector fell by 15% to just Rs3,334 of average realization. As most airlines admit, the price point demanded is not viable to run an airline with all the concomitant risks.

Source: Bloomberg

As the chart above indicates, on a year-to-date basis, the aviation stocks have grossly underperformed the Nifty, which is largely reflective of the crisis that the Indian aviation sector is exposed to.

There is a bigger worry on the cost side To understand the magnitude of this problem, consider the fuel cost of Indigo Airlines, India’s largest domestic carrier by margin. It saw a 55% increase in fuel costs just between Apr-Jul 2018. This explains the sharp fall in profits in the June quarter and a net loss in the September quarter. Ironically, Indian

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Airline companies cannot just hope to do well when oil prices go down. A combination of good policy and smart hedging is the need of the hour! ***

Urban Transport Infrastructure | November 2018

Airport & Aviation

PAKYONG AIRPORT: All you need to know about Sikkim's first and India’s 100th Airport

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ikkim's first airport, Pakyong was inaugurated by Prime Minister Narendra Modi on 24th September 2018.

Pakyong Airport is also one of the five highest airports in India. PM Modi reached the airport via road to inaugurate it.

PM Modi, during the inaugural event, said, "I would like to congratulate all engineers and workers for the construction of this airport.

They have done a commendable job."

PM Modi added that Pakyong was the 100th airport to be opened in India. He also said that Pakyong Airport would minimise the travel duration of hours into minutes. Here's all you need to know about Sikkim's first-ever airport: • Situated near Gangtok, Pakyong Airport is also a greenfield airport.

A greenfield airport is a facility that reflects environmental qualities. These projects use undeveloped/empty fields and construct them from scratch. A greenfield denotes that a project WWW.URBANTRANSPORTNEWS.COM

lacks any constraints imposed upon it by prior work or existing infrastructure.

• Pakyong project is one of the tallest reinforced soil structures in the world.

• Constructed by Airport Authority of India (AAI), Pakyong has a 1,700 m long and 30 m wide runway. Pakyong can accomodate two ATR 72 aircraft at a time.

• The terminal building of Pakyong can house 100 passengers and provides a parking facility for 80 cars. It also houses a fire station and an Air Traffic Control Tower.

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•

•

•

An IAF Dornier 228 landed at the surface of Pakyong Airport on March 5, 2018, for the first time.

However, the first landing by a commercial flight -- a SpiceJet Bombardier plane -- took place on March 10, 2018.

Pakyong will also serve as an important facility for the Indian Army as the airport lies only 60 km away from India-China border.

IAF will be able to land military aircraft at the airport as well.

Spicejet started operating its first commercial flight from Pakyong to Kolkata in October 2018.

Urban Transport Infrastructure | November 2018

Interview

Detailed Project Report (DPR) of the Hyderabad Metro Rail Phase II is almost ready. It will be submitted soon for final approval from the Government.

Mr. NVS Reddy, Managing Director, Hyderabad Metro Rail Limited (Photo: HMRL)

With over 33 years of managerial and administrative experience, Mr. NVS Reddy held several senior Government positions. During his varied assignments, he contributed to systemic improvements in Indian Railways and won many awards.

Presently as the Managing Director of Hyderabad Metro Rail Limited, he is heading the mega Hyderabad Metro Rail project (72 km). Implementation of this project with an estimated cost of Rs.14,132 crore (USD 2.11 billion) under public-private partnership (PPP) with innovative financial engineering is his bold initiative in mass transit systems and infrastructure development. It is the world’s largest Metro rail project being implemented in PPP mode. Here are excerpts from his interview:

What are the key concerns you faced while making the Metro what it is today?

Mr. NVS Reddy: Every day there were agitations and we needed police protection and some of the debates where like?” (something missing here). When a religious group stopped us, the lower communities were the first ones who supported and stood by us. Surprisingly some engineers, unfortunately, supported this, to stall the project. Nobody can teach you to handle these kinds of situations. A religious structure would take 1 to 1.5 years. Bengaluru metro got stalled for 6 months due to the presence of the Ambedkar statue. But here in Hyderabad, HMRL was able to build that confidence among different caste and religious groups. Even today, people of Kukatpally express gratitude. My first victory was Kanchalamma temple near Nagole when the entire community stood by us. We had to negotiate about 30 religious structures.

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You have time and again said that people with vested interests are trying to stall the project. Who are they and what were their vested interests?

Mr. Reddy: I had to acquire 3,000 properties for this project, lawyers were going around, NGOs including all anarchists led by some big names tried to stall the project. I don’t want such troubles for my enemies. We had a lot of adverse reports. My effigy was burnt three times and my general manager had to touch the feet of a godman, to allow the project to continue. There were commercial interests behind the religious structures which we had to tackle.

General Managers had to speak to the respective heads and convince them.

Some people have the habit of creating problems by filing RTIs to stall the project even at this point. I would reveal one day when I retire on what transpired. There are properties where I got threatening calls. But I have to give due credit to the lower strata of society.

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Mr. NVS Reddy is known for his financial acumen, engineering innovation, open minded approach and leadership qualities. He is an expert in Rail Transportation & Power sectors, Finance, Urban Transportation, Urban Governance, Project Structuring, Project Management and PPPs. He has been associated with implementation of many important projects including the mega Konkan Rail project on the west coast of India. He has varied interests and lectures on a variety of topics in prestigious engineering and management institutes/fora in India and abroad.

Urban Transport Infrastructure | November 2018

Interview For MGBS-Falaknuma Metro, there are some heritage and religious structures and roads are narrow. How are you planning to handle these issues?

Mr. Reddy: We have already completed the markings and there were no protests. People seem to be welcoming the Metro in the Old City.

We are not taking the road where there are heritage structures, instead, it will be done on the Mandi road, which is 500 meters away from monuments and there is no change in alignment. Though we are giving names of the Salarjung Museum, Charminar, we are slightly away from the monuments.

The Metro was planned a decade ago, but new projects like strategic road development plan (SRDP) have been planned in the city, can these projects hinder the Metro extension project?

Mr. Reddy: For SRDP projects, GHMC refers their plans to us and we ensure that they do not come in the way of the metro after discussions. It becomes a bit of a technical challenge when a flyover and metro have to go up simultaneously. At Mindspace, there is an underpass, flyover and above that Metro has to run. There is no land but different solutions are available. So we might go for a steel bridge. There would be no issue to connect to Raidurgam.

For the old city, Metro is another means of transport. But for New city where there is a dearth of connectivity, it is a necessity. What is your take on this?

Mr. Reddy: Hitec City is definitely crucial for us. The Metro will do well there rather than the patronage that we are seeing currently. We are planning many skywalks and street level works of higher standards at Hitec City. Ultimately people need to go to the airport from different areas, so be it Old City or New city, the Metro will connect all parts.

for a few meters and beat up our security guards. We don’t want to be tough with commuters slowly the city has to learn. We will give our version to the court on how systematically we have done parking and are creating smart parking and multilevel parking facilities.

Footpaths look wonderful, but experts claim that they are not scientific and disabled-friendly. What is your response to that?

Mr. Reddy: To make it disabledfriendly, we are putting up ramps, and we are putting boulders to avoid two-wheelers from entering on sidewalks. Some boulders will be removed to make it further disabledfriendly and even now some wheelchairs can go through them. As the saying goes, a tree that gives fruits gets the maximum hits from stones. HMRL is in a similar position.

HMRL is a responsive organization, we will do it.

Where are the Multilevel parking (MLP) likely to come up?

Mr. Reddy: We have identified places across the city which includes in Secunderabad at old Gandhi hospital, Opposite Hari Hara Kala Bhavan, Malakpet at Jail Garden, TSIIC’s has two sites one near the Lemon tree and Raidurgam side, Old city near Khilwat. Initially, 20 places have been identified and in-total 45 places.

We are finalizing documents for MLPs after seeing the best practices of the world. Nampally will be the first one and will change the face of the area and is getting a good response.

Phase 2 is a government-funded project and since it is on the outskirts, it won’t be amenable for a PPP. The conditions which the government of India has put are tough as the ridership figures must emerge from different studies. There is a comprehensive mobility plan that needs to be prepared and those figures need to be taken and extrapolated to the metro corridors. We are already doing it. The draft DPR is ready. In a week or ten days, we will give the DPR Phase-2.

The Central government did not want to compensate the remaining amount for viability gap funding, due to the increase in ticket prices. What is your say?

Mr. Reddy: L&T is still at it. We have written to the government. We got most of the money, but some folks think that this can be stalled. We got Rs 1,204 crore and we are yet to get another Rs 254 crore. We faced a much bigger challenge and we are hopeful of resolving this.

At the onset, Mr. Reddy informed his engineers that they were not building the Taj Mahal, but building a Metro which would solve socio-economic problems and so the women safety aspect was key. He said, “We spoke to several groups of women to understand their problems. Now we have 64 cameras with 360-degree vision and the data is stored for 15 days which creates a fear psychosis that somebody is watching thereby making it more secure for women to commute. We provided enough lighting and are working on last mile connectivity now. Cities can’t be for cars, but for people. With the alignment of Hyderabad being the best, I wanted to extend the scope of it further with the Metro.”

What are the parameters for picking 20 spots for developing MLP facilities?

Mr. Reddy: The key criteria are government lands which are closer to transportation hubs. We want to make MLPs hubs of activity which are closer to MMTS, Metro or bus stations. The availability of a big chunk of government land, minimum 1 acre is needed. The MLP near Monda market is going to make a big difference for Secunderabad station. *** It is going to be a beautiful MLP with buses at one level, may be a good hotel or multiplexes or shopping mall.

You have faced criticism from citizens and the court also took suo-motto cognizance of a letter written by a citizen on parking, what do you have to say about it?

Mr. Reddy: I cannot change the city’s behavior overnight. We created a parking facility, but still, some of the When is DPR for Metro phase 2 people behave irresponsibly. Some of expected and why is there a delay?

Interview Credit: Ms. Naveena Ghanate them deliberately do not walk even WWW.URBANTRANSPORTNEWS.COM

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Urban Transport Infrastructure | November 2018

Interview

First Bullet Train Project of India will be operational on time. Land acquisition work will be completed soon.

Mr. Achal Khare, Managing Director, National High Speed Rail Corporation Ltd.

The High Speed Rail (bullet train) corridor is going to be built for the first time in the country and it is making headlines from the beginning. Earlier it was a matter of debate, but now it is in the headlines due to land acquisition. It is being said that the land is not getting acquired due to the opposition by farmers. In such a situation this project may lie down and its cost may increase. Mr. Achal Khare, Managing Director of National High-Speed Rail Corporation (NHSRCL) has shared his views on all such important aspects related to this project. Here are excerptsCan a change of alignment be required due to the problem of land acquisition or can it be late in the project?

Mr. Achal Khare: There should be no problem with the alignment. We have set the target for December 2018 for land acquisition. If we get 80 percent of the land till next May, then the project will run at its own pace. I do not think there will be any delay in the project.

What are you saying behind the scenes? But when will the public see the project speed?

Mr. Khare: There are many things going on. For instance, the work of training center in Vadodara is in progress. There is a depot to be constructed on 76 hectares of land in Sabarmati. The structures are being removed to clear the land. The tender is open for the Bullet Train terminal station in Sabarmati and it will be seen in January. Tenders for construction of two bridges are opened and new tender for construction of the tunnel in Mumbai will be floated in January next year. I think the work of this project will be seen catching up at the speed of July WWW.URBANTRANSPORTNEWS.COM

next year.

Are you sure the bullet train will run on a fixed schedule?

Mr. Khare: Although the Consultant of Japan has laid the target for this project on December 2023, it is our target that the bullet train should be run on 15th August 2022. In this case, we are promising that by 15th August 2022, the bullet train will start running, that means people will start traveling in it.

What about the first installment of the loan from Japanese agency JICA? Mr. Khare: Japan has signed an agreement for the first installment of INR 5500 crores, but there is a special process of payment. Under this process, when the work is done for the first bullet train, the company will pay by the money of the Railways and then after Japan will transfer it to the NHSRCL.

makes bullet train, so we tend to tender for Japanese companies only.

But according to the agreement, there is a term of transfer of technology.

Indian companies will come forward in this direction, then they will have a firearm with Japan. After that these trains will start production in India. But there are many such devices, such as track fittings, electric poles, transformers, which are essential for bullet trains. Such devices will be produced here only.

The steel structure will also be built here. Around 90 thousand tonnes of steel structure will be used. It will also be done under Make in India. ***

Trains will be imported for the bullet train. Will tender for these trains be floated/will these trains be made in India?

Mr. Khare: No company in India yet

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Urban Transport Infrastructure | November 2018

Interview

Train-18 has a travel experience comparable to aircraft: GM, ICF On 29 October 2018, Mr. Ashwani Lohani, Chairman, Railway Board flagged off the first engine less prototype train (Train 18) for trial run.

Train 18 is the Indian Railways’ record-creating first self-propelled train set for long-distance inter-city travel. Manufactured at a cost of Rs 100 crore, the 16-coach AC train set will replace India’s fastest Shatabdi Express train. A project of this magnitude has not been completed in a such a record time anywhere in the world, says Integral Coach Factory (ICF) Chennai GM Sudhanshu Mani. In a media interview, Sudhanshu Mani talks about the challenges ICF faced while making the world-class ‘Make in India’ Train 18 and how his team overcame them: Mr. Sudhanshu Mani, General Manager, ICF, Chennai

Train 18 has been made in a record time. What are the challenges that ICF had to face?

Mr. Sudhanshu Mani: It’s actually just 18 months as the go ahead was received by us from the Railway Board only in April 17. The challenges involved intelligent processing in all fields like interaction with consultants conceptual design, detailed design, development and prototype tests of sub-assemblies and subsequent supply chain, assembly and manufacture of the shells followed by furnishing and intricate testing and commissioning. Such a project has never been attempted by Indian Railways, let alone ICF. Our mode has been to acquire technology for rolling stock and assimilate it gradually with the help of the partner. This was a whole new ball game, we were the developer of the technology and had to be in the lead all the time, with our own technical teams as well the vendors who were developing the sub-assemblies.

Coming to specifics, it’s noteworthy that Indian Railways did not have ready technology for 160 km/hr fit motorized bogies.

Developing such bogies with fully suspended traction motors and underslung propulsion system was a very tough task. Our exteriors have often been singled out for criticism and we had to innovate, within our limitations, to present an attractive exterior. Then there was the task of WWW.URBANTRANSPORTNEWS.COM

coordination with various third party equipment to talk to each other digitally and our engineers had to work hard to make that possible, bridging soft and hard differences in philosophy of design and performance.

Suffice it to say that it has been a remarkable journey and I salute the team ICF and the associated industry partners for making this possible.

There was tension, there was bitterness, there were temporary disappointments all the way and at the end of the day, we have been able to deliver. I am not aware if a project of this magnitude has been completed, from concept to prototype, anywhere in the world in such a short time.

Let me add that I have worked on nearly all major rolling stock design and development programmes of Indian Railways, including major locomotive projects, but I can say without any doubt that this would count as the biggest challenge and the greatest success of our indigenous programme with complete ownership of technology with ICF.

it would therefore cut down the travel time substantially. With its quick turnaround advantage, it would be liked immensely by our operating wing.

Let me also tell you about the features which passengers would appreciate as something new1. modern air-conditioned coaches interconnected with fully sealed gangways, which block noise and dust 2. Centrally operated automatic plug doors with sliding steps.

The sliding steps close the gap between coaches and station platform.

3. Touch free automatic doors inside the passenger compartment 4. Two coaches – one on either end – are provided with disabledfriendly passenger bays and disabled-friendly toilets 5. Onboard uninterrupted wi-fi and enabled infotainment 6. GPS-enabled passenger information – of train speed, location, time to reach destination etc.

7. Toilets with touch-free fittings 8. Multilevel lighting – direct and indirect, similar to aircraft lighting 9. Comfortable seating, window blinds and luggage racks etc.

How is Train 18 radically different from other trains manufactured on the LHB platform?

Mr. Mani: The features which make the train sets different from other coaches are so many. First and All the equipment of the train are foremost, it has a much faster acceleration and deceleration rate and mounted underneath the floor so the

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Urban Transport Infrastructure | November 2018

Interview entire train is available for amenities/movement of passengers.

There are no locomotives or power cars like any Shatabdi or Rajdhani trains. With specially designed undercarriage for 160 km/h speed operation and multi-featured couplings, the train meets a higher safety standard. It is much more energy-efficient, more maintenancefriendly with lower life cycle cost.

How did the idea of Train 18 come about?

Mr. Mani: When I joined ICF in 2016, I was pleasantly surprised to find that I had to lead a very capable team, a team comprising of proficient designers, engineers, supervisors and technicians and so on. And more than their capability, I sensed a certain chutzpah in them. It was now left to me to remove any doubts that they had about their potential and chanelize this energy to do something positively audacious. As Lucio in Shakespeare’s Measure for Measure says, “Our doubts are traitors and make us lose the good we oft might win by fearing to attempt” or as Iqbal said, “Girte hain shahsawar hi maidaane jung mein, wo tifl kya gire jo ghutno ke bal chale”, I told them that the days of their doubts were over.

We were going to design and manufacture the best train ever made in India, matching world standard. I was aware that Indian Railways had been dilly dallying in respect of train sets for decades and it was now or never. Train sets were the norm in all developed railways systems and India could not afford to be a laggard any more. And we were going to do it

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ourselves and not through crutches of any foreign company. True Make in India with a clear stamp of ICF. I told them come, let us make history.

on a par with flights. The plush interiors and compact toilets are worldclass with touch-free fittings and vacuum system in aircraft. And all of this was built completely in India What is the percentage of indigenous within 18 months; to build a similar components in Train 18? Will this go train set, Train-20, foreign companies up as more train sets are like Stradler, Siemens and Bombardier manufactured? take three to four years.

Mr. Mani: Most of the major equipment like, car body, propulsion What was the inspiration for the Train18 idea?

Mr. Mani: For any developed rail network train sets is the natural step forward, as they cut down on travel time, are easy to turn-around at stations and have hassle-free maintenance. In India, this idea was debated for 20 years and became a victim of departmentalism in Indian Railways. But the more it is delayed, the more India will be left behind. I was determined to implement it and I realized that ICF was the right place to manufacture it as the staff and officers have the talent and enthusiasm and so went ahead with it.

system, interior furnishing items, bogies etc. are made in India. Import content is mainly in brake system, automatic doors, seats and air springs. In near future, some of these items will also be made in India and in the long term the import content would be reduced even more drastically.

What upgradation can be expected for future rakes?

Mr. Mani: The exteriors and interiors are not yet of European standard. I’m not fully satisfied. The exterior should be as smooth as an automobile. These will be upgraded in future models.

ICF has staff strength of 10,400, but a lot of work is outsourced to private firms. Is the government employee unable to deliver as well as the private agency?

Mr. Mani: There is no such shortcomings in the work of the government employee. Our plan is to not have a large workforce, but a competent and committed one. The staff strength is being reduced while production is going up. As far as outsourcing is concerned, it is equipment supply, installation and commissioning. We don’t want to get into a dispute between the supplier and ICF. ICF is also doing a lot of work inhouse, for instance the Train-18 shell is made entirely by the staff.

How many more such Train 18 sets will ICF manufacture and are train sets like these the future of rail travel in India?

Mr. Mani: Six train sets are sanctioned with the second one planned for a February turn out.

Four more will be turned out in 201920 and we expect to make many many more in future. Train sets should replace all premium long distance locomotive-hauled trains like Shatabdis and Rajdhani trains. But then let’s wait for the tests and trials

by RDSO to be over after which a *** call would be taken on the subject by our Railway Board.

What is unique about the Train-18 experience?

Mr. Mani: Indians will soon get to travel in a train which has facilities

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#Interview Credit: Ms. Smriti Jain & Siddharth Prabhakar

Urban Transport Infrastructure | November 2018

Interview

We should not focus on personal or individual mobility in the EV space, but more on public transport – Rajiv Kumar, Vice Chairman, NITI Aayog

Rajiv Kumar is Vice-Charmain of NITI Aayog. During interaction with him at MOVE: Global Mobility Summit 2018 in Vigyan Bhawan, New Delhi, he shared his clear views on electric Mobility revolution in India. Here are excerpts of his interview:Do you think electric vehicles are the future?

Mr. Rajiv Kumar: Absolutely. But it is not just electric vehicles that one should be talking about. One should be talking about a new model of mobility, which is shared mobility, connected mobility and mobility which is driven by intermodal mobility which makes maximum use of digital communications, GSP and so on and so forth. There are basically three objectives i.e. to minimise carbon footprint, to maximise public welfare and ease of living, and to generate maximum jobs and growth.

Mobility is the new disruptor. It will change everything that we have known so far. Just like the internet was and before that the chip was, I think mobility is in that genre of disruption. We should not focus on personal or individual mobility in the EV space, but more on public transport.

You have already suggested that 40% of personal vehicles and public transport should be ZERO EMISSION by 2030? Do you think that it is possible?

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Mr. Rajiv Kumar, VC, NITI Aayog at MOVE: Global Mobility Summit

Mr. Rajiv: Yes, but not on its own.

We have to make maximum efforts for it. The government and industry must work closely together to make this happen. But there is a role always for the government to make the market. This is achieved by having a very light touch of a regulatory framework which gives a level of certainty for the future of the entrepreneurs. The rest entrepreneurs can take care of. The other one, which is also the govt's job is to promote R&D and technology. These are always underfunded by the market.

This is where the govt has to take the leading role in terms of setting up SOPs, new benchmarks, and some needed infrastructure.

Do you think we should give first priority to Pubic transport while going for electric mobility?

Mr. Rajiv: Yes, absolutely. What we mean by Public Transport is not just buses but three-wheelers and later smaller vans. It also includes railways and waterways. What we are saying is that we have this great opportunity to try and move away from the US model of mobility, which is the

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personal transport model i.e. 786 cars per 1,000 families. While we are at 18 or 20 ( per 1,000 cars). We are not yet logged into the US path. Here is a chance to move away so that we can propagate not to own a vehicle but own a ride. We have to make that public ride as comfortable and even more comfortable than the personal ride. Public mobility should offer the same flexibility that personal ride offers. But when one chooses personal mobility as a status symbol, it is a different matter. Can we change the mindset of our middle class that it is a status symbol to ride a bicycle to work than a huge car belching carbon etc?

The second thing is we can make public transport accessible and flexible only if we use the best digital technologies that we have. We should have all mobility forms and all the inter-connections wherever possible and each system should be talking to one another. There are now transport systems in cities where you don't have to wait even for a minute. In such cities, nobody wants to own a car. So that is the objective.

Urban Transport Infrastructure | November 2018

Interview In personal transport space, don't you think two-wheelers should also be promoted?

Mr. Rajiv: Yes. Here are some interesting figures. 86% of the vehicles on the roads are non-cars.

Only 14% are cars out of which only 2% are cars above Rs. 5 lakh. Rest are all below Rs. 5 lakh. Let us focus on 86% which are not cars. What are they made up of? Two-wheelers, three-wheelers, and buses. Twowheelers are a huge number and they will be the future of electric mobility tomorrow (and) we should focus on that. But, two-wheelers at the moment don't include electric bicycles, which should also be brought in. We should also promote the pedal bicycles which is a healthier option. This, however, requires the mindset change and also change in urban planning. Today, we have not left our roads safe either for pedestrians and cyclists. We must make sure that we make smart cities which are conducive for cycling, and walking and at the same time make that into a 'Jan Andolan' for a mindset change.

You can also provide charging stations for some cars. But if you are promoting commuting by zeroemission vehicles or if you are doing rural-urban connectivity, swapping might be the best. We have these three-wheelers who can stop at a dhaaba like place, quickly take out the battery and put the other in and be on their way.

And then we can have specialized battery charging establishments that run on solar power. One should not look at this stage, think of ‘this versus that’. One should be fairly technology agnostic at this stage and policies should allow flexibility make sure that it is technology agnostic.

Today, we are into lithium ion, but tomorrow we may well be into graphite or into fuel cells. The point is to provide impetus away from nonzero emission.

While batteries are charged at 28% GST, but for electric vehicles, the slab is 12% only.

Mr. Rajiv: All these issues are tackled in the papers that we are writing now and in the framework paper also, separate committed paper. We are

Mr. Rajiv: I cannot say (about that) just now. I should not pre-empt my own colleagues who are working hard (on this).

SMEV has urged the union government to make policies that will help manufacturers in the short term meaning 3 months to 3 years. The reason they offer is that it will give clarity to manufacturers who have already invested in developing EVs in India.

What is your view of the suggestion?

Mr. Rajiv: Absolutely, we are committed to doing this. As I said, two months time is not a waiting for good.

SMEV has raised concerns over the proposed cap of 20% on ex-factory rice of EVs. Mr. Rajiv: I don't know about it.

SIAM has expressed concerns that the government should encourage a policy that will generate large volumes. They are also asking for similar incentives on EVs. What is the sense that you are getting?

Mr. Rajiv: We are all getting on to the same page. I don't think that either the industry or officials should approach phase i.e. these two months with any pre-set notions. My own one thought is

that if we can promote shared electric mobility without necessarily depending on subsidies, that is a much better and selfsustaining move forward. I am not ruling out subsidies but these would have to be PM Narendra Modi flagged off the Smart E-Bus, an indigenous technology developed by the KPIT at the Indian Parliament. very Do you think charged battery poses far better options as compared to charging stations when it comes to electric vehicles?

Mr. Rajiv: Horses for courses. There is no trade-off between one and the other. For example, if you have buses which requires large batteries, you will need an infrastructure which should be built either at the depots or at other terminals.

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preparing five thematic papers and one umbrella paper for our big global mobility summit on 7th and 8th of September, which the PM himself is leading. That summit will not just be a photo-op opportunity. It will have announcements on all these issues. I assure you that we will achieve policy consistency by that time the summit is taking place.

So what will be the key takeaways?

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targeted and tied to some specific objectives which we want to achieve in the short run. But as you can well appreciate, it is such a large industry and going to occupy such a huge space, that we need to find the trajectory for a self-sustained rapid growth.

Each state govt have come out with their own policies on EVs. Do you think that is the way forward? Or do you support a pan-India guideline for EVs which has a

Urban Transport Infrastructure | November 2018

Interview reference and relevance for all the states?

Mr. Rajiv: Given the size and diversity of India where initial conditions and prevailing conditions are so dramatically different in every state across all dimensions that I am one of those economists who believe having a pan-India policy for anything with any detail is not the really right thing to do. What you want is a framework policy which defines certain broad parameters within which states should be free to frame their own policies. What should be clear that state policies should not be contingent upon the role of the

what we are doing is really on a sort of every ground-based and broadbased method.

So the Global summit is going to be a global summit being led by the PM and participated by the key industries?

Mr. Rajiv: It is also being attended by the domestic and global industry; global mayors of cities which have achieved a big success in new forms of mobility. Because we want to learn as well we want to get it rooted in our own ground reality. We also have an expo where the latest in ZEVs and other related aspects will be on display.

You think the ambiguities on the

higher growth.

In this large ecosystem of mobility, where does EV stand?

Mr. Rajiv: It is a centerpiece. Not necessarily the Teslas of the world for India. ZEV for public transport and for the poor people and generation of jobs is at the centre of this entire mobility policy in India that we are trying to design at this time.

Is there a difference in opinion of the Niti Aayog and the govt on the policies related to EV? Mr. Rajiv: It is completely wrong. We have got a very clear direction ahead which is being provided by the honourable PM. We are on the same

central govt. Having said that, we had energy transport and chief secretaries of 33 states and UTs here in NITI Aayog to discuss new mobility and to encourage them to make an action plan. They are all constituting their own task forces which will be meeting now. We all want to have regional workshops in the month of July in the run-up to the global summit. We are hoping that by that time, most of the states would have energised their own task forces and would have come up with their own plan of action on how they would promote shared and connected mobility in the coming months. So

policy will be ironed out by then?

Mr. Rajiv: Absolutely.

FAME has set a target of increasing the number of EVs to 4% of overall new vehicle sales in the next five years starting from 2018. What message would you like the industry to take?

Mr. Rajiv: The industry should take the message that this is one of the biggest opportunities that has come their way and they should seize it with both hands and prepare for this amazing transformation.

The government will work very closely with industry in making sure that mobility becomes the generator of good quality jobs and a trigger for

page. We had several meetings with several ministries. I have never seen any discordant noises as some people try and tell me. So I don't what is this perception. And please remove this perception.

So we expect a cohesive policy where all wrinkles will be ironed out with this summit?

Mr. Rajiv: That is our attempt.

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#Interview Credit: Ms. Suman Jha

Urban Transport Infrastructure | November 2018

Interview

We think electric mobility for public transportation should start in India: Naga Satyam, ED, OGL

Olectra Greentech Limited (OGL), previously known as Goldstone Greentech, ventured into manufacturing, assembly, sales and after-sales services of BYD electric buses in India in 2016. OGL has a strategic partnership with China-based BYD Auto Industry Company Limited, which is a leading manufacturer of electric vehicles, power battery, EV chargers and complete electrified public transportation solutions for more than 200 cities, in over 48 countries, 6 Continents, having production facilities globally. Mr. Naga Satyam., Executive Director OGL reveals that the company has already launched its electric bus models in the Indian market and perceives its competitors as its partners in electric mobility in the country.

Below are the edited excerpts: What prompted you to ally with BYD for e-buses and what has been the journey so far?

Mr. Naga Satyam: Our association with BYD started in mid2015.

Initially, BYD was also exploring various options (for a local WWW.URBANTRANSPORTNEWS.COM

partnership) to enter the Indian market. We were also very curious about electric mobility. So initially we went for a marketing partnership and the agreement was for five southern states and Himachal (Pradesh). Slowly and steadily we gained confidence in the market. Then an opportunity came to participate in one of the tenders in Maharashtra i.e. there was a tender for six electric buses. BEST Mumbai was the first tender in the country for electric buses in the year 2016. When we had won the tender, the relationship between the partners also grew (as) there is a potential market (for e-buses). Then we went for a pan-India participation. Thereafter, we won another crucial contract in HP in the end of 2016. After garnering two contracts, we proposed BYD to assemble and manufacture these buses under the ‘Make-in-India’ programme in order to be cost competitive to which BYD had readily agreed.

So far, we have supplied 31 electric buses, which are commercially running on (Indian) roads out of which six (has been

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Naga Satyam Executive Director Olectra Greentech Limited

delivered) to BEST Mumbai and 25 to HP. Now, all the buses sold here are locally-assembled. Then in 2017, there was a big electric push by the government of India when they included Electric Buses in the FAME scheme. The fastest way to go for electric mobility in the country is public transportation, wherein you don’t need to struggle to develop infrastructure (charging stations) because they are parked at bus depots.

Urban Transport Infrastructure | November 2018

Interview

Photo: www.goldstoneebus.com

What has been the response to your products? How much are you planning to deliver by the end of the year?

Mr. Satyam: Within a short span of six months, we have delivered 31 buses. We have done more than 200000 kilometers of commercial runs.

All State Transport Understandings (STUs) are extremely happy with the products. We offered a trial run to whoever ( undertaking) has asked for it. This is because we wanted that everybody should have a feel of this electric public transportation. We think electric mobility for public transportation should start in India. That is why, we did the trial run in Delhi for three months and it was a phenomenal success. We are planning to do another trial run soon. And we did a trial run in Chandigarh and it was a phenomenal success (too). We also did a trial run in Rajkot, Bangalore, Hyderabad, Goa, and even in Kerala. Currently, we are doing commercial trial runs in two routes in Uttar Pradesh i.e., between Agra-Noida and LucknowKanpur for the last two months. We are also doing a commercial trial run between Dehradun-Mussoorie in Uttarakhand. The reports in both states are extremely encouraging. By the end of the year, we are definitely seeing 200 units on the roads. The major contracts were from 3 key cities. Bangalore has asked for 150 WWW.URBANTRANSPORTNEWS.COM

electric buses and we have won that tender, 100 buses from Telangana State Transport Corporation for Hyderabad and we won that tender. And the third is Best Mumbai for 40 electric buses. Currently, deployments are under way.

How will you taking on other players in the market like Tata Motors, Ashok Leyland, Eicher Motors, JBM Auto, among others?

Mr. Satyam: Firstly, electric vehicles are at a very nascent stage (in India). Secondly, we don’t call them competitors but “partners in electric mobility”. The reason is electric mobility has just come and we need more and more players. What happens is then there will be an awareness created by everybody.

There is a space for 10-15 players to grow in electric mobility (in India).For us, it is not just selling.

After-sales is a very key component actually in any industry. Selling is only 50%, but the rest 50% is your future business, company’s culture, people’s opinion in a company, etc., which entirely depends on how you respond to your service call. So we are focusing very majorly on aftersales service.

Will it be correct to say that you have disrupted the bus market with the next-generation technology?

Mr. Satyam: Let me give you the analogy of smartphones. You know when Apple came out with their

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‘iPhone’ in 2007, that was a real kind of smartphone in the market. I remember Nokia CEO saying “Yes I truly feel that there is something really beyond Nokia’s capabilities.” I mean to say it is not that the company (like Apple) comes out with a disruption. After that, Samsung came out with beautiful things ( high-end smartphones). And then when the (affordable) Android phones came, you could see the explosion of smartphones into the (global) market. So had Apple been the lone smartphone player, it could not have been a great success. So likewise, we might have brought the (EV) technology much ahead of others. But the whole lot of technologies change the market actually. So it is a disruption in the technologies. So even though we have disrupted the market, we will be like any other player in the next two years or so.

Please can you also tell me about your capex plans?

Mr. Satyam: As per the recent data, there will be about 3 lakh buses are going to be about 15+ years old and have to replaced in the next 3-5 years.

Most of the STUs we are talking to, would like to go for electric buses for health and environment concerns. In the long term, electric buses will have a positive impact on their (operating) margins. I understand most of the STUs want to procure electric buses. So even if they decide to go for half of them ( new fleet), 150,000 buses is the kind of

Urban Transport Infrastructure | November 2018

Interview market will be there (for e-buses). So even if they take 25% (of its new fleet), there will be (a demand for) around 100,000 electric buses. In ICE (vehicles), there are a lot of moving parts whereas in electric buses there are less moving parts so that takes care of maintenance and other issues actually. The prices of electric buses are bound to come down because the major component in an electric bus is the lithium-ion battery, which will see a cost correction. So by March 2021, we want to have a (per annum) capacity of 5,000 electric buses. We have already done Rs. 80 crore for the first phase of investment and (for) the second phase of (capacity creation of) 1,500 units we are spending roughly Rs. 500 crore. We will build future facilities as and when it is required.

We are also trying to build an ecosystem and are talking to a lot of companies for that. As per FAME guidelines, we need to do 35% local sourcing and are fully compliant with that. What I have read is that the govt is looking for enhanced local content and we have to keep ourselves ready for those kind of requirements. We are even ready to share some of the key components’ manufacturing practices with those who can help us develop the ecosystem. They don’t need to be with us and could be company agnostic. Once this ecosystem develops, they can cater to a whole lot of market (other OEMs). What happens is with that we have a lot of benefits in terms of local employment, faster sourcing of components, cost reduction, etc. In fact, we are having very high hopes on ISRO, which has come out with an EOI to share its lithium-ion battery technology (with) those who want to manufacture it.

Can you tell us the number of jobs that will be generated directly and indirectly from both the plants?

Mr. Satyam: At least 800 people will be employed at both the facilities.

One thing you need to understand that once these buses are deployed at service stations, you will have direct and indirect employment where these service teams are based. Second thing is we are also trying to source a lot of material locally for charging infrastructure.

Even that is (a generator) of an indirect employment WWW.URBANTRANSPORTNEWS.COM

Photo: www.goldstoneebus.com

Do you look forward to expand your presence in other cities like Delhi, Kolkata, Ahmedabad, Chennai, etc?

Mr. Satyam: Actually, we will try to go for competitive bidding in every city whichever comes out with electric mobility in public transportation. But we cannot be reckless in bidding. Any prices should be sustainable in the long run. You cannot bid just to win every bid. We cannot afford to underquote. That is not our policy. What I offer is a luxury city bus wherein we offer an experience (to the passengers). It is like a metro kind of experience on Road. So we want to give a real luxury experience. This is the only way to bring back people towards public transportation. So apart from being comfortable, there is no noise or air pollution in our buses. Since we don’t compromise on luxury, our prices will obviously remain higher.

Will you be looking forward to export your products too?

Mr. Satyam: We are aggressively working towards gaining a foothold in export markets such as all the SAARC nations from India’s manufacturing facilities only. We are looking at countries like Nepal, Bangladesh, Sri Lanka, etc. Even if 23% of the output is exported from India, it will be a great contribution (by BYD).

Will you be also interested to foray into inter-city & other bus segments?

Mr. Satyam: At present, we have three products- a 12-metre AC lowfloor bus, which is the largest selling one, a 9-metre standard floor and a 7-

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metres bus used for feeder connectivity. see a lot of potential Photo:We www.goldstoneebus.com for feeder electric buses. We also look forward to cater to corporates and schools who use buses to ferry passengers. We are also thinking of foraying into inter-city electric buses. But we are yet to freeze the specifications for the same. We are working on those coaches which can ply between the routes like Delhi-Jaipur, etc. *** #Interview Credit: Avishek Banerjee

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Contents for

URBAN TRANSPORT NEWS

portal are being written by experienced Urban Transport Professionals and Wikipedia Writers.

Urban Transport Infrastructure | November 2018

Editorial

Opportunities and Challenges of Data Analytics for Sustainable Development We come across the various sets of data every time. Each person creates 1.7 Megabyte data every second.

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hen we think of data analytics, accumulation of data comes in our mind. We come across the various sets of data every time.

Each person creates 1.7 Megabyte data every second. The thing is, if we analyze or introspect the data internally as well as externally, we get information. The processing of data gives the information required for growth. The simple data can be processed but the complex data need to be mined so as to extract the needed information required by every individual. The individual firm or a company requires data analytics tools for their growth.

The sustainability of an organization is made of both quantitative and qualitative data are analyzed effectively for the betterment of their position in the market. The data itself is raw but if processed and mined by using the specific tool, it gets transformed into rightful information. The statistical tools, R, advanced excel give insights on such massive data. The company sustains if it recognizes its data and knows how to crack the data to get WWW.URBANTRANSPORTNEWS.COM

the valuable information from it.

The area of data analytics is emerging extensively owing to growing competition in the market.

The data analytics is understood better if two terms namely Data Science and Big Data are well understood. Data Science involves data preparation and analysis, Big Data is used to analyze insights which can lead to better decisions, and Data Analytics is automation of insights into the certain data-set as well as assuming the queries and data aggregation procedures. The usage of data analytics for the betterment of the company cannot be denied. The companies like Amazon, GE, and American Express use big data for gaining insights into their target market. The Japanese manufacturing company, Sony has adopted big data a few years ago. The big data can be used for search optimization, fraud detection from customer data, accurate prediction and better customer experience.

Data is the lifeblood of decision making. The analysis of big data is common in organizations with consumer profiling, personalized

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Dr. Surabhi Singh, Ph. D Associate Professor IMS Ghaziabad

services, and predictive analytics being used for the marketing. The same methods could be employed to develop real-time insights into people’s well-being and to target aid interventions to vulnerable groups.

The data, new technologies, and new analytical approaches enable more agile, efficient and evidence-based decision-making and measure progress on the Sustainable Development.

Urban Transport Infrastructure | November 2018

Editorial The big data has exposed the challenges like privacy, ethics and require us to assess the rights of individuals along with the benefits of the collective. The new data is collected passively from the ‘digital footprints’ or sensor-enabled objects or via algorithms. The collection of multiple data-sets may lead to the reidentification of individuals or groups of individuals, subjecting them to potential harms.

Proper data protection measures must be put in place to prevent data misuse or mishandling.

The risk of growing inequality and bias is also a challenge. The people are excluded from the new world of data and information by language, poverty, lack of education, lack of technology infrastructure, remoteness or prejudice and discrimination. The actions are needed in building the capacities of all countries. The acceptance of technology in the consumer mind is the essential ingredient for the sustainable growth.

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About Author: Dr. Surabhi Singh is Ph. D. from AMU, ADIM, PGDBA-Mktg., MCA and MCOM & Certification in Marketing Analytics from the University of Virginia, USA. With an experience of more than 17 years in academics, research, teaching, training & consultancy, she is currently associated with IMS Ghaziabad as Associate Professor-Marketing.

She is Member of Editorial Advisory Board of Urban Transport Infrastructure Magazine.

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Urban Transport Infrastructure | November 2018

Cover Story

Smart mobility will be India's big leap into future E-mobility technologies are already changing India’s transport network in ways large and small

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o the millions of Indians intimately familiar with the challenges of traveling through our crowded cities and around our extensive nation, it might seem unrealistic, even idealistic, to talk about building a comprehensive, modern transport network that will deploy the latest technologies in electric mobility clean rapid transit and cloud-based digital controls. The truth of the matter is that these are leapfrog technologies, and they are now poised to change the face of India. Just as mobile telephony revolutionized telecommunications in India and throughout the world, our country is about to experience a revolution in mobility. These sweeping changes will come to pass because these technologies are simply more efficient, more effective and more accessible than the transport systems of days gone by.

Benefits of Smart Mobility The implications are vast. Given WWW.URBANTRANSPORTNEWS.COM

the size and huge untapped economic potential of India, the creation of an effective and sustainable transportation system has the potential to reduce the country’s dependence on oil imports, generate millions of new jobs and provide virtually all Indians with access to opportunities they now lack.

A recent study by NITI Aayog, and Rocky Mountain Institute estimates that India can save up to 64 percent of anticipated energy needs for road-based passenger transport and 37 percent of carbon emissions in 2030 - if it develops a shared, connected, electricpowered mobility system. Widespread adoption of EVs could potentially save the country $57 billion in annual energy costs.

Small change can trigger a revolution E-mobility technologies are already changing India’s transport network in ways large and small. In Jabalpur, cutting-edge solar inverters are being put to good use by powering electric rickshaws with inexpensive solar energy. The new solar inverters can be

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Sanjeev Sharma Managing Director & Country Head ABB Limited

A recent study by NITI Aayog, and Rocky Mountain Institute estimates that India can save up to 64 percent of anticipated energy needs for road-based passenger transport and 37 percent of carbon emissions in 2030 - if it develops a shared, connected, electric-powered mobility system.

Urban Transport Infrastructure | November 2018

Cover Story remotely monitored from a mobile phone app. Even seemingly smallscale developments like these can add up to big impacts. By converting all of the quarter-million auto-rickshaws in India to electric power, the country could eliminate more than two million tons of carbon emissions per day. The gains would be far greater still if the same were done for all of India’s fossil-fuel-powered scooters.

As underscored by the NITI Aayog report, even as rapid urbanization has increased car ownership, a great majority of Indians still rely on non-motorized travel and public transportation.

This circumstance actually simplifies the task of modernizing the transport sector in India, as less investment is tied up in soon-to-be-outmoded systems. For example, India is ripe for new investment in advanced technologies such as all-electric buses.

The latest models of these e-buses can be recharged at bus stops as the passengers are boarding - an approach developed that can extend the range, size and reliability of the vehicles, while reducing congestion and pollution. Innovations such as these are rapidly expanding the potential of e-mobility, even for the largest and heaviest vehicles on the road.

India can do it In the area of mass transit, the Delhi Metro, of which Phase III will soon be completed, serves as a national benchmark for on-time project execution and efficiency.

With 213 kilometers of track and 148 stations along elevated and underground sections, it is the largest metro network in the country. As it happens, it also uses an advanced digital technology - supervisory control and data acquisition, or SCADA,- to gather and analyze realtime data about its power system.

The SCADA system monitors and controls the network, connecting the metro’s substations to central and backup control centers. The resulting efficiency of the Delhi Metro is such that the United Nations certified it as the first metro system in the world to qualify for carbon credits under the UN’s Clean Development Mechanism.

The same technology now appears in Bangalore’s new metro system.

For India to benefit fully from the advantages of e-mobility, the country must enhance its technological WWW.URBANTRANSPORTNEWS.COM

capability to connect all modes of public transportation and automate data collection. The nation has already laid the foundation for the transition to e-mobility with initiatives like the National Electric Mobility Mission Plan 2020 and the Faster Adoption and Manufacturing of (Hybrid) Electric Vehicles in India (FAME India). The government has also cut taxes on the lithium-ion batteries required by electric vehicles.

These policies will promote the adoption of e-mobility by reducing costs, establishing charging infrastructure and incentivizing technology suppliers.

Forging connections Yet more needs to be done.

Increased internet bandwidth and connectivity have a part to play in India’s transformation.

Cloud computing and the Internet of Things are a necessary prerequisite for modern transport systems. For example, cloud-connected EV fastcharging stations, among others, make it possible for travelers to easily locate the closest available charging station. For the stations operators, the use of advanced connected solutions enables them to create robust charging networks that can help them perform key functions such as remote monitoring, servicing and billing. It can even improve grid stability by automatically balancing how much power a station is drawing with how much is currently available.

By proactively embracing innovative solutions like these, India will soon occupy a place of major importance at the forefront of transport technology. The time to promote and implement these changes is now. All Indians stand to benefit. *** The opinions expressed in this column are that of the writer. The facts and opinions expressed here do not reflect the views of editorial team of Urban Transport News/Urban Transport Infrastructure Magazine.

ET

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Urban Transport Infrastructure | November 2018

Editorial

Is the Delhi Metro Really Public Transport?

All over the world, metros have generally tried to achieve two things – to be unobtrusive and to be invisible. The Delhi Metro has gone about its business as if to prove that it will go against these practices as much as possible.

I

t has been said that the Delhi Metro has changed the face of Delhi. It has also been said that it has changed forever the way Dilliwallahs travel.

Let us take a closer look at these two claims – like all generalizations these two statements are true in more than one sense. In one sense these changes are positive, but there are dimensions that are normally ignored in the dominantly self-congratulatory atmosphere that is created around every conversation about Delhi Metro Rail Corporation.

We are not going to dwell on the positives, enough has been said and is being said daily. What we are going to do is to take the statement about the metro having changed the face of Delhi. Is it really something to be proud of?

All over the world, metros have generally tried to achieve two things – to be unobtrusive and to be invisible. The adherence to these objectives has been prompted by a desire to ensure that the general look and feel of the city is disturbed or altered as little as possible, and whenever and wherever it becomes necessary the additions should try to merge with the surroundings.

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The Delhi Metro has gone about its business as if to prove that it will go against these two practices as much as possible. Except for the areas where the government of India has its offices and the very thickly populated bits of Shahjahanabad and its immediate surroundings, the metro lines are all overhead.

The only argument that has been advanced in defense of this strategy is that tunneling is more timeconsuming and it is a tad more expensive than taking the tracks overhead. The destruction of the skyline of the entire city through the erection of these eyesores of gigantic pylons that loom all over the city is something that does not seem to bother anyone.

The costs of the psychological impact of disturbed sleep due to the noise and rumble of trains trundling by the houses of those who live cheek by jowl of the tracks in parts of south Delhi, in large parts of west Delhi, northwest Delhi and elsewhere is something that has not even been factored in by those trying to meet unrealistic deadlines.

The high levels of suspended particulate matter, including hygroscopic nuclei (minuscule

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Sohail Hashmi

particles of dust and carbon around which moisture collects leading to the formation of smog), leads to increasing instances of deposits on copper traction wire joints. These deposits lead to friction sparking and electric faults in the overhead sections. This is only going to increase with more deposits due to increasing pollution, bird droppings and kite strings getting entangled in the traction wires. The cumulative effect of all this will be increasing instances of ‘minor technical faults’. The mounting costs of all this could have been avoided had the entire metro been underground.

Urban Transport Infrastructure | November 2018

Editorial Time saved in building overhead tracks and the rush to beat their own deadlines has its own downside, one of which is accidents and casualties.

According to a New Indian Express report, 156 workers’ lives have been lost on metro construction sites between 2002 and end 2017 – and this does not include the figure for fatalities resulting from collapsing beams or falling debris on passers-by.

reconsideration of the initial proposal.

The long-term costs of regular disruption of the teaching-learning process for decades to come is something that is obviously not a priority, the profitability of public transport through cutting corners, acquiring huge tracts of real estate to build malls and increasing costs of tickets to an extent that the poor are driven out of the metro are things

Rush in Delhi Metro in Peak Hours

We do not recollect if the metro rail corporation had commissioned any study to understand the longterm physical, neurological and psychological impact on those who will be constantly exposed to this increase in the ambient noise levels on the streets and residential areas through which the metro lines run.

One wonders what kind of committees oversee such projects and how it is that such long-term effects on the health of those who live in these localities are not factored into any project report.

Can you think of any society, even a moderately modernized society, that will allow an overhead train system tearing through the heart of a university every couple of minutes?

The magenta line, inaugurated recently by none other than India’s great cutter of ribbons, do so as it rushes through the Jamia University.

It is not that the university did not protest, it is not that the university did not ask for the line to run underground, it did all that, but was told ‘Sorry’. The arguments of additional costs and delays in timely completion of the project are standard answers to all requests for that take precedence over everything else.

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Why is it that no one, but no one, asks the metro one basic question: At a time when you are expanding at breakneck speed and pumping in as much of your resources and borrowings into expanding the network of tracks, rolling stock, signaling equipment and a whole lot of other facilities necessary for a constantly growing network, how can you make a profit? And if you continue to increase the cost of traveling, you will continue to push out the economically vulnerable, the very people who a public transport facility should try its hardest to retain. What is happening is the exact opposite.

After the last increase introduced a few months ago, the metro lost 145,000 passengers daily, that comes to 4,350,000 per month 0r 52,200,000 per year. Instead of accepting this decline, all that the DMRC has been doing is to add the new passengers who have begun to travel on the newly added lines and to say that instead of a decline there is a net gain.

The intentions are clear, project obfuscation has replaced all other claims about providing an efficient and affordable transport system to the residents of Delhi.

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…And if you continue to increase the cost of traveling, you will continue to push out the economically vulnerable, the very people who a public transport facility should try its hardest to retain. What is happening is the exact opposite. After the last increase introduced a few months ago, the metro lost 145,000 passengers daily, that comes to 4,350,000 per month 0r 52,200,000 per year. Instead of accepting this decline, all that the DMRC has been doing is to add the new passengers who have begun to travel on the newly added lines and to say that instead of a decline there is a net gain.

If despite all noises about an efficient transport system, about building among the most modern and most punctual urban transport network in the world, you end up driving away the very people in whose name the institution was created, then you need to take a hard look at your priorities. Are you heading towards becoming a daily commute only for the middle and upper middle class? Then there is a need to redefine your brief. *** The author is a filmmaker, writer, and heritage buff. The opinions expressed in this column are that of the writer. The facts and opinions expressed here do not reflect the views of editorial team of Urban Transport News/Urban Transport Infrastructure Magazine.

Urban Transport Infrastructure | November 2018

Editorial

How can shared and on-demand mobility complement public transit?

S

ão Paulo is home to 20.7 million residents, making it the biggest city in the Southern Hemisphere.

Commuting in this bustling Brazilian city is a serious affair: the region sees a whopping 44 million trips every day, with public transit, motorized and non-motorized modes each accounting for about 1/3 of the total.

The average public transit commute clocks in at 67 minutes. However, commuting times can be much longer for those in the periphery, where lower-income households tend to live.

This penalizes the mobility of the poor.

For instance, wealthier residents take almost twice as many trips as poorer residents.

While public transit has a relatively high reach across the metropolitan region, it falls short of the growing demand, and historical underinvestment has led to growing motorization. Congestion in Sao Paulo is among the worst in Latin America. In 2013, the productivity losses and pollution associated with congestion costed the metropolitan area close to 8% of its GDP, or over 1% of Brazil’s total GDP. In the last decades, the World Bank Group has been working closely

WWW.URBANTRANSPORTNEWS.COM

with São Paulo to boost public transport infrastructure and policies, which has helped the city expand mass transit coverage and develop a more comprehensive approach to urban transport.

The latest wave of disruptive technologies that is reshaping the transport sector –including shared mobility platforms, electric vehicles, and automation— are now providing exciting new ways to build on these gains. If properly integrated into broader public transport policies, these innovations have the potential to reduce the use of single-occupancy vehicles, decrease pollution and carbon emissions, improve traffic flow, and save energy.

Among all these new technologies, let’s take a closer look at shared mobility and on-demand mobility solutions like ride-hailing apps or bikeshare systems, which have been growing rapidly around the world.

While there has been much talk about ride-hailing and its impact on congestion, we have seen a lot less research about how these emerging mobility options could affect commuting habits and transform public transport. By providing reliable rides at a relatively affordable

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Dr. Nathalie Picarelli Economist World Bank

price, could shared and on-demand mobility help cover the last mile between public transport stations and commuters’ final destination? Could they effectively complement mass transit to make a car-free lifestyle more viable, and progressively reduce demand for privately-owned vehicles?

Early evidence suggests that many users already rely on a combination of public transport and ride-hailing to complete their journey. In Sao Paulo, the Brazilian-born e-hailing app 99 estimates that 13% of all its trips start or finish at a metro station. In Rio de Janeiro, this figure is as high as 24%.

How can we tap into the synergies between ride-hailing and public transit in order to tackle congestion and improve the commuting experience in mega-cities like Sao Paulo? To answer this, the World

Urban Transport Infrastructure | November 2018

Editorial Bank is partnering with 99 and researchers from Fundação Getulio Vargas to assess how the e-hailing company may contribute to feeding São Paulo’s public transit system, particularly its metro lines. The study will address a wide range of questions: • At what price would people be motivated to renounce a car-only trip and decide to combine a car and metro ride instead?

• How may income levels, gender, and age affect these commuters’ choices?

• What other factors could influence their decisions (e.g. personal security)?

The study will provide unique insights into the potential of e-hailing for first and last-mile connectivity across one of Latin America’s largest cities. If ride-hailing is deemed to be a promising option for feeding public transit, policies could be adapted to allow for payment integration between public and e-hailing modes,

set differentiated public-transport overcome gender barriers in urban fares for e-hailing transfers, among transport. Stay tuned for the results! other incentives. In the long-run, such measures could prove efficient to *** reduce emissions, improve connectivity of areas underserved by traditional public modes, and to help

Issue

Publication Date

Material Deadline

Theme/Feature

Jan. 2019

7th Jan. 2019

15th Dec. 2018

Metro & Railways, Year Review 2018, Smart Fare & Ticketing

Mar. 2019

7th Mar. 2019

15th Feb. 2019

Public Transport, Roadways, Logistics, Electric Vehicles

May 2019

7th May 2019

15th Apr. 2019

Airlines, Aviation & Airport, Drone Technologies

Jul. 2019

7th Jul. 2019

15th Jun. 2019

Maritime, Shipping, Cargo & Ports, Big Data, IoT

Sep. 2019

7th Sep. 2019

15th Aug. 2019

Construction Equipment & Transport Infrastructure , Passenger Safety

Nov. 2019

7th Nov. 2019

15th Oct. 2019

Future of Mobility, Technology & Innovation, Automation, AI & ITS

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Urban Transport Infrastructure | November 2018

International News

Memorandum of Undertakings & International Cooperation Urban Transport India-France sign Memorandum of Undertaking (MoU) to reduce greenhouse gas emissions On 9th September 2018, Govt. of India and France Government have signed an agreement under which to provide relief to India for reducing greenhouse gas (GHG) emissions related to urban transport in Nagpur, Kochi and Ahmedabad and improving the continuous transport policy at the national level. . The Ministry of Housing and Urban Poverty Alleviation said in a statement that India and France have signed an agreement to implement ‘Mobilize Your City’ (MYC) International Program.

Metro & Railways India-Japan sign Official Development Assistance (ODA) loan agreement worth Rs.7000 crore for metro and bullet train projects On 28th September 2018, Japan International Cooperation Agency (JICA) signed an agreement with Ministry of Railway, Govt. of India to provide an Official Development Assistance (ODA) loan of INR 5,500 Crore for Tranche 1 of India’s first High Speed Rail Mumbai-Ahmedabad Bullet Train project and INR 1,619 crores for Kolkata East-West Metro Rail Project.

India and Japan sign Memorandum of Cooperation on technology, railways and urban transport projects Prime Minister Narendra Modi was in Japan between October 28-29, 2018 for the fifth bilateral summit with Japanese counterpart Shinzo Abe. During the summit both countries have signed many Memorandum of Cooperation (MoC) for development and upgradation of Metro Railways, High Speed Rail, Dedicated Freight Corridor, Maritime Projects, Transport Infrastructure, Technology etc. in India.

Shipping & Ports India-Bangladesh sign agreements to strengthen inland water transportation On 25th October 2018, Govt. of India and Bangladesh Government signed three bilateral Memoranda of Understandings to strengthen Inland Water Transportation (Maritime Relations) with the neighboring country. Both countries have discussed on various issues pertaining to the protocol arrangements and improvement of inland water transportation between them in their 19th Standing Committee meeting under ‘Protocol on Inland Water Transit and Trade’ (PIWTT) held in New Delhi.

Ropeways/Cable Car WAPCOS and Doppelmayr sign MoU for end-to-end solutions for passenger ropeway projects On 5th November 2018, WAPCOS and Doppelmayr signed an agreement for providing endto-end solutions for passenger ropeway projects. WAPCOS is a leading engineering consultancy organization of the Govt. of India, which has grown into an Indian multinational with projects in over 45 countries across the world. Doppelmayr, Austria is the world’s largest ropeway manufacturers with cutting-edge ropeway technologies.

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Urban Transport Infrastructure | November 2018

Corporate News

CORPORATE UPDATES DFCCIL celebrates its 13th Foundation day The Dedicated Freight Corridor Corporation of India Limited (DFCCIL) celebrated its 13th Foundation Day on 10th November 2018. The ceremony was graced by Mr. Piyush Goyal, Minister of Railways & Coal, Mr. Ashwani Lohani, Chairman Railway Board & Chairman, DFCCIL, Mr. Anurag Sachan, Managing Director, DFCCIL, Member (Traction) & Member (Engineering) Railway Board, Directors & employees

Hyderabad Metro Rail bags ‘Excellence Award’ at Urban Mobility India Conference & Expo 2018 The Hyderabad Metro Rail Project selected as Best Urban Mass Transit Project at the 11th Urban Mobility India Conference & Expo 2018 hosted in Nagpur, Maharashtra between November 2-4, 2018 by Institute of Urban Transport (India) and Maharashtra Metro Rail Corporation (Maha-Metro). Hyderabad Metro Rail Limited Managing Director NVS Reddy and L&T Metro Rail (Hyderabad) Limited Managing Director KVB Reddy jointly received the Excellence Award during the Conference.

SCI Chief Capt. A. K. Sharma receives Outstanding Achievement Award 2018 Capt. Anoop Kumar Sharma, Chairman & Managing Director of The Shipping Corporation of India Ltd (SCI), has been awarded with The Maritime Standard ‘Outstanding Achievement Award’ 2018 for his outstanding contribution to Indian Shipping and the Maritime Fraternity at large. He was conferred with the prestigious award at the ‘The Maritime Standard Awards 2018’ held on 15th October 2018 at Atlantis Ballroom, The Palm, Dubai.

CMA CGM Group celebrates its 40th Anniversary in Mumbai CMA CGM Group which was launched by Mr. Jacques R. Saadé with one Ship with 4 employees has now become a recognized world leader, with 34,000 employees and a presence in more than 160 Countries. To celebrate this unique journey, the CMA CGM Group organized a cocktail in Mumbai on October 5, 2018 in the presence of Mr. Mathieu Friedberg, CMA CGM Group’s Senior Vice President Commercial Agency Network.

Appointments Mr. Rajesh Agrawal Member (Rolling Stock)

Mr. Vishwesh Chaube Member (Engineering)

Railway Board, Ministry of Railways w.e.f. 28th September, 2018

Railway Board, Ministry of Railways w.e.f. 1st November, 2018.

Mr. Sushil Kumar Director (Operations)

Mr. Sunil Bhaskaran Managing Director & CEO

Lucknow Metro Rail Corporation (LMRC) w.e.f. 25th October, 2018

AirAsia India w.e.f. 15th November, 2018

Mr. T. K. Ramachandran, IAS Chairman

Dr. E. Ramesh Kumar Chairman

V.O. Chidambaranar Port w.e.f. 28th September, 2018

Mormugao Port Trust w.e.f. 24th October, 2018

Ms. Sumit Sharma President

Ms. Sanjam Sahi Gupta Brand Ambassador & President Emeritus

WISTA India w.e.f. 7th September, 2018

WISTA India w.e.f. 7th September, 2018

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Urban Transport Infrastructure | November 2018

Industry Events November 2018 Dates

Event Name

Location

Nov. 13-15

Marine Equipment Trade Show 2018

Amsterdam, Netherlands

Nov. 14-16

Logitrans Transport Logistics Exhibition 2018

Bakirkoy, Turkey

Nov. 14-27

ITPO-India International Trade Fair 2018

New Delhi, India

Nov. 20-22

Logistics & Mobility 2018

Frankfurt, Germany

Nov. 22-23

CILT India Expo 2018

New Delhi, India

Nov. 22-24

InnoRail India (Conference & Expo) 2018

Lucknow, India

Nov. 29

Global Auto Business Summit 2018

New Delhi, India

December 2018 Dates

Event Name

Location

Dec. 06-07

International Aviation Issues Seminar

Washington DC, USA

Dec. 06-07

Rail Transit IT Innovation Summit 2018

Chongqing, China

Dec. 13-15

India Cold Chain Show 2018

Mumbai, India

Dec. 14-15

UITP-Seminar on Urban Rail Network 2018

New Delhi, India

Dates

Event Name

Location

Jan. 15-16

Global Aviation Summit 2019

Mumbai, India

Jan. 16-18

Kentucky Transportation Conference 2019

Lexington, USA

Jan. 16-20

Vancouver International Boat Show 2019

Vancouver, Canada

January 2019

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Urban Transport Infrastructure | November 2018

Advertorial

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Urban Transport Infrastructure | November 2018

Industry Events

NITI Aayog hosts first Global Mobility Summit 2018 in Vigyan Bhawan, New Delhi The main focus of the Global Mobility Summit was to raise awareness about various aspects of Mobility and bringing together various stakeholders involved in enhancing mobility across different platforms.

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naugurating the first Global Mobility Summit - MOVE, Prime Minister Narendra Modi said that the name ‘MOVE’ in the name of this summit reflects today’s mood of India. He said, ‘Indeed India is on move’. The twoday program is being organized by the NITI Aayog, which will end on Saturday. About 2,200 participants from around the world are participating in this program. Those include representatives of governments, industry, research organizations, academies and society.

Internationally, America, Japan, Singapore, South Africa, South Korea, New Zealand, Austria, Germany and Brazil Embassies and private sector delegations are participating in the conference.

Prime Minister Modi emphasized on the promotion of public transport in the inaugural speech, saying that this can reduce the damage to the WWW.URBANTRANSPORTNEWS.COM

economy and the environment reaching the environment. He said, “Public transport should be the cornerstone of our movement.

Therefore, we have to focus on public transport by removing attention from cars. ‘ He further said that it is extremely important to ensure uninterrupted movement to prevent loss of economic and environmental impact.

The PM mentioned many things by connecting Move with India’s progress. They said, ‘Our economy is increasing – we are the world’s fastest growing big economy.’ Modi said, ‘Our cities and cities are growing – we are making 100 smart cities. Our infrastructure is increasing – we are building roads, airports, rail lines and harbors at high speed. Our goods are increasing – GST has helped us to rationalize supply chain and warehouse networks. Our reforms are moving forward – we have made

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India a comfortable place in terms of business. Our lives are moving forward- families are getting homes, toilets, LPG cylinders, bank accounts and loans. Our youth are growing – we are the fastest growing startup hub of the world.’

Modi said that Mobility has been the focus of humanity’s progress, so India is moving ahead with new energy, intense desire and motive. In India, the speed of making the highways has doubled and started operating on hundreds of air routes.

Addressing the first Global Mobility Summit, Railway Minister Piyush Goyal said, “My vision is that we should have electric vehicle charging points at every petrol pump in this country. We have about 60,000 petrol pumps, if we have 60,000 charging points across those petrol pumps, it would be a game changer.”

Urban Transport Infrastructure | November 2018

Industry Events

InnoTrans 2018: Lessons from the International Railways Event InnoTrans 2018, Berlin, Germany

InnoTrans 2018 is over for another two years, but this year’s edition of the enormous transport trade fair again provided an excellent window into the technology that is changing the transport industry.

Here, Intelligent Transport recaps a fascinating event and highlights its top five lessons.

- Intelligent Transport | www.intelligenttransport.com

1. A sustainable future is essential Sustainability was one of the key themes of this year’s InnoTrans.

From the vehicles to the services being offered upon them, manufacturers and operators alike are investing in developing transport solutions that are sustainable both in terms of environmental factors and in business terms.

2. Innovation is rife InnoTrans yet again proved that technological advancement is at the forefront of the rail and public transport industries. As the world’s transport networks continue to evolve, and their importance in building smarter cities becomes ever more evident, the industry’s development cycle is becoming tighter to keep up with demand. At the heart of this is the industry’s desire to digitalise as many of its services as possible, from keeping up to date with bus arrivals to fullyfledged MaaS implementations.

Digitalisation is the tool that will enable the on-demand, multimodal future, and the progress being made is quite staggering.

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3. Commuter experience is king From entire new vehicles to arm rests and seats, 2018’s InnoTrans exhibitors showed that the passenger experience is still one of the top concerns for transport operators around the world. Travellers increasingly expect the same quality of life and comfort that they would experience in their own homes wherever they are, and especially on transport. The interiors, infotainment services, network technology and accessibility solutions on display at InnoTrans was a demonstration that the transport industry is meeting the challenge in improving passenger experience, while showing that innovation cannot stand still regardless of progress.

4. Multimodality is key to the future of transport In her welcome address to the gathered delegates in Messe Berlin’s Palais am Funkturm, European Commissioner for Transport reinforced the message that 2018 is the year of multimodality – and the days that followed only served to emphasise that point. Multimodality is the only way to fulfill the first- and last-mile transport

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needs of passengers across the world’s urban transit networks, whether that’s bike-to-train-to bike or any other combination of modes. The fact of the matter is that transport is becoming gradually more attractive to investors, enabling more modes of personal transport, like electric bikes or scooters, available for public use throughout our cities. Links to stations, and from there, rail links to city hubs, can only improve in the next few years.

5. Mass rapid transit must remain the backbone of future mobility For all the industry’s talk of technologies like flying taxis and hyperloop, traditional mass rapid transit remains one of the most potent weapons in a city’s arsenal for reducing congestion, improving air quality and increasing mobility. The electrification of mass transit and the introduction of alternative fuels is making cities greener, but has a potential knock-on effect on availability; combining this trend with a drive to get cars off the roads, it will be interesting to see how the capacity of transport networks in the world’s cities holds up.

Urban Transport Infrastructure | November 2018

Industry Events

Institute of Urban Transport (IUT) and Maha Metro concludes 11th Edition of Urban Mobility India Conference & Expo 2018 in Nagpur Green Mobility’ theme of urban mobility India conference at Nagpur aims to reduce environmental problems. Nagpur’s metro, broad gauge Railway, e-vehicles bringing an innovative model of urban mobility.

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n the last 4 Years, Nagpur has witnessed the transformation in the urban transport sector.

Nagpur’s metro is an innovative model, which drives 60% power from solar energy. The e-taxi project, methanol bus is another initiative which was started for the first time in country form Nagpur.

Such mass rapid transit system based on electricity is need of the hour, opined Union Minister of Road Transport, Highways & Shipping Nitin Gadkari today in Nagpur.

Gadkari was speaking on the occasion of the inaugural session of the 11th edition of Urban India Mobility Conference organized by Minister of Housing & Urban Affairs, Institute of Urban Transport & Maha Metro.

Union Housing, Urban Affairs (I/C) Hardeep Singh Puri, Chief Minister of Maharashtra, Devendra Fadnavis, Guardian Minister C. Bawankule, Ambassador of France to India Alexander Ziegler, Ambassador of Germany, Dr. Martin Ney, Chief Managing Director, Maha Metro, Nagpur, Dr. Brijesh Dixit, Secretary, Ministry of Housing & Urban Affairs, Durga Shankar Mishra, were WWW.URBANTRANSPORTNEWS.COM

prominently present on this occasion.

The conference is being held from 2 to 4 November in Chitnavis Centre, Civil Lines, Nagpur.

Stressing upon the need of an alternative, cost-effective & indigenous fuel, Gadkari said that Jatropha, sugarcane bagasse & other agricultural waste can be a good source of bio-fuel. Through his Ministry, 20 thousand kilometer river-length is being converted into waterways. Mumbai to Goa-sea cruise & Ro-Ro services in other waterways are some evident examples of waterway transport, he informed on this occasion.

Hardeep Puri praised Nagpur city’s innovative project to introduce e-taxis & buses for urban transport.

Theme of UMI conference ‘Green Mobility’ is in resonance with Nagpur’s Urban transport as it is reducing environmental pollution, he underlined. He also appreciated the new initiative in the transport sector, started by Nitin Gadkari in the country as well as in Nagpur. He opined that urban mobility is the key-driver of economy. He informed that in near future, few stretches of

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Delhi Metro will be inaugurated so that total length of Metro become 350 kilometers.

Hyderabad Metro Rail selected as Best Urban Mass Transit Project while The Maharashtra Metro Rail Corporation (Maha Metro) won the prize for “The Best Exhibitor” at the Urban Mobility India Conference 2018. Innovative concepts like Tree transplantation, Property Development & Station design inspirations were displayed at the stall.

Maharashtra Chief Minister Devendra Fadnavis also inaugurated ‘Hackthon’ on occasion of the inaugural session of the conferecne.

He advocated for competitive & end to end solutions for lowering environmental pollution & offering the traveler a comfortable experience resulting in effective transport management. ZEROth App was selected as Hackathon winner at the UMI 2018. This App provides integrated trip information for public transport users for door-to-door connectivity: time, cost and emissions for trip alternatives.

Urban Transport Infrastructure | November 2018

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Urban Transport Infrastructure | November 2018

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