Metro Rail News May 2020: Contactless Ticketing

A Symbroj Media Publication

ISSN 2582-2330 / Vol. IV / Issue 41 / Monthly / May 2020

METRO RAIL NEWS WWW.METRORAILNEWS.IN

MRTS Project Jammu & Srinagar Metro Focused System Civil Construction Viaduct & Tunneling Equipment

Article/White Paper/Story Clean Air Action Plan: Mitigation in Urban Transport Sector in Reducing Pollution

Follow us at:

PRICE FOR ISSUE

INR 300.00

Scan to read Metro Rail News Online:

India's leading Monthly Magazine and News Portal on Metro & Railway Sector Read by Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

10,000+ Print 75,000+ Digital

Circulation

Research Organisations Metro Railways/Urban Transport Operators Construction & Infra Companies Metro & Railway Contractors Suppliers/Manufactures/OEMs Rail Professionals & Consultants Ministry/Govt. Department Technical Institutions

3,20,000+ Monthly website visitor

75,000+ Newsletter Subscriber

India,s #1 Metro and Railways Sector Magazine With Highest Reach and Visibility amongst 10,75000 audience from The Decisions Makers of Industries world Wide.

For Adverting & Premium Services +91 8076369858, 9354443916 Sales@metrorailnews.in,priyanka.sahu@metrorailnews.in

ADVISORY BOARD

Editorial Advisory Board

WWW.METRORAILNEWS.IN

Vol. IV | Issue 41 | May 2020 Managing Editor Narendra Shah editor@metrorailnews.in

Prof. (Dr.) A. Ali Heggo Visitor Professor

Editorial Support Staff Neha singh, Assistant Editor neha.singh@metrorailnews.in

Sunil Srivastava Member Governing Council

Ved Mani Tiwari President & COO

Egyptian & Arabic Universities Institute of Metro & Rail

Sterlite Power Transmission Ltd

Egypt (A.R.E.)

New Delhi (India)

Technology Hyderabad (India)

Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.in

Sales & Circulation Chandan kumar sales@metrorailnews.in

Yogesh Dandekar

Editorial & Business Office Metro Rail News | Symbroj Media Pvt. Ltd 32B/14, J. P. Complex, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India Tel: +91 1140590405, 9990454505 E-mail: info@symbroj.com

300.00

Subscription 2 Year (24 issues) 1 Year (12 Issues)

Inland 6000.00 3000.00

Percy Bernard Brooks Project Management Specialist

TATA Elxsi Limited

IRSME, ICF, Chennai;

Faiveley Transport Rail

Pune (India)

Team Leader – Train 18

Technologies Bengaluru (India)

Haru Imam

Š Symbroj Media Pvt. Ltd, New Delhi Cover Price:

Sudhanshu Mani

Sr. Manager - Industrial Design General Manager (Retd.),

Manas Ranjan Panda

Sanjay Kumar Agarwal

Project Control Engineer

Sr. Rolling Stock Expert

Dy. General Manaer

Persons Corporation

AYESA India Pvt Ltd.

Metro One Operations Pvt. Ltd.

SaudiArbia (UAE)

Lucknow (India)

Mumbai (India)

Overseas $ 1500.00 $ 750.00

None of the Information contained in this publication may be copied, otherwise reproduced, repackaged, further transmitted, disseminated, redistributed, resold, stored for subsequent use for any such purpose, in whole or in part in any form or manner by means whatsoever, by any person without prior written permission from Symbroj Media Pvt. Ltd, New Delhi The Editorial Board may or may not concur with the views expressed by various authors in this publication.

Digvijay Pratap Singh Chairman Main Mast Group

Printed, published & Edited by Narendra Shah at Friends Digital Color Solutions, G8-57, Manjusha Building, Nehru Place, New Delhi110019 behalf of Symbroj Media Pvt. Ltd., 32B/14, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India RNI Ref. 2017-10-1274 | ISSN No: 2582-2330

4

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Dr. Ajeet Kumar Pandey

Chinmoy Pattanyak

Delivery Manager

Head of APAC Center

L&T Technology Services

of Delivery & SW Center

Bengaluru, Karnataka, India

India (TCMS) at BOMBARDIER

EDITOR NOTE

From the Desk of MANAGING EDITOR

We have to learn to live with coronavirus

Dear Readers, Currently, The world is facing a vital crisis due to COVID-19 outbreak. It has impacted on every sector of health and economy.

As our Prime Minister finally addresses the nation in view of getting back to the normality of life with the mindset that we have to get used to our life with this pandemic.and also said that from now we all need to be Self-dependent, in every sector in terms of that, India has also started making N-95 Masks which is currently producing in lakhs in India.

Also, the government announced some plan to enhance the condition as well.

We have to grow a habit of using face masks or sanitizer while travelling out through metro or any public transport. Along with that, we also need to keep distance to other commuters.

In regards to this, Metro Rail News is determined to keep you updated with industry news and project development.

Our May issue focuses on exciting topics and provides a cover story on Improving Public Transport In India.

Jammu & Srinagar Metro covered under the featured project. Exclusive Interviews of Dr. Deepak Kumar Hota, Chairman & Managing Director, BEML, and Vimal Kejriwal, MD & CEO, KEC, Internationa along with other regular columns such as new development in metro project, event coverage, technology updates, News analysis, Article, opinions, Awards, appointments, News around the world, live tenders, Industry contract, upcoming events and current job openings.

I highly appreciate your support and hope to continue our collaboration further. Please feel free to provide your valuable feedback and suggestions on this issue to my email address mentioned below.

We encourage everyone to take extra precautions necessary to safeguard their health and that of others.

Stay informed about the situation in your local community by consulting and following the advice of your local health authorities.

Together we will get through this.

Stay safe. Stay healthy. Stay strong.

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

6

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

CONTENT

C ONTENTS Index Editor Note

06

News Highlights

10

Cover Story

18

Exclusive Interview: Dr. Deepak Kumar Hota, Chairman

24

10

& Managing Director, BEML

Featured Project: Jammu & Srinagar Metro

26

Interview: Vimal kejriwal, MD & CEO, KEC Internationa

28

Case study

29

Whitepaper

31

Article

35

Industry News

48

Appointment

50

Product watch

51

Event Update

52

Job Opening

53

Event

54

Metro Rail Project Status

55

Live Tender

57

26

31

42

8

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Rail Tech 2020 Conference Expo Awards 26th-27th August 2020 New Delhi,India An Event by-

In Association With

For More Info Contact www.proventusglobal.com

+919372289728

maryam@proventusglobal.com

NEWS HIGHLIGHTS Mumbai Metro 3 achieves 28th tunnel breakthrough

Delhi Metro decided to mandate mask and Aarogya Setu pass

supposedexpense of the project is around €1.5 billion. “The Government of India (GOI) has asked for a loan from EIB for the cost of the Kanpur Metro Project and it proposes to apply part of the proceeds to payments for works, goods, related services and consulting services to be delivered under this project. The project would be most probably jointly financed by the EIB with the GOI and Govt of UP,” declared in the statement. “This project contributes to the 2 major objectives of the EIB External Mandate: (i) climate change mitigation, by promoting a modal shift from road to the rail where decreasing greenhouse gas emissions and also (ii) social and economic infrastructure development by donating to urban development.

The project is in series with the EU Country Strategy Paper for India that highlights the infrastructure gap and requires to address rising greenhouse gas emissions”, quoted in the statement issued by the European Investment Bank.

M

umbai Metro Rail Corporation ( M M R C ) o n A p r i l 3 0, 2 0 2 0, reached yet another milestone with its 28 breakthroughs from Chhatrapati Shivaji Maharaj Terminus to Mumbai Central. Vaitarna-2 is the first TBM to complete the stretch of 4 km in a single drive. Vaitarna-2, the Tunnel Boring Machine (TBM) of this package was commissioned on February 2, 2018, from CSMT launching shaft and completed its longest run at Mumbai Central station with 2,730 RCC rings.

The 4 km long tunneling, on the ColabaBandra-SEEPZ Metro-3 Corridor, includes the construction of five underground stations beginning from CSTM to Mumbai Central via Kalbadevi, Girgaon and Grant Road.

Kanpur Metro Rail project got €650 million loans from the

Hyderabad Metro Rail is all set to Resume operations Hyderabad Metro may not be operating due to the lockdown but that it does not mean that the Hyderabad Metro officials have taken a break. Trials & checks of the functioning of the system to assure that things are in place to start operations in 25 hrs of notice from the govt are on.

NVS Reddy said that though the services have been stopped we have to assure that the system including the services is working without any glitches. All we want is 24 hrs advance notice to begin the operations. Very few staff members are being utilised to secure these maintenance works apart from the monitoring the system from the Operations & Command Centre. Besides, the trains and other parts need to be operated and its performance checked to view the break-in operations because of the lockdown, he said.

GMRC Invites design tenders for Surat Metro Kanpur Metro project after assessing the project got €650 million from the European Investment Bank (EIB). The total

10

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Gujarat Metro Rail Corp (GMRC) has called tenders for the design of two elevated sections of the first phase of a metro in Surat. Line 1’s eastern section from UG Ramp Kapodra northeast to Sarthana would run on viaduct for 4·4 km with four stations, whilst the entire 18·7 km Line 2 between Bhesan in the northwest and Saroli to the east is planned to be elevated with 18 stations.

Tendering for the design of the remaining 17·2 km of Line 1 will follow later, covering a Tunnelled section west from UG Ramp Kapodra via the mainline station to Gandhi Baug in the city centre (6·5 km), then on an elevated alignment southwest to Dream City. The interchange between the two lines would be at Majura Gate, with depots to be located at Bhesan and Dream City.

The national government approved the 40·3 km, two-line Surat metro on March 11 2019. Surat is 230 km north of Mumbai in Gujarat, with a population of 5·9 million.

UPMRC to add 6 corridors in Lucknow Metro

Uttar Pradesh Metro Rail Corporation Ltd (UPMRC) is making all attempts to extend the services of metro in the capital, and its

NEWS HIGHLIGHTS purpose is that in the upcoming time the metro reaches every corner of the capital and controls the traffic on the roads.

These all 5 routes would work as a lifeline for the increasing population of Lucknow with developing metro connectivity in future.

This is expected that 5-7 lakh people would travel in the metroevery day in the upcoming ten years. Corridor-1: SecretariatCG City South, Corridor-2: CCS Airport Metro Station-Atal Vihari Bajpai Stadium, Corridor3 : I n d i r a N a g a r- A t a l V i h a r i B a j p a i Stadium, Corridor-4: Charbagh-SGPGI Metro Station, Corridor-5: IIM LucknowRajajipuram Station, Corridor- 6: Munshi P u l i a -Ja n k i p u ra m . He p ro p o s e d t h e following 6 metro corridor to be added with the Lucknow Metro future Project: Metro Rail to have contactless ticketing to control the spread of Covid-19

Tokens for travelling in metro trains may not be existing anymore as Centre plans to execute a contactless ticketing system using only metro cards once limitations on public transport are lifted. The central govt is preparing a slew of steps to introduce social distancing as metro travel and to secure minimising the risk of spreading COVID-19 by maintaining space between 2 passengers, zone-wise queueing, screening & controlling crowds at the stations.

These proposals are part of a Standard Operating Procedure (SOP) for the resumption of metro train services that are being drafted by the Ministry of Housing & Urban Affairs. “We are planning to support the use of metro cards only, make ticketing as contactless as possible and avoid lines at the counter,” a senior official told.

Bengaluru metro migrant workers Are not getting water and ration

On May 2, 2020, when Bengaluru co n s t r u c t i o n wo r ke rs i n f r u s t rat i o n , attacked an official’s car and demanding their due wages & humane living conditions. A clash exploded among the workers & police officials who visited the construction site, on Sunday.

Still, this is not clear what is the exact reason led to the clash, after speaking to 2 workers who said around thirty policemen entered the construction site. Many workers have been moved without paid for more than a month & even more.

The Bengaluru Metro construction site houses more than a thousand workers in which mostly from Bihar, UP & West Bengal who are compelled to stay in inhumane situations.

Bengaluru-based media & arts collective Maraa, who are helping & Documenting the situation of all the workers responded that yesterday also violence had broken out. The migrant workers are very disappointed as there is no ration and water.

NEWS HIGHLIGHTS

Delhi Metro decided to mandate Mask and Aarogya Setu pass .

Delhi Metro commuters are now intimated that after the resumption of DMRC services, would have to take out any metallic object on their body before frisking, use face masks, have the ‘Aarogya Setu’ app, but those with flu-like symptoms will not be permitted as per a proposal made by the CISF on 23 April . The intended steps according to the plan accessed by PTI would be executed by the force in consultation with the Delhi Metro and the controlling ministry of Urban Development.

The plan has been developed to ensure public confidence in the sense of the rapid rail network to deliver under any condition and to thwart evil designs of disruptive forces to hit the smooth operating of the network. “Aarogya Setu app with inbuilt epass option can be employed for identification of doubted persons having COVID-19 infection. Somebody with high risks for both spreading and contracting Infections should be restrained from using the metro,” as per the plan. Every person entering metro premises would be must wearing masks. Hand sanitisation or handwash facility to be available at the entry points. Along with this the thermal screening of all entrants to be managed at the entry point of stations those found with abnormal temperatures would not be permitted to enter and persons with Cold, cough & other flu-like symptoms would be disallowed entry. Commuters would be advised constantly to refrain from touching any surface in the metro stations or trains, the CISF plan stated. It has also suggested that the whole station area be sanitised with chemicals & security fixtures, equipment and x-ray tables should be sanitised frequently.

After the lockdown, our personnel would come in close contact with a large number of passengers daily while performing security duties, mainly during security screening of commuters and baggage and hence they will be more exposed and susceptible to the virus.

12

Bengaluru Metro restart construction after govt eases

Since the construction projects took a break because of the lockdown the Bangalore Metro Rail Co. Ltd (BMRCL) has renewed construction work of PhaseII. The development of the Kengeri and Anjanapura expansion is pending and the Bangalore Metro is now seeing this delay in construction work by above 6 months. BMRCL MD Ajay Seth told that work continued on few metro lines on April 25, 2020 & so far Namma Metro has 2,051 workers in 73 sites over the city.

Bangalore Metro declared in a statement that the agency is assuring that workers maintain social distancing norms. Further BMRCL said that it plans to continue all works that were suspended in several days as over 7,000 people, who were employed for constructing the metro are now waiting for work to restart.

Now BMRCL is focusing on finishing the extension of the Green & Purple lines that is the extension among Mysuru Road & Kengeri, Yelachenahalli and Anjanapura. As per the report, BMRCL plans to finish constructing the line to Kengeri through August and the one to Anjanapura through Nov this yr as most of the civil work was finished prior to the lockdown.

Chennai Metro resume work in Phase 1 extension project

Chennai Metro Rail Limited (CMRL) begin t h e n e ce s s a r y c l e a n i n g a n d o t h e r preparatory work on May 4, 2020, at the ‘Central Square’ and the Wimco Nagar .

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Depot after a gap of nearly a month and a Half “The actual construction work starts on May 6, 2020. We will constantly expand the work to other sites in the phase I extension project like the construction of stations and related work. We will have only about 2530% of the workforce in the construction site now, till the situation improves,” an official said.

To ensure that the workes continue to wear masks throughout the day and maintain physical distancing and monitor the movement of workers inside the site, a special safety team will present.

The CMRL prepares to have portable handwashing facilities at several locations at the sites. “There will be social distancing in the bus too when workers are brought to the site,” added official.

Delhi Metro officials conduct online meetings to complete Phase-IV

Like all the services of public transport in the capital stay stopped the Delhi Metro Rail Corporation’s (DMRC’s) team of architects & designers are carrying online-meetings with locality personnel, design experts and contractors to finalise the designs for the development on Phase-IV. The senior officials of Delhi Metro including MD Mangu Singh continued work at their offices on Monday. “In the lockdown period, meetings are being directed through video conference to review a range of major issues and online courses are being available to the employees for their knowledge and awareness enhancement,” stated by DMRC official Anuj Dayal.

“Building Information Modeling (BIM) is an online mechanism has been devised by which designs, drawings and 3D models can be used to be uploaded online. Officers can leave their comments and observations by the same software and no hard copy or print out is required,” he further added.

Engineers deputed at the sites are also regularly conducting meetings through video conference to deliberate on a range of issues, which would be encountered

NEWS HIGHLIGHTS once the commencement of development.

“Issues like design submission & finalisation, procurement orders through contractors, manpower deployment at sites and others are being dealt with. Daily Project Reports are being made to keep a tab on the overall progress made.

An official also stated that the safety department is organising frequent webseminars for project engineers on many aspects of development site safety.

RRTS Rolling stock for Delhi-Meerut RRTS to be produced indigenously

On May 6, 2020, the National Capital Regional Transport Corporation (NCRTC) announced in a statement that the rolling stock for the Delhi-Ghaziabad-Meerut RRTS would be manufactured marking 100% local manufacturing in India.

The NCRTC told Bombardier Transportation has acquired the rolling stock for the tender.

The tender expense is around Rs 2,577 cr, i n c l u d i n g p ro c u re m e n t a l o n g w i t h maintenance of the train sets.

The air-conditioned RRTS trains would have an economy with business class and a women commuters coach reserved.

According to officials, the construction is carrying out in the corridor.

Stocks that would be manufactured through the Bombardier transportation India Private Ltd at Gujrat Savli Plant under the “Make in India” action of the central govt would begin appearing by 2022.

Contract going to M/s Bombardier Transportation India Private Ltd total 40 trainsets would be manufactured in India, announced NCRTC chief public relations officer Sudhir Kumar Sharma L&T Construction to build Delhi-Meerut RRTS elevated sections L&T Construction’s Heavy Civil Infrastructure Business has received two contracts from National Capital Region Transport Corporation (NCRTC) in Uttar Pradesh, India.

According to the contracts, the company will be responsible for the construction of the Regional Rapid Transit System (RRTS) infrastructure.

14

The two RRTS contracts are for the packages from Duhai to Modi Nagar and from Modi Nagar to Shatabdi Nagar.

The rail line will span across 32km with seven elevated stations.

Under the project, L&T Construction will build a new high-speed and high-capacity railway system in the Delhi – Ghaziabad – Meerut Corridor.

RRTS is different from the metro transit systems as it is made for passengers who are travelling longer distances at a higher speed with fewer stops. The project’s design speed is 180km/h and an average operational speed of 100km/h.

L&T Construction Heavy Civil Infrastructure head and senior VP S V Desai said: “We are delighted to have been entrusted with the responsibility to develop this unique project, a first-of-its-kind for India which is a reaffirmation of our proven capability to build faster and reliable mass transit systems that are in sync with our strategic goal of aiding rapid transportation infrastructure development.”

NCRTC Invites Bids for ETCS & CBTC System of Delhi – Meerut RRTS

The National Capital Region Transport Corporation (NCRTC) invited bids for the signalling, train control and telecommunication system for Delhi – Ghaziabad – Meerut RRTS Corridor of NCRTC on April 17, 2020.

Scope of work Package 24: Design, Supply, Installation, Testing & Commissioning of S i g n a l l i n g & Tr a i n C o n t r o l a n d Telecommunication Systems for Delhi –Ghaziabad – Meerut RRTS Corridor of NCRTC. Key Details.

• Bid Security (in Rs. Million): INR 77 Million • Completion Period: 1613 Days (4.5 years) • Bid Submission Start Date: 16-Jun-2020 03:00 PM • Bid Submission End Date: 23-Jun-2020 03:00 PM • Bid Opening Date: 24-Jun-2020 03:00 PM NCRTC conducts pre-bidding meetings by video conferencing

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

With the development steps coming to a grinding halt on April 9, 2020, the DelhiMeerut rapid rail project saw progress on a various front when a nodal agency tasked to finish the ambitious Rs 30,274 cr project conducted global pre-bidding meetings by video conferencing for 2 critical packages.

The agency, National Capital Region Transport Co(NCRTC), said that the meetings garnered excellent answer from the industry. Other than Indian entities, prospective bidders from the globe like Japan, China, South Korea, Germany & Turkey also engaged actively in the meeting, it announced.

As per the NCRTC sources, the 2 packages are Package 29 & Package eight for that the pre-bidding meetings were taken place.

The Package 29 entails design, manufacturing, supply and supply & supervision of installation of spherical frames set for elevated viaduct of the RRTS Corridor. About 11.53 km part of 82 km long corridor would be underground. Rest 70.5 km is elevated.

The underground portion comprises 5.8 km stretch among New Ashok Nagar RRTS Station-BEL and 5.73 km stretch among Meerut’s Brahmpuri Metro Station & MES Colony Metro Station .

Where Package eight entails design & development of tunnels from Bhainsali Bus Stand-Begumpul sector in Meerut. In Meerut, there would be 3 underground stations: Meerut Central, Bhainsali & Begumpul.

HYPERLOOP Hyperloop network from ParisAmsterdam in 90 minute

NEWS HIGHLIGHTS Proposals to formulate a Hyperloop network that will take commuters from Amsterdam-Paris in less than ninety mins are under consideration in the Netherlands after a study which says the hi-tech link can be economically viable. Hyperloop is an intended transport mode which includes travelling in a sleek, pod-like capsule which propelled by a low-pressure steel tube at the speeds of above six-hundred miles every hour. Probably many sustainable than aviation & speedier than current top-speed trains, Hyperloop’s advocates tell it’s the future of cross-country, & also crosscontinental, travel. Beginning of this month the Dutch start-up Hardt Hyperloop declared the results of a study conducted out in collaboration with the province of North Holland that tested the experimental travel plan. The report revealed that a European-wide Hyperloop network will significantly curtail travelling times from European cities, blurring borders & offering unusual economic gains. The study recommended that more beneficial to connecting the Amsterdam Metropolitan Area with other European hubs will enhance business travel and strengthen the economic condition of the province.

According to a report, Hyperloop can ferry 200,000 commuters every hour through the direction. Travelers can reach Paris in just ninety minutes. From Amsterdam-Brussels will need less than an hour by Hyperloop.

The company’s CEO & co-founder Tim Houter stated CNN Travel that Hardt Hyperloop’s offered European network will present an alternative for the polluting short-haul flights, last yr. On paper, it reflects like a gain but the questions still over H y p e r l o o p ’ s f e a s i b i l i t y. A p a r t o f technologies request its sci-fi credentials the plan of sleek, streamlined pods and levitating in a tube over the county but the concept’s remain in their early stages.

That’s why we would engage in discussions with other authorities to progress the research, he added in a statement. Other Hyperloop companies throughout the world remain its efforts to improve the technology, originally the brainchild of Tesla boss Elon Musk.

SEMI HIGH SPEED RAIL

16

Kerala Rail Board nod for semi-high speed rail corridor's project report Kerala Rail Development Corporation (KRail's) Board has approved the Detailed Project Report (DPR) and alignment for the proposed Rs 639.4 billion Thiruvananthapuram-Kasaragod Semi High Speed Rail corridor project.

The DPR will now be submitted to the Government of Kerala for approval, following which it will go to the Ministry of Railways, Niti Aayog and to the Central Cabinet.

The DPR was prepared by Paris-based Systra for the corridor which proposes to construct railway lines between Thiruvananthapuram and Tirur as a Green Field Corridor and between Tirur and Kasaragod as a parallel to the existing Railway alignment.

According to State administration, it is a dream project called ‘Silverline’, the SHSR corridor will spur the economic and social development of the state and will enable running of trains at an operational speed of 200 Km per hour. This will facilitate to reach Ernakulam in one-and-a-half hours and up north Kasaragod in four hours from the state capital.

As per the DPR, the alignment of the corridor is the same as that was approved earlier as part of the feasibility report, except for some minor modifications of plus or minus 10 to 50 meters to avoid religious/heritage structures.

The 530.6 km Standard Gauge 1435 mm line is expected to be completed by 2025 with the work starting this year.

While 52 per cent of the total cost will be raised as a loan, the remaining expenditure will be met by the Centre and the State Government and by the participation of financial institutions. The Financial Internal Rate of Return of the project is estimated to be 8.49 per cent over 50 years. The line is expected to have a ridership of 79,934 persons per day in 2025-26.

“Cutting through the entire length of the state covering 11 districts and touching major towns, Silverline is going to be a game-changer as far as infrastructure development of Kerala is concerned. It will increase connectivity and bring economic hubs, airports, health facilities and cultural amenities across the state close,” said V Ajith Kumar, Managing Director, K-Rail.

He said the corridor, which will have 11 stations including Cochin airport, would give a big boost to tourism which plays a major role in the state’s economy.

A joint venture of the Ministry of Railways and Kerala Government, ahead of the preparation of the DPR a series of scientific studies including Aerial LIDAR survey had been completed, looking into various

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

aspects of the project including the environmental impact before finalizing the alignment.

EMU Type trains of nine cars with a seating capacity of 675 are to be operated on the line. There will be business class and standard class seats on coaches.

During the construction stage, the project will provide thousands of jobs and boost an entire set of downstream business activities, which will especially be a social and economic boom in the post-Covid 19 scenarios.

INDIA RAILWAYS Indian Railways Plans to resume select passenger train services from May 12

Indian Railways plans to gradually restart passenger train operations from 12th May 2020, initially with 15 pairs of trains (30 return journeys). These trains will be run as special trains from New Delhi Station connecting Dibrugarh, Agartala, Howrah, Patna, Bilaspur, Ranchi, Bhubaneswar, Secunderabad, Bengaluru, Chennai, Thiruvananthapuram, Madgaon, Mumbai Central, Ahmedabad and Jammu Tawi.

Thereafter, Indian Railways shall start more special services on new routes, based on the available coaches after reserving 20,000 coaches for COVID-19 care centres and an adequate number of coaches being reserved to enable operation of up to 300 trains every day as “Shramik Special” for stranded migrants.

“Railways plans to gradually restart passenger train operations from May 12, 2020, initially with 15 pairs of special trains connecting New Delhi with major stations across India. Booking in these trains will s t a r t at 4 p m o n M ay 1 1 ” Twe ete d confirmation Railways Minister Piyush Goyal How to book select passenger train ticket Booking for reservation on these trains will start at 4 pm on 11th May and will be available only on the IRCTC website (https://www.irctc.co.in/). Ticket booking counters at the railway stations shall remain closed and no counter tickets (including

NEWS HIGHLIGHTS platform tickets) shall be issued. Only passengers with valid confirmed tickets will be allowed to enter the railway stations.

It will be mandatory for the passengers to wear face cover and undergo screening at departure and only asymptomatic passengers will be allowed to board the train. Further details including train schedule will be issued separately in due course.

Shramik Special Train But the existing Shramik Special trains will continue to run as per the present system at the request of the respective State Governments.

Ticket cost and Concession No concession will be allowed on the trains. The fares of these trains will be that of Rajdhani trains, which means all these will be all airconditioned trains and will be available on premium fares.

Shramik Special a first train carrying almost 1,200 workers reaches Patna The train named Shramik Special with almost 1,200 Bihari workers reached the Danapur railway station from Jaipur here on Saturday. On 1 may the 24 coach train left at 10 pm and reached the Danapur railway station nearby 2 pm, Rajesh Kumar, Chief Public Relation Officer said.

Twenty medical teams have been disposed for the medical screening of every passenger. After completing the medical examination they would be served food & sent to their districts via buses, Sanjay Kumar Agarwal, Patna Divisional Commissioner said t the Danapur railway station, 100 buses have been placed for sending passengers to their home districts. The seating arrangements have been made as per keeping social distancing in buses. Sanjay Kumar Agarwal also said that buses will ply half of its seating space.

A first special train which runs to Bihar when the Union Ministry of Home Affairs permitted the states to take migrants workers back home in buses including Rajasthan, Kerala, Jharkhand, Punjab, Odisha, Maharashtra, UP & Telangana had also demanded special trains to send migrant workers back home.

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

17

COVER STORY

IMPROVING PUBLIC TRANSPORT IN INDIA; PART II An Overview in Pictures on advisable Rolling Stocks for Light Rail and Regional Rapid Transit - the Future of Mobility in India with Urban Rail

LIGHT RAIL TRANSIT, LRT, WITH LIGHT RAIL VEHICLES, LRV The origin for LIGHT RAIL TRANSIT or “METRO-LITE” is based on electric City Trams, that started worldwide at begin of the last century. Light Rail Transit is becoming a further mainstay for urban and suburban public transport in India. A relict we find in India in Kolkata:

INTRODUCTION With a massive drive, India is on the way to provide MOBILITY as a SERVICE, MaaS, and to mitigate its often chaotic Urban Transport Environments. Investing in METRO- RAIL alone – although deployed in India in a large scale – does not solve the transport and traffic problems in congested areas.

“Urban Rail” is a technical collective term encompassing Metro Rail, Commuter Rail, Light Metro, Light Rail Transit (“Metro-Lite”), Regional Rapid Transit and (Ultra) Very Light Rail Vehicles.

India is proceeding to integrate Metro-Rail, Commuter Rail and Governmental Indian R a i l ways w i t h i n m u l t i m o d a l u r b a n , suburban, interurban and regional public transport schemes by Hubs with LIGHTMETRO, LIGHT RAIL TRANSIT, METRO-LITE and REGIONAL RAPID (Semi-High Speed) TRANSITS, RRTS. With Light Rail Transit/Metro-Lite there is in India the aspect of INTEROPERABILITY of Light Rail Transit/Metro-Lite with Metro Rail sharing track, lines and infrastructure as T R A M - M E T R O -T R A I N w i t h i n a comprehensive Urban Rail Concept.

Other affiliated transport modes to be connected and integrated are Rubber Tyred Bus Rapid Transit, BRT or METRO-NEO, WAT E R - M E T R O a n d A e r i a l M E T R O ROPEWAY:

Artist`s Impression for Mauritius and Delhi Phase IV LRT Projects

With Low Capacity City Tram on the Streets of Kolkata in the 21st Century, India LIGHT RAIL TRANSITS, LRT, including City Tr a m s , e x p e r i e n c e w o r l d w i d e a renaissance.

LRT is currently the fastest-growing passenger rail mode, employing a full range of technologies and operational practices. Around the globe, light rail systems, or LRT, have become increasingly popular in recent years due to their lower capital costs and increased reliability compared with heavy rail systems.

In Central European countries, LRT/city trams remained operating since hundred years uninterrupted as the backbone for urban, suburban interurban and regional public Transport.

Be it the tram in the classical sense or the suburban and interurban railways, that combine features of underground railways and trams, the global future of urban transport is on the rail with Light Rail Transits. While the construction and running of underground or elevated systems incur a huge cost, tram and light rail transit systems can be constructed and integrated into the cityscape at a comparatively lower cost.

Light Metro Rail (LMR) or Light Rail Transit (LRT) is now regarded as feasible for India:

Representative Image with CAF URBOS articulated Tram in Canberra, Australia, for Delhi Metro-Lite Project

Representative Image: CAF “URBOS 3”, Overhead Catenary free Battery City LRV at Zaragoza, Spain; delineating Image for Bangalore Metro-Lite Project; Source: Rail UK

Reference Image of Low Floor, 75 kmph, articulated Tatra Yug Tram, Ukraine, for Visakhapatnam Light Metro Rail Artist`s Concept for Dehradun Metro Ropeway; by F.A. Wingler The cost effective METRO-LITE can be regarded as the “YOUNGER SISTER OF METRO-RAIL”, and REGIONAL RAPID TRANSIT as the “FASTER BROTHER OF

18

Animation of Light Metro Rail, LMR, for India`s smaller Cities

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

COVER STORY Reference Image of articulated Adtrans Incentro Tramway (Nantes, France) for Jammu-and-Shri-Nagar Metro-Lite System

High Capacity LRT Ottawa, Canada; Turney’s Pasture Station

City Tram/Light Rail Transit/Light Metro Rail/interurban Tram-Train Symbiosis at Grade on reserved Track at Cologne, Germany.

High Capacity LRT Santa Clara, California, USA Artist`s Concept for articulated LRT in Jammu

Shelter Platform for LRT with Alstom Citadis X05 LRV; Caen, France – an Example for an economical Solution for Indian Towns with less Ridership for much lower Costs?

LIGHT RAIL TRANSITS show a wide spectrum/range from low capacity over medium capacity to high capacity.

With high Capacity Light Metro Rail through the City of Los Angeles, USA

City Tram/Light Rail Transit/Light Metro Rail/interurban Tram-Train Symbiosis on City Road at Cologne, Germany

Global Activities with Trams and Light Rail Transits; Source: Plasser&Theurer Light Rail Transits are not only more cost effective than METRO RAIL; they have a higher versatility in adapting to local and environmental conditions. LRT can run interoperable and compatible with METRO RAIL tracks and on Governmental Main Line Rail-tracks as Tram-Trains or regional Rapid Transit. They can undergo a symbiosis with Metro Rail, City Street Tram, Regional Rapid Transit, Commuter Rail and M a i n L i n e R a i l ways . T h ey c a n r u n underground, on streets, on dedicated or reserved lanes/ corridors at grade or on elevated structures. Thanks modern thyristor technology, the LRV can run seamless and smooth under different voltages and DC/AC systems.

City Tram/Light Rail Transit/Light Metro Rail/interurban Tram-Train Symbiosis at Un d e rg ro u n d ( U - B a h n) St at i o n of Cologne, Germany.

City Tram/Light Rail Transit/Light Metro Rail/interurban Tram-Train Symbiosis on Main Railway Line between Cologne and Bonn, Germany

Dual Voltage (750 V DC and 15 kV 16 2/3 Hz AC) LRV City- Tram/interurban Tram-Train starting from Karlsruhe Main Railway Station for a run through the City Centre as Tramway and further on the Main Railway Line to the Heart of the 149 km far City Forbach as regional Rapid Transit/Commuter Tram Train

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

19

COVER STORY With LRT from City Centre to City Centre as Tram-Train over Governmental Main-Line Rail Track under 15 kV 16 2/3 Hz AC between Hagen and Dortmund, Germany

Stadler Tram-Train for Szeged, Hungary Tram-Trains, Light Rail Vehicles, which can run in cities on the tram-rail networks and outside cities on main-line rail networks, sharing the tracks with passengers and freight trains, are coming increasingly popular in Europe, facilitated by the fact that mostly trams and railways run with the same standard gauge. The change of Voltage systems from 750/1000 Volt DC to 15 kV 16 2/3 Hz or 25 kV 50 Hz AC is nowadays thanks modern thyristor technology no problem.

Since in India, Indian Railways run on 1.676 m Broad Gauge, and since for most of the Metro-Lite projects 1.435 m Standard Gauge is envisaged, the intermodal operation will be hampered. However, since most of the Indian Metro Rail systems use 1.435 m Standard Gauge tracks, intermodal operability of Metro-Lite as Tram-MetroTrains with Metro-Rail should be possible.

T h e Q u e s t i o n o f Tr a c k G a u g e f o r LRT/METRO-LITE LRT can use Narrow Gauge (21⁄2 feet, 760/762 mm, 900/750 mm) – Austria, Italy, G re e c e , Sw i t z e r l a n d , G e r m a ny - , Meter/Cape Gauge (1000mm, 1067 mm) – Switzerland, Germany, Spain, Austria, Spain, Italy, Japan - , worldwide they run on Standard Gauge (1435 mm) and can operate also on Indian/Iberian/Russian Broad Gauge (1676/1668/1520 mm).

Narrow Gauge and Meter/Cape Gauge have the advantage that the Light Rail Vehicles (LRV) can negotiate tighter curvatures and need less space in the Landscape.

The major Swiss Cities Zurich, Bern, Basel and Geneva, and as well the second largest town in Austria Graz have decided not to go for Metro Rail and not to dig the City Tramway Lines underground. The cities operate a dense branched City Tram Network. In Zurich, one can find always a tramway line in a perimeter of 300 m. Such a dense areal public transport service will be not possible with Metro Rail, that can serve only special Corridors.

Articulated Cape Gauge (1067 mm) for LRT offers many Advantages: Fukui “Fukuram” LRT, Japan; Pict. by Kansai Explorer.

Stadler 950 mm Narrow Gauge Diesel LRV for Appullo Lucane LRT Railway (FAL) on reserved Track; South Italy

Waldenburg 760 mm suburban LRT, Canton Basel, Switzerland

Dense and branched public Transport with Meter Gauge City Trams atZurich, Switzerland

Cadiz, Spain, Tram-Train (right) sharing the Main-Line Railway Line with RENFE with 25 kV, 50 Hz, AC Catenary Feed

With articulated Meter Gauge LRT Tram trough the City of Geneva, Switzerland

ASP Light Rail Tram at Dubai with Shelter Station on reserved Track

20

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Regional LRV Transit on 760 mm Gauge, St. Pölten, Austria; Pict.: www.Mariazellerland-blog.at Interoperability of LRT with Metro Rail and Main Line Railway is determined by the Gauge. Some Metro Rails in Indian run on Broad Gauge, some on international Standard Gauge. For METROLITE Standard Gauge and for the NCRTC/RRTS Broad Gauge are envisaged. The different track gauges will make interoperability in India problematic. The swift from 750/1000 V DC to 25 kV AC electric feeding is nowadays no technical problem Light Rail Vehicles, LRV, can negotiate steep gradients. In Gmunden, Austria, the Meter Gauge tram negotiates a gradient of 1 in 10, only by adhesion:

COVER STORY Gmunden Meter Gauge Tram negotiating a Gradient of 1 in 10; Austria Light Rail Transit or Light Metro Rail is a feasible solution for cities with low or middle income population, and can be connected with Bus Mass Transit ( B R T ) a n d o n - D e m a n d p r i va t e B u s Operation. Addis Ababa in Ethiopia, which has conditions similar to Indian cities, introduced successfully a Light Rail Transit, which runs at Grade as well on elevated Structure:

SIEMENS Low Floor S 70 Type 4 LRV operating on the Portland MAX Light Rail Transit, LRT, Network; USA Portland in USA most progressive with innovative and smart schemes with integrated multimodal public urban and suburban transport for Urban Mobility as a Service, (MaaS):

P u b l i c Tra n s p o r t V i c to r i a C i t y w i t h BOMBARDIER YARRA E CLASS Tram in Melbourne, Australia

Light Rail Transit on elevated Structure at Addis Ababa; Ethiopia

Modern articulated Street Car LRV in Portland built in Pennsylvania by Brookville Equipment Corporation, USA

Articulated 9 Car CAF URBOSÂŽ LRT in Budapest, Hungary Addis Ababa Light Rail Transit on reserved Track at Grade with Shelter Station, Ethopia; Pict. by Aleksandra Prodan

Innovative ALSTOM LRV combined articulated 10 (2x5) Car Citadis Tram for Rabat, Marocco Shanghai LRT CITADIS City Tram on reserved Right of Way Track and at Shelter Station; China

CAF Design for modern articulated Light Rail Vehicle, LRV, for Light Rail Transit

BOMBARDIER FLEXITY LRT, Ontario, Canada, on reserved Corridor at Grade Feeding and Propulsion Technologies for LRT LRT can be fed with electricity for p ro p u l s i o n by O ve r h e a d C a t e n a r y (750/1000 V DC, 25 kV 59 Hz, AC or 15 kV 16 2/3 Hz AC) or by Third Rail (750/1000 V DC).

LRT running as City Trams are mostly fed with 750/1000 V DC. Nowadays, Light Rail Vehicles and Light Rail Transits can also run in towns as City Tramways without a catenary. With the Alstom APS Technology (Alimentation par Aesthetic Power Supply), the vehicle takes up the electric supply from a middle third power rail (third rail feeding technology), which switches section-wise on and off according to whether a tram is passing over t h e m w i t h a t r a n s p o n d e r, t h e re by eradicating any risk to other road users.

The Catenary-free Tramway and Light Rail Transit operation is service proven. APS is a highly reliable catenary free power system, that reduces the footprint of light rail lines and preserves the aesthetics of urban environments. Cities planning a tramway can today preserve their historical heritage and urban environment by dispensing with obtrusive overhead contact lines. Alstom’s APS ground-level power supply system is a p rove n a l te r n at i ve w i t h e q u i va l e nt performance, which is currently operating in seven cities on three continents, and which offers safe and reliable electric power to trams and LRV, whether in short catenary-free sections or along the entire line: The system is currently operating in revenue service in the French cities

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

21

COVER STORY Bordeaux (2003), Angers (2011), Reims (2011), Orleans (2012), Tours (2013), in Dubai, Emirates, opened Nov. 2014 and in Sydney Australia, (2019).

Alstom’s Coradia iLint Hydrogen-Fuel LRT in Germany The Zillertalbahn in Austria wants to start as a hydrogen pioneer. The world's first narrow- gauge railway with hydrogen fuel cells build by Stadler will run in Tyrol, Austria:

Doing away with Catenary: ALSTOM Catenary free Citadis APS (Alimentation par Aesthetic Power Supply) City Tram at Bordeaux, France on reserved LRT Rail Track

Shelter Platform Station with horizontal Platform Screen Doors of Dubai`s Catenary free Light Rail Transit Metro; ALSTOM APS Technology

Catenary free Section of City Tram in Sydney, Australia Eco friendly Propulsion Technologies with electric, battery storage, super capacitor storage, hydrogen fuel cells, bio-fuelling, liquid gas fuelling, hybrid technologies with Diesel-electric, overhead catenary feeding, ground level power supply and intelligent electric charging technologies are also coming to India, enlarging the spectrum of METRO-LITE. New global developments go for LRV with Battery and/or Super-Capacitor power storage whether in short catenaryfree sections or along the entire line:

H Y U N D A I R O T E M C i t y Tr a m w i t h Skeleton Ultra-Capacitor Storage Technology for Warsaw, Poland The future with low carbon print propulsion will be with Hydrogen-Fuel Cells. Pressure to reduce Carbon-Dioxide emission in transport sector has risen also in India interest in Hydrogen-Fuel Cell technology for propulsion-power generation in regional trains on non electrified routes. “ I n d i a R a i l ways i s wo r k i n g o n t h e development of a Hydrogen-Fuel Cell powered suburban train and has floated an Expression of Interest for industry participation”, Rail Minister Piyush Goyal said: “Hydrogen is planned to be sourced from industry in India. Hydrogen production is not planned by Indian Railways. The decision on deployment of hydrogen- propelled trains for longdistance routes will be based.

Fuel Cell LRVs have mostly in addition Batteries for intermediate storage allowing a steady electricity production by the fuel cells.

CRRC Fuel Cell Tram for Foshan, China

CAF “URBOS 3”, Catenary free Battery City LRV at Zaragoza, Spain; Source: Rail UK

22

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Artist`s Concept for Hydrogen Fuel Cell powered LRV for 760 mm NG Gauge Zillertal Commuter Rail in Austria On lines, which are only partly electrified with catenary feeding Bi-Mode Multible Units have been developed, which can take the electric power either from a catenary or inbuilt Diesel Generator:

STADLER Bimodal FlIRT Regional Rapid Transit running as well with Catenary and with Diesel-Generator Feeding For LRT without Catenary Feeding there are also Diesel-electric or Diesel hydraulic propulsed Light Rail Vehicles:

Mallorca, Spain, CAF build Diesel Meter Gauge LRV REGIONAL RAPID TRANSIT SYSTEMS, RRTS RRTS is a modern form of the so-called electric “Interurbans” in USA from the last Century and resembles the Rhine-Ruhr Express, RRX, - a major transportation project being developed in North RhineWestphalia Region of Germany. Latter is considered as the region’s ‘project of the century’ to anticipate the ease of the dense traffic conditions. The forerunner of the RRX

COVER STORY Had been the last. Century steam powered regional RSV – Ruhrschnellverkehr:

Representative Image for India`s RRTS Projects with a SIEMENS MIREO 140200 kmph Regional Semi-High Speed Trainset, German Federal Railway DB

Once upon a Time with Electroliner “ I n t e r u r b a n” a t C h i c a g o, U S A b - a Forerunner of modern Regional Transit.

Map of Delhi-Meerut RRTS Corridor

Once upon a Time with rapid Steam p o w e r e d R e g i o n a l R S V – “Ruhrschnellverkehr” in Germany of 19331958 – the Forerunner of modern regional Rapid Transit INDIA has officially launched the Regional Rapid Transit System (RRTS) Project, which aims to offer 160 kmph services between New Delhi and Tier-2 cities in adjoining states on Broad Gauge Track.

First announced in 2005 as part of a strategy to decongest New Delhi and promote industrial, commercial and regional development in the National Capital Region, the Indian Government is undergoing to construct eight lines.

The real benefit of the RRTS network is that it will provide seamless travel, as the system will have Multi-Modal Connectivity by integrating with Indian Railways Network, Interstate Bus Terminals, Airport and Delhi Metro Rail. A global tender for the acquisition/manufacture of 210 cars at an estimated cost of Rs. 20 bn has also been floated. About 30% of the trains will be Imported, while the remainder will be manufactured in India under a technology transfer Arrangement. Rolling Stocks for Regional Rapid Transits differentiate in principle from conventional High Speed Train rolling stocks in design of doors for rapid embarkation and disembarkation and in interior.

Representative Image for 21st Century Semi-High Speed (160 kmph) Regional RRX with SIEMENS DESIRO Train in Germany

Representative Image with a BOMBARDIER AVENTRA EMU, Class 345, build in UK for Elizabeth Line and the regional Thames-Side Commuter Services, (Envisaged to become capable of Speeds up to 125 Miles per Hour, 200 kmph) for proposed Pune-Nashik Regional SemiHigh-Speed Connection

Representative Image for India`s RRTS Projects with a BOMBARDIER OMNEO 140200 kmph Double-Decker Semi-High Speed EMU with MITRAC Permanent Magnet Traction Motor; French Railway SNCF

Representative Image-Animation with a Siemens VELARO RUS High-Speed Train for India`s Regional Rapid Semi-High Speed Transit Projects; Animation by Edwin Gramba Representative Image for India`s RRTS Projects with a STADLER KISS Semi- High Speed Double-Decker Regional Intercity Trainset; German Federal Railway DB Authored by Dr. Frank Wingler drwingler railroad modelling & consultancy E: drwingler@web.de W: http://www.drwingler.com

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

23

ARTICLE EXCLUSIVE INTERVIEW

Dr. Deepak Kumar Hota, Chairman & Managing Director, BEML

I

n an exclusive interaction with Mr. Narendra Shah, Managing Editor of Metro Rail News, Dr. Deepak Kumar Hota, Chairman & Managing Director, BEML Says technology up-gradations and quickly adapt with continuous innovations help us for rapid transformation from manufacturing standard Metro coaches to driverless Metro trains. Here are the edited excerpts: Heartiest congratulations for winning Most Admired Leader Award. How can organisations focus on Developing People and Capability?

Ans: Thank you very much, for your compliments. As the leader of the organization, I believe that, this recognition is a reflection of the commitment and unstinted support of my team at BEML. BEML operates in a highly competitive business environment. The competitive advantage of an organization is defined by how well it manages its People; how well Human Resources Management is incorporated into Business Strategy. The greater reliance on intellectual capabilities for success in business, therefore calls for dedicated, suitably skilled and prudently deployed workforce.

BEML believes that people are the differentiating element for BEML to be a successful organization. They are being nurtured and developed so that they strive to take the organization forward to achieve its laid down goals.

BEML has one of the biggest rail coach factory in India, what are your current capacity and future expansion plan?

Ans: BEML Limited, has state-of-the art manufacturing facilities at Kolar Gold Fields, Mysore, Bangalore and Palakkad; manufacturing Defence, Mining & Construction equipments and Rail & Metro products, for the national and international markets.

The manufacturing units are accredited with ISO 9001, ISO 14001 – 2004, BS OHSAS 18001 and other certifications.

BEML’s Bangalore factory is the first rail coach manufacturing unit in India and till date BEML has manufactured and supplied more than 18,500 passenger coaches to Indian Railways. In 2002, BEML forayed into the manufacturing of state-of-the-art Metro Coaches. Since then, more than 1600 metro coaches have been supplied to various metro rail corporations in India such as Delhi, Bangalore, Jaipur, Kolkata and Mumbai. BEML holds over 48 percent market share in Metro coach segment in India against stiff competition with MNCs. To cater for burgeoning metro orders, BEML recently set up an additional assembly line, and currently the Company has the capacity in its units to produce over 700 rail coaches per year and 300 metro cars per year. Further expansion plans would be based on market demand to augment the annual production capacity by 360 metro cars.

BEML signed an MoU with IRCON International to explore and address opportunities in the overseas market for large infrastructure projects in the transportation sector; What are the key focus area?

24

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Ans: BEML’s MoU with IRCON is to explore and address overseas business opportunities. IRCON under Ministry of Railways is a leading turnkey construction company and executes entire spectrum of construction activities in the areas of railway infrastructure. It has an extensive presence in Malaysia, Nepal, Bangladesh, Mozambique, Ethiopia, Afghanistan, UK, Algeria, Sri Lanka and they have completed over 100 projects in more than 21 countries.

The MoU was signed with the objective to synergize respective strengths for identifying / bidding / executing railway projects, including supplying and maintaining the rolling stock manufactured by BEML in countries where both have business interest.

While addressing overseas Rail & Metro projects, BEML will manufacture, supply the rolling stock, provide spare parts and service support as per project requirements while IRCON will execute civil and construction work, facilitate design and other technical support .

BEML is a government-owned company, certain procedural and other obligations are absent in private companies. What are the steps taken to minimise?

Ans: BEML as a Public Sector Undertaking under the Ministry of Defence is guided by laid down policies and guidelines. BEML in turn has formulated transparent and clear-cut procurement procedures based on the mandated rules and regulations, to deliver world class products to customers. In order to align with market sentiments, BEML constantly interacts with its vendor ecosystem by conducting vendor meets, pre-bid meetings and seeking customer responses and feedback, to modify the internal processes to meet customer expectations.

How did BEML make the rapid transformation from manufacturing standard Metro coaches to driverless Metro trains?

Ans: BEML has the requisite skilled manpower that can absorb technology and deliver products. The R&D setup is also able to rise upto meet the technology up-gradations and quickly adapt with continuous innovations. BEML successfully delivered 384 driverless metro coaches for Delhi metro under RS10 project.

Apart from the above, BEML is also executing 504 driverless metro coaches for Mumbai Metro under MRS1 project.

What are the key differences between metros in other countries when compared to India?

Ans: In terms of technology, BEML metro cars are at par with global standards. Hence, there is no difference in metro cars manufactured in other countries vis-a-vis the state-of-the-art BEML metro cars.

What is your outlook on the metros in India?

Ans: The vehicle population has been growing phenomenally, leading to air and noise pollution resulting in health problems; besides, heavy congestion on the roads causing traffic jams and reducing the pace of vehicular movement. Inadequacy of public transport system has led to huge growth of vehicles on the road in our cities. An efficient Metro network helps in decongesting traffic in an efficient manner, reducing the overall carbon footprint.

Metro is also preferred by commuters due to the comfort, safety and saving in commuting time. Most of the cities are planning to implement metro corridors and Tier 2 cities are planning to introduce ‘Metrolite’ cars. BEML is poised to contribute in meeting such requirements.

Which, according to you, is the landmark metro project in India and abroad?

Ans: Undoubtedly it is the DMRC (Delhi Metro Rail Corporation); for the exemplary standards it set, whether in terms of quality, adherence to delivery timelines or indigenization.

ETCS – Eurobalise Transmission Module

29th-30th JUNE

ETCS – Juridical Recording Unit (JRU)

ETCS – Doppler radar for non friction dependent movement detection

FEATURED PROJECT ARTICLE Jammu & Srinagar Metro

The distance of Line-2 of Phase-I from Udheywala to Exhibition Ground with 6 km is an elevated type station including 6 stations: Udheywala, Tirath Nagar, Suraj Nagar, Circuit House, Jewel Chowk, Exhibition Ground.

Jammu Metro Rail Network Phase II Corridor 1 Extn: Greater Kailash – Bari Brahmana Railway Station The distance of Line-1 Extn of Phase-II from Greater Kailash to Bari Brahmana Railway Station with 6 km is an elevated type station including 5 stations: Greater Kailash II, Kaluchak, SIDCO Factories, Bari Bahmana, Bari Brahmana Railway Station.

Corridor II Extn: Exhibition Ground – Satwari Chowk The distance of Line-2 Extn of Phase-II from Exhibition Ground to Satwari Chowk with 14.5 km is an elevated type station including 12 stations: Rangora, Narwal Mandi, Transport Nagar, Malik Market, Sector 6, Sainik Colony, Greater Kailash, Kunjwani Chowk, Gangyal, Preet Nagar, Sanjay Nagar, Satwari Chowk.

Jammu Metro is a light rail transit (LRT) system with two lines including 40 stations intended to be constructed by the Housing & Urban Development Dept of the Union Territory of Jammu & Kashmir.

With the total distance of 23 km, Jammu Metro Phase-I project including two elevated lines with 22 stations making an interchange at Exhibition Grounds. Both routes would be stretched further out in the second Phase.

Jammu Metro Rail Map

Project Timelines March 2019: Metroman Dr. E. Sreedharan appointed as Chief Advisor to Mass Rapid Transit Systems in the state by Jammu & Kashmir Government.

June 2019: DPR of the Light Metro project to the Government submitted by RITES Limited.

February 2020: State government approves DPR of the Light Metro project.

Srinagar Metro The Srinagar Metro is a Mass Rapid Transit designed for Jammu & Kashmir, India. Srinagar Metro plans have been settled with the construction work supposed to begin in 2020 including two corridors. Both corridors of Srinagar metro would have twelve stations. With the expected total cost to be nearby Rs 5,000 cr.

The union territory’s Administrative Council encouraged Delhi Metro Rail Corporation (DMRC) for assisting with the approval of Phase-I project’s DPR by the central govt and for any viable external funding, in Feb 2020.

Srinagar Metro Rail Network Phase 1 Corridor 1: HMT Junction – Indra Nagar The distance of Line-1 from Indra Nagar to HMT Junction with 12.5 km is an elevated type station including 12 station - HMT Junction, Parimpora, Bus Stand, Qamarwari, Gagarzoo, Rathpora, Batmaloo, Secretariat, Lal Chowk, Munshi Bagh, Sonwar, Indiranagar. In the other side, this line is planned to be enlarged to Pampore Bus-stand in the second Phase.

Jammu Metro Rail Network Phase 1 Corridor 1: Bantalab – Greater Kailash The distance of Line-1 of Phase-I from Bantalab to Greater Kailash with 17 km is an elevated type station including 17 stations: Bantalab, Chinori, Roop Nagar, Janipur, High Court, Lower Laxmi Nagar, Ambphalla, Secretariat, Raghunath Temple, Exhibition Ground, University, Panama Chowk, Jammu Railway Station, Trikuta Nagar, Trikuta Nagar Extn, Narwal, Greater Kailash.

Corridor 2: Udheywala – Exhibition Ground

26

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Corridor 2: Hazuri Bagh – Osmanabad The distance of Line-2 from Hazuri Bagh to Osmanabad with 12.5 km is an elevated type station including 12 station Osmanabad, Hazratbal Crossing, Soura, SKIMS, Nalbal Chowk, Jama Masjid, Khaniyar, Nowpara, Munshi Bagh, Hazoori Bagh and in the other side this line is planned to be enlarged to Srinagar Airport in the second Phase.

Corridor 3: Munshi Bagh – Batapora The distance of Line-2 from Munshi Bagh to Batapora with 10.0 km is an elevated type station including 10.

ARTICLE EXCLUSIVE INTERVIEW

Vimal kejriwal MD & CEO, KEC International

Project executions to see major productivity change with automation: Vimal Kejriwal, MD, KEC International KEC International, an Engineering, Procurement, and Construction (EPC) headquartered in Mumbai, India, is the flagship company of the RPG Group. Which executes projects in Metro & Railway, Electricity transmission & distribution (T&D), civil, solar, smart infra and cables, did not face problems linked to payments or renegotiation of contracts during the lockdown, the company has seen delays in orders from its clients. In an exclusive interview of Vimal Kejriwal, Managing Director of KEC International, He talks about labour shortages might lead to alternative strategies by companies to increase productivity through mechanisation, automation and digitalisation of projects.

Here are the edited excerpts: How do you see the removal of restrictions on projects in the construction sector to help companies such as KEC? Things are gradually getting back into action after the restrictions removed on April 20, 2020. We think that it will take at least another four-five days to get back to normal since we require the related suppliers for the construction work to continue in full swing. Our projects require cement, steel and other materials for which we need to line up the logistics as well. We usually have stocks which are good enough for a week, but if the supply chain does not get cleared, then one starts to feel the stock-outs. The same things can happen in factories as well if they do not allow the vendors to open their shops. However, projects are slowly getting into shape.

As you are already in various segments like T&D, railway electrification, cabling and civil work for industries, which projects according to you are getting into shape?

The T&D projects have started at various places. Railway electrification work has also begun in Maharashtra. Civil projects like construction of cement factories and other industrials have got approvals. We are doing four metro projects; the one in Kochi has got approval for starting the construction activity, but the three projects in Delhi are stuck due to complete lockdown. In Maharashtra, we have got approval for railway electrification now.

But unfortunately, we could not work during the lockdown on electrification, which we had requested.

What has been the impact on the completion of projects in Fy20 due to lockdown?

There was not a serious impact on project completion due to lockdown in FY20 since only six days’ work was lost. Though, going ahead, we will require an extra effort to make up for the lost time of over 45 days. We will take at least two weeks to ramp up. So some of the lost time can be recovered, but if the lockdown continues beyond May, then the recovery could be complicated. The restoration for us will depend on two things — how much of

28

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

logistics and the raw material is ready for ramp-up, and how many migratory workers we can retain.

How many workers do you have at present and will it help to ramp up your projects?

We had around 30,000 workers reached across 150 project sites before the lockdown. Currently, we are left with 20,000 workers, while 30% have left for their hometowns. These workers are staying at temporary quarters at the project sites, where their food, shelter and medical requirements are taken care of. So we have the advantage of starting the projects and ramping up immediately if the workers continue to remain with us.

How do you see the rise in transportation cost to impact your overall operations?

Overall the cost curve has gone down if we look at the cost of materials, such as aluminium, copper, steel or oil. This drop-in cost will help us to offset whatever little raise in the price we have seen in transport or otherwise unless there is an extended shutdown.

Do you see an essential part of your revenue coming from international operations in Q1FY21 since most of your factories and projects began abroad?

We suppose the international revenues to go up in Q1FY21 to at least 50% from 45% earlier as most of our projects are operational in more than 35 countries that we operate in. But the way domestic operations are coming up, the impact will only be for one month, that is April.

What is your outlook on overall improvement in coming quarters? Have you encountered payment related issues or order delays from your clients?

We have an order book of Rs 20,000 crore as of March 31, while Rs 3,000 crore is as L1. So for us, it is a question of revenue delay rather than revenue loss. For us, the revenue will come if not in this quarter then next quarter. By God’s grace, we have not had any issues related to payments or renegotiation of contracts. But we have seen a delay in orders from our clients. Going ahead, we foresee a dramatic change in our project executions as a lot of shift is seen in terms of mechanisations, automation and digitalisation of projects due to social distancing and labour Shortages.

Can you explain in detail about the change in project Execution?

With government mandating only 25% to 50% employee attendance due to social distancing, companies will have to find alternative ways of raising productivity. One way of doing it will be to mechanise, automate and digitalise the projects. It may take at least five-six months to automate the factories since it will require redesigning the factories or relocating them. Still, mechanisation, such as getting an excavator or a loader, can be done immediately.

Digitalisation will have to be done at different levels to overcome the issues of social distancing. However, it should be understood that the intent is to maintain social distancing and not reduce labour count.

What according to you, has been the most significant shift in the way companies have been operating since the lockdown?

In my opinion, a bigger paradigm shift due to lockdown has been the ability of employees to work from home, which until now was unimaginable. We believe 15-20% of our office workforce can be shifted back to home, although it may not be possible for people deployed at project sites where physical presence is a must. But if mechanisation is introduced at project sites, then these people can be re-deployed to other projects.

(The Article First Appeared in Financial Times)

CASE STUDY ARTICLE

Bentley’s open applications and iTwin Services enabled Sweco NL’s digital twins approach.

Digital Twins Prove a Game-changer in Helping Sweco Nederland Deliver Bergen’s Light Rail Extension.

Leveraging Bentley’s iTwin Design Review Reduces Costs to Resolve Construction Errors by 25%

A

Public Transport Solution for Urban Development Bergen, Norway’s second-largest city and gateway to the fjords, is extending its Bybanen light-rail system to make it accessible to all residents and visitors, promote urban development, and reduce pollution from automobile emissions.

To deliver a user-focused transport solution that would establish the light rail as the backbone of the public transport system, the city initiated a 9-kilometer extension of the railway line. The NOK 6.2 billion project adds eight new stops, including a stopping place and depot situated underground, and two tunnels totaling 4.5 kilometers in length. Sweco Nederland (Sweco NL), in collaboration with its client Bybanen Utbygging and sister company Sweco Norway, was responsible for providing an optimal design that connects to existing infrastructure within a limited footprint, as well as integrates and aligns conflicting stakeholder interests and needs.

Connecting and partly using the city’s current tram line, Sweco’s work included adjacent roads, bicycle lanes, pedestrian zones, supporting bridge structures, and surrounding public areas. The project also included relocating and adjusting existing infrastructure, without disrupting urban life. The total BT-4 project team consisted of 18 engineering disciplines spread across five countries, using different software, and included 24 contracts.

Faced with mountainous terrain and challenges surrounding data integration, alignment, change management, collaboration, and communication, Sweco NL realized that traditional manual processes would not suffice. Given the project complexity, client requirements, and overall scale, the team required a new, digitaldriven approach to successfully deliver the design on a tight timeline.

Connected Data Environment Provides Trusted Data Source Working with data from multiple sources and in a variety of formats meant Sweco NL needed a controlled environment to manage and share the large volume and diversity of design information it was working with. Aware that traditional digital data management methods are often time consuming, labor intensive, and error prone, Sweco knew it needed a solution that would encourage and enable collaboration, not limit and reduce the effectiveness of its multidiscipline design team. Using ProjectWise, Sweco therefore established an open, connected

data environment to support coordination among the 18 geographically dispersed engineering disciplines and integrate the multisourced data. The universal platform offered interoperability, helping to share data among Bentley’s applications and also with third-party applications, and ensured that accurate information was continuously available to all team members.

Trusted data was the foundation of Sweco’s entire digital workflow as the team began creating 3D models from the outset.

Housing more than 60,000 files to coordinate over 450 models, the connected data environment facilitated real-time information sharing of trusted data, crucial to maximizing productivity, accelerating design and optimizing construction.

Leveraging Bentley’s open modeling applications within the connected data environment enabled the multidiscipline team, spread across five countries, to work together seamlessly. “Using ProjectWise and adaptive modeling through MicroStation, we can work as one while being in different locations, resulting in a dramatic reduction in costs otherwise associated with resolution of issues during construction,” stated Christiaan Post, consultant BIM manager at Sweco NL. Open Modeling Reaps Productivity Gains Using Bentley’s open modeling applications, including OpenRail Designer and OpenBuildings Designer, Sweco NL advanced coordination, streamlined multidiscipline design, and accelerated production of deliverables through connected digital workflows. The project team used OpenRail Designer to create the alignment, plan, and profile drawings, facilitating development of over 30 different intelligent templates for double, single, and depot track alignments. The team leveraged the track alignments in OpenBuildings Designer, creating scripts that helped automate the placement of line-wide equipment, including sleepers and drainage boxes. The interoperability of Bentley’s applications enabled the design team to incorporate design changes within automated model updates. “With the push of a button, you can refresh and update all the sleepers and drainage boxes in accordance with the new alignment,” explained Post. Bentley’s interoperable modeling applications automated design iterations and helped avoid unwanted errors, saving approximately 500 resource hours. In addition to saving the team significant time and approximately NOK 500,000 on the Bergen Light Rail project alone versus using manual methods, the scripts it developed can be reused to promote standardization and further industrialize BIM processes on whatever projects the organization is engaged in the future.

Having trusted data in an open modeling environment enabled the team to establish accurate, multidiscipline 3D models from the outset, which are crucial to accelerating the design phase to meet the planned construction schedule and reap productivity gains. The integrated digital solution allowed multiple disciplines across multiple locations and multiple vendors to seamlessly share and coordinate 3D models, streamlining design workflows to save approximately 15% in design time.

Digital Twins Provide a Game-changing Digital Solution To further capitalize on the value of a data-driven, open digital environment, Sweco NL was an early adopter of Bentley’s iTwin Services. The organization used Bentley’s iModel.js and iTwin Design Review, in parallel with its own BIM processes, to incorporate engineering data from the various sources into a living digital twin. “The large scale of this multidisciplinary project and [the] use of different kinds of software made this a strong test case,” said Post. As part of its ongoing commitment to digitalization to deliver improved outcomes and optimize productivity, Sweco NL embraced digital twins and iTwin Design Review specifically as an innovative solution for conducting

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

29

CASE STUDY ARTICLE design reviews and enhancing multidiscipline design coordination on the project.

Previously, Sweco NL’s BIM directors spent 60 hours a week to check about 500 data sets and ensure that the latest, most up-todate model was being used. This practice was labor intensive and error prone, as it was easy to overlook small changes. “The biggest challenges [that] we face on projects of this size are around change, and the goal was to have all the different software models work together through iTwin Services,” explained Eric de Bruin, project manager at Sweco. Linking digital information from Bentley’s open modeling applications directly to an updated digital design review workflow using iTwin Design Review provided a game-changing digital solution. Using iTwin Design Review enables every team member to visualize and understand what changes are happening over time, see the impact on the design, and respond quickly and effectively. The results are measurable benefits in design review workflows by visualizing changes and leveraging insights to make informed decisions.

Having a digital twin that is continuously synchronized and aligned and that automatically tracks changes, regardless of the design technology used by the multiple disciplines, kept failures to a minimum and optimized resources. Using iTwin Design Review enabled co-engineering and design review to achieve right first-time engineering, saving 25% in costs to resolve construction errors. Bentley’s digital twin technologies saved an estimated 300 hours a week through optimal change management and seamless communication among the different engineering disciplines. Not only did this innovative solution deliver many engineering benefits to the teams involved, it also satisfied Sweco NL’s client expectations, as it was much easier to share the project model with its client. “It was actually what our client was looking for – an open platform that shows an up-todate and complete model that they can look at from any laptop without requiring special software,” commented de Bruin.

Digital Twins to Become Business as Usual Sweco NL’s work on the Bergen Light Rail project built on its use of a connected data environment, while Bentley’s open applications and BIM workflows enabled a digital twin approach. Already using open 3D modeling technology from the outset, the project team very quickly recognized that the value of its data-driven environment in combination with Bentley’s digital twin applications would increase continually as it connected more data and was leveraged in the work. As part of a pilot project, Sweco NL used Bentley’s iModel.js to provide the open platform it needed to connect all project data regardless of the source with its digital twin. Built on the iModel.js platform, iTwin Services are helping Sweco NL drive BIM advancements across the organization. Based on the success of this pilot project, Sweco estimates to save EUR 1.5 million annually on projects of similar size and is embracing digital twins for future engineering initiatives.

Sweco NL has started to roll out iTwin Services on railway and metro system projects in the Netherlands. Using iTwin Design Review has helped with planning along the tight timeline and sharing the model among the diverse team, providing all disciplines, stakeholders, and companies with access to a fully integrated digital twin.

To better understand the impact that design changes have on cost and schedule, Sweco NL is now piloting iTwin Design Insights for project analytics. Recognizing that each digital connection that can be added will improve engineering quality, efficiency, collaboration, and decision-making, the organization is transforming its project delivery processes, aiming to make digital twins using Bentley software business as usual.

30

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Project Summary Organization: Sweco Nederland, B.V. Solution: Rail and Transit Location: Bergen, Hordaland, Norway Project Objectives: Ÿ To leverage digital twins to integrate multisourced data for coordinated design and project delivery. Ÿ To create a public transport solution promoting urban development and environmental sustainability.

Project Playbook: Descartes, LumenRT, MicroStation, Navigator, OpenBuildings™ Designer, OpenRail™ Designer, OpenRoads™ Designer, iModel.js, iTwin® Design Insights, iTwin Design Review, ProjectWise® Fast Facts Sweco NL advanced BIM processes through a connected data environment to digitally manage and share information among 18 disciplines across five countries. Ÿ Sweco NL’s pilot of iTwin Design Review linked digital information from Bentley and third-party applications to enable a digital twins approach. Ÿ Sweco NL leveraged OpenRail Designer and OpenBuildings Designer to realize significant productivity gains.

ROI Ÿ Bentley applications helped reduce design time by 15%. Ÿ Digital twins helped track and manage change reducing construction errors by 25%. Ÿ Sweco NL expects iTwin Design Review to save EUR 1.5 million annually on projects of similar size.

Quote: “Bentley’s solution has enabled Sweco NL to engineer the extension of Bergen’s Light Rail system ‘right first time,’ and, as a result, make significant time and cost savings on this complex project. In short, Bentley’s software made our work easier and more effective, enabling the team to optimize the design and complete work within a tight schedule.”

– Christiaan Post, Consultant - BIM Manager, Sweco Nederland B.V. About Steve cockerell Steve Cockerell Director Industry Marketing Road and Rail Bentley Systems Steve Cockerell joined Bentley Systems in 2002 and works as part of a team delivering knowledge and expertise to its users across the transportation industry. In his role, Cockerell leverages his 25 years of industry experience in helping develop and maintain Bentley’s position as the leading supplier of software and services to the world’s infrastructure community.

Cockerell began by studying civil engineering, before working as a highway designer for local government in the U.K. Joining MOSS Systems in 1990 as an application engineer he focused on communicating the benefits delivered by CAD-based design applications for highways, rail and land development projects.

Following Infrasoft’s acquisition of MOSS Systems, Cockerell served as Channel Marketing Director, helping to develop and launch Arenium, an engineering collaboration platform that enabled multi-user access to 3D MX design models, and paved the way for technology that supports BIM processes and standards now demanded by governments around the world.

Most recently, Cockerell was involved in the launch of Bentley’s OpenRail solution, which through its holistic approach from planning to performance, incorporates systems engineering methodologies to provide compliance and assurance over time, and leverages digital context, components and workflows, through a Connected Data Environment.

ARTICLE WHITEPAPER This white paper has two purposes. The first is to describe how contactless EMV media is used in Automatic Fare Collection systems. The second is to review the key factors which must be taken into account to implement a fully-operational system.

What is EMV in transit?

EMV stands for Europay Mastercard Visa. It is the global standard for chip-based credit and debit payments. It enables global interoperability and acceptance of secure payment transactions.

Media payment transactions based on EMV technology are now widely used around the world (Figure 1) and the acceptance of the standard is growing everywhere.

Figure 1. EMV transactions

Introduction Contactless bank cards and other types of contactless media have been in use for more than a decade. Uptake has been rapid.

Contactless payment is attractive because it is fast and convenient – no signature or PIN verification is required but security is ensured through applicable standards.

Furthermore,the adoption of contactless payments has been accelerated by the introduction of mobile wallets such as Apple Pay and Google Pay. The speed and convenience of contactless technology makespossible to be envisioned as fare media for transit.

Momentum is growing. Payment schemes such as Mastercard, Visa and American Express are keen to see contactless EMV introduced in Automatic Fare Collection (AFC) systems. Travellers, transport authorities and transport operators are also requesting EMV cards as a mean of travelling. As a consequence, many projects are now being developed around the world.

Contactless EMV media provides travellers with an easy way to Make multimodal journeys without the need to buy different tickets,or to possess a dedicated transit smartcard. It could therefore play an important role in laying the foundations for Mobility as a Service (MaaS).

Contactless EMV card payments EMV cards allow their users to make contactless payments.

Since their introduction, contactless EMV cards have undergone massive adoption worldwide for both debit and credit transactions. In China, 90% of all issued cards are contactless.

In addition, from 2020 on all EMV cards in Europe need to be dual: contact and contactless and all point of sales and bank terminals must be able to process both contact and contactless Cards.

Contactless EMV cards are attractive because they allow consumers to make small purchases easily, without the need to carry cash.

The prevalence of contactless EMV is one of the prime drivers for the decline in the use of hard currency and the rise of the cashless society. The introduction of mobile payment wallets, such as Apple Pay and Google Pay – delivered via smartphones and wearables – has initiated new payment interactions and improved the user experience enabled by contactless Technology. Uptake is rapid when contactless EMV is introduced in a country.

As an example, this is illustrated in Figure 2, which shows the rise in contactless payments in France after the introduction of contactless EMV in 2012.

Figure 2. Growth of contactless payments in a country (e.g. France) METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

31

ARTICLE WHITEPAPER How are contactless EMV bank cards used in Transit?

Contactless bank cards are relatively new to the payment industry. However, the use of contactless smartcards is already well-established in mass transit Automatic Fare Collection systems. The first use of smartcards for electronic ticketing was in 1995 in Seoul, South Korea. Since then, smartcards have become popular in cities, regions and even across nations – the Netherlands and Denmark are examples of nationwide smartcard schemes. EMV bank cards and transit smartcards rely on different scheme Strategies.

Transit smartcards are part of a closed-loop scheme. They belong to the Automatic Fare Collection system operator. Travel rights are based either on a travel purse or on a season, multi-ride or single ticket. The smartcard can only be used in transit.

In open-loop EMV scheme usage, the process is compliant with banking rules and transactions are managed accordingly.

This means it is possible to use a contactless EMV card on any Automatic Fare Collection system worldwide having implemented such a system, as long as the contactless EMV issuer allows it. Many cities are now adapting their fare collection systems to accept open-loop contactless EMV media. The introduction of open-loop contactless EMV into transit brings additional advantages to the traveller and to the transport organisation.

Traveller benefits – contactless EMV removes barriers to transit usage by providing a seamless payment experience: Ÿ Convenient – no need to buy a ticket before travelling, saving time and effort. Ÿ Fast – no queuing in front of the ticket vending machine or ticket office. Ÿ Easy to use – no need to understand which particular ticket to Ÿ Buy. Transport organisation benefits – the introduction of open-loop contactless EMV can result in operational cost savings and an increase in transit usage: Ÿ Less complexity – reduced number of closed-loop cards and related costs. Ÿ Reduced sales channel costs – less need for ticket sales to occasional users and tourists. Ÿ Improved security – reduced cash management costs and lower security risks related to cash handling. Ÿ Increased ridership – greater use of public transit. Reputation – enhance the image of the organisation and the Ÿ city providing such a service.

Customer journey To illustrate how contactless EMV improves the user experience, let’s look at an example: Ms. Johnson is 45 years old. She lives in the suburbs, works locally and uses her bike to travel to and from work. She rarely uses the metro. One day, she arranges to meet a friend for lunch in the city centre. Because it’s raining and too far to cycle, she decides to take the metro. As she approaches the station, she starts to feel anxious. How do I get a ticket for the train? And how will I know which one to buy? She needn’t have worried. Inside the station, signs clearly indicate that she can use her contactless EMV bank card – no need to queue to buy a ticket. So she taps the validator and boards the metro. Wow – that was super easy! The ticket inspector scans her bank card during her trip and Ms. Johnson checks her trip on her smartphone. Arriving at her destination, she taps out and goes to meet her friend.

Once her trip is completed, she can go online and check that the payment she made corresponds with the journey she actually Made.

32

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Figure 3. Typical trip with contactless EMV media Target user groups and use cases At the moment, open-loop contactless EMV is not able to manage all the use cases required for ticketing in mass transit.

Examples of such use cases addressed by EMV include child and senior fares, travel for people who don’t have a bank account or discounts for people who are unemployed.

In addition, it is not possible to accommodate combination tickets (tickets that include public transport with an event, museum or Attraction), company cards that can also be used on public transport to travel free or with a discount, and tourist passes that include a package of public transport and entry to tourist Attractions.

The main target user groups for open-loop contactless EMV include occasional users, tourists and frequent users who do not qualify for reductions and who do not possess season tickets.

Given the specific needs of different types of travellers, it is important to be able to accommodate both open-loop contactless EMV and closed-loop smartcard solutions.

Coexistence is necessary to ensure a smooth transition for users between the two different systems. It also allows transport authorities to maintain their societal and commercial objectives via their discounting and promotional regimes.

At a later stage, a scheme based on prepaid contactless EMV cards for all users can be considered.

What are the models for contactless EMV in transit?

They are two main models that are implemented when using EMV cards in transit: Known Fare Model (KFM): the value of the transaction is known by the user (and the system) prior to the transaction when she/ he taps their card on the reader. This is comparable to a retail Transaction.

Variable Fare Model (VFM) or Mass Transit Transaction (MTT): the value of the transaction is not known by the user (or the system) when she/he enters the public transit system and taps the card on the reader. Tap data is accumulated by the back office IT system.

This data is processed according to business rules defined by the transport authority or transport operator. When the trip has been completed the price is known and the banking transaction is made. Transactions can be aggregated over a period of 14 days or to a defined maximum amount (say €30, although this will depend on the local banking ecosystem). This approach minimises the number of transactions that are subject to bank transaction fees. Accumulating transactions also allows transport authorities and transport operators to manage business rules, such as daily or weekly capping.

The choice between models depends upon the complexity of business rules to be managed relative to fare policy, and the degree of risk that the operator is willing to take.

ARTICLE WHITEPAPER What are the main changes to AutomaticFare Collection models when contactless EMV is introduced?

In smartcard-based Automatic Fare Collection systems currently in operation, the card stores all travel rights allowing the user to enter the public transport system. All processing of the travel rights is managed at equipment level.

When using contactless EMV bank cards, this is no longer possible: the bank organisation does not allow data storage on the cards. As a consequence, all card processing needs to be done at back office level. The Automatic Fare Collection system shifts from a card-centric system to an Account Based Ticketing (ABT) system. Use of contactless EMV bank cards is a subset of ABT.

With standards set by the PCI Security Standards Council (PCI SSC) – a global organisation which maintains, evolves and promotes payment card industry standards for the safety of cardholder data across the globe. The system managing cards and Primary Account Numbers (PANs) must be compliant with the PCI-DSS data security standard.

How are contactless EMV cards processed in the Automatic Fare Collection system ?

What impact does contactless EMV have at equipment level ?

At equipment level, there are two requirements to be considered when implementing a system using contactless EMV cards: Compliance and certification to the EMV Level 1 specification The EMV Level 1 specification defines the physics of transactions between the media and the reader. The goal is to have interoperability worldwide with any kind of media which exists in the field. This is managed by the solution provider.

Payment schemes certification Equipment must be certified against all requested payment schemes: this is a major difference with EMV contact-based cards where there is a single specification for all payment schemes (such as American Express, Mastercard and Visa). For contactless media, there is no agreement between EMVCo (the official source for information on EMV specifications) and the different payment schemes. For this reason, it is mandatory to pass certification against each specification of each payment scheme. This is managed by the solution provider.

Mastercard requires an extra certification: Terminal Quality Management (TQM). This certification is meant to ensure that manufactured equipment complies with equipment which has been submitted to certification.

What impact does contactless EMV have in the back office?

At back office level, there are three requirements to be considered when implementing a system using contactless EMV Cards: Ticketing usage with contactless EMV in Automatic Fare Collection systems The back office must be able to manage contactless EMV bank card systems and therefore, it must be able to process the use of cards according to business rules defined by transport authorities and transport operators: the identifier related to contactless EMV media is accumulated in the back office with all information related to transactions. The fare to be paid is calculated at the end of the business day and sent to a gateway dedicated to contactless bank card processing within the Automatic Fare Collection system.

Figure 4. EMV processing flow Contactless EMV bank media is processed by the Automatic Fare Collection system in the following way: Card authentication With bank cards, it is necessary to have strong authentication prior to any other processing at reader level. This authentication is managed by payment schemes which ensure that the card is genuine and that the card has the correct validity date.

Bank transaction A bank transaction is created when the card is tapped. This transaction is either for the full value of the journey (in KFM Systems), or a zero value if the fare model is variable (in VFM Systems). The zero-value transaction can be for a nominal amount (say 1 cent) when a zero-value transaction is not allowed by the banking system.

Bank transaction process Each bank transaction is sent to the payment gateway so it can be processed. The first step is verification of the bank account connected with the contactless EMV bank card. If it is an approved account, an authorisation is issued for a period of time and for a maximum value. If the account is not valid, the transaction is denied and the card is added to a dedicated EMV transit deny list.

This process is not performed in real time because it would take too long – fractions of a second count on a busy transport network. As a consequence, a contactless EMV bank card must be able to accept Offline Data Authentication (ODA) and a delayed transaction process is carried out.

End-to-end certification This certification is designed to check that any transaction made at equipment level will arrive at bank level in the proper format and the integrity level, so it can be processed in accordance with bank rules. This is the responsibility of the transport authority/operator with the assistance of the solution provider: it involves the acquirer and bank. This certification must be done for each payment scheme (for example, American Express, Mastercard and Visa).

Deny list check When a card is processed, it is checked against a deny list. If the card is not on that list, the user can enter the ticketing system.

However, if the card is on the deny list, the user cannot enter the System.

PCI compliance It is not enough to have EMV-certified equipment that can process contactless EMV cards. The system must also be adapted to manage such media. The key here is compliance

Risk management The need for rapid transactions on transport networks means that there is no time to perform validity checks when a card is used on the Automatic Fare Collection system for the first time.

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

33

ARTICLE WHITEPAPER Checks are carried out afterwards. There is, therefore, a degree Of financial risk when a card is used for the first time. This risk can be mitigated with the banks and the acquirer to reduce the impact on the revenue of the transport organisation.

Performance Transaction speed needs to be compatible with passenger flow requirements. To achieve this, a transaction speed of less than 300 ms is required. Today, the requirement from the banking industry is around 400 ms for new cards but it can be as high as one second for some old technology cards. It is therefore essential that a robust evaluation of in-field cards be made in order to determine what impact this will have on passenger flow in the ticketing system.

How is the EMV ecosystem managed?

The introduction of contactless EMV brings new players into the transport ecosystem. It is strongly recommended that transport organisations involve all parties included in the banking process so all related issues and fees can be managed. The risk model must be shared and agreed by all parties involved.

Payment schemes All payment schemes to be included in the contactless ticketing system must be contacted in order for them to assist in deployment. Using their local contacts is useful: they know the local ecosystem and can help operators to resolve all the issues.

The main payment schemes should all be involved in the ecosystem. More and more schemes are part of the contactless ecosystem, among them China UnionPay, JCB and RuPay. Local specifications to manage the transit ecosystem are being developed in some countries, such as GIE Cartes Bancaires in France. The government in India is developing a specific transitadapted scheme called National Common Mobility Card (NCMC).

NCMC embeds data storage in the card in a TDA (Transit Data Area). This data-storage area is defined in some contactless EMV cards such as Mastercard and Visa.

Acquirers Acquiring banks are banks or financial institutions that process credit or debit card payments on behalf of a merchant. The acquirer allows merchants to accept credit card payments from the card-issuing banks within an association.

Banks Banks are used by transport organisations to process all financial transactions related to financial flows from operations. Banks must be included in the scheme in order for them to understand the impact on their business. This is important, because they are a participant in the end-to-end certification process and they must be aware of the risk model linked to transport usage.

Card issuers Card issuers must be embedded in the ecosystem because they are responsible for issuing cards and are responsible for the terms of use of the card, which is why they are involved.

Six tips for successful deployment of EMV in transit There are a number of issues to consider when making the transition to a ticketing system based on contactless EMV: 1. Review the business model Transport organisations should understand all the characteristics of the business model behind the use of contactless bank media to determine whether the value created through contactless EMV acceptance is worth the financial effort and the associated risk.

They must also take into consideration factors such as the loss of

34

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

2. Implement Account Based Ticketing to manage contactless EMV This is a required function when integrating contactless EMV. Account Based Ticketing should be added to existing legacysystems to ensure a smooth transition to the new technology. A prerequisite is to be able to implement EMVcertified readers in the equipment and in the system.

3. Use system design best practices Contactless EMV depends on a system infrastructure that is secure and offers high availability. This must be based on a powerful and robust communications network to ensure rapid transactions. This is vital to ensure the satisfaction of travellers (who depend on rapid authorisation when they validate their journeys) and operators (who need to deploy validators and carry out inspections anywhere on the transport network).

Terminal design is also critical when accepting both contactless EMV cards and transport smartcards. Defining the right hardware and software architecture requires an accurate knowledge of business best practices. This is essential to limit the risk of increasing banking certification burden and issues.

4. Reinforce relationships with financial institutions and card schemes Payment card schemes offer open and convenient standards, along with specific rules and security constraints. It is important to understand how the local banking ecosystem works and to maintain a relationship with all stakeholders involved. Transport organisations need to: • Develop a transaction model that satisfies all participants.

• Understand all the risk liabilities and negotiate commercial arrangements for transaction fees, risk management fees and risk liabilities.

• Verify how disruption of service and claims can be identified and resolved quickly.

5. Manage the introduction of contactless EMV It is important to define a step-by-step implementation plan that takes into account the characteristics of the existing systems, the skills of the staff and the understanding of transport users.

6. Banking services optimisation Management costs that relate to the introduction of contactless EMV must be negotiated with all parties involved.

How Thales can help At Thales, we’re working with our customers to turn the vision of contactless EMV ticketing into a reality. To achieve this, we have developed a EMV system solution as part of our market-leading TRANSCITYTM offer. This is designed to manage all the steps related to introduction of contactless EMV bank media.

The solution is modular and can be used for all functions – or it can be limited to a specific purpose, such as the integration of contactless EMV bank cards. This allows transport organisations To take full advantage of contactless EMV by adding it to any legacy system currently based on close loop contactless Smartcards. The TRANSCITYTM system makes it possible to migrate to an account-based system by progressively adding contactless EMV. As well as providing the technical solution, Thales works with customers to define a solution that is best adapted to their needs and ambitions.

If you want to know more about how Thales can help you with your transition to contactless EMV, why not get in touch with us at Transcity@thalesgroup.com.

ARTICLE Maintaining the supply of essential items across India by stepping up the transportation of goods.

The focus during this year should be on acting as a catalyst to restart the economy, which can be done by offering the right freight rates and by assisting the customers in reaching out to the railway, i.e. to enhance the ease of doing business.

There are three focus areas that can enable the railway to turn-around and create a new business model:

How Indian Railways can use COVID-19 as an opportunity to improve

I

ndian Railways plays an important position in the economy and the lives of people in India. While the overall intermodal share of rail in freight traffic is around 35 per cent, it continues to account for a major share in transportation of bulk commodities – such as coal, iron ore, cement and food grains – which are drivers of the economy.

The year 2020-2021 will see the national and international economy bear the consequence of the COVID-19 pandemic, which will also reflect on the transportation sector, including Indian Railways (IR). Rail freight had already begun to show signs of marginal decline in the third quarter of 20192020 due to the deceleration of growth in core sectors of the economy. The economic impact of this pandemic shall linger much longer than the pandemic itself.

However, as it is said, it often takes a crisis to seize opportunities. IR has the choice to consider the current crisis as an opportunity and completely overhaul its passenger and freight transportation segments. This is the right time to look beyond the current year and chart a growth map for the next five to 10 years.

This is the right time to look beyond the current year and chart a growth map for the next five to 10 years.

Railways, besides possessing remarkable

resource mobilisation capabilities and disciplined manpower, have demonstrated agility and ingenuity to cater to completely new requirements that arose in India’s fight against COVID-19. It has played a crucial part in maintaining the supply of essential items and helping livelihoods by stepping up the transportation of goods – such as foodgrains, milk and dairy products, farm produce, medicines etc. – by: Changing the traditional traffic routes, wherever required; aggregating small parcels and operating parcel cargo trains; and transporting critical medical equipment and Personal Protection Equipment (PPE).

Indian Railways has leveraged its resources and demonstrated the capability to manufacture PPE, ventilators, hospital beds and COVID-19 isolation coaches. It has also used its outreach to distribute food and rations in far-flung regions. The i n g e n u i t y c a m e a l i ve i n o p e r at i n g ‘Anaconda’ trains, which are thrice the standard length, and the launch of ‘SETU’ – a one-stop helpline for parcel traffic to bridge the gaps in the supply chain. It has helped that IR has always been ahead of others on the IT curve, with almost all of its freight and passenger operations, as well as customer service, being completely online.

Rail freight has played a crucial part in

1. Reorganise the passenger segment Indian Railways has, for a long time, recognised the need to reduce crosssubsidy from freight to the passenger segment. Since most of the passenger services are priced much below cost and continue to incur heavy losses, it is necessary to first reorganise the passenger segment. At this point in time, passenger services are completely suspended, so now is the time to assess the entire passenger segment from the point of view of necessity and viability.

This is the time to conduct a zero-base analysis, based on which passenger services should be retained and which others should be discouraged.

These two criteria can be ascertained t h ro u g h fa c to rs l i ke ava i l a b i l i t y of alternative modes of transportation, the affordability of rail compared to other modes, distance and time leads, etc. There are segments which have well-developed road or mass rapid transport systems, like Metro railways. This is where the railway can work towards a reduced presence.

Similarly, the road and air sectors have emerged as the preferred modes of travel fo r s h o r t a n d ve r y l o n g d i s t a n c e s respectively. The railway must decide on a sector-by-sector strategy of pruning down less preferred services, keeping in view the specific local requirements.

As all passenger services remain suspended, and the booking for later periods like June to July is also significantly lower, it provides a blank slate for IR to overhaul the passenger segment from scratch. It is reasonable to expect that only essential travel will be undertaken for quite some time, even after the pandemic

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

35

ARTICLE situation starts clearing up, and the rest of the journeys will be either canceled or postponed. Therefore, this is the time to conduct a zero-base analysis, based on which passenger services should be retained and which others should be discouraged.

2. Re-model the freight business The cost of logistics in India is far higher than in developed economies. The social obligations of the passenger segment have been a defining factor in the pricing of freight traffic. Once the passenger segment has been reorganised, it would allow IR to focus more of its resources on freight traffic, including network capacity, rolling stock and manpower. This is also expected to result in more efficient transportation and, thus, a significant increase in the volume of freight traffic. This is when it will be possible to rate the freight services more on actual economics and less on other considerations.

Better efficiency and higher volumes will enable IR to bring down the freight rates, while increasing freight earnings.

Once the passenger segment has been reorganised, it would allow IR to focus more of its resources on freight traffic, including network capacity, rolling stock and manpower.

A more competitive pricing of freight will also be necessitated by a fierce pricing competition from road transportation as soon as normalcy starts to return, as trucks (and drivers) would have been idling for long. This may potentially be a time when the railway will be at risk of losing its customers to road, but will also have the opportunity to gain traffic.

This competition can be turned into collaboration and, in fact, it would be an opportune time for uniting forces with road to form rail-road-rail or road-rail-road bridges and offer complete logistics solutions to customers. It is extremely important to bridge this gap in door-todoor logistics.

This will not only help IR financially, but will also have a cascading positive impact on the economy. The lower cost of transportation will expedite the economic recovery of most sectors.

36

3. Diversification of freight traffic This is another area where IR has been making attempts to improve and has only had moderate success so far, with various alternatives like container services, parcels, cargo express trains, RO-RO, road-railer etc. Industries in India have been undergoing a transformation in the way their transportation supply chains mesh with their manufacturing processes for a long time now. One of the major aspects of these changes has been a consistent cutting down of the transit time of inventory. Longer transit time, as well as any uncertainty in transit times, is not favoured.

Two major limiting factors drive IR’s inability to provide either scheduled or assured transit times and comparative higher revenue from these models vis-à-vis the bulk goods carried at both higher volume and higher rates. This vicious cycle seems to have been broken as an unintended fallout of COVID-19, as passenger services and traditional goods traffic have shrunk. The current crisis has given IR the opportunity to start with a much-needed trial of scheduled parcel trains and container cargo trains. In this period, the railway has successfully aggregated and transported parcels over long distances through scheduled parcel trains. These gains need to be consolidated and multiplied by chartering a medium- and long-term strategy for similarly scheduled parcel trains.

The time for IR to do zero-base assessments of services; to make rail freight more competitive and a preferred option for larger sectors of the Indian economy; and use this opportunity to emerge as a more agile force in the Indian transportation sector.

Authored by

Shilpi Bishnoi is currently the Director of Traffic Commercial (Rates) at the Ministry of Railways and has 15 years of experience with Indian Railways.

Alumni of the Institute of Rural Management (IRMA), Anand (Gujrat), she has a diverse portfolio, spanning areas including train operations, commercial rules and policies, planning, IT systems such as the Freight Operations Management System (FOIS) and Terminal Management Services (TMS), tourism and catering etc. She has played a critical role in the design and implementation of online food ordering and delivery services for train passengers, called ‘e-catering’ during her stint at IRCTC; implementation of the Goods & Services Tax (GST) over Indian Railways, and the electronic transformation of various customer interfaces in freight transportation etc. The views expressed in this article are personal and not related to Indian Railways in an official capacity.

(The Article first Appeared on Gobalrailwayreview.com)

Summary It is reasonably expected that efficiency in freight operations and the reorganisation of passenger services will give IR the ability to achieve punctuality in freight operations, and thus attract time-sensitive cargo to rail – for example, fast-moving consumer goods, pharmaceutical, fruit and vegetables, machine parts etc. Indian Railways can form a powerful supply chain by joining hands with e-commerce giants and road logistics providers.

As American politician Rahm Emanuel once said: “You never let a serious crisis go to waste…it’s an opportunity to do things you think you could not do before.” This is

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

ARTICLE

T

he worldwide deadly infection of COVID-19 has drawn strong attention to what the possible outcome would be from a deliberate and targeted Chemical, Radiological or Biological attack. This is the worst type of attack because the event would be intentional and deadly outcome would have no regard to Innocent Human Life whether young, elderly or medically challenged.

All over the world, the risk of hazardous Chemical Biological Radiological & Nuclear (CBRN) incidents in military or even civil scenarios is very real with potentially devastating consequences for people and the environment. Mr. Rohit Bhatnagar, CEO of Pragati Engineers New Delhi, has brought together CBRN detection systems integrated with a UV Shield from World Leaders BPSI, USA to help protect the people of India.

The CBRN System is integrated with a UV Shield to provide purified air along with toxin detection and mitigation protocols to protect people from the invisible threat of contaminated air and CBRN toxins.

The CBRN Detection + UV Shield system can be assembled in any combination of choice. Example: the overall solution can be focused strictly on a single vulnerability such as Chemical or it can be expanded to any quantity or detection type to a full spectrum of Chemical + Radiological + Biological + UV Shield and so on. The overall solution can be integrated with New or Existing Building Management Systems and into any existing HVAC systems.

Mr. Rohit Bhatnagar further adds that the CBRN + UV Shield system is highly versatile and adaptable to virtually any type of installation. He also adds that Mr. Greg Eiler, President of Homeland Security Solutions and Integration of BPSI, USA has offered his team of highly technical engineers with a deep understanding of CBRN system solutions to support Pragati Engineers in their quest to offer the people of India the best solutions to protect human life and critical infrastructure. Pragati Engineers has extensive experience in professionally installing and Integrating such solutions into Building Management, Industrial Automation and SCADA systems as well as the Solid State Interlocking of current Metro systems.

The overall goal of Pragati Engineers is to offer cost effective systems and solutions comprised of the most advanced components with extensive operational Track records along with approvals such as the US Homeland Security SAFETY Act and UL that seamlessly integrate into existing HVAC and Building Management Systems and do not produce ozone. Pragati Engineers customize and combine the different sensors into one complete packaged system solution along with integration into the Control Room with Video Walls or public announcement systems via AV Integration.

For more info Rohit Bhatnagar Managing Director 9810529459 md@pragatiengineers.org rohitsbhatnagar@pragatiengineers.org www.pragatiengineers.co.in

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

37

ARTICLE By the use of contactless ticketing, we can control the access in the mass transit area, and it can also be implemented in some other places where a person needs to scan their Ids like large stadiums, museums or any other places or whether it can be used in a retail context for pre-paid vouchers.

These new type of Contactless Ticketing measures will definitely help in making the world more secure and convenient. By following some common guidelines for protection can play a wide role to protect Your privacy & security.

Contactless Ticketing

A

s the nationwide lockdown due to COVID-19 is impacting in every field of economy. All we are trying to get rid of it now. Everyone is staying at home and also working from home. Meanwhile, the guidelines announced by the state governments, Ministry of Home Affairs and Ministry of Health & Family Welfare contractors in the cities have recommenced metro construction work which had been postponed due to the nationwide lockdown since March 22.

Keeping this term in mind Metro corporations has decided to initiate contactless ticketing, Commuters using the metro trains would not be permitted to use tokens for travelling, as Corporation plans to implement a contactless ticketing system using simply metro cards whenever Metro services will resume.

This plan of central govt is a slew of steps to preface social distancing inside the metro and to ensure minimising the risk of spreading Coronavirus through keeping space among two passengers, screening & controlling the gathering at the stations. All the recommendations are a part of a Standard Operating Procedure (SOP) for the resumption of metro operations that are being drafted through the Ministry of Housing & Urban Affairs.

This Contactless Ticketing (a contactless smartcard), i.e. Metro Card is a contactless credential embedded integrated circuits can save data & interact with a terminal through NFC (Near Field Communication). It enables multiple devices to interact wirelessly within a specific distance of one another. It is a subset of RFID (RadioFrequency Identification.

38

Why Contactless Ticketing Is Important and What Are the Benefits of This ?

We might often see people to keep their mobile phone in front of a card-reader. It allows for a transaction that does not requires any physical contact within two devices, basically this is a contactless payment. This is as well as contactless ticketing via loading a ticket into an electronic patron can check a mobile device near a card- reader and less time taking process.

In the Metro stations as tokens will not be in use anymore then this is the only options that you can go without having any contact. As Contactless Cards work inside the wallets or any virtually another package that will take a shorter time than any long queues. This initiative will help major systems to save the expenses of printing & distributing plastic stored-value transition card.

The mobile app, like an electronic wallet, can also be programmed to assume a reader in a specific distance and open on its own independent of the user’s knowledge. This new technology can share relevant details instantly to get patrons faster.

It is also a secure process as it only need to contact between a mobile device and a card reader and the additional security provided by the biometric devices. Every card has a unique number, and ticket vendors can closely track that. By this, the vendors have commuters’ details, and it will help in providing safety enhancement.

Contactless ticketing provides less stress over time because there is no need to touch another device as they automatically scan the NFC tag slated on them.

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Authored by Neha Singh Assistant Editor at Metro Rail News Email- neha.singh@metrorailnews.in

ARTICLE

COVID-19 prompts rethinking of urban mobility and city planning

I

n the life of urban mobility, people used to travel for many reasons it may be going to work, educational areas, recreation and shopping. Asian cities offer diverse means of travelling like walking, cycling, motorcycles, public and mass transport, micro-mobility, paratransit, private cars, public taxis & ride-hailing systems.

COVID-19 outbreak has had a profound impact on transport and mobility. As this nationwide lockdown announced measures to restrict travel and social gatherings and urged to maintain social distance and personal hygiene to prevent the spread of the coronavirus.

In short, we can say that these restrictions are impacting the use of public transport in all cities. In some cities, public transport operators are employing sanitization & physical distance policies for travellers like staggered seating. But still, it remains difficult to win the confidence of commuters for psychological and behavioural reasons.

And if we talk about the other good side of this lockdown impact, we have seen a change in air quality and reductions in CO2

Emissions because of the less transport activity. But these are actually the shortterm gains as air pollution and emissions are expected to rise again once the situation is resolved.

Due to COVID-19, current difficulties faced by public transport & mobility and benefits of active mobility give new impetus to transport & city planners to think twice on forms of mobility and city planning. In the short and long run, it will be wiser to plan emerging small and medium-sized cities depending on public transport and active mobility.

Only active mobility or non-motorized transport like walking, cycling and micromobility as the electronic scooter can provide for maintaining a social distance.

Nowadays in cities of different regions, Public cycling systems are growing. Where micro-mobility is operational in various cities in Europe & North America, it is only operating in some Asian countries, cities and universities like Thailand, Singapore and the Republic of Korea.

Various Asian cities have a good share of active mobility such as Kathmandu 42%, Surat 27%, Ho Chi Minh City 23%,

Colombo22%, Dhaka 17% and Suva 9%.

However, active mobility share is low in Surabaya 3%, and Hanoi 3.2%. Among active mobility trends, the walking share is high and cycling is low.

The active mobility helps to increases physical activities which is beneficial for health. The World Health Organization suggests at least 150 minutes of physical activity every week that includes transportation.

An average of people walks a block or around 500 m to take public transport. For work, 20 min or a one-mile walk is c o n s i d e r e d r e a s o n a b l e . H o w e v e r, comfortable travelling distance also depends on the quality of the walking surface and the surrounding environment.

The ESCAP Sustainable Urban Transport Index, Data Collection Guideline suggests that a good urban mobility plan should have options to motorized transport that includes public transport, walking & cycling networks and intermodal interchange amenities.

Active mobility is part of integrated urban transport & city planning but has not taken due priority.

A supply-side intervention like the provision of interconnected infrastructure for active mobility can influence travel behaviour of urban residents. There are some infrastructure that encourages active mobility to involve exclusive walking and c y c l i n g l a n e s , wa l k wa ys a n d w i d e footpaths, cycling tracks, interconnected parks and resting sectors along the routes.

The supply of infrastructure needs to be backed by related policies and communitylevel advocacy to enhance people to do work and school trips on active mobility & recreational walking and cycling. These are low-cost mobility areas compared to public transport that requires big investments.

Between the supply of infrastructure, active mobility and the health and well-being of commutes there is a direct relation.

Physical exercises also help to develop immune systems. Non-motorized transport runs on 0 energy emissions as the cleanest form of transport. So, it helps in reducing transport sector emissions along with ensures safe mobility in case of future

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

39

ARTICLE Pandemics.

This would also contribute to the achievements of Sustainable Development Goals 3: Good health & well-being, 9: Industry, innovation & infrastructure, 11: Sustainable cities & communities and 13: Climate action.

City authorities could consider employing the following strategies by considering the health advantages of active mobility and employing pull strategy and supply-side interventions . Ÿ Plan compact cities based on public transport & active mobility Ÿ Prioritize active mobility as part of public transport Ÿ Plan and develop related infrastructure for active mobility Ÿ Develop resting sectors & public parks Ÿ Improve environment with walking or cycling routes by planting trees and beautification.

Rethinking of transport and change in mindset, urban and city planners are required. The above strategies would be useful for emerging small & medium-sized cities to model & plan cities based on public transport & active mobility before these cities are locked in and influenced by the car-centric development path.

(The Article first appeared on ESCAP and written by Madan B. Regmi)

Musings as Train 18 project picked up The Design organization is the heart of a coach factory, or indeed any major manufacturing unit, which offers complete solution from concept to manufacture. This was the bulwark on which our success would be built and therefore it needed some

40

resurgence. The Design organization of ICF was renamed as the ICF Designs Centre (DC), replacing the old hackneyed nomenclature, Design and Development Wing. Headed by Srinivas, and Vavre, this centre was longing, and itching, to do something big. Not only were both these officers two of the best on IR with a positive disposition geared towards design development of new products, they had nurtured a team capable of helping them d o i t . We i n v e s t e d h e a v i l y i n t h e i n f r a s t r u c t u re l i ke e rg o n o m i c a l l ydesigned work places with top of the line work stations and software licenses in my tenure. We also endued strongly in improving the work environment of the centre by redoing the façade of the building and developing a huge garden behind it.

ICF Designs Centre with new look facade I recall that within a month or so of my joining ICF, Trivedi had announced in a meeting that Dash had studied and implemented a scheme cutting down the cycle time of furnishing of LHB coaches substantially, mainly through some modifications in mechanical working.

Surprised, I asked how come an electrical officer did it for a mainly mechanical domain. There was no such divide in ICF, I was told. Since I was myself trying to spread that all of ICF team must rise above the narrow conf ines and silos of departmentalism, it was like miyan ki jooti miyan ke sar. (my shoes bang back on my head).

Mr. Prospero, there is no tempest and magic and yet I see, “such stuff as dreams are made on”. What a platform, dear Lafew, come let us, breathe life into these stones, and hope that all that ended well would be well.

I remember declaring on day one that no Mechanical Vs. Electrical scrap would be condoned at ICF. The buck, in case of any dispute, if at all, would be resolved by the GM himself. Thankfully, I never faced any such major issue till almost the end of my tenure. A pinprick did crop up at the fagend of 2018 when I had to make some unpleasant decisions but it was induced by certain external factors. These factors were incongruous with the Train 18 story.

Over the years, through investment in design software and training as well interactions while developing new subassemblies/systems and new variants of coaches, the officers and staff of DC had acquired a wide range of expertise in

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

coach designs, tooling for manufacture and manufacturing processes. At the same time, ICF’s development efforts had also helped promote a solid pool of manufacturing vendors in industry with a significant level of expertise in their field.

The Train 18 design team at work Early finalization of procurement actions for Train 18 had helped in faster development of sub-assemblies by the concerned vendors. This process of development had a crucial stepping stone: approval of vendors’ drawings and specification. The practice followed extensively for those Train 18 components/systems which had to be outsourced, and later for other developments too, was to define the envelope, mounting details and a broad performance and testing specification. The detailed design work would then be carried out at the vendors’ end. All these items would eventually need to f it, both electrically and mechanically, in the train designed and manufactured by ICF. Close interaction between the vendors and ICF was, therefore, obviously very crucial. This involved that these designs be evaluated and scrutinized by the ICF design team periodically to avoid any mismatch at a later stage. Such a design approval process is nothing new.

It is indeed time for RDSO and other PUs to reform and professionalize the regime of design approvals or they would soon repent like Richard II, ‘'I wasted time and now doth time waste me.'’

Was I holding on to my promise of not meddling with the design effort? Not entirely. Well truthfully, I have spent years at RDSO, learning the nuances of application and assembly engineering as well as development of engineered products. I liked to be abreast with the progress in the DC as all the improvements flowed from their initial activities. On the other hand, every day I would have a request from companies for an appointment; I would invariably meet them provided they had an agenda. I have never understood the necessity of a wasteful interaction, euphemistically called a courtesy meeting.

But if they had something specific to discuss, I would always aim for a fruitful meeting with some takeaway for both parties.

ARTICLE My inherent proclivity to examine and evaluate designs and development works with them was something the CDEs had got used to; the same CDEs had practically no interaction on design work with the GM earlier. But unfortunately, there were other angles. Did I not say that at times even very straightforward competent officers find it difficult to judge what would be right and tend to take the easier way out to avoid complaints and accusations? This business of disgruntled elements, mainly disfavoured suppliers, foisting a false complaint against officers to Railway Vigilance, or even the Central Bureau of Investigation (CBI), is an unfortunate professional hazard railway officers face regularly. Such fraudulent and motivated complaints would usually amount to nothing but they do lead to some harassment or frustration among the officers who get accused falsely.

Why am I bringing it here? One disgruntled firm actually complained against me to the Board, Vigilance, the Minister of Railway (MR) and many others that I was so engrossed in making a venal deal with suppliers that I spent hours every day in the DC whereas a GM was not expected to actually visit there unless there was some ceremony or function. Imagine the hostility and antipathy one can face as a fall out of some strong action elsewhere! Thankfully, this particular complaint turned out to be pseudonymous one and was eventually dropped. In any case, such complaints did not deter me at all. In addition, thanks to some affirmative action in similar frivolous cases involving some officers, I was able to build confidence in the team as well to choose the right option fearlessly.

Ta l k i n g of m e d d l i n g , I h a d s t a r te d interloping in the matters of production officers frequently. I was in charge of a factory manufacturing coaches and at the end of the day, the output would be measured primarily in terms of the number of coaches turned out. I would intrude and even obtrude a good deal with concerned officers. I would, in the end sit with Trivedi and question the progress. One day he told me, politely that I was already doing some good things towards infrastructure, designs, staff welfare and environment and

That I should generally leave him and his team alone in respect of production. I smiled and let go. At the end of every month, Trivedi and his team headed by Chief Workshop Engineer of Shell and Furnishing factories respectively Manish Pradhan and Shashi Bhushan would deliver more than what one thought was doable. It was obvious once again that this was one area I should actually leave alone. I tried and succeeded to some extent but not fully. After all, the poet Zauq tried too: Behtar to hai yahi ki na duniya se dil lage Par kya karein jo kaam na be-dil-lagi chale (It is certainly better to not involve one’s heart in this world but what can one do as things do not work without attaching one’s heart to this world.)

Calling the train Train 18 was not enough. I had got neat mini display stands indicating the time line of all major projects and asked everyone to place one on their respective desk. The display had around 12 important rolling stock projects at any given time with Train 18 in pride of place; the time lines had to be revised frequently but it was there, loud and clear to all.

One day around mid-November 2017 before our umpteenth meeting with the car body consultants, I found Srinivas sitting in his room with shoulders drooping, looking visibly flustered. He said that the number of iterations in the designs, whether with the consultants or vendors, was proving to be a nightmare. Our designers and drafters had to rework on the detailed drawings repeatedly. In addition, there were some components which were imported and required changes after validation and analysis either at the vendors’ place or at ICF. He was worried that this was the quagmire we were in even before the actual manufacture of Train 18 platform had started at ICF. He wondered aloud if the same cycle of morass would repeat once a prototype was applied on the platform at ICF. I told him not to forget that his men were breaking new grounds and that this was a learning process which would hold them in good stead in future, that is, for the Train 20 project. The Train 20 project, the

aluminium-body train was then set to take us another quantum up the league of modern railway systems. It is another matter that vested interests later got that project derailed, driving India back by another ten years.

Srinivas was partly placated. His problem was that he had to make the engineering 3D model containing the key points to enable manufacture of under frame, s i d ewa l l s a n d ro ofs at I C F a s a l s o incorporate description of all components which defined and communicated parts of the complete design to other interested parties, within ICF and outside. He mentioned that as it was, the basic 3-D model and key drawings, which were the top level assembly drawings defining the concept in all its details, were made with incomplete information and, on top of that, issuing final detailed drawings with inadequate or tentative information could lead to major chaos.

Srinivas repined that ideally it was not a good practice and no major rolling stock manufacturer would proceed to issue drawings with incomplete information, lest it causes problems and rework in future. I told him that we had to do with what we had and take risks; not only order components but also start components/details level manufacture at ICF. Too risky, he said. I knew what he was s ay i n g b u t n eve r t h e l e s s , t o l d h i m shamelessly, “Of course, it’s risky but you have to do with a calculated and calibrated risk. Remember, Rome was not built in a day, for sure, but you have to build your Rome in days, not months. If you do not start manufacture in January, the train would not be ready by July ’18, our unofficial target date for turnout.” I knew that the gentleman was merely expressing his exasperation; he was more devoted to the time line than me, and his occasional outburst was all in the game.

The ‘Train 18 out in 2018’ goal was forcing the vendors also to work tirelessly. I would frequently get calls from key vendors apprising me of the status, a kind of FIR before someone from the DC flagged an issue. The work continued even as information flowed from various quarters

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

41

ARTICLE And we were well on way to start manufacturing in January or at least in the early months of 2018.

The meeting with foreign consultants was always very interesting. It would go on without a break from 9 AM to 9 PM, which, they were not so accustomed to. Srinivas always ordered pizzas for lunch in the middle of technical discussions.

Occasionally, a consultant would fall sick, perhaps due to overwork but we conveniently blamed it on the change in content and pattern of meals. Invariably, those falling sick would come back cured for the meetings within a day or two; we had managed to Indianise them. Whenever these consultants and participating suppliers came to say final bye to CDE/M, the latter would start conducting another round of discussion on in-house made tea/coffee for another two hours. Once at one of the concluding sessions I asked if the visitors had gone around Chennai and nearby places of interest. The poor chaps replied that for that to happen, I had to advise the CDE/M to loosen a bit and go easy. In one of the meetings, an ICF designer asked a Polish consultant during the makeshift lunch, “Why don't you bring along with your girlfriend next time to Chennai?”

The Polish gentleman quipped, "What? In this madness with you guys! You want her to leave me for good?”

Around January ’18, the technical outline of Train 18 was being revealed by the DC in greater clarity day by day. I would be called by the CDEs to look at this drawing or that model. Not being too much involved in the technical nucleus, I would at times find the detailing strange; after all, as in charge of numerous technical projects in distant past, I was used to rather a disorderedly way of working and this new found order in the DC was something welcome but offbeat.

Pouring over drawings has never been my forte but 3-D models are easier to review. I would also like to think that I was indeed contributing to the design build up of the train in some way, albeit vicariously.How many coaches should the train have? All the trains of IR have a configuration stipulated by the Board. But here we were, trying to bring in a whole new concept of rolling stock

42

and there would be total lack of clarity on these details; I could not expect a clear answer in any given time frame. Our experience in Board before the sanction was that when would prepare simulations and present our case with some comparative data, it would mostly be overlooked. For argument sake, if I did the proper thing and took the matter to Board after the sanction, there would be a barrage of questions and hardly any quick answers. Questions? Yes: Where would the train run?

Who will maintain the train and where to base the maintenance shed? Ÿ Are we geared to use such a train? Ÿ Are the passengers ready for such a train? Ÿ You have a sanction of two train sets of 12 coaches each (for that was what the sanction said without any great thought behind it) so why deviate? Ÿ Why a chair car train to begin with, why not 24-coach long distances train? Ÿ Why limit at 160 km/h, why not 200 km/h? Ÿ How many classes? Ÿ Unless the target section of operation is spelt out, what can we decide? Ÿ Have we identified the target ridership and fare structure? Without that, how do we decide the number of coaches? Ÿ Is it not too expensive?

And then the supreme questions, Ÿ

Why not the moon? Or, Why do we need a train set at all?

When these questions became too exasperating, when I was challenged aggressively, with many declaring the concept quixotic; I would merely say, “The proof of the pudding! So please wait for some months!”

The poet Abbas Rizvi must have attended many railways meetings: Ajeeb turfa-tamasha hai mere ahad ke log, Sawal karne se pahle jawab mangte hain (Oh what a novel spectacle we have with people of our times, they want an answer even before they ask a question) Well, we did well not to chivvy this chimera

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Of questions and abandoned the route along the propriety of action, unlike the poet Saidi, who seems to somehow derive pleasure in all the indecision and vacillation: Is se behtar aur jawab kya hoga Kho gaya wo mere sawalon mein (What can be a better rejoinder, they are lost in my questions) We had no intention of getting ensnared in a volley of queries and observations and let the project go for a six. The likely outcome of asking the Board would be nothing short of a spiral of debate and discussions with a phalanx of cavilling officers who had no stake in the project. I consulted two acknowledged Operating officers (names held back), stipulating only one constraining envelope. I told them that ours would be a train to replace Shatabdi, preferably the Delhi-Bhopal one, but otherwise applicable to day trains in 130160 km/h speed range as well. Over a couple of rounds of deliberations at length, we arrived at a 16-coach configuration which would replace a notional 20-stock Shatabdi rake with two power cars and two locomotives on each end.

Without going into too many technical details, let me give an idea of main technical features of Train 18 that were frozen at this stage: Ÿ Stainless steel car body Ÿ LHB design shell as base but with several modifications Ÿ 16-coach chair car type configuration Ÿ 160 km/h speed with 180 km/h test and validation speed in RDSO trials Ÿ Maximum design axle load: 17 tonnes (aiming for 16.5 tonnes) Ÿ Starting Acceleration: 0.8 m/sec2 Ÿ Peak deceleration: 1 m/sec2 The conf iguration worked out after interaction with the manufacturer of electrics was a classic 4-coach basic unit: Train 18 basic unit of four coaches 1. Driving Trailer Coach (DTC with Battery & charger, Compressor) 2. Motor Coach (MC with Traction Converter & Brake Chopper Resistors) 3. Trailer Coach (TC with Transformer, Auxiliary Converter, Pantograph, VCB)

ARTICLE 4 . M o t o r Co a c h (M C w i t h Tr a c t i o n Converter, Brake Chopper Resistors) The concept included 50% motoring, that is, packing eight coaches out of sixteen with traction motors; this was required to get the desired acceleration and therefore a 4coach basic unit would have two motor coaches.

This book is not a disquisition on the technical aspects of the train. I am not even equipped to write one. Be that as it may, I am presenting only a limited insight into the designs. My sharing it here does not encroach on the IPR of ICF as this basic information is available in public domain in some way or the other.

The first thing the DC presented to me was the finalized model of the nose and the sidewalls; the nose had gone through multiple Computational Flow Dynamics reviews for air resistance at high speed. The sidewall was provided with windows which would have a continuous glass in the exterior for aesthetics. This is how the models looked like:

The nose and the sidewall models Since these designs were going to be the casements through which the look of the train exterior could be pictured, they were also presented to a wider group, including manufacturing officers. After the models were approved, orders were soon in place and manufacturing clearance was now a matter of days.

We were going to provide automatic P doors with a sliding step for the first time on an IR train. Plug doors offer great safety and security. These doors open only when the train is at standstill. Unless the doors close, the train would not start. There is a manual ove r r i d e fo r e m e rg e n c i e s o n l y. Th e retractable steps facilitate boarding on and alighting from a train at the platform. In India, we have instances of people falling down a train through the open main doors and such accidents would be totally eliminated on Train 18. There is no Indian manufacturer for such doors. This had to be

designed and manufactured by a German company in association with our car body consultant and ICF, a mini project in itself.

The finalized model was almost ready, barring some minor issues.

The Plug Door model One of the outstanding features of Train 18 was going to be the novelty that the entire floor board was available for use and amenities of passengers with no power or hotel load equipment mounted over board. A feature not seen on any train on IR, this would afford much larger space for passengers. A clear requirement which followed was that passengers should be able to walk from one end of the train to the other in total comfort unlike our present system of wobbly vestibules. This would give a new experience to the travelling public, lifting the train a couple of notches in passenger-friendly perception. A wide sealed gangway had to be designed to suit our coaches and this was underway with one of the reputed manufacturers in the field with a facility in Bangalore. The gangway would also have an external fairing to improve the elegance of the exterior and to help reduce air drag as well.

A series of meetings had taken place with them. Their time line was not meeting our requirement but we did not want to compromise on quality. The MD of the company, a nice serene type of fellow, continued to brook verbal onslaught of a series of officers, including yours truly. One day he came to meet me and confided amiably, “There is hardly any profit for me in this project. I am doing it only to keep your honour and to be a part of a path-breaking project. Today, I fly to Germany to sit with my collaborators and sort things out. In any case, I need a respite from your daily incursion about these Gangways.” The design finalized was as depicted below:

The Sealed Gangway model We could not afford callous handling of such an important part of the train. It required the manufacturer to complete the design in complete synergy with the consultant, the manufacturer of electrics and ICF’s electrical and mechanical groups; any one of these falling behind would need a great deal of impelling. We reposed faith only in the best among the lot of suppliers.

Our ordering decision proved to be correct a s t h e m a n u f a c t u re r s o i d e n t i f i e d coordinated well in developing the designs for which the extensive CFD simulations were carried out by ICF before finalizing the design.

There was another challenging issue: design of the AC ducting in the Pantograph coach. Incorporation of the Pantograph assembly on the roof made the head room below it very low and the ducting with its diffuser and transition had to be very sleek to afford optimum air-conditioning performance. It required several iterations and the final design was frozen only after it met the flow specification well; this exercise would not have been possible had we ordered on some other RDSO-approved manufacturer, even if he had a good supply record, as they lacked R&D capability. The complexity is denoted here in these 3-D models, showing the low roof part and transition areas:

RMPU and air-conditioning ducting concept in Pantograph coaches Around January 18, we were already behind the schedule and I was building up great pressure to start manufacture. “Let it not be premature. If we start now, precious fabrication and assembly spaces would be blocked for too long time with the preliminary manufacturing activity moving very slowly,” Trivedi told me and Shashi Bhushan agreed. Their argument was not incorrect, it made sense in the interest of enhanced production level of 2500 plus coaches that we had imposed upon ourselves for the year. There was going to be a whole lot of experimentation and trial & error for Train 18 manufacture, in spite of our best attempts at near perfection in upstream processes and the respective stations would remain near static for a long time. Fortunately, infrastructural works were

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

43

ARTICLE Trade Unions, like them or not, act as the proverbial bridge between the management and the workers on IR. Without undermining their role, direct interaction with a genuine model of workers’ participation in management is equally important although, usually, some sporadic ornamental instruments pass on as workers’ participation measures. We, on the other hand, made some serious attempts to involve all levels of the team in the functioning of ICF. Without dismantling any of the committees and machinery already in place, which had proved to be largely decorative in nature and substance, we devised some more effective and participative methods.

You cannot controvert the simple fact that in IR and perhaps most organizations, the fo u n t a i n h e a d of n ew t h i n k i n g a n d transformational changes emanates from the leadership. But a host of significant ideas and innovations must be tapped from the bottom to top or otherwise these would remain underground, never coming to fore for actual implementation. We set up a simple mechanism of monthly meetings i n v i t i n g s u g g e s t i o n s f ro m a l l . T h e suggestions would be received till a couple of hours before the meeting and all the individuals who took the trouble of forwarding any idea were invited to present their proposal. All key executives would be present. The response ran to some 20 to 25 new ideas and Babu would take them up one by one. Nothing was discouraged or disparaged, everyone was thanked, albeit some humour was always a part of the interaction. The ideas would usually be accepted either for implementation or examination and rarely dropped summarily.

The idea would then be a part of the successive discussions till its implementation. During a wrap review, I was astonished to see that more than a hundred ideas were actually implemented and some were under various stages of implementation in the last two years or so.

A Meeting for ideation and innovations Apart from the enrichment we derived from these sessions in terms of improvement in processes and even designs, many new connected issues got highlighted too for additional review. I remember that in the

44

S e co n d a n d t h i rd m e e t i n g s , m a ny executives walked in unprepared, perhaps under the impression that like all such exercises in participative management were merely light-minded and dissipative routine. A rather harsh mouthful to some of these easy going officers on a couple of occasions was enough for this machinery to take off and sustain itself as a very positive tool for progressive works in ICF. Government organizations are too steeped in rules, regulations, legacy and traditions making them inherently unwilling to change. One could not hope to deliver a project of the magnitude of Train 18 and that too in an ambitious format with a truncated time line without some changes in the processes and ways of working. It was, therefore, necessary that I looked for an opportunity to talk and interact with people to figure out why they did not want to change. Apart from the obvious reasons, it could well be their habits or the fear that their personal equities and reputations, defined as they were by their present roles and expertise in processes, would be compromised. So what would one do?

Talking, listening and thinking had to help.

That was the reason I tried to demolish all feudal and redundant protocols which severely restricted interaction between various levels of hierarchy in ICF. Keynes, the famous economist has said somewhere that the difficulty lied not so much in developing new ideas as in escaping from old ones; he has also said that ideas shaped the course of history.

Spot on, sir!

Another very fruitful exercise that we initiated was the one month one idea suggested by Srinivas. It was something which I would always do in my earlier postings as well. What it involved was that every single officer of ICF must conceive an idea for any improvement in any area of ICF; the only caveat was that this was not an empty ideation rhetoric but the implementation was also going to be the baby of the officer who extended the idea.

Typically, I would sit with the officers of one group, say, Design or Shell Factory with their boss and the officers would present their idea. After a free discussion, the idea would be either accepted or discarded. If accepted, the officer concerned had three months to fully implement it. If discarded, the officer concerned had to come with two ideas in the next monthly meeting. At first look, this may appear to be rather farfetched. No, most of the officers rose to the occasion and would at times bring two ideas so they were ready with an alternate idea if one was not accepted. Some officers did not fully follow the import of ideation followed by implementation through a single window; they tended to pass on the blame to some other agency. After some

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

meetings it was clear that excuses would not work, simple because the choice of the idea was theirs and responsibility of its implementation was also theirs; of course, it being known that the magnitude of the idea was not important with even a small new modification in design, process or upkeep being welcome. If some officers still had excuses, the bard came to my help, through Pembroke in King John, “And oftentimes excusing of a fault doth make the fault the worse by the excuse.”

There were only a handful of officers who were bereft of any ideas at all and cut a sorry figure in the meetings.

By the way, what do you do with an officer who has no new ideas? In my opinion, such officers were those who would contribute nothing towards progress and transformation; they were consciously consigned to some insignificant work. And why should we carry the burden of suchlike?

I also initiated a process to actually get rid of them. I would, however, have loved to consult Ghalib, Hai aadmi bajai khud ik mahshar-ekhayal, ham anjuman samajhte hain khalvat hi kyun na ho (A man himself is a bedlam of thoughts and ideas, I think of solitude as a party)

Constant interaction with staff had its lighter moments too. Once Trivedi refused tea in my room, telling me unabashedly that the tea served in my room was the worst in all ICF. To a person like me, perhaps lamentably, tea in office is just tea, it can neither be good nor bad. But I could not let the affront go unaddressed. The tea maker was politely asked to carry a poster with the legend, “I make the worst tea in ICF” to Trivedi’s room and everyone had some fun.

Soon thereafter, I dumped the doctor’s advice and switched back to coffee instead of tea. And voila! I was told the filter coffee in my room was one of the best in the whole of Chennai. The tea maker soon had another poster to carry: Authored by

Sudhanshu Mani General Manager (Retd.), IRSME, ICF, Chennai; Team Leader – Train 18

ARTICLE nonetheless connected to the main pier.

DESIGN OF MULTI-LEVEL STATION PIERS FOR ELEVATED METRO CORRIDORS There are many types of piers in a typical Metro Mass Transit System anywhere.

Station piers are the most critical piers that are designed for an elevated metro system in any city.

A series of these piers constitute an entire metro station. Generally, these are designed as huge expanded double portals the design of which I will expound in some other article. A unique type of station pier is a singular pier with freely hanging cantilevers branching from either sides, supporting the entire station upon its long protruding arms, like a tree, this article is about the design of such types of piers. While we are aware of these piers in our cities, it is interesting to know that this remarkable edifice is a blossom of structural engineering.

COMPONENTS The station pier can be broken down into 3 main part 1. Main Pier 2. Pier Above The Concourse Arm 3. Pier Above The Pier Cap Their geometric dimensions reduce along their height upwards proportionally as is indicated in the sketch in red hatch. Then topmost end is socketed into the platform arm above and the bottom most pier is socketed into the pile cap below (usually > 1.5m thick).

It is of essence to know the number of levels that are necessitated. Usually, two levels a re a co m m o n p r a c t i ce u n l e s s a n additional level is needed for a junction or a subsidiary pedestrian footbridge is branching out of the station.

The main pier, usually rectangular with chamfered edges, transfers all the loads to the foundation. At levels appropriate, arms branch out of the main pier stem, these arms are double cantilever arms which are essentially post tensioned. The arm at the concourse level is called the concourse arm, the one at the platform level is the platform arm and if necessitated there is a property development arm below the concourse arm. These arms are aligned with bearing pedestals that host the girders at that level. With Prestressing anchors at the ends, the cables traverse throughout theses arms. These arms are cast on site with scaffolding arrangement to be specifically designed.

The pier above the concourse arm is a dimensionally reduced rectangular pier perched atop the concourse arm,

The pier above the pier cap is a much shrunken version of the main pier. This is essentially pegged into the platform arm and is responsible for transferring the loads form the platform arm to the piers below.

The peculiarity in.

The concourse arm is the level at which the pedestrian level is hosted upon and counters for tickets and other stores are established. Its structural geometry is but an inverted T-beam or L-beam depending upon their instance of position-the end piers have and L shaped concourse arm mostly, marking the end of the station. In order to complete the slab at this level, a number of girders are placed upon this arm upon the bearings as indicated. These girders, again, can be either steel or PSC based on choice and configuration schema. Not to mention, there are seismic arrestors to curb the lateral movement of these girders upon the arm, refer figure.

Their design is carried in two parts – first as a cantilever rectangular beam and second as a two-way mirrored corbel. The design of a concourse arm I will cover in some other article some other time.

The platform arm is structural entity that is the structural component holding the platform from which the trains are accessed .Structurally, it is to be understood in two parts, the two branches of the cantilever on either sides and the central portion (Protruding Longitudinally). Both of these differ from the nature of the forces they resist and the profile of the cables within apart from their geometry.

The pier cap at the end of the station pier is for the main girder with two seismic arrestors on either sides for the girders respectively. This seismic arrestor is designed the same way as has been described in my previous article.

We must establish a distinction between the types of girders that are to be found in station pier1. Concourse arm girders (on both sides) 2. Platform arm girders (on both sides) 3. Main bridge girder that is placed on the bearings at the top of the piercap next to yh the platform arm.

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

45

ARTICLE TORSION It is interesting to track the nature of torsion that is encountered in the structure. Since this force is mainly dealt with in the design of the arms, not much impact is considered for the design of the pier itself. Nonetheless, a section of the CC arm is sketched indicating the torsional effect upon it.

These types are all indicated in the sketches above.

Both CC (Concourse) arm girders & PF (Platform) arm girders are fundamentally Isection girders of either steel or PSC and upon it is the deck slab for pedestrian movement, etc.

DESIGN While designing the pier 4 types of forces dominate the essence of design namely: 1. Axial 2. Shear 3. Moment (transverse + longitudinal) 4. Torsion

LONGITUDINAL MOMENT The longitudinal moment results in torsion in transverse section of the arms. Hence, extra torsional reinforcement provision is mandatory for arms. While torsional effect is analysed, only the rectangular portion of the arm is considered for reinforcement.

The design of a CC arm is primarily influenced by the longitudinal moment while designing for a corbel and the transverse moment is dominant while designing it as a cantilever beam, both f these aspects of design I will try to cover in a separated article on CC arms.

AXIAL FORCE

TRANSVERSE MOMENT At first glance at the Force diagram (Transverse section), one may liken this pier to a tree with branches spreading against each other. The bearing points or rather positions of the girders are those shear generating points that are primarily responsible for moments that develops in the arms and then radiates to the main pier.

Naturally, each of these bearing points have a different lever arm which must subsequently develop an increasing magnitude of moment outward proportional to individual offsets from the pier face. Also note, that the individual bearing reactions might not be identical, unless the floor above is uniformly loaded in all aspects. These reactions are influenced by the positioning of SIDL on the floor above apart from the DL and LL. Hence each of these reactions of varying magnitude along with separate lever arms is to contribute to a collective moment that is to be experienced by the pier at that very level. This same moment will also be contributed from opposite branches of the CC arm. Hence the net moment thereon will be the moment acting at that node.

The same approach is valid for the platform arm and the two reactions from the piercap, as sketched. Also note, that this net moment can be controlled and nullified while designing the arms and profiling them, the mechanism of which I will discuss in a separate article.

46

As any typical column constructed in buildings, station piers experience the axial force as a summation of axial values as per the number of levels until the foundations. As illustrated in the sketch, you notice the axial force diagram augmenting in magnitude at the levels with the net moment summing up upwards-down until the face of the pile cap. When lateral force is considered in design, the height (H1, H2, H3) of the pier section assumes a vital role as a vertical lever arm, again contributing to the ultimate momentŠ. The CC arm and the PF arm and the respective loads and masses can be lumped into a mass and rendering the entire edifice into a two nodal system for seismic analysis.

While we have disintegrated the pier into parts, each of the columns are separately designed. When designing the pier above the concourse arm, the finished level of the concourse arm will be considered as the base level and net moment at CC arm top level will be the design ultimate moment .

For this portion of the column, in this case Moment-B. Respectively, the pier above the pier cap will be designed for MomentA.

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

CABLE PROFILE An overview of the cable profiling is illustrated in my sketch. The profiles encountered in such a pier are customized for each of the arm; Pay close attention to the profile of the platform arm and the special section attached to itself at the central portion. The profiling is fundamentally set to mimic the onset of moments in the arms for which the pier serves as a converging focal. Notice that the eccentricity of the cable profiles is kept at maximum when it is traversing the pier zone.

I t i s t o b e e n s u re d t h a t t h e m a i n reinforcement is designed in both the transverse and the longitudinal directions for the respective moments. Secondly, the reinforcements (RF) from the pier below must adequately socket into the pier above as also into the arms on either sides as indicated in my sketch. The RF from the arms are separately designed and schemed taking into account the pier RF. To avoid the congestion of RF at the junctions, Larger diameters upon number of bars be used.

The lap positions must be at appropriate locations and doweling must be ensured.

Please fell free to ask any questions or request any other information , i will be happy to get back to you with much more.

Authored by USAMA KHAN Usama khan is a Structural design Engineer with an extensive design experience in elevated MRT projects.

Email: usamakmy@gmail.com

ARTICLE stations can also prove to be a serious concern for Metro Rail Organization.

Therefore, it is required that Metro Rail Organizations should think in this direction as well. Although I am no expert, I strongly believe that the following measures can aid in dealing with this problem: 2. An airport like Security measures.

3. Not allowing passengers without Masks and Gloves.

4. Circles on Platform and concourse to maintain the social distancing protocol. No more passengers than the number of circles should be allowed to enter the station premises.

Opinions shared above are purely mine, and It doesn’t reflect the opinion of the organization I am associated with.

Authored by

Possible challenges and way ahead for Metro Rail Organization Post Lockdown Covid-19 has changed everything around us. Our Financial decisions, our moral values and most importantly, it has changed the way think. We all know that coronavirus is going to stay with us a litter longer and as per our honourable prime minister, “we need to learn to live with it”. To learn to live with Covid-19, we need to encounter certain challenges. Most unavoidable challenges lie before the Metro Rail Industry. In this article, I will discuss the possible challenges for Metro Railway Industries and their possible solutions.

1. Air-Conditioned Coaches: – None of us would have ever thought that the comfort of seating in an Air-Conditioned coach could ever turn in to a nightmare for us. But today our realities have changed. Due to the presence of a single Covid-19 patient inside the A/C coach, there is a high chance that all other passengers might get infected. Post this lockdown, after the resumption of m e t ro r a i l s e r v i ce s , a n d m e t ro r a i l organizations will have the most challenging job to decide how to run the trains for passenger service without compromising the passenger comfort.

Other challenges would be “how cooling and ventilation can be maintained without putting the lives of the passenger at risk?”.

When we think in this direction, an obvious solution comes to our mind is the screening of passenger before entry. However, we must note that screening before entry will work only for symptomatic patients but recently, we have learned that most of the cases in India are asymptotic. To deal with this, an SOP can be made which may comprise of the following:

2. Cooling Trains before boarding of passengers and then switching it off till next few stations.

3. Sanitizing Train after passengers have deboarded and repeating point 1.

4. Trains shall avoid long Journey to prevent suffocation.

5. Availability of UV disinfectant lamps to disinfect the trains.

6. Maintaining Strict Social distancing parameters.

Ranjesh Kumar Ranjesh is a metro rail professional with 3.5 Years of experience in station & revenue operations.

Presently working with Gujarat Metro Rail Corporation

Additionally, Metro Rail organization may organize online competition for accommodating innovative devices to deal with this problem.

1. Ticket and Carriage Rules, 2014: Ministry of housing and urban affairs, has omitted the clause of preventing entry of people with contagious diseases.

Preventing people on the ground of illness would be a violation of the fundamental rights and the violation of Ticket and Carriage Rules, 2014. Therefore, the g ove r n m e nt s h o u l d co m e w i t h a n amendment for allowing screening of people for a temporary basis 1. Cash Management: Metro Railways will face a challenge to sanitize the cash on a daily basis. Completely opting the digital payment can also not be an efficient solution. As there are still a large part of our population, don’t have digital literacy.

Therefore, we must think out of the box to counter this problem. In my opinion, a single point cash handling system can be made to reduce the hand to hand transfer of cash. Metro Rail Organizations may also organize an online competition to generate ideas on better cash management.

2. Prevention of overcrowding at Station Area: In places like Delhi, overcrowding of

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

47

INDUSTRY NEWS Jindal Steel and Power gets around 2,000 tonnes rails order from KMRC

J

indal Steel and Power (JSPL) has obtained an order of 2,308tonne head hardened rails from Kolkata Metro Rail Co., as per a company official. This type of tracks is used in high-speed freight corridors & metro rail projects.

Head hardened rails are built using the head hardening technology to carry approximately 50% higher pressure as compared to typical rails.

JSPL Managing Director V R Sharma stated that we had received an order of 2,308-tonne head hardened rails of 1080 HH grade from Kolkata Metro. The Research Designs & Standards Organisation has also provided permission for manufacturing and supply of 60E1 grade & 1080 HH grade head hardened rail.

Without revealing the entire deal cost, he told the order would be supplied when the situation stabilises after the nationwide lockdown. As the market is down in India, the need for steel has been affected. We had received orders from outside India, and we are supplying all these orders to countries like Saudi Arab, Vietnam, Thailand and Europe. Our production levels are also maintained, added an official.

Sharma also stated while speaking for the sector, his advice to the govt will be that at least those steel MSMEs that are not in COVID19 hotspot regions should be permitted to continue operations.

UNIVIO Bags Rs. 110 Cr. Pune Metro’s Depot contract from Maha Metro

Rail S.R.L Italy for the supply of Unit Machinery & Plant for two Depots among Range Hill and Vanaz The scope of work includes Design and Manufacture, Supply, Installation, Testing, Commissioning & Comprehensive Maintenance Services (CMS) of Machinery and plants for 02 numbers of rolling stock depots at Range Hill and Vanaz of Pune Metro Rail project and training of personnel for Pune Metro Project.

The Pune Metro’s Depot tender was published in October 2018 and submitted on June 2019. The Letter of Award (LoA) came on 21st of March 2020, and the entire Contract Value is approximate 110 Crores However, Supply Scope in this project are (a) Automatic Train Wash Plant:- 02 No.s (b) CNC Under Floor Wheel Lathe:- 02 No.s (c) Under Floor Lifting Jacks:- 02 No.s (d) Mobile Lifting Jacks:- 02 No.s (e) Bogie Testing Machine:- 01 No.s (f) Rescue Vehicle with Re-railing & Rescue Equipment:- 02 No.s (g) Catenary Maintenance Vehicle:- 01 no. (h) Battery Operated Rail Cum Road Vehicle:- 02 No.s (I) Multi-Functional Working Platform :- 02 No.s In October 2018, Maha-Metro proposed bid via international bidding procedure for Supply of Machinery & Plants for its two Depots where Swastik Overseas led consortium participated and emerged a the lowest bidder.

Among the 04 companies of consortium viz, the first one is URC Construction (P) Ltd. Chennai, India – Founded in 1956 with Headquarters in Erode, Tamilnadu Carries. In the Metro sector, they have completed projects for Chennai Metro, Kochi Metro, Bangalore Metro, Gujarat Metro and various construction organization of Indian Railways. In this project, they act as a Lead Member in the consortium UNIVIO. The second one is Swastik Overseas based out in New Delhi, India.

It is one of the reputed suppliers to the Govt of India for Railways, Defence & Petro Chemicals. Completed many projects for Indian Railways and Metros in India. In this project, they act as 2nd Member in the consortium UNIVIO. The third one is Fabryka Obrabiarek Rafamet S.A. Poland, manufactures special-purpose machine tools for wheelset machining and it is one of the leaders on the global market.

RAFAMET is also a widely recognized and reputable supplier of heavy-duty special-purpose machine tools for the customers in the machine-building, power generation, shipbuilding, metallurgical, aerospace and defence industries. In this project, they act as 3rd Member in the consortium UNIVIO. The fourth one is Bertolotti Rail S.R.L. Ital,y Bertolotti Rail Srl, part of Bertolotti SpA Group, is one of the most important international companies which can design, integrate and manufacture full range of Depot Equipment with the “Turn-key” formula to perform maintenance activities of railway, metro and tramway systems. In this project, they act as 4th Member in the consortium UNIVIO. Bombardier wins RRTS trainset contract for INR 2577 crores

Maharashtra Metro Rail Corporation Limited (Maha Metro) awarded Pune Metro‘s Depot contract to a consortium UNIVIO, consisting of URC Construction (P) Ltd. India, Swastik Overseas India, Fabriyka Obrabiarek Rafamet S.A., Poland and Bertolotti

48

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

INDUSTRY NEWS Bombardier wins contract to supply 210 commuter and intracity cars for the Delhi–Meerut Regional Rapid Transit System Ÿ With an expected ridership of 800,000 a day, India’s first semihigh-speed rail corridor will connect Delhi, Ghaziabad and Meerut with a new 82km line Ÿ Travel time be reduced by 75 per cent enabling passengers from Delhi to reach Meerut in less than 60 minutes Ÿ India’s first rail project to include maintenance scope as part of rolling stock tender process.

Rail technology leader Bombardier Transportation has received a Letter of Award on 7 May 2020 from India’s National Capital Region Transport Corporation (NCRTC) to build and deliver re g i o n a l co m m u t e r a n d i n t r a c i t y t r a n s i t t r a i n s w i t h comprehensive maintenance services for the Delhi-GhaziabadMeerut semi-high-speed rail corridor under Phase 1 of the Regional Rapid Transit System (RRTS).

The project scope involves supplying 30 regional commuter trainsets of six cars each and 10 intracity mass transit trainsets of three cars each, together with 15 years of rolling stock maintenance. The Letter of Award is valued at approximately INR 2577 crore (314 million euro, $340 million US) and the customer has a provision to exercise an option of additional 90 cars and two years of maintenance.

Mr. Vinay Kumar Singh, Managing Director at NCRTC said, “Finalization of the Rolling Stock bid process is an important milestone in the implementation of India's first Regional Rapid Transit System (RRTS) project. Our partnership with Bombardier Transportation to supply 100 per cent locally manufactured train sets for the entire Delhi-Ghaziabad-Meerut RRTS with over 83 per cent local content will be a shot in the arm for the Make in India initiative of the Government of India. We are confident that together we will deliver this transformational project in time to fulfill the aspirations of the residents of the National Capital Region contributing to improvement in their quality of life.”

Rajeev Joisar, Country Leader for India at Bombardier Transportation, said, “We are proud to be chosen to deliver India’s flagship regional rapid transit system project which will expand public transport in the national capital and connect adjoining fast-growing cities. Our new trains will be truly designed and manufactured in India, and they will enhance passenger comfort and safety.” He added, “This project award for India’s first and most advanced semi-high-speed regional trains, together with maintenance services, reaffirms Bombardier's pioneering position in India’s rail industry. This is also the first project in India for regional and local transit services operating on the same network, progressively realizing India’s vision for the multi modal integration of transport networks.”

The project will be executed in accordance with Indian Prime Minister, Narendra Modi’s flagship ‘Make in India’ guidelines, with the trains being manufactured at Bombardier’s Vadodara sites in India. The rolling stock will be designed at the Global Engineering and Technology Centre in Hyderabad, India and local teams will provide maintenance services through two project and maintenance depots established by our customer in Duhai and Modipuram. It is India’s first project to include maintenance services as part of rolling stock tender process and Bombardier will deliver globally proven maintenance solutions to ensure safe and reliable train operations.

The 82-kilometre Delhi-Ghaziabad-Meerut RRTS will boast a 180 kmph design speed, first of its kind rolling stock in India for regional transit services and will be implemented in phases between the cities. The corridor will have 24 stations and besides offering high-speed commuter services on the corridor, the infrastructure will also be used for offering local transit services in Meerut. The trains will reduce travel time from Delhi to Meerut to less than 60 minutes and daily expected ridership is around 800,000 passengers. Local transit services between Meerut

South and Modipuram Depot Station with 13 stations over 21 km on RRTS infrastructure will meet the local mobility needs of Meerut citizens and will provide efficient regional connectivity.

Honeywell bags ~ Rs. 168 Crore telecom contract for Pune Metro from Maha Metro

Maharashtra Metro Rail Corporation Limited (Maha Metro) has announced a letter of acceptance (LoA) to Honeywell Automation India Ltd for the contract of ~ INR168 crore for the supply of telecommunication systems for Maha Metro’s Pune Metro project on 25th Feb 2020.

In July 2019, Maha-Metro had floated tender for supply, design, manufacture, installation, testing & commissioning of telecommunication systems for Pune Metro project.

As Honeywell Automation India Ltd has appeared as the lowest bidder so awarded the contract for the same. Honeywell Automation India Limited (HAIL) a leader in providing integrated automation and software solutions, with process solutions and building solutions.

It has a big product portfolio insensing and control, environmental & combustion controls, also provides engineering services in the range of automation and control to global clients.

The Pune Metro project is being performed under the supervision of Maha-Metro. The project is being financed by two foreign financial institutions, namely the French Development Agency (AfD) & the European Investment Bank (EIB).

BMRCL invites tenders for common mobility card

Namma Metro operations might have been delayed because of the lockdown 2.0 yet the officials are working to prep up operations for the future to improve the mobility card infrastructure through the end of this year.

Bangalore Metro Rail Co Ltd (BMRCL) has invited bids for acquiring & announcing open-loop National Common Mobility Card (NCMC) for Phases 1 & 2, without for the Gottigere-Nagawara line.

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

49

APPOINMNET

Anand Kishore takes charge of Managing Director of Patna Metro Rail Corporation

S

tate Govt appointed 1977 batch IAS officer Mr Anand Kishore, Secretary, Urban Development Department as the Managing Director (MD) of Patna Metro Rail Corporation Limited (PMRC) to expedite the construction work.

Due to the lack of departmental responsibility, many decisions related to Patna Metro Project were pending. With this, a list of other boards of directors has also been appointed. With the completion of the process of appointing the officers who have been hanging for several months by the department. As per the term of the formation of PMRCL, three officers selected from central government and five from state government. Three officers including Chairman Shivdas Meena on the Board of Directors of Metro have been selected by the Center. At the same time, five officers, including MD Anand Kishore, have been chosen by the Bihar government.

In which the names of Rahul Singh from the Finance Department, Devesh Sehra from Road construction department, Pankaj Kumar from the Transport Department and Sanjay Dayal from the Urban Development Department are selected.

On behalf of the central government. Thara, Mahesh Kumar and Mahendra Kumar have been selected as a Director. One post is still

50

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

vacant, on which selected officers of the Central Government will be reinstated.

The Special cell formed for land acquisition Patna Metro Rail Corporation Limited has formed a special cell for land-acquisition work. The in charge of treasure will be a retired officer of the Deputy Collector level of Bihar Administrative Service. Apart from this, three surveyors, three amines and one IT assistant will also be appointed in this cell.

A letter is also being sent by Patna Metro Rail Corporation Limited to the Additional Chief Secretary of the Revenue and Land Reforms Department and Patna DM for land acquisition for the construction of the metro so that the approval for the acquisition of land can be obtained at the earliest.

This process will be completed by the land acquisition officer of Patna district. For the land survey, two amines should be kept and work taken from them. Their remuneration will be borne by Patna Metro.

PRODUCT ARTICLE WATCH Matrix COSEC READER CB

Matrix COSEC READER CB is a Bluetooth based contactless smart card reader that facilitates easy communication through a smartphone. This access card reader supports widely used RFID cards for different applications. COSEC READER CB connects with third-party access control panels via Wiegand interface. The compact size and flexible deployment mode make this device a befitting solution for any Organization.

Key Features: Multiple Credentials with RFID and Mobile Credential over BLE Seamless Integration with Third-Party Door Controllers Multiple I n t e r f a c e s - R S -2 3 2 , R S - 4 8 5 a n d W i e g a n d S e c u re d Communication with SSL Encryption.

About Matrix Established in 1991, Matrix is a leader in Security and Telecom solutions for modern businesses and enterprises. As an innovative, technology driven and customer focused organization, the company is committed to keep pace with the revolutions in the Security and Telecom industries. With around 40% of its human resources dedicated to the development of new products, Matrix has launched cutting-edge products like Video Surveillance Systems - Video Management System, Network Video Recorder and IP Camera, Access Control and Time-Attendance Systems as well as Telecom Solutions such as Unified Communications, IPPBX, Universal Gateways, VoIP and GSM Gateways and Communication Endpoints. These solutions are feature-rich, reliable and conform to the international standards. Having global footprints in Asia, Europe, North America, South America and Africa through an extensive network of more than 2,500 channel partners, Matrix ensures that the products serve the needs of its Customers faster and longer. Matrix has gained trust and admiration of customers representing the entire spectrum of industries. Matrix has won many international awards for its innovative products.

ARTICLE EVENT UPDATE

InnoTrans to take place from 27 to 30 April 2021

O

n 21 April 2020, in order to contain the spread of SARSCoV-2 the Senate of Berlin imposed a ban on staging large events, in particular trade fairs with an attendance of more than 5,000, until 24 October 2020. As a result, it will not be possible for Messe Berlin to hold InnoTrans as originally planned from 22 to 25 September 2020.

After consulting with the co-founding associations of InnoTrans and the leading market players Messe Berlin has decided to postpone InnoTrans 2020. ”The health and safety of exhibitors, trade visitors and all the employees at the trade fair have the utmost priority. For this reason InnoTrans will take place from 27 to 30 April 2021. We would like to take this opportunity to thank our exhibitors at InnoTrans for their cooperation and loyalty “, said Kerstin Schulz, director of InnoTrans.

Additional information on the postponement of InnoTrans can be foundonlineatwww.innotrans.de/en/AtAGlance/CurrentInforma tion/.

52

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

About InnoTrans InnoTrans is the world’s leading trade fair for transport technology and takes place every two years in Berlin. At the last event 3,062 exhibitors from 61 countries presented the global rail industry’s innovations to 153,421 trade visitors who came from 149 countries.

The five segments at InnoTrans are Railway Technology, Railway Infrastructure, Public Transport, Interiors and Tunnel Construction. InnoTrans is organised by Messe Berlin. The thirteenth edition of InnoTrans will take place on the Berlin Exhibition Grounds from 27 to 30 April 2021. More details are available online at www.innotrans.com.

JOB OPENING

Metro & Railway job openings

S. No. 1.

Organization Delhi Metro Rail Corporation (DMRC)

2.

National Capital Region Transport Corporation (NCRTC)

2.

National High-Speed Rail Corporation (NHSRCL)

Description ⦁ General Manager -01 Post

⦁

Group General Manager/General Manager – 01 Post

⦁

Assistant Manager, Senior Executive, Executive – 03 Posts

⦁

Additional General Manager/ Joint General Manager – 01 Post

⦁

Manager/Assistant Manager – 04 Posts

⦁

Manager/ Assistant Manager – 01 Posts

Last Date 27/05/2020

26/05/2020

31/05/2020

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

53

ARTICLE EVENT

Metro and Railway Industry Events Calender Dates June 29-30, 2020 July 22-23, 2020 Aug. 07, 2020 Aug. 26-27, 2020 Aug. 26-28, 2020 Oct. 06-08, 2020 Oct. 12-15, 2020

Event Name 4th Annual Transport Infrastructure 2020 South Asia Rail 9th, Metro Rail Summit 2020 RailTech 2020 RailwayTech Indonesia 2020 Intermodal Europe 2020 Bentley Year In infrastructure Awards 2020

Oct. 13-15, 2020

14th HTS 2020

Oct. 13-15, 2020 Oct 20-22, 2020 Oct 20-22, 2020

4th MET 2020 6th Smart Cities India 2020 Expo Transport India 2020 Expo 13th Urban Mobility India Conference and Expo 2020 bauma CONEXPO INDIA

Oct 30 - Nov. 01 2020 Nov 03-06, 2020 Nov. 11-12, 2020 New Dates Coming Soon Nov 04-07, 2020 Nov 04-05, 2020 Nov 30-Dec 02, 2020 Nov 30- Dec 02, 2020 Dec. 01-03, 2020 Dec 09 - 10, 2020 Jan-21 Mar. 24-25, 2021 April. 27-30, 2020 April 07-08, 2021 May 11-13, 2021 54

Venue Hilton Hanoi Opera, Vietnam Leela Palace, New Delhi, India Sofitel BKC Mumbai Delhi, India Jakarta, Indonesia Rotterdam Ahoy, Netherlands vancouver, Canada Bombay Exhibition Centre, Mumbai, India Bombay Exhibition Centre, Mumbai, India Pragati Maidan, New Delhi, India Pragati Maidan, New Delhi, India

New Delhi, India Huda Ground, Gurugram, India etc Venues, 133 Houndsditch, Intelligent Transport Conference 2020 Liverpool Street, London, UK 5th Edition Rail India CONFERENCE & EXPO 2020 The Lalit New Delhi Asian Machine Tool Exhibition (AMTEX) Pragati Maidan, New Delhi, India Asia Pacific Rail 2020 Bangkok, Thailand International Rail Forum & Conference Prague, Czech Republic Rail Live Conference & Exhibition Madrid, Spain IT-TRANS 2020 Karlsruhe, Germany Rail Industry Meetings Valenciennes, France IECC, Pragati Maidan PowerGen India New Delhi, India Geo Connect Asia 2020 Singapore InnoTrans 2020 Berlin, Germany Digital Rail Maintenance 2020 Singapore 13th International Railway Infrastructure Exhibition NEC, Birmingham, United - Infrarail 2020 Kingdom

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

ARTICLE METRO RAIL PROJECT STATUS

STATUS OF METRO RAIL PROJECTS IN INDIA OPERATIONAL PROJECT

UNDER CONSTRUCTION

(As on April 9,2020) Total Lenght (km): 692.65

Total Lenght (km): 968.52

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

55

ARTICLE METRO RAIL PROJECT STATUS

STATUS OF METRO RAIL PROJECTS IN INDIA (As on April 9,2020) Total Lenght (km): 731.52

APPROVED OR EXPANSION

UNDER-CONSDERATION

Under Consideration Metro Rail Project Gorakhpur Metro (Uttar Pradesh) Noida Metro (NCR-Uttar Pradesh) Ghaziabad Metro (NCR-Uttar Pradesh) Gurgaon Metro (Haryana) Jammu Metro (Jammu & Kashmir) Srinagar Metro (Jammu & Kashmir) Dehradun Metro (Uttarakhand) Varanasi Metro (Uttar Pradesh) Visakhapatnam Metro | Andhra Pradesh

56

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

Length in KM

11 23 25

42.55

LIVE TENDER

1

2

3

4

5

6

7

8

9

TENDER DETAILS Corrigendum : Construction Of I) 8.124 Km Elevated Viaducts And 8 Stations From Ch. 17343.443m To 25467.443m, Ii) 5.420 Km Elevated Viaducts And 3 Stations From Gnlu To Gift City And Iii) 0.815 Km Elevated Viaducts And Additional Platform At Koteshwar Road Station For Ahmedabad Metro Rail Project Phase-Ii From Motera To Mahatma Mandir And Gnlu To Gift City (Excl. E&M, Architectural, Finishing And Roofing) – Package – C1 Corrigendum : Construction Of 6.478km Elevated Viaducts And 5 Stations From Ch. 25467.443m To 31945.443m And 0.679 Km Elevated Viaducts And Ramp For Depot Entry In Connection With Ahmedabad Metro Rail Project Phase – Ii From Motera Satdium To Mahatma Mandir (Excl. E&M, Architectural Finishing And Roofing) – Package C2 Corrigendum : General Consultancy Cum Project Management Consultancy Works For Construction Of Elevated And Underground Metro RailWay Works From Majerhat (Ex.) To Esplanade, Approx. 6 Km In Connection With Joka-Bbd Bag Metro Corridor In The State Of West Bengal (I)“Detailed Design Consultancy Services For Corridor 1 From Sarthana Dead End (Ch : 450m) To End Of Ug Ramp (Ch : 3950m), Elevated Viaduct, Elevated Station (4 Stations) Including Viaduct Portion Within The Stations And Transition Spans On Either Side Of The Stations” And (Ii)“Detailed Design Consultancy Services For Corridor 2 From Bhesan Dead End (Ch: -949.63m) To Saroli Dead End (Ch: 17791.9m), Elevated Viaduct, Elevated Station (18 Stations) Including Viaduct Portion Within The Stations An.....

“Finishing And Architectural Works Including Block Work, Plumbing, Sanitary Fixtures And Other Interior Works Of Two Elevated Metro Stations Viz. Vadakkekotta And Sn Junction For Phase-1 Extension Of Kochi Metro Rail Project.

Corrigendum : Supply, Installation, Augmentation, Testing And Commissioning Of 25 Kv Overhead Equipment (Focs) Including 33kv Auxiliary Power Supply And Scada System For Elevated Corridor / At Grade Section At Various Locations Of Delhi Metro Rail Corporation.

Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor All Pillars / Portals Along The Viaduct Beyond Vivek Vihar Metro Station To Mansarovar End Of Civil Lines Metro Station Corrigendum : Detailed Design Consultancy Services For Power Supply & Distribution System, 750 V Dc Third Rail Traction Electrification And Scada System Of Surat Mrts Ph-1 For Gujarat Metro Rail Corporation (Gmrc) Limited Corrigendum : Detailed Design Consultancy Services For Power Supply & Distribution System, 750 V Dc Third Rail Traction Electrification And Scada System Of Ahmedabad Metro Rail Project Phase – 2 For Gujarat Metro Rail Corporation (Gmrc) Limited

10 Standardisation Of Guard Rail In Dum Dum - Tollygunge Section Of Metro RailWay, Kolkata

11

12

13

14 15

Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor All Pillars_portals Along The Viaduct Beyond Civil Lines Metro Station To Chandpole Metro Station Package Supply Of Ac & Non-Ac Vehicles (Motor Car)On Hire For Official Use Of The Metro RailWay Officials Of Engineering, Gm's Secretariat, Accounts, Medical, Mechanical & Law Departments For A Period Of Three Years Of Metro RailWay, Kolkata.

Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor New Aatish Market And Vivek Vihar Metro Stations And The Pillars Below These Metro Stations Package Od-04 Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor [Shyam Nagar & Ram Nagar Metro Stations And The Pillars Below These Metro Stations] [Package: Od-05] - Shyam Nagar And Ram Nagar Metro Stations And The Pillars Below These Metro Stations Package Od-05 Annual Rate Contract For Repair Of Sewage, Seepage Pumps Installed At Underground Metro Stations Of Line-7 & 8 Of Delhi Metro Rail Corporation Limited.

STATE

VALUE

DEADLINE

Gujarat, India

1017.32 CR

22-05-2020

Gujarat, India

470.03 CR

22-05-2020

West Bengal, India

139.99 CR

06-10-2020

Gujarat, India

40.42 CR

16-06-2020

Kerala, India

22.91 CR

27-06-2020

Delhi, India

14.4 CR

21-05-2020

Rajasthan, India 5.84 CR.

29-05-2020

Gujarat, India

5.66 CR.

06-03-2020

Gujarat, India West Bengal, India

5.66 CR.

21-05-2020

5.47 CR

19-06-2020

Rajasthan, India 4.34 CR.

29-05-2020

West Bengal, India

3.87 CR.

29-05-2020

Rajasthan, India 2.07 CR.

29-05-2020

Rajasthan, India 1.7 CR.

29-05-2020

Delhi, India

1.16 CR.

06-08-2020

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

57

LIVE TENDER

16 17 18 19

20 21

22 23 24 25

26

27

28

29

30 31

32

33 34 35

TENDER DETAILS Annual Rate Contract For Repair Of Sewage, Seepage Pumps Installed At Underground Metro Stations Of Line-7 And 8 Of Delhi Metro Rail Corporation Limited Fire Safety Works To Obtain Fire Noc For Tapan Sinha Memorial Hospital Of Metro RailWay, Kolkata.

Corrigendum : Comprehensive Annual Maintenance For Schneider Make Ups Installed At 8 Underground Stations Of Line-7 Of Delhi Metro Rail Corporation For Three Years Annual Rate Contract For Rectification Of Dry Type Auxiliary Transformers Of Airport Line Of Delhi Metro Corporation Ltd. With Proof Checking Of Conceptual Designs, Execution Of AllRail Works In Connection Architectural Drawing, Detailed Structural Designs And Allied Works For Construction Of Pedestrian Subway Connecting Bimanbandar Station Of Metro Railway To Jessore Road On One Side And Nscbi Airport Terminal On Other Side By Cut And Cover Method In Connection With Extension Of Metro Railway From Noapara To Barasat Via Bimanbandar (Airport).

Empanelment Of Detail Design Consultants (Ddc) For Various Upcoming & Existing Metro Rail Projects Of Maha-Metro.

Design, Manufacture, Supply, Installation, Testing, And Commissioning Of Signalling And Train Control Including Platform Screen Doors System For Main Line And Depot Of Line 4 And Its Extension Corridor (Wadala - Kasarvadavali - Gaimukh) Of Mumbai Metro Rail Project Of Mmrda (Opens New Window) Hiring Of Vehicles (Taxies) For Officials Of Maharashtra Metro Rail Corporation Limited (Nagpur Metro Rail Project).

Corrigendum : Selection Of General Consultant (Gc) For Chennai Metro Rail Phase 2 Project Corridor 4 Corrigendum : Supply Of Group Captive Renewable Power To Chennai Metro Rail Limited For Long Term Through Tariff Based Competitive Bidding Process Design, Manufacture, Supply, Testing And Commissioning Of 234 Nos. Standard Gauge Cars Including Training Of Line 4 And Extension Corridor [Wadala - Kasarvadavali -Gaimukh] Of Metro Rail Project Of Mmrda.

Contract Phase Ib -Selection Of Proof Consultancy Services For The Detailed Structural Design For The Elevated Viaduct And One Elevated Station From S.N. Junction To Thripunithura Of Phase- Ib Of Kochi Metro Rail Project Contract Phase Ib- Selection Of Proof Consultancy Services For The Detailed Structural Design For The Elevated Viaduct And One Elevated Station From S.N. Junction To Thripunithura Of Phase- Ib Of Kochi Metro Rail Project Detailed Design Consultancy Services For Power Supply & Distribution System, 750v Dc Third Rail Traction Electrification And Scada System Of Ahmedabad Metro Rail Project Ph-2 For Gujarat Metro Rail Corporation (Gmrc) Limited Construction Of I) 8.124 Km Elevated Viaducts And 8 Stations From Ch. 17343.443m To 25467.443m, Ii) 5.420 Km Elevated Viaducts And 3 Stations From Gnlu To Gift City And Iii) 0.815 Km Elevated Viaducts And Additional Platform At Koteshwar Road Station For Metro Rail Project Phase-Ii From Motera To Mahatma Mandir And Gnlu To Gift City (Excl. E&M, Architectural, Finishing And Roofing) – Package – C1.

Selection Of Consultant For Identifying Alternate Revenue Models / Nonfare Box Revenue Models For Ahmedabad Metro Rail Project Phase –1" Detailed Design Consultancy Services For Power Supply & Distribution System, 750v Dc Third Rail Traction Electrification And Scada System Of Surat Mrts Ph-1 For Gujarat Metro Rail Corporation (Gmrc) Limited.

Construction Of 6.478km Elevated Viaducts And 5 Stations From Ch. 25467.443m To 31945.443m And 0.679 Km Elevated Viaducts And Ramp For Depot Entry In Connection With Ahmedabad Metro Rail Project Phase – Ii From Motera Satdium To Mahatma Mandir (Excl. E&M, Architectural Finishing And Roofing) – Package-C2 Supply Of Uniform & Accessories-2020" 1. Uniform: Clothes 2. Uniform: Accessories For Ahmedabad Metro Rail Project Phase-1" Corrigendum : “Selection Of Consultant For Identifying Alternate Revenue Models / NonFare Box Revenue Models For Ahmedabad Metro Rail Project Phase – 1”

58

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

STATE Delhi, India West Bengal, India

VALUE

DEADLINE

1.16 CR.

06-08-2020

1.01 CR.

19-06-2020

Delhi, India

96.76 Lacs

26-05-2020

Delhi, India

95.43 Lacs

18-05-2020

13.09 Lacs

06-10-2020

West Bengal, India Maharashtra, India

Maharashtra, India Maharashtra, India Tamil Nadu, India Tamil Nadu, India

30-05-2020

23-06-2020 22-05-2020 15-06-2020 30-06-2020

Maharashtra, India

14-05-2020

Kerala, India

29-05-2020

Kerala, India

29-05-2020

Gujarat, India

21-05-2020

Gujarat, India

22-05-2020

Gujarat, India

30-05-2020

Gujarat, India

20-05-2020

Gujarat, India

22-05-2020

Gujarat, India

29-05-2020

Gujarat, India

30-05-2020

LIVE TENDER TENDER DETAILS Corrigendum : Tender For "Supply Of Uniform & Accessories-2020" 1. Uniform: Clothes 2.

36 Uniform: Accessories For Ahmedabad Metro Rail Project Phase-1 Design, Manufacture, Supply, Installation, Testing, Commissioning Of Signalling & Train Control Including Platform Screen Doors Systems For Main Lines & Depot Of Line 4 And Extension Corridor [Wadala - Kasarvadavali -Gaimukh] Of Mumbai Metro Rail Project Of 37 Mmrda.

38 Providing Train Operation Services To Maharashtra Metro Rail Corporation Limited.

Appointment Of General Consultant For System Works Of Part Of Corridor Of Metro Line 5 (Thane-Bhiwandi-Kalyan), Metro Line 7a(Andheri (E) To Csia) , Metro Line 9 (Dahisar(E) To 39 Design, Mira Bhayander) Of Metro Rail Project Of Testing, Mmrda.Commissioning Of Signalling And Train Manufacture, Supply, Installation, Control Including Platform Screen Doors Systems For Main Lines And Depot Of Line 4 And Extension Corridor Wadala - Kasarvadavali - Gaimukh Of Metro Rail Project Of Mmrda - Ca 40 72.

Design, Manufacture, Supply, Testing And Commissioning Of 234 Nos. Standard Gauge Cars Including Training Of Line 4 And Extension Corridor [Wadala - Kasarvadavali -Gaimukh] Of 41 Mumbai Metro Rail Project Of Mmrda.

STATE

VALUE

Gujarat, India

Maharashtra, India Maharashtra, India

DEADLINE 29-05-2020

15-05-2020 22-05-2020

Maharashtra, India

28-05-2020

Maharashtra, India

23-06-2020

Maharashtra, India

29-05-2020

Think Green- Go Green

Subscibe Metro Rail News monthly eMagazine To Get an extensive update from Metro & Railway Industry

Get Your copy here: http://bit.ly/3aUvjG0

METRO RAIL NEWS | MAY 2020 | WWW.METRORAILNEWS.IN

59

NEC, BRMINGHAM

11-13 MAY 2021