Metro Rail News Jan 2020: ELECRAMA 2020 SPECIAL

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ISSN 2582-2330 / Vol. IV / Issue 37 / Monthly / January 2020

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EDITOR NOTE

From the Desk of MANAGING EDITOR

Metrolite/Light Rail Transit and Metro Neo to use in mass rapid transit (MRT)

Dear Readers, A light rail-based transit system makes more sense for Indian cities, particularly the non-metro ones Delhi’s much-lauded metro rail system sparked a frenzied rush in other cities to build similar metros.

Hopefully, with the national capital getting ready to build a light-rail based transit system. The Union Ministry of Housing and Urban Affairs approved two such corridor of Delhi Metro Rail Corporation and Recently other cities will now start paying more attention to the hitherto ignored light rail transit options.

The light rail trains in both Delhi and Nashik are expected to run on rubber tyres at street level. These are welcome developments to provide rapid and affordable transit options to masses.

Our monthly supplements are designed, keeping in mind curiosity of the people who are looking for information and updates on Urban Mobility. Readers will come across a mixture of news, features and regular columns on a wide range of topics related to Metro Rail Projects Our January issue focuses on interesting topics such as OHE, Transmission Line, Transformers, Electrical Utilities, Energy Meters and Lighting. It also provides a cover story on Metrolite/Light Rail Transit and Metro Neo. Jaipur Metro is chosen as our project of the month and exclusive Interviews of Mr. Rajesh Agrawal, Member (Rolling Stock), Railway Board and L&T Metro Rail Hyderabad MD K.V.B. Reddy, along with other regular columns such as new development in metro project, pre/post-event coverage, technology updates, News analysis, Article, opinions, Awards, appointments, Product Watch, live tenders, Industry contract, upcoming events, case study and current job openings.

I want to express my deepest appreciation to all our readers for your constant support, and our valuable authors, reviewers, for their contributions, service, and interest .

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

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

CONTENT

Index Editor Note

6

News Highlights

10

Cover Story: Metrolite and Metro Neo

18

Project of the Month: Jaipur Metro Phase II

22

Exclusive Interview a) Mr. Rajesh Agrawal, Member (Rolling Stock), Railway Board

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b) Mr. K.V.B. Reddy, MD, L&T Metro Rail Hyderabad

29

c) Mr. Naveen Sawhney, Chairman & MD, Cords Cable Ind. Ltd.

31

Focus System: Traction Systems in Metro Rail

34

Pre Event Coverage: IT-TRANS 2020

37

Opinion

40

Year End Review 2019: Railway

42

CONTENTS 18

27

Article a) TOD as a solution for last-mile connectivity concerns

49

b) First Mile/Last Mile – What’s the best solution?

50

Industry Contract

51

Case Study: Metros across India run into losses

52

Appointment & Awards

54

Metro & Railway Jobs

55

Upcoming Event

56

Live Tender

57

34

42

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NEWS HEIGHLIGHTS

Metro Rail Delhi Metro launches free WiFi services inside trains on Airport Express Line

T

he Delhi Metro Rail Corporation (DMRC) today launched ‘Free Wi-Fi’ facilities at Metro stations on its Airport Express Line. DMRC’s Managing Director, Dr. Mangu Singh, launched the facility at the Shivaji Stadium Metro station.

The facility titled “Oui DMRC Free Wi-Fi” is available on all six stations of the Airport Express Line. As of now, passengers can log in simply by searching for Wi-Fi options and log into “Oui DMRC Free Wi-Fi”. DMRC aims to extend this facility to all other stations of the Metro network gradually.

For the facility, DMRC has tied up with a consortium led by M/s Techno Sat Comm which presently runs India’s first Wi-Fi on train service on the Delhi-Howrah Rajdhani Express. The facility is the globally acclaimed "T-Track 2.0 Wave 2 Solution", also used on high-speed trains worldwide.

With the facility, passengers can use all standard internet applications inside the station premises like email, Face book, Google, video chat as well as live streaming of cricket and football matches.

On December 11, 2019, the Union Cabinet, chaired by Prime Minister Narendra Modi approved a decision of sharing 50 per cent of the land cost with the Delhi government for three priority corridors of Phase-IV of Delhi Metro.

The three approved corridors of Delhi Metro Phase-IV projects are Aerocity to Tughlakabad, R.K Ashram to Janakpuri and Mukundpur to Maujpur.

A cabinet statement said that as per the revision in funding pattern, both the Centre and Delhi government will share the land cost of Metro Phase-IV in 50:50 ratio This is line with in pursuance of the amendments to Metro Rail Policy, 2017 applicable only for Delhi in compliance with the Supreme Court order dated September 6, 2019.

The Supreme Court, in its order, had upheld the provisions of Metro Rail Policy, 2017, regarding bearing of operational losses and repayment of the external loan and currency fluctuation cost by the State in case the special purpose vehicle (DMRC in this case) fails.

A.P. cancels Essel Infra’s tender for Vizag Metro, appoints new consultant

The Delhi Metro, in association with Rail Tel Corporation presently provides Wi-Fi facility at four of its major stations - Rajiv Chowk, Kashmere Gate, Central Secretariat and Hauz Khas.

The free Wi-Fi is an additional facility for the passengers on the Airport Express Line. The 22.7 km long corridor comprising of six stations is continuously registering a steady increase in ridership with the total ridership figure crossing 50,000 passengers in a day in August earlier this year Centre to share 50% of the land cost with Delhi government

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The Andhra Pradesh government has decided to appoint a new consultant for the preparation of a revised Detailed Project Report (DPR) for the Visakhapatnam Metro

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Rail Project through an open tender. The government has issued orders in this regard on Monday. The Government also decided to cancel the single bid of M/s Essel Infra Consortium.

The Government, in the GO 332, said that not much cost reduction was found in the bid received from successful bidder M/s Essel Infra Consortium, the single financial bid. The Managing Director of Amaravati Metro Rail Corporation (AMRC), has been asked to take necessary action.

Revalidated B.3k cr. project cost The government had earlier issued orders approving the development of Visakhapatnam Metro Rail Project under a PPP Model. It also accorded sanction to develop Metro Rail Project with three corridors consisting of 42.55 km under an innovative PPP model with a revalidated project cost of ₹ 8,300 crores.

Allows ECB or foreign funding The government has also permitted the AMRC to borrow an amount of ₹ 4,200 crores towards the cost of Civil Infrastructure by way of External Commercial Borrowings (ECB), or any other Foreign Funding Agencies/Financial Institutions with lower interest rates comparable to those of Indian Banks with a one time Sovereign Guarantee by the State Government.

Mumbai may have at least two operational metro lines in 2020

if things work as planned, Mumbai will have at least two operational metro lines in 2020 connecting the western suburbs of the city.

The two corridors, Metro Line-2A (DahisarDN Nagar) and Metro Line-7 (Dahisar EastAndheri East) are proposed to be

NEWS HEIGHLIGHTS commissioned simultaneously in 2020, the Mumbai Metropolitan Region Development Authority (MMRDA) said in a statement.

MMRDA has not yet received possession of land for a car depot for Metro Line-7 as the land parcel is currently with the Airports Authority of India (AAI).

MMRDA had proposed to give AAI another land in Gorai instead of their land. However, currently, this land has got a stay by the Bombay High Court as it had been earmarked for a law university.

Meanwhile, MMRDA has also claimed that corridors, Line-2B (DN Nagar-Mandale), Line-4 (Wadala-Kasarvadavali) and Line-6 (Swami Samarth Nagar-Vikhroli), will be operational by 2021.

The Supreme Court has restrained MMRDA from chopping trees for the construction of the Metro Line-4 and asked to maintain status quo on felling of trees for the project.

It had also sought replies from the MMRDA and the state.

The ambitious Colaba-Bandra-Seepz Metro-3 corridor, being implemented by the Mumbai Metro Rail Corporation (MMRC), has been facing several roadblocks and also missed its deadlines, which is now expected to be commissioned in 2021.

Alstom commences manufacturing of rolling stock for Mumbai Metro Line 3 (Aqua Line)

On 10th December 2019 Alstom, the leader in sustainable and smart mobility, today commenced the manufacturing of metro trainsets for Mumbai Metro Rail Corporation (MMRC) at its factory in SriCity,

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Alstom’s overall contract with MMRC for Line 3 is worth €452 million. The order includes manufacturing of 31 lightweight, fully-furnished modern metro trains of 8 cars each. Along with rolling stock, Alstom will also execute the power supply contract and equip Line 3 with Urbalis 400, its latest generation of CBTC signalling technology.

The scope of the signalling contract includes unattended train operation (UTO), c o m p u t e r- b a s e d i n t e r l o c k i n g a n d centralised train supervision and integrated telecom solution comprising of CCTV, passenger information, passenger announcement, and Gigabit network platform screen doors, as well as the electrical and mechanical supervisory control and data acquisition system (E&M SCADA).

The Chief Engineer of Ghaziabad Development Authority (GDA) said that 304 trees need to be cut for the extension of the corridor.

Mohan Nagar already has a Red Line station on the Dilshad Garden-New Bus Adda line.

Delhi Metro's Pink Line is the longest corridor stretching 58.59 km.

DMRC is aiming for April 2020 to start work on the project and expects it to wrap up by April 2024. "As per the DPR, the project will take four years to complete," said GDA chief engineer Singh. Singh also said that the Centre's contribution to the project is likely to be Rs 210.67 crore.

Pune Metro commences trial run on Sant Tukaram Nagar-Phugewadi section

Delhi Metro Blue Line to be extended 5km till Mohan Nagar from Vaishali

The Delhi Metro Blue Line would be stretched to by additional 5km till Mohan Nagar from the current last last stop, Vaishali. .The additional kilometres would make this the second-longest corridor in the Delhi Metro network.

The Delhi Metro Rail Corporation (DMRC) submitted a detail project report on Saturday for the extension of the Ghaziabad section. The Blue Line would converge with the Red Line at Mohan Nagar, as mentioned in areport in The Times of India The cost of the project is pegged at Rs 1,808 crore, out of which the Central government would bear 18 per cent, and the UP government would bear 74 per cent.

According to the report, 86,857 sq m of land would be required for three new stations Prahlad Garhi, Vasundhara Sector 14 and Sahibabad - on the route.

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Hon Chief Minister of Maharashtra Shri Uddhav Thackreray and Hon Shri Eknath Shinde, Minister of Urban Development Government of Maharashtra, unveiled the prototype model design of Pune metro coaches on 27.12.2019. Hon Shri Eknath Shinde, Minister of Urban Development, praised the features of Pune Metro coaches and said that the metro would increase Pune Pimpri Chinchwad city’s glory.

The Maharashtra Metro Rail Corporation Limited (Maha Metro) on December 31, 2019, has commenced the first metro train trial run on Sant Tukaram Nagar-Phugewadi section of Line-1 of Pune Metro Rail project. Maha Metro Managing Director Dr. Brijesh Dixit flagged off the first trial run in the presence of other senior officials and staff.

On December 30, 2019, the Maha Metro received a first three-coach train set from the Chinese Rolling Stock manufacture CRRC Corporation Limited (CRRC), and the Train placed on the elevated track above the viaduct at Sant Tukaram Nagar Station successfully

NEWS HEIGHLIGHTS

Indian Railway

ICF to manufacture 720 semi-high speed trains coaches

Cabinet approves transformational Organisational Restructuring of Indian Railways

The Union Cabinet chaired by Prime Minister Narendra Modi has approved a transformational organisational restructuring of the Indian Railways. This historic reform will go a long way in achieving the Government’s vision of making Indian Railways the growth engine of India’s Vikas Yatra.

The reforms include: • Unification of the existing eight Group A services of the Railways into a Central Service called Indian Railway Management Service (/RMS).

• Re-organization of Railway Board on functional lines headed by CRB with four Members and some Independent Members • The existing service of Indian Railway Medical Service (IRMS) to be consequently renamed as Indian Railway Health Service (IRHS) Railways have an ambitious program to modernise and provide the highest standards of safety, speed, and services to the passengers with a proposed investment of Rs. 50 lakh crore over the next 12 years. It requires speed and scale, and a unified, agile organisation to work single-mindedly on this task and capable of responding to challenges. Today’s reforms are part of series of reforms that have been undertaken under the present Government including the merger of Rail Budget with Union Budget, a delegation of powers to empower GMs and field officers, allowing competitive operators to run trains.

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The Railway Board has approved production of 720 coaches for 45 new semihigh speed trains by 2021-22.

The order was given to Indian Railways owned Integral Coach Factory (ICF), Chennai to develop 720 coaches at the international standard of comfort and s a fe t y. T h e s e n ew c o a c h e s w i l l b e manufactured in line with Vande Bharat Express trains (Train-18).

Last week, The decision to approve the manufacture of the new trains by the Integral Coach Factory (ICF) was taken in a high-level meeting held in New Delhi. The opinion of the heads of the Rail Coach Factory (RCF), Kapurthala, and the Modern Coach Factory (MCF), Raebareli, was also sought on their capability to make the new train sets so that they could be included in the program to roll out 45 semi-high speed trains (Vande Bharat Express) by 2021-22.

Now ICF will float fresh tenders to procure the propulsion system with revised guidelines on the design and eligibility criteria of suppliers. In the letter written to ICF, it was told to ensure that there was no compromise on the ‘Make in India’ policy of the Central Government.

In a letter sent to the General Manager, Integral Coach Factory (ICF), Chennai on Saturday, the Railway Board accorded its sanction for the ICF to proceed with the procurement process immediately according to the specifications and guidelines issued by the Research Designs and Standards Organisation (RDSO).

Mumbai-Ahmedabad Tejas Express to roll out on Jan 17, 2020

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After the successful private operation of Lucknow-Delhi Tejas Express, The second Tejas Express train to be operated by the Indian Railway Catering and Tourism Corporation (IRCTC) will start running between Mumbai-Ahmedabad from January 19, 2020.

Mumbai-Ahmedabad Tejas Express will introduce the all-new air-conditioned train with modern facilities and features between Ahmedabad and Mumbai Central from January 19 after its inaugural run on January 17, On its inaugural journey, the train will depart from Ahmedabad at 9.30 am and reach Mumbai Central at 4 pm. Similarly, on its return journey, the train will depart from Mumbai Central at 5.15 pm and arrive in Ahmedabad at 11.30 pm. The Tejas Express will run six days a week, except Thursday.

As per the schedule, the train will leave Ahmedabad at 6.40 am and reach Mumbai Central railway station at 1.10 pm, covering the distance of 533 km in 6 hours and 30 minutes.

It will six halts — Nadiad, Vadodara, Bharuch, Surat, Vapi and Borivali stations.

Ropeway Dehradun to become the first city in the country to have ropeway as Mass Transit System

NEWS HEIGHLIGHTS On Dec 23, 2019, Uttarakhand government signed a Memorandum of Understanding (MoU) with Delhi Metro Rail Corporation (DMRC) for setting up two ropeway projects in Dehradun.

Officials claimed that this would make Doon the first city in country to have ropeway as a mass transit system. The officials added that DMRC would study the project feasibility and hand over a detailed project report (DPR) to the state government in five months.

Initially, the government had planned to link Dehradun, Haridwar, and Rishikesh with a metro train and a separate entity named Uttarakhand Metro Rail, Urban Infrastructure & Buildings Construction Corporation Limited was also set up for the purpose.

However, a study found that it was not feasible to have a metro in most places in these three locations. Following this, the s t ate g ove r n m e nt d e c i d e d to h ave ropeways for Dehradun, Personal Transit Rapid or Pod cars for Haridwar and Light Transit Rapid to connect Dehradun, Rishikesh, and Haridwar.

manohar lal khattar l held here today regarding the implementation of the DelhiPanipat Regional Rapid Transit System (RRTS) corridor.

Chief Minister was apprised that under the Functional Plan on Transport for National Capital Region (NCR)-2032, eight corridors of RRTS will be constructed in the meeting.

However, in the first phase, three corridors will be constructed under Regional Rapid Transit System in NCR viz. Delhi-Meerut, Delhi-Panipat and Delhi-SNB-Alwar.

It was informed that a 103 km long DelhiPanipat corridor would be constructed which will have a total of 17 RRTS stations (including Sarai Kale Khan in Delhi). Under this project, earlier Panipat North Station was the last station. However, the Chief Minister directed the officers concerned to extend this corridor up to Karnal with a provision for a station at Gharaunda as well.

Hyperloop Virgin Group founder Richard Branson meets Uddhav Thackeray over MumbaiPune hyperloop project

Regional Rapid Transit system (RRTS) Haryana Govt approves Delhi-Panipat RRTS corridor up to Karnal

on Jan 6, 2019 Government of Haryana decided to extend the Delhi-Panipat RRTS corridor of NCRTC up to Karnal . This decision will enhance seamless transport facilities throughout National Capital Region (NCR), including Karnal. The share of the Haryana government in the DelhiPanipat RRTS corridor is around Rs 5,000 crore (16 per cent of the total cost).A decision to this effect was taken in the meeting chaired by Haryana Chief Minister,

Virgin Group founder Sir Richard Branson met Chief Minister Uddhav Thackeray on Thursday to discuss the $10 billion MumbaiPune Hyperloop One project.

Mr. Thackeray had started reviewing several projects after taking charge, sparking speculation that he may set aside the hyperloop and bullet train projects.

The Chief Minister’s Office tweeted on Thursday that the two discussed the hyperloop and other projects being implemented by Virgin Group. A statement issued by Virgin Hyperloop One said Mr. Branson and Mr. Thackeray talked about

High speed Rail (SHR) Centre approves Kerala semi-high speed rail project DPR of Rs. 66,079 Cr

Central Government has given in-principle approval to the Rs 66,079 crore Kerala semih i g h s p e e d r a i l p r o j e c t (Thiruvananthapuram-Kasaragod semihigh speed rail corridor) informed Kerala Chief Minister Pinarayi Vijayan on Dec 17, 2019 The Ministry of Railways on behalf of the Central Government has issued the approval order and conveyed to Kerala Chief Secretary Tom Jose. This information was shared on Kerala Chief Minister official facebook page.

The semi-high rail corridor is named as Silver Line which is envisaged to cut travel time between Thiruvananthapuram and Kasaragod from 12 hours to 4 hours.

The KRDCL has submitted a proposal to the Ministry of Railways for building third and fourth lines. The 540-km long semi-high speed rail corridor between Thiruvananthapuram and Kasaragod will be implemented by Kerala Rail Development Corporation (KRDCL).

The project cost of the Kerala semi-high speed rail project will be funded by the Kerala Government and Ministry of Railway.(TYP) The implementing body, KRDCL has proposed to raise Rs 34,454 crore as loans from the external agency for the project. The Central Government and the State Government are required to provide Rs 7,720 crore each. The State government will spend Rs 8,656 crore on land acquisition and allied matters.

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NEWS HEIGHLIGHTS

International News Funded by China, Pakistan's First Mass Tr a n s i t P r o j e c t L a h o r e M e t r o R a i l Conducts Trial Run

doors for the general public by March 2020.

In May 2014, China signed a memorandum of understanding (MoU) with Pakistan to fund the Lahore Metro Rail project. In December 2014, China's Exim Bank agreed to provide a soft loan of around USD 1500 million.

Opposition PML-N celebrated the opening of the project saying it is a gift to the Lahorites from the Sharif brothers (former premier Nawaz Sharif and former Punjab chief minister Shahbaz Sharif) and the PML-N. On Monday the PML-N 'inaugurated' the metro train at a 'mock ceremony' here.

Pakistan on Dec 10, 2019, inaugurated the trial run of its first mass transit project, which is funded by China.

The Orange Line Metro Train, which would complete 27 km of distance in 45 minutes, will pass through the congested areas of Lahore where more than 250,000 passengers travel daily.

Punjab Minister for Transport Muhammad Jehanzaib Khan inaugurated the trial run.

Following the inauguration, the project will formally enter in its completion phase. After the successful completion of the testing phase, the project is expected to open

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ARTICLESTORY COVER

Metrolite

M

etrolite will act as a feeder system to high capacity Metro as well. In addition to less capital cost, operation and maintenance cost of Metrolite would also be less making it more viable.

Metrolite is suitable for cities with a maximum 15,000 passengers per hour per direction which suit most of the small cities. It is to be noted that the metro rail system currently being developed is of high capacity which is required for bigger cities with very high ridership and Peak Hour Peak Direction Traffic (PHPDT).

Seeing the success of metro rail in the country, several smaller cities with a lower projection of ridership are aspiring for a railbased mass rapid transit system. To fulfil this need, "Metrolite" with lesser capacity and much less cost is planned by the government.

State governments have already been requested to adopt Metrolite as a prime mode of mass transit in smaller cities. The cost of construction for Meterolite is much less than (about 50% of elevated and 20% of underground) of a high capacity metro system.

What is Light Rail Transit System?

Light rail transit (LRT), tram or fast tram is a form of urban rail transit which uses rolling stock similar to a tram, but operates at a higher capacity, and often on an exclusive right-of-way. While there is no standard definition, in the United States (where the terminology was coined in 1970s), light rail operates primarily along exclusive right-of-way and uses either individual tramcars or multiple cars/coaches coupled to form a train which runs with lower capacity at lower speed compared to along heavy-rail passenger train or metro train.

This type of transit system is referred to as a light metro. It is worth mentioning that Light rail systems are found throughout the world, on all inhabited continents. They have been rather popular in recent years because of their lower capital cost and increased reliability.

The Ministry of Housing and Urban Affairs issued that Standards for “Metrolite” earlier this month. This system is most viable and sustainable due to its attractive capital operation and maintenance cost.

Features proposed in Meterolite Trains: 1. Metrolite trains with a maximum 12 T axle load is to be adopted for passenger PHPDT capacity from 2,000 to 15,000. The track curves of radius up-to 25 m are adopted. Hence, the car body width of 2.65 m is to be adopted as the standard dimension.

2. The car structure material shall be stainless steel or Aluminium.

The train configuration will be of the three-car unit. The number of

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additional coaches of the train may be decided by the Metrolite authority based on PHPDT in the initial design stage itself.

3. Trains shall be capable of carrying full load passengers up-to a gradient of 6%. Individual metro authorities can decide the gradient requirements based upon the site conditions as Metrolite is predominantly planned at-grade.

4. Up-to-300-passenger loading for 3-coach train unit. The train shall be capable of travelling in elevated, at grade and tunnel sections.

5. Motorisation - Minimum 50% motorized axles for the unit of 3 nonseparable coaches. Maximum operational speed is proposed at 60 Kmph. Safety certified obstruction detection system shall be employed for the trains.

The 'Metrolite' system will have a dedicated path separating it from road traffic. For segregation with road traffic, fencing will be provided on either side of the network. To recall, the Modi government in its manifesto had promised to expand the metro network coverage to as many as 50 cities. This new transit system will be provided with shelter platforms, no platform screen doors, AFC gates, X-ray and baggage scanner. The ticket validators are likely to be installed inside the train and shelter with NCMC or other ticketing systems.

Light Rail Transit System in other countries: Several countries in Africa, Asia, Europe, North America and South America have a light rail transit system. Some of the major light rail system include Baltimore light rail with average speed of 24 Mph, Dallas (Red Line) at 21 Mph, Dallas (Blue Line) at 19 Mph, Denver (Alameda-Littleton) at 38 Mph, Denver (Downtown-Littleton) at 26 Mph, Los Angeles (Blue Line) at 24 Mph, Los Angeles (Green Line) at 38 Mph and Salt Lake City at 24 Mph. Advantages of (Metrolite’) 1. Since the cost of construction for spelling rror, 'Metrolite’" is way less compared to metro, the fare is expected to be less as well which will be a huge advantage for the lower middle class and middle-class population.

2. Several small cities face connectivity issues due to lack of proper public transport. The Meterolite service will offer smart, convenient and cost-effective transit option to people enabling them to commute easily within the state.

3. The government is also planning to ensure that Metrolite' acts as a feeder system to high capacity Metro which means that people who have trouble reaching high capacity metro rail now due to connectivity issues will be relieved as these light metros will make commute simpler.

4. Private vehicle hike on roads has contributed to pollution and traffic congestion. Hundreds of autos are the only source of local transport in some small cities. With the introduction of Meterolite service, it is expected that several private vehicles may be taken off-road which will help lower pollution and decongest roads.

Recently Delhi Metro Rail Corporation (DMRC) has submitted detailed project reports for the two proposed Metrolite corridors — Rithala to Narela (21.7km) and Kirti Nagar to Dwarka ECC (Exhibition-cum-Convention Centre) in Sector 25 (19km) — to Delhi government for approval. After getting a nod from the government and the Centre, DMRC expects to complete the two projects within three years. The Rithala-Narela corridor is expected to come up first.

ETCS – Eurobalise Transmission Module

ETCS – Juridical Recording Unit (JRU)

ETCS – Doppler radar for non friction dependent movement detection

ARTICLESTORY COVER

Metro Neo

T

he Greater Nashik Metro or Metro NEO is a proposed rapid transit system in the Nashik metropolitan area. The system is proposed to reduce traffic congestion as well as provide direct connectivity to Nashik city from its Suburbs. The Greater Nashik Metro will connect suburbs of Nashik city like Deolali, Nashik Road, Upnagar, Nashik Airport, Sinnar, Igatpuri, Gangapur, Traimbakeshwar, Dindori, Bhagur, Niphad, Adagaon, Ghoti and Girnare.

This project is implemented and operated by Maharashtra Metro Rail Corporation Limited with the help of Central and state government, Nashik Metropolitan Regional Development Authority (NMRDA) and Nashik Municipal Corporation.

It will be India's first Rubber-tyred metro. Greater Nashik Metro will be implemented by MahaMetro and funded by CIDCO. Proposed Standard Specifications for Metro Neo Summary • Elevated or At-grade shared Right of Way (RoW) • Rubber-tyred bi-articulated electric coaches – quality at par with Metro • Overhead traction of 750VDC • Coaches are capable of running on battery in Non-OHE zones.

• Guided coaches for passenger safety and also upgradable to LRT • Small stations – Entry from footpath to platform through lift/link bridge • Higher acceleration and deceleration • Coaches can run very close to each other thus attaining lesser headway • Telecom network to connect coaches, provide ticketing and smart passenger information system.

• Superior in terms of vibration, noise, acceleration and cost Civil Parameters For For elevated Metro Neo • Width of viaduct = 8m • Shared right of way can be planned for 8m of viaduct • Road space occupied for piers is max 2.2m • No Concourse level in elevated stations, All technical rooms and TOM planned on Platform level only.

• Platform width for elevated station is 2.25m on either side, length of platform is minimum 30m • Foot over bridges and elevators are planned for entry/exits.

• Turnarounds are provided at terminals of the corridor.

• Vertical gradient for viaduct = 5% • Desirable horizontal turning radius = 90m Civil Parameters For At-grade Metro Neo • Shared RoW for Metro Neo. If dedicated RoW is to be provided then continuous fencing/plinth is provided • Width occupied 8m (RoW) on the roads (for UP+DN line) and 12m at the stations.

• If road width is not available, Single line (4m) shall run on one road and other line is planned on parallel road.

• Width of each platform = 2.25m, length of platform is min 30m

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• Station roof shall be optimized upto the platform area, not entire road width • Ring network to be planned to reduce the head way.

• Crash barriers are provided for collision prevention Rolling Stock • Rubber tyred electric coaches with Axle load 10-12Ton • Coach width = 2.55m • 2 types of coaches single articulated with 18m length and double articulated with 25m length • 18m coaches will have a passenger capacity = 140 and 25m coaches have 250 • Car structure shall be stainless steel or Aluminum • Sufficient Battery capacity upto 20-25KM at non-OHE zones • Max operating speed = 65kmph Average speed = 30kmph • Front or Back or Side evacuation can be possible as per Metro authority • Anti collision devices in coaches to prevent forward collision and overspeed warnings Traction And Power Supply • Operate on 750 VDC Overhead traction (parallel overhead wires) • Dedicated HT supply (22/33 kV) will be availed from Grid substation thereby avoiding the requirement of Receiving Substation (RSS).

• Ring Main Network - The power supply at 22/33 kV voltage level will be distributed along the alignment through 33kV Ring main cable network for feeding Traction Substations (TSS).

• These cables will be laid in dedicated ducts along/below the viaduct.

• A Traction substation (TSS) for every 2-3 km will be envisaged • The contact wire shall be hard-drawn copper or copper alloy wire, usually with a cross section ranges from 80/100/107/120/150 mm2 • Height used for standard contact lines - 5.5m and for lines under bridges or for depots - 4,5m up to 5,5m.

• Catenary switches are provided on OHE wires for route diversions Signal, Telecom & AFC • Line of sight Signalling dependent on driver with anti collision devices and speed limits • Central monitoring system of coaches in control centre with GPS based system • Fibre optic cables, minimum CCV surveillance in stations, intelligent display system for coach arrival departure. Centralized storage is given and telecom racks can be placed below platforms avoiding separate telecom room.

• Ticket validators are installed inside coaches with NCMC ticketing systems • Tickets are available at stations, TVM’s in local shops and other landmark areas in city • No AFC gates in stations Guidance System • Kerb guidance system can be used in Metro Neo • A small guide wheels are attached to the bus axle and are guided by vertical curves on either side of the lane.

• These guide wheels push the steering mechanism of the bus to keep it on centralized path.display The bus canmode be steered normalPZB way if ETCS – Driver in STM for Classin B system it is away from the guide way.

• This system permits high speed operation and precise positioning.

• This type of guidance system is relatively inexpensive as compared to other systems.

Depots • Entry/Exit shall be toll plaza type with inlet points • The maintenance and stabling or more facilities for coaches can be done in one depot • Depot to be planned without OHE except for OHE maintenance shed & Coaches are to be operated on battery at depots

ARTICLE OF THE MONTH PROJECT

Jaipur Metro Jaipur Metro is a rapid transit system in the city of Jaipur, Rajasthan, India. Construction on the most elevated part of the first line, called Phase 1A, comprising 9.63 kilometres of the route from Mansarovar to Chandpole Bazaar, started on 13 November 2010 and was completed in 2014. The project's commercial run was delayed to December 2014, and then to April 2015. After receiving safety clearance from Commissioner of Metro Rail Safety (CMRS) in May 2015, Jaipur Metro began commercial service between Chandpole and Mansarovar on 3 June 2015. The Jaipur Metro Rail system is India's sixth metro rail system after those in Kolkata, Delhi NCR, Bangalore, Gurgaon and Mumbai. Jaipur Metro is the first metro in India to run on triple-storey elevated road and metro track.

Background With the rapid industrialization and commercial development of Jaipur, teamed with a growing population, the transport infrastructure of the city was found to be overburdened. As a result, the government mulled over the establishment of Jaipur Metro on the lines of Delhi Metro which had proved to be a great success JMRC Ltd. The Jaipur Metro Rail Corporation Ltd., abbreviated to JMRC, is a state-owned company that operates the Jaipur Metro. The Jaipur Metro Rail Corporation Ltd. was created on 1 January 2010 with Nihal Chand Goel serving as the managing director.

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Among the Rapid Transit systems of India, it has been recorded

as fastest organization to conduct trial run after starting construction, when it commenced trial runs in Jaipur on 18 September 2013 flagged off by the then Chief Minister of Rajasthan Shri Ashok Gehlot.

Construction Physical construction work on the Jaipur Metro started on 24 February 2011. JMRC consulted the DMRC on rapid transit operation and construction techniques.

The first line of the Jaipur Metro was opened to the public by Vasundhara Raje, the Chief Minister of Rajasthan, on 3 June 2015, and thus, it became the sixth rapid transit system in India.

The first phase of the project is expected to be completed in 2020.

Network The Jaipur Metro is being built in 2 phases. Phase I consists of the Pink Line and Phase II consists of the Orange Line.

Currently, the Pink Line is under construction. The implementation of Phase 1A of the project (Mansarover to Chandpole having the length of about 9.63 km) including the civil works, permanent way, depot and traction and power supply, etc. was being managed by DMRC. This statement is meaningless Phase I-A completed 9 stations and 9.63

ARTICLE OF THE MONTH PROJECT underground and 9.13 kilometres is elevated.

Phase I: Mansarovar – Badi Chaupar

The remainder of the first line, Phase I-B (2.349 kilometres, 2 stations), is scheduled to be completed by 2020. Phase II (23.099 kilometres, 20 stations) is planned to be completed by 2021. With the completion of Phase 1 and II, the network will span 35.078 kilometres (21.796 km) and 31 stations.

(East-West Corridor) Pink Line The first route of Jaipur Metro (East-West Corridor) will connect Mansarovar to Badi Chaupar via Civil Lines and Chandpole. In Phase I-A, the metro is operating between Mansarovar to Chandpole. The construction of Phase-I B between Chandpole and Badi Chaupar is under process and is awaited to be completed. This is the Metro line that got flagged off on 5 June 2015 and has been named as Pink Line, as it takes passengers to the Pink City. The depot for this line is situated at Mansarovar.

Route Length: 12.0 km Project Cost: INR 3,149 crore Stations: 11 Stations No. of Trains: 10 Operational Stations: Mansarovar, New Aatish Market, Vivek Vihar, Shyam Nagar, Ram Nagar, Civil Lines, Railway Station, Sindhi Camp, Chand Pole

Current route

Under Construction: Chhoti Chaupar, Badi Chaupar.

Depot: Mansarovar As of June 2015, with the completion and the beginning of operations of Phase 1-A, the Jaipur Metro network comprises one line, serving 9 metro stations and operating on a total route length of 9.63 kilometres.

Planned extensions Phase II: Sitapura Industrial Area – Ambabari (North-South Corridor) Orange Line Phase II (North-South Corridor) is scheduled for completion in 2021. The Orange Line will be 23.099 kilometres (14.353 mi) and serve 20 stations when complete. This will connect Sitapura Industrial Area in the South to Ambabari in the North via Ajmeri Gate and MI Road. The tracks will be elevated between Sitapura and Ajmeri Gate and then will go underground. There might be some changes in the plan before actual construction starts on these lines.

Route Length: 23.99 km Stations: 20 Stations Project Cost: Rs.6,583.00 Proposed Stations: Sitapura Industrial Area, Pratap Nagar, Haldi Ghati gate, Sanganer, Laxmi Nagar, Durgapura, Mahaveer Nagar, Gopalpura, Dev Nagar, Tonk Phatak, Gandhi

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ARTICLE OF THE MONTH PROJECT Nagar More, Sawai Mansingh Stadium, Narayan Singh Circle, SMS Hospital, Ajmeri Gate, Government Hostel, Sindhi Camp, Subhas Nagar, Pani Pech, Ambabari.

Automated station announcements are recorded in Hindi and English. Many stations have services such as Parking lot, ATMs and mobile recharge. Eating, drinking, smoking, and chewing of gum is prohibited in the entire system. The metro also has a sophisticated fire alarm system for advance warning in emergencies, and fire retardant material is used in trains as well as on the premises of stations. Navigation information will sooner be available on Google Transit. The first coach of every train is reserved for women.

Security

Jaipur Metro was planned to be built in phases. Phase-I A (9.63 km) was completed in 2014, and Phase-I B and Phase II are scheduled for completion in 2020. Work on Phase-I B has been started while planning for Phase II has begun.

Phase 1B The Pink Line will be realized with the completion of Phase 1B (2.349 kilometres (1.460 mi), 2 stations), which is scheduled for completion in 2020. Construction has already begun for this phase. Tunnel excavation work between Chandpole and Badi Chaipar completed in Aug-2017, civil work to complete by Nov2019. Details of the approved line are: Line

Stations

Length (km)

PinkLine Line extension extension Pink

2

2.349

Terminals Chandpole

Badi Chaupar

Finances The Estimated cost of the East-West corridor of the Jaipur Metro is ₹3,149 crore (US$460 million). The state government would be directly funding ₹600 crores (US$87 million) while the rest would be borne by other wings of state urban development and housing departments. The Phase-II is expected to cost ₹6,583 crores (US$950 million)

for which government is

mulling over PPP mode.

Operations A concession for operation and maintenance of Stage 1 and Stage 2 is to be let on a PPP basis.

Trains operate at a frequency of 10 to 15 minutes between 6:45 and 21:00 depending peak and off-peak time. Trains operating within the network typically travel at speed up to 40 km/h (25 mph) and stop for about 20–40 seconds at each station.

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of security of Jaipur Metro has been entrusted to Rajasthan Police. A strength of 789 police personnel has been sanctioned for security and policing of Jaipur Metro. Latest security equipment has been provided at all Metro Stations. Closedcircuit cameras from IndigoVision are used to monitor trains and stations, and feed from these is monitored by Rajasthan Police and Jaipur Metro authorities at their respective control rooms. In addition to metal detectors, X-ray baggage inspection systems, and dog squads are also deployed which are used to secure the system. Each of the underground stations has about 45 to 50 cameras installed while the elevated stations have about 16 to 20 cameras each. The monitoring of these cameras is done by the Rajasthan Police, which is in charge of security of the Metro, as well as the Jaipur Metro Rail Corporation.

Intercoms are provided in each train car for emergency communication between the passengers and the train operator.

Periodic security drills are carried out at stations and on trains to ensure the preparedness of security agencies in emergency situations.

Ticketing & Recharge For the convenience of customers, Jaipur Metro commuters have three choices for ticket purchase. The RFID tokens are valid only for a single journey on the day of purchase and the value depends on the distance travelled, with fares for a single journey ranging from ₹5 to ₹15. Fares are calculated based on the origin and destination stations using a fare chart and it also

ARTICLE OF THE MONTH PROJECT depends on peak rush in Metro.

Travel cards are available for longer durations and are most convenient for frequent commuters. They are valid for three years from the date of purchase or the date of the last recharge

outside the coaches, power supply connections inside coaches to charge mobiles and laptops, better humidity control, microprocessor-controlled disc brakes, and will be capable of maintaining an average speed of 32 km/h (20 mph) over a distance of 1.1 km (0.68 mi).

and are available in denominations of ₹100 to ₹1,000. 10%15% discount is given on travels made on it depending on the actual fare. A deposit of ₹50 needs to be made to buy a new card which is refundable on the return of the card any time before its expiry if the card is not physically damaged. Tourist cards can be used for unlimited travel on the Jaipur Metro network over short periods of time. There are two kinds of tourist cards valid for one and three days respectively.

The cost of a one-day card is ₹50 and that of a three-day card is, besides a refundable deposit of ₹50 that must be paid at the time of purchasing the card. Jaipur Metro also has introduced a Combo Card. JMRC has already entered into an MoU with HDFC Bank and accordingly co-branded Combo Cards will be issued by HDFC Bank which will be used on Jaipur Metro system just like Daily Commuter Smart Cards issued by Jaipur Metro.

Rolling stock

Trains on the metro operate at a maximum speed of 80 km/h (50 mph), and an average speed of 32 km/h (20 mph). Maximum speed is limited to 42 km/h (26 mph) at curves.

Signalling and Telecommunication The Jaipur Metro uses cab signalling along with a centralised automatic train control system consisting of Automatic Train Protection and automatic train signalling modules. Jaipur Metro has proposed that it will have automatic train operation also in future. A 380 MHz digital trunked TETRA radio communication system from Cassidian is used on all lines to carry both voice and data information. An integrated system comprising optical fibre cable, on-train radio, CCTV, and a centralised clock and public address system is used for telecommunication during train operations as well as emergencies.

Environment and aesthetics A major advantage of the metro is that it reduces per person carbon emission by a very significant amount.

Jaipur Metro has been decorated by the artwork of heritage wall of Jaipur inside and outside of the Metro. Metro stations also have the same kind of artwork.

Major Contract Awarded Delhi Metro Rail Corporation (DMRC): General Consultancy BEML Limited: Contract for the supply of 10 nos. four-car train (Rolling Stock) Latest update

The Metro uses 1,435 mm (4 ft 8 1⁄2 in) standard gauge rolling stock. Trains are maintained at Mansarovar Deport for Pink

Nov 4, 2019: JMRC all set to start Metro on Phase-IB corridor by mid-November.

Nov 2, 2019: JMRC to sell land to fund future Metro projects

Line. In December 2011 BEML was awarded a ₹318 crore (US$46 million) contract to supply 10 four-car trains for Phase 1. The Jaipur Metro plans to lengthen the trains later to 6 coaches as the traffic increases. BEML expects a follow-on order worth ₹60 crores (US$8.7 million) Thus these rolling stocks are said to be indigenous and are manufactured by BEML at its factory in Bangalore. The trains are four-car consists of a capacity of 1506 commuters per train, accommodating 50 seated and 292 standing passengers in each coach. These trains will have CCTV cameras in and 26

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Oct 18, 2109: Mukesh Kumar Singhal first non-IAS gets charge of MD of JMRC Sep 21, 2109: Jaipur Metro Phase-2 to run on elevated tracks to cut costs Jul 10, 2109: Jaipur Metro phase-II project back on track Jun 10, 2019: Phase 1-B of Jaipur Metro to be completed by October

ARTICLE EXCLUSIVE INTERVIEW

Exclusive Interview with

Mr. Rajesh Agrawal Member (Rolling Stock), Railway Board

Exclusive Interview ofrailway is all about Trains a.k.a Rolling Stock. In Mr. Agrawal: The

Metro Rail News team conduct an e-mail interview with Mr. Rajesh Agrawal, Member (Rolling Stock), Railway Board and ex-officio Secretary to the Government of India. He talks about Railway automation and digitisation impact, execution and future plans. here are the edited excerpts:-

2018; The synergy, initiatives and efforts of our Rolling Stock team of almost 2000 officers and over 300,000 staff has been unprecedented with wholehearted efforts to Digitisation and Automation for transformation in 2019 all the five major areas as follows:-

Tilak Raj Seth

Why does the Indian Railway need to implement Automation and digitization?

Mr. Rajesh Agrawal: In 2019; it has been my proud privilege to head the Rolling Stock department of the Great Indian Railways that is amongst the largest Railways and a socio-economic lifeline of our vast country. In keeping with the inspiration of our Hon’ble PM to Perform, Reform and Transform; we successfully made this a game changer year in Indian Railways for Technological Transformation of Trains. For this purpose; an extraordinary initiative was taken for Automation and Digitisation that has led to Visible and discernible impact of our Transformation initiatives in Indian Railways for India and beyond.

From where you get the idea of Automation and digitization?

Mr. Agrawal: My Science, Mathematics & Triple Engineering graduation background, Passion for Technology from childhood, proficiency in Computers since Microsoft DOS 1.0 in mid Eighties and vast experience of almost 4 decades has always enabled me with Technology solutions for Industrial Automation in a connected world to deliver exponential progress. As Apex in-charge in 2019 for Rolling Stock; I got a valuable opportunity to use my knowledge, skills and aptitude in Automation & Digitisation for the effective Transformation of Rolling Stock in Indian Railways like never before.

How the Automation and digitization will affect Indian Railways? What are the current steps you have already taken to implement Automation and digitization?

1) SMART Coaches IoTs, Sensors, SCADA, networking, analytics, diagnostics, alerts etc have been conceptualized and rolled out for significantly improved inspirational Passenger Experience with Awe, Ambience & Amenities.

2) Train-sets with TCMS (Train Control and Management System) for Reshaping of countrywide mobility to Hub & Spoke high-speed movement through World class state of the art Trains Ÿ

Ÿ

Ÿ Ÿ

Intercity 130-160kmph (Vande Bharat) to identified hubs at average speeds of 90-110 kmph rather than existing 45-55 kmph.

Regional 100-160 kmph (MEMU) for movement within a region up to 500 kms again at around double of the current average speeds.

Suburban 80-120 kmph (EMU) with speeds increased up to 120 kmph and in more metro cities in India Metro that Railways too can make more economically and sustainably.

3) Reducing the high Logistics cost as per National Logistics Policy for Safe, Secure and Swift movement of Goods in India. Ÿ Digital 3-D parametric Design/Simulation/Development for the concept to Roll out within the same year rather than several years. Ÿ SMART Yards with Trackside sensors/diagnostics, RFID, etc at

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ARTICLE EXCLUSIVE INTERVIEW around 40 locations covering most of the movement with predictive maintenance > higher axle load of 25T has been made possible for the first time. Ÿ Ÿ

higher speed up to 100kmph with 25T axle load has been made possible for the first time higher load ability for bulk and non-bulk commodities has been made possible for the first time to significantly improve rail share of freight especially in automobiles, 2-wheelers, trucks, containers, steel-coils, fly ash, etc.

4) Industry 4.0 Robotic & Cyber-Physical enabled Manufacture in terms of the National Policy for Advanced Manufacturing and improving Share of manufacturing in India’s GDP for World-class Quality and Exponential growth in Quantities. Ÿ Exponential jump in Manufacturing in all units becoming largest coach producers in the world. Ÿ Upscaling manufacture to State-of-Art and fit for large scale exports-> Eliminating shortage of coaches for the first time in India 5) Environment Impact as per National / International commitments Ÿ Bio-toilets as the most significant Swatch Bharat initiative impacting all Trains, all Stations and the country at large Ÿ Meeting our Railway NDC commitments perhaps by 2022 instead of 2030.

How Automation and digitization will affect employment in Indian Railways?

Mr. Agrawal: As above; the Scale has been enabled to grow exponentially for Existing Passenger services, Train-sets, Freight and Manufacturing that is resulting in large scale creation of jobs in IT, Goods and Services.

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How digital services for rolling stock will help to reduce the overall cost of maintenance?

Mr. Agrawal: This has already happened as the huge increase in Coaches, wagons and manufacturing are being done only with existing man-power, yard-sticks for maintenance have been reduced and the predictive maintenance regime that has been ushered in will reduce the cost of maintenance.

What is the estimated cost to automate and integrate the train control system?

Mr. Agrawal: This is a part of ongoing revenue and capital expenditure that results in an increase in productivity, reducing time & cost of maintenance, better utilisation & availability of assets, timely need-based predictive maintenance rather than costly preventive-maintenance/breakdown and increase in revenues & decrease in expenditure as a consequence.

How will Automation and digitization be useful for passengers?

How much time it will take to complete Automation and digitization Railways?

Mr. Agrawal: As mentioned above in the steps already taken; passenger train manufacture, amenities, experience & services are improved with a motto to Perform, Reform & Transform with Skill, Scale & Speed. This is an ongoing exercise that has already been cut-in with all-new manufacture of coaches, retro-fitment in existing coaches & maintenance-depots and improvements as technology improves with time.

Our booklet and conference are being held tomorrow with Industry leaders and partners to showcase the game-change of 2019 in Indian Railways for Technological Transformation of Trains and the way forward.

ARTICLE EXCLUSIVE INTERVIEW

Metro is a lifeline of public commute L&T Metro Rail Hyderabad MD K.V.B. Reddy takes pride in a major milestone in the city

H

yderabad Metro Rail is the world’s largest Public-Private Partnership (PPP) project, adopted successfully in the city for the first time.

L&T Metro Rail Hyderabad took a quantum leap from being a client, and a contractor to the role of a concessionaire for this ₹14,132 crore project and has completed two corridors — Red Line: Miyapur to L.B. Nagar (29 km) and Blue Line: Nagole to Raidurg (28 km).

The last corridor or Green Line: Jubilee Bus Station to Mahatma Gandhi Bus Station at Imliban (11 km) is scheduled to be opened next month, altogether completing 68 km of the 72 km originally planned across three corridors (MGBS to Falaknuma shelved).

Managing Director and Chief Executive Officer K.V.B. Reddy looks back at work done with pride in this interview.

Two years after launch, how has HMR shaped up? Are you happy with the passengers’ response?

Mr. K.V.B. Reddy: It has become a lifeline of public commute in Hyderabad and more so with the opening of the Raidurg section.

We have won the trust of citizens because our operations are accurate, timely, safe, secure, gender-friendly and comfortable.

This has been possible with all the hard work, support and collaboration of our employees, partners, stakeholders, media and also contractors.

I am thankful to citizens for welcoming and overwhelmingly adopting Hyderabad Metro.

Are there any take-aways from passengers’ experiences so far and has it made you change certain processes in operations?

Mr. Reddy: We have engaged, equipped and empowered our commuters through various communication channels. Measures such as customer service help centres, call centres, websites and social media, among others, have helped them talk about our services in their voice and communicate aspects that make our service unique, both good and bad.

What were the key challenges in the run-up to the launch of the services and from then on?

Mr. Reddy: There were challenges all through — from preconstruction when no drawings were available for underground utilities giving us a lot of surprises for every pier foundation being dug. Too many government agencies led to lengthy procedures and then, we had a deal with the clash of interest between various departments. Approvals from defence and railways were long drawn processes and we had to make frequent changes even after finalization of alignment due to property acquisition challenges.

How do you see the role of Metro rail in changing city landscape?

Mr. Reddy: High-speed and high-quality urban transport catalyse development and real estate value of the areas it connects. We see a similar transformation here with vibrant micro markets getting vibrant as it has happened in Delhi, London and other cities.

Uppal/Nagole and Miyapur have transformed significantly and METRO RAIL NEWS | JAN 2020 | WWW.METRORAILNEWS.IN

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ARTICLE EXCLUSIVE INTERVIEW about 12.5 million sq. Ft out of a total of 18.5 million sq. ft of commercial space will be developed at these terminal hubs.

What are the measures being taken to lure more passengers into the system?

Mr. Reddy: We have taken initiatives to provide first and last-mile connectivity by introducing electric vehicles, rent a bike service, cab aggregator service and bus service at metro stations. To improve ridership experience, we started providing free water, toilets, ladies sections, cross-sell offers and even complimentary newspapers.

What are the plans to make the project financially viable?

Mr. Reddy: Our model is similar to Hong Kong and other metros where Transit Orientation Development (TOD) plays a significant role at terminal hubs and along the corridors. Yes, there are costoverruns, interest rate fluctuations and foreign exchange issues.

How do you see PPP mode of constructing projects like Metros taking shape now?

Mr. Reddy: Public-Private Partnerships (PPPs) are all about maintaining equilibrium between public and private, risk and reward, cost and impact. Statutory approvals should be made system based to prevent delays, and there has to be coordinated, time-bound approvals from different government levels for speedier and economical execution of the project. Special funds with low interest and for long duration is necessary.

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ARTICLE EXCLUSIVE INTERVIEW

Exclusive Interview of

Mr. Naveen Sawhney Chairman & MD Cords Cable Industries Limited

M

r. Naveen Sawhney, Chairman & MD, Cords Cable Industries Limited, is a Mechanical Engineer and also holds a Diploma in Marketing Management. He cofounded Cords Cable Industries Ltd. in the year 1987. Mr. Sawhney has a rich experience of over 45 years in the Cables Industry.

Leveraging his vast experience, long-term vision, entrepreneurial abilities & strategic planning, the Company has grown over the years and is today a name to reckon with in the B2B business.

In an interview with Editorial Team, Naveen Sawhney said, “Our total order book as on 30th September 2019 is of about Rs148cr. As previously said, this is a fairly diversified order book from various sectors.”

Could you give us a background on the business of Cords Cable Industries?

Mr. Naveen Sawhney: Cords Cable Industries Limited is a specialised Control & Instrumentation cable company offering a wide range of cable products to multiple industries. We have over 3 decades of rich experience and enjoy strong brand equity in the B2B segment. CORDS became perhaps the only listed cable manufacturer in the entire Asia-Pacific region to be recognised by Forbes magazine under its “Asia’s 200 Best (Companies) under a Billion Dollar” category in 2008. We design, develop and manufacture a varied range of Instrumentation, Control, Thermocouple and Power Cables.

CORDS is in the business of providing cost-effective and quality solutions for various signalling & electrical connectivity requirements. CORDS has carved a niche in the manufacturing of customised cables as per the customer’s specifications.

What differentiates you from the other cable manufacturing companies?

Mr. Sawhney: We do not focus on manufacturing standardised products, unlike the other players in the broader wire & cable industry. We endeavour to provide solutions that cater to the customers’ needs. Today, CORDS caters & receives enquiries for supplies of various special & customised cables for a diverse variety of engineering & infrastructure projects across multiple sectors such as Metro Rails, Freight Corridors, Oil & Gas, FMCG, Ferrous & Non-Ferrous Metals, Cement, Fertilizers, Chemicals, Renewable Power, Nuclear & Thermal Power, Indian Railways, Refineries, LPG Bottling, Airports Development & Modernization, Water Desalination, Building Automation, Sewage Treatment etc.

It is noteworthy to mention here that CORDS has supplied cables to almost all the Metro rail projects in India. This is a testimony of our quality & brand name. We also take pride in the fact that we have never lost a single customer till date.

What are the Company’s current capacity and capacity utilisation?

Mr. Sawhney: We have state of the art facilities with a total capacity of approximately 65,000 core cable Kms p.a. Spread across 2 manufacturing facilities in Rajasthan. Chopanki unit has a capacity of around 30,000 core cable Kms p.a. while Kahrani unit has a capacity of about 35,000 core cable kms p.a.

Chopanki unit manufactures LV Power, Instrumentation, Control & Speciality Cables while Kahrani unit, apart from the above, can also manufacture more specialised cables like Fieldbus, PV Solar, EPR Insulated and many more. Currently, our capacity utilisation rate is close to 70%.

What kind of cables are these?

Mr. Sawhney: Ours is a complete B2B business. Hence, the cables we manufacture are not of day to day use which you may see. These are highly customised cables manufactured as per the customer’s requirements and specifications. 95% of all our products are as per METRO RAIL NEWS | JAN 2020 | WWW.METRORAILNEWS.IN

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ARTICLE EXCLUSIVE INTERVIEW customised and comply with the highest standards of quality which ensures higher customer recall, the first choice for customers as well as repeat orders.

Could you help us understand it segment-wise?

Mr. Sawhney: We have broadly categorised our cables into 2 segments that is Instrumentation & Control Cables and another one is Power Cables. Instrumentation & Control cables are further divided into 3 sub-segments:Thermocouple cables – These are used to extend thermocouple circuits from the sensor to the reference unit.

Control & Electric Wiring cables – Control cables are used in interconnection of process control, communication and panel control systems. Electric wiring cables are used for electric power, lighting & internal wiring.

Instrumentation, Signal & Data cables – These are used in data acquisition systems, computer networking, PA systems, digital control measuring communication systems The Instrumentation & Control Cables category accounts for over 80% of our revenue for Q2FY20. A second broad category that is the Power transmission companies use power cables. Nearly 20% of revenue comes from this category.

Which are the sectors you cater to? Are you dependent on any sector?

Mr. Sawhney: We cater to multiple industries like oil & gas, hydrocarbons, airport development & modernization, railways, metro rails, power sector and others as well. We have a diversified pool of revenue from all these sectors. To give you some idea, for FY19, our revenue from hydrocarbons sector contributed highest i.e. 54% to the total revenue, about 19% came from power sector while 11% came from metro & freight corridors. Gradually, we have focused on reducing our dependence on the power sector and have increasingly focused on comparatively cash-rich sectors like hydrocarbon & others.

What is your orderbook as on September 2019?

Mr. Sawhney: Our total orderbook as on 30th September 2019 is of about Rs148cr. As previously said, this is a fairly diversified order book from various sectors. Of the total order book, approximately 64% is constituted by hydrocarbons, 16% from power, 7.5% from cement & metals while the rest is spread between metro, freight corridor, fertilizers, chemicals, FMCG and water.

What plans does the company have to grow business further?

Mr. Sawhney: We see ample opportunities for the company’s further business growth especially from Metro rails, Dedicated Freight Corridors, Railways, Airport Modernization & Development, Exports & Sales through the dealer network. These opportunities are further strengthened through the recent approvals the company has already in place from RDSO (Research Design & Standards Organization) under Ministry of Railways, Govt. of India & from AAI (Airports Authority of India) under Ministry of Civil Aviation, Govt. of India. Besides, CORDS has exported to more than 40 countries in the past. Recently, we received approvals from global majors like ADNOC (Abu Dhabi National Oil Company), Samsung Engineering, and others. We have renewed our focus on the exports business and see greater opportunities from the Middle East, especially from the Gulf Cooperation Council Member states, Africa, Europe & Far East. This segment contributed in lower single digit in FY19, but we see its share going upto over double digits in FY20.

Further, as a part of diversifying our business we have started supplies to small dealers who cater to smaller industries. Gradually we plan to foray into the B2C space at an opportune time.

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The company's financial performance in the past was largely stagnant, we have seen an uptick in the numbers since FY2018, what has led to this?

Mr. Sawhney: In 2015 we bought out the stakes of our copromoter’s post which entire control of the company vested in our hands. We focused on streamlining of processes, strengthening of internal controls and inculcate a culture that is focused towards growth into the organization. This enabled in quick decision making and proper strategic planning to bring the company back on growth track. This lead to a boost in the confidence with our customers, vendors & various stakeholders coupled with an improvement in our liquidity, efficiency ratios & external credit ratings upgrade. Our robust financial performance over the past two years is a culmination of all these efforts.

What is the growth outlook you envisage for CORDS during the current financial year?

Mr. Sawhney: First half of the current fiscal has been very good for us with a 10% growth in the top line & 22% in the bottom line with an improvement in our margins. The base build by us over the past couple of years has enabled us to post a robust performance in such an uncertain economic environment. Had there not been such uncertainties in the overall macroeconomic environment, our growth could have been higher. Having said that, we are currently adopting a cautious approach to ensure that we maintain our profitability & cashflows. However, going forward, we are very optimistic & bullish on the medium to long term growth prospects of business. We look at ending this year at about 11% to 14% growth.

ARTICLE SYSTEM FOCUSED

HISTORICAL DEVELOPMENTS – GLOBAL SCENARIO

TRACTION SYSTEMS in Metro Rail TRACTION SYSTEMS AC Traction • 25 KV 50 Hz ,15 KV 16.7 Hz, 2x25 KV 50 Hz etc.; • Most predominant is 25 KV 50 Hz • Invariably with overhead conductor due to very high voltag DC Traction • 600 V, 750 AC , 1.5 KV, 3 KV etc.; • With overhead conductor or third and fourth rail • Most common is 750 V with third rail

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Ø The first Traction system to be adopted world over was DC traction. Ø T he first train to be driven using electricity was in Germany in 1879. Ø London underground railway started running Electric trains in 1890 with 630V DC. Ø This was followed by other Underground Metros which also adopted DC Traction.

Being the first to be introduced, DC Traction was hence adopted as standard traction globally.

Ø The first AC traction in railway was introduced in Switzerland in 1899. Ø France adopted AC traction in railways after WORLD WAR II which resulted in its huge surge. Ø Due to variable speed requirement, all AC locos of railways used to run on DC motors till 1960s. Ø AC motors could provide variable speed with change in frequency.

HISTORICAL DEVELOPMENTS Ø Advent of Semiconductors & Power Electronics – q DC motor’s monopoly for Traction motor ended. q AC motor could provide variable speed with change in frequency. q Need for conversion from AC to DC on locomotive/coach no more required. Ø q q

Regenerative capabilities AC motors reduce power consumption.

Regenerated power can be fed back to the grid.

Ø AC Traction became a clear choice for main lines for long distance, high speed and heavy haul.

ARTICLE SYSTEM FOCUSED Metros did not go in for a standard Traction adoption pattern and continue to choose both the options.

(Decision strongly guided by uniform Traction to avoid operational constraints of change over).

HISTORICAL DEVELOPMENTS: SUMMARY OF PROS & CONS 25 KV AC TRACTION PROS ­ No limitation on maximum speed. ­ No limitation on PHPDT. ­ Indigenization level higher. ­ Less transmission losses, lower specific energy consumption. ­ Higher regeneration; regenerated power can be fed back to grid.

CONS ­ Higher train cost/weight. ­ Extra cost for Tunnels in Under ground, Depot Infrastructure, Tower Wagons, additional maintenance cost thus higher life cycle cost. ­ High voltage requires greater safety precautions. ­ Susceptible to damage due to ‘gales & storms’. ­ Frequent maintenance, hence less reliable. ­ EMI/EMC effect. ­ Dangerous to children flying kites. ­ Aesthetically less favorable. ­ Higher tunneling costs in underground.

HISTORICAL DEVELOPMENTS :SUMMARY OF PROS & CONS 750V DC TRACTION: PROS ­ Aesthetically superior for elevated sections. ­ Maintenance/ life cycle cost lesser. ­ Lower Voltage hence safer in cities ­ Not adversely affected by ‘gale & storm’ ­ More reliable/maintenance free. ­ Less tunnel cost in UG lines CONS ­ Capacity to cater to heavy traffic limited ­ Imported component higher ­ Higher losses due to higher currents ­ Closer substation interval ­ Phenomena of Stray current ­ Low levels of regeneration

25 KV AC TRACTION SYSTEM • Delhi Metro (DMRC) (Aiming to maintain interchange with IR) • Mumbai • Chennai • Jaipur • Lucknow Metro • Hyderabad Metro 750 V DC TRACTION SYSTEM • Kolkata Metro (by Indian Railways) • Kochi ** • Ahmedabad Metro** **Kochi and Ahmedabad initially planned with 25 K V A C , subsequently switched over to 750 V DC third rail (to suit local conditions).

INDIAN SCENARIO FOR SELECTION AND ADOPTION OF TRACTION SYSTEMS Delhi Metro Adopted 25 KV AC Traction System in Shahdara line for providing connectivity at Shahdara. Continued with it in other sections for uniformity, familiarity, greater indigenous knowledge and also high PHPDT in most of its lines. Ÿ

Chennai Metro Adopted 25 KV AC Traction System right from inception due to expected heavy ridership. Ø

HISTORICAL DEVELOPMENTS Out of 184 transit systems worldwide, more than 50% have 750 V DC third rail system. Ø More than 12 heavy Metros have overhead 1500 V DC system. Ø Recently heavy Metros like Seoul, Delhi, Hyderabad and Chennai have adopted 25 KV AC system. Ø Regeneration of energy feasible i n modern rolling stock with VVVF drive. Ø 1500 V DC or 25 KV AC is essentially required for PHPDT above 45000. Ø Direct cost and energy efficiency of 25 KV AC, electrification is economical compared to 750 V DC above a PHPDT of 30,000. Ø

HISTORICAL DEVELOPMENTS - INDIA First electrification in India – 1500V DC Traction in Mumbai Suburban Section of Central Railway in Mumbai-Kurla section in 1925.

Indian Railways Adopted: r 3000 V DC in Howrah-Burdwan section in 1954. r 25 KV AC for large scale electrification in 1957. r Converted Howrah-Burdwan From 3000 V DC to 25 KV AC 1968. r Converted Mumbai suburban section to 25 KV AC – 2015.

Bangalore Metro Ø Being the garden city of India is very cautious of its aesthetics; adopted 750 V DC Traction System right from inception.

Kochi Metro Ø Kochi being coastal city preferred 750 V DC Traction System due to frequent gales and storms plus lower PHPDT Ahmedabad Metro Ahmedabad is famous for kite flying and wanted to avoid danger to kite flyers; plus lower PHPDT and hence adopted 750 V DC Traction System Ø

INDIAN SCENARIO FOR SELECTION AND ADOPTION OF TRACTION SYSTEMS Jaipur Metro is this a fact that voltage was decided based on kite flying?

Lucknow Metro Ø Adopted 25 KV AC Traction System due to association with DMRC. Ø

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ARTICLE SYSTEM FOCUSED Mumbai Metro This Metro has been constructed on a PPP basis. Concessionaire Reliance Infra decided to adopt 25 KV AC Traction.

the final decision to individual Metro Authorities.

Both systems have their pros & cons and further detailed study is required for adoption in Indian Metros. Thus the quest for

Navi Mumbai Metro ØThis Metro is being constructed by CIDCO and have decided to

standardisation in this regard is still on

adopt 25 KV AC Traction.

Hyderabad Metro ØThis Metro is being constructed on a PPP basis. Concessionaire L

SUMMARY OF MAIN RECOMMENDATIONS OF COMMITTEE FORMED BY MOUD Metros in India may consider adoption of 25 KV AC or 750 V

& T has decided to adopt 25 KV AC Traction.

Rapid Metro ØThis metro has been constructed on a private basis by DLF (now taken over by IL&FS). Given the short length and lower PHPDT of the Metro, the operator has adopted 750 V DC. Nagpur Metro ØAdopted 25 KV AC Traction System on the consideration of uniformity with other Metros in the state of Maharashtra – Mumbai Metro -1, Mumbai Metro -3, Navi Mumbai Metro which have already adopted 25 KV AC Traction System.

THE DEBATE & DELIBERATIONS CONTINUE ØDifferent countries and even different cities in the same country

continue to follow different Traction systems for Metros. In the a b ove b a c kg ro u n d , M O U D fo r m e d a c o m m i t t e e fo r Standardization and Indigenization of Metro Rail Systems” in May 2012. ØThe committee finalized its recommendations in March 2013 and the recommendations on Traction indicate broad guidelines & left

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DC keeping in viewûLevel of Ridership –Heavy, Medium, Light ûRoute in the city -Elevated or Underground. ûLocal Conditions – Climatic, Geographic etc. ûAesthetics and Environmental Conditions peculiar to the area

of the city. ûEconomic Viability based on Capital & Maintenance Costs

ARTICLE PRE EVENT COVERAGE

E-mobility in public transport IT-TRANS 2020: Exhibitors present digitalsolutions for urban mobility

O

ne of the key factors for achieving climate protection targets is having a strong public transport system. As well as generally expanding public transport, it is of crucial importance to switch to emission-free modes of transport such as in bus fleets. In its Clean Vehicles Directive, the EU therefore requires public authorities to purchase a minimum quota of clean buses. This means that, as of 2021, at least 45 percent of buses must use alternative drives or run on natural gas or synthetic fuels. This quota will be increased to 65 percent as of 2026.

Using buses with electric drives rather than conventional combustion engines would reduce noise pollution as well as cutting down substantially on emissions that are harmful for the climate and human health. As Martin Schmitz, Technical Director of the Association of German Transport Companies (VDV), which has more than 600 member companies from the public passenger and rail freight transport sector, explains: “Around 315 electric buses are currently being used in Germany, with a further 750 on order. However, the difficulties involved in supplying power to depots and getting approval for building charging infrastructure in densely built-up urban areas are continuing to hamper the switch to e-mobility. After all, as well as the vehicles themselves, it is primarily a question of infrastructure and new operational processes.

Range calculation takes into account weather conditions, traffic jams and route characteristics

Swiss company Trapeze is showcasing special solutions for e-bus fleets at IT- TRANS. The Trapeze Smart Monitor allows the vehicle status to be monitored. The system provides real-time information on all the available vehicle data such as battery charge level and possible range in hours or kilometers. The technical status of the vehicle is also recorded automatically and communicated to control room and workshop. The ongoing range calculation additionally takes into account factors influencing energy consumption such as weather conditions, uphill and downhill sections and repeated stopping and starting on account of traffic jams and diversions. In this way, the smart software solution simplifies operational processes, making it possible to plan vehicle deployment moreefficiently, to exclude range risks and also to reduce operating costs by optimizing workshop processes and maintenance.

New at IT-TRANS: Control center simulates e-bus route planning The Future Mobility Lab is a new feature at IT-TRANS 2020. Among other things, a control room will be set up to simulate how electric and autonomous vehicles are integrated into a transport system that also features vehicles with drivers. The control center will be set up by the Swiss exhibitors Trapeze. The software for the integrating the self-driving vehicles in the control system is being supplied by its subsidiary AmoTech. “We will be using the control center to show you the challenges involved in managing a complex transport system. If vehicles with drivers are en route at the same time as selfdriving vehicles it is important, for example, to decide – with METRO RAIL NEWS | JAN 2020| WWW.METRORAILNEWS.IN

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ARTICLE PRE EVENT COVERAGE support from the software – which bus will reach a particular stop first. In the case of driverless vehicles, information is needed as to how passengers get their tickets, how many passengers are in the vehicle and whether they are all ok”, explains Matthias Keller, Director Corporate and Marketing Communications, Trapeze Switzerland GmbH. Visitors to IT-TRANS can observe the various vehicles on the monitors in the control center, watch the dispatchers at work and ask them questions. One of the vehicles in the traffic management system at the control center is a selfdriving minibus from the manufacturer easymile which AmoTech will demonstrate live on a demonstration route.

INIT presents a total solution for introducing e-buses From the economic point of view, e-buses should be on the road for as long as possible. The eMOBILE-PLAN planning and simulation system from Karlsruhe- based software house INIT enables routes and scenarios to be simulated to determine the most appropriate options. The planning tool is only one element in the eMOBILE product suite, however. At IT-TRANS, INIT is presenting its smart solutions for charging and depot management, scheduling, range forecasting and control of e-bus fleets in ITCS. COSware with automatic scheduling and intelligent fuel management COSware smartBMS from IT-TRANS exhibitor COS makes it easier for dispatchers at the depot to handle e-mobility. The software provides dynamic range forecasts, taking into account different factors such as weather, topography and passenger volumes. The system determines charge durations, including load balancing, documents changes regarding the state of charge and analyses aging processes concerning the battery’s state of health. COSware also covers all other depot management tasks, such as automatic dispatching, intelligent maintenance planning, fuel management and location tracking. With COSware smartIMS, service technicians at the workshop can record such things as mileage and tire tread depth directly on the vehicle and report defects; regular control intervals are updated automatically.

E-mobile ride pooling with Via ViaVan is re-engineering public transit, from a regulated system of rigid routes and schedules to a fully dynamic, on-demand network.

ViaVan’s BerlKönig service, in partnership with the Berliner Verkehrsbetriebe (BVG), is the largest public sector on-demand ride pooling project. Around half the fleet comprises electric vehicles, for which Via has developed new charge tracking algorithm, allowing drivers to see when they need to charge the vehicle. The New York based company has also developed comprehensive planning tools which ensure that despite charging cycles and vehicle replacements the service is never undersupplied

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in its operating area. The BerlKönig project won the 2019 Public and Urban Transport Strategy Award sponsored by the International Association of Public Transport (UITP). UITP is a co-organizer of ITTRANS.

IVU.suite combines all vehicles in one interface The IVU.suite enables operational factors such as charge management and charging times, ranges, route lengths, overnight and opportunity charging to be optimized, and electric buses to be seamlessly integrated in planning, scheduling and control. IVU.rail, the integrated standard system for railways, helps to make efficient use of rolling stock. The vehicle and maintenance optimization system automatically takes into account predetermined service intervals and planned maintenance. In the event of a fault, a suggestion function recommends a suitable replacement vehicles and routes. IVU.rail also optimizes personnel deployment. The IVU.crew planning solution provides support in all personnel deployments and ensures that employees are where they are needed.

Coverage monitoring facilitates efficient use of resources Verkehrsautomatisierung Berlin GmbH (VAB) also supports intelligent and demand-driven planning for e-bus fleets with IT solutions. The objectives are fast handling capabilities in daily operations and a reduction in administrative effort. Electromobility influences numerous operational processes at the depot and in the route network. VAB’s smart charging management solution in combination with range monitoring ensures eco-friendly and efficient use of resources. Proven technologies can be seamlessly integrated for reconditioning vehicles, for example in the form of demand-led control of vehicle preheating.

Practical optimization software for electric buses Mentz, a Munich based company, is showcasing its GENIOS family at IT- TRANS for the first time. The program core integrates the latest research results from the fields of artificial intelligence, evolutionary algorithms and graph theory. The GENIOS family currently includes optimizations for electric buses, integrated and sequential duty and vehicle scheduling, duty rosters, personal duty scheduling, route planning to supply stops with printed timetables, and connection planning. Parameters such as legal requirements and operational agreements can be set or even redefined by the user on the application's interface. Similarly, performance indicators to monitor optimization processes and solution proposals can be created through modular design.

ARTICLE PRE POST EVENT EVENTCOVERAGE COVERAGE processed and forwarded to backend systems. Depending on intended data usage, the data is processed either in real time or transferred to backend systems using block transfer.

DISCLAIMER The published articles reflect the personal opinions of the authors (in this case the exhibitors at IT-TRANS) and do not represent the views of the International Association of Public Transport (UITP) or Messe Karlsruhe. Minor changes have been made to the texts supplied by the exhibitors. Date: January 2020 | Subject to change without notice.

Data-based decisions for information and cost transparency Pure Vision Systems is consistently focusing on big data throughout its line of products and services, thus keeping public transport future proof and competitive. Typical applications include continuous recording of vehicle positions and meta data, information on fuel consumption and routes driven (relevant for emobility applications) and the creation of the basis for differentiated controlling. Data from all the on-board vehicle systems such as IBIS, passenger counting systems and vehicle CAN are recorded synchronously on the central system platform,

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OPINION ARTICLE

Lucknow Metro: Urban Transportation Systems Must be Accountable to Local and Subaltern Needs

W

hile the city’s North-South Corridor (NSC) of the Lucknow metro has been functional since March 2019 and has recorded a daily ridership of about 40,000–70,000, this is only 16% of the projections made by planners. This shortfall is a result of the government adopting a “one-size-fits-all” approach that fails to take into account existing transportation services (both public and private) and local needs.

Sound infrastructure is indispensable to expand the economy, but infrastructure and development have to be synchronised. As India plans to boost its secondary sector, an efficient public transportation system cannot be compromised. The challenge before policymakers and urban planners is to design and implement an inclusive system. I will examine whether, and to what extent, the Lucknow metro has met this challenge.

In 2013, the Delhi Metro Rail Corporation (DMRC) prepared a report titled the “Updated Final Detailed Project Report for Lucknow Metro Rail Project” (referred to here as the DPR) that advocated for the construction of a metro project in Lucknow. The DMRC argued that Lucknow had inadequate public transport, and this encouraged commuters to purchase motor vehicles (DMRC 2013).[1] Lucknow metro’s North-South Corridor (NSC) has been functional since March 2019 and the East-West Corridor was approved for construction in June 2018 (Rawat 2018). The report forecasted the daily ridership of the North-South Corridor to be 4,29,250 in 2015 and 6,44,659 by 2020 (DMRC 2013: 93). In 2019, however, the ridership hovered between 40,000 and 70,000 riders per day, at about 16% of the 2015 projection (Srivastava 2019). The Lucknow Metro Rail Corporation Limited (LMRC) suffered a net loss of about Rs 18.97 crore in 2016–17 and Rs 25.38 crore in 2017–18 (LMRCL 2019a).

Exclusionary Infrastructure Metro fares in Lucknow are high (even higher than the fares of the

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Delhi Metro), suggesting that the metro was designed keeping in mind the city’s middle class. While the Delhi metro charges Rs 60 for a distance greater than 32 kilometres (km), the Lucknow metro charges Rs 60 for any distance greater than 21 km (18 stations) (DMRC 2019a; Lucknow Metro 2019). For example, for the same fare, a rider can travel a distance of about 38 km in Delhi and a distance of about 23 km in Lucknow (DMRC 2019b; LMRC 2019b).

Moreover, the Delhi metro gives discounts on Sundays and National Holidays (DMRC 2019) .

However, given that even Lucknow’s middle class appears to not use the metro as widely as anticipated (as seen from the low ridership), even their needs seem to have been overlooked. Taxis provide commuters comfort by providing a combination of air. conditioning, decongested seating and door-to-door service (given that one does not have to walk to and fro from a station). In addition to taxis, the middle class can also continue to use either two-wheelers or four-wheelers given the limited incentives provided by the Lucknow metro. These preferences underscore the need for urban planners to synthesise both affordability and comfort. Moreover, these preferences also show that planners need to study not just economic and demographic characteristics of commuters, but also social and cultural aspects (such as how people spend their money).There are other reasons to believe that the metro was not designed to cater to the needs of Lucknow’s commuters. According to the DPR, a rider’s average trip length on the Lucknow metro will be about 7.6 km by 2020 (this figure is projected to decrease in subsequent years) (DMRC 2013: 93).

People are likely to be dissuaded from using the metro for such short distances for three reasons. First, it takes time to access the metro, including the time it takes to reach a station, purchase tickets (in cases where the passenger does not have a metro card) and exit a station (Mohan 2008). Poor first-mile and last-mile connectivity is also a serious

ARTICLE issue as the feeder service that connects stations to residences is not yet functional (as of December 2019). Moreover, given that most Indian cities have expanded irregularly and lack a dedicated central business, jobs are dispersed. In this context, a highcapacity public transport system would fail to meet the needs of daily commuters (Mohan 2008).

Second, Lucknow’s metro stations lack organised parking facilities. Third, cheaper and faster alternatives such as para-transit vehicles (including auto-rickshaws and tempos) are well established.

However, to increase the metro’s ridership, officials suggested stopping public buses and para-transit vehicles from running on the same route as the metro (Navbharat Times 2019). The union of auto-tempo drivers vehemently opposed the move. This policy had the potential to gentrify neighbourhoods by driving away transportation providers. Moreover, this policy demonstrates how the administration is more comfortable with the “elimination of the poor” rather than the elimination of poverty. Why must auto–tempo drivers and others face the consequences of the administration’s haphazard and subpar planning? Para-transit vehicles not only provide a livelihood to the urban poor, but they also provide affordable transportation to the working-class. A decision to stop para-transit vehicles from operating affects not just the operators themselves, but also the urban poor who use these options owing to affordability. This move would force them to use more expensive modes of transportation such as the metro.

Although the suggestion was not enacted owing to fervent opposition by the union, it points to a larger problem in India, namely that metro systems are usually not integrated with other modes of transportation (Tiwari 2013). City planners must make efforts to plan and implement the Lucknow metro to complement, rather than compete with or, worse yet, to thwart existing modes of transportation. Given that creating new feeder services as a part of metro projects can prove to be expensive, existing para-transit vehicles could be used for the purpose, as envisaged in the National Transit Oriented Development Policy (MoHUA 2017: 10).

Para-transit vehicles also run on compressed natural gas (CNG) in most big cities, and hence, should not be seen only as adding to pollution and congestion.

Metro projects require a lot of initial funding and are often sustained by high ticket prices, making the service inaccessible to low-income groups. In Lucknow, for instance, urban planners’ topdown approach has failed to provide availability, affordability and accessibility to commuters. Given the urgency of a situation where taxpayers are paying for the losses incurred due to vacant seats and ill-conceived planning by the LMRC, what can be done to learn and rectify the situation?

Creating Vibrant Transportation Systems It is clear that infrastructure in India needs to be more inclusive, and public transport must be democratised. Therefore, a bottomup approach, which takes into account the needs of commuters, must be incorporated to create a vibrant transportation system.

While one of the tangible advantages of the metro systems is their ability to avoid traffic, bus systems (with dedicated corridors) can also achieve the same. This is important because fast transport systems tend to also be costly; this pattern steals time and productivity from the poor and reallocates it to the rich (Badami 2009). Bus services (using electric buses) can be valuable in a city with ill-conceived and irregular growth. Besides, given that there are fewer commuters in tier-2 cities than in tier-1 cities,[2] light rail transport systems, which require lesser capital than metro systems, could be explored as potential alternatives.

Public transportation services should prioritise the safety and the needs of women, senior citizens, persons with disabilities and lowincome groups. One way this can be done is by offering fare concessions to marginalised sections of society. Moreover,

women’s rights groups can be hired as consultants, and their suggestions can be incorporated by urban planners to effectively democratise spaces that are supposed to be “public,” but which remain highly exclusionary to specific groups.

Contrary to popular perception, a study conducted by Sreenivas and Sant (2008) in Pune has argued that cars and motorbikes utilise more subsidies than public transportation systems. The government must provide appropriate incentives to encourage the use of public transport while simultaneously establishing disincentives for private transport (Mitra 2006). Awareness through public outreach programmes can help persuade people to minimise the use of private vehicles. Comprehensive bus systems can serve as an alternative not just to metro systems, but also to private vehicles. The transportation crisis cannot be solved by implementing strong public transportation systems alone; plans have to include developing infrastructures for cyclists and pedestrians. This is important because the poor and marginalised overwhelmingly rely on these modes of commuting. Countries such as the Netherlands, Sweden, and Japan have shown that bicycles can be used effectively for short trips (BBC 2013; Badami 2009; Kidd 2012).

Moreover, facilities for cycling and walking are affordable, environmentally friendly, and can decongest roads.

Although Lucknow has dedicated cycle lanes on some roads, these are frequently encroached upon. It is paradoxical that good cycle tracks and footpaths exist in affluent urban areas and not in the peri-urban areas, where they can be better utilised by the lowincome groups who do not own private motor vehicles for shortdistance travel. Dedicated cycle lanes are required not just in cities, but also in highways. Given that high speeding vehicles ply on highways, the safety of the cyclists and the pedestrians needs to be ensured. A 207-km long highway that was constructed in 2016 in Uttar Pradesh (between Agra and Etawah) is a good example of prioritising the needs of cyclists and low-income groups (Siddiqui 2016). Although the National Urban Transportation Policy (2006) tried to address this issue, it was poorly executed. The transportation policy needs to be updated with a comprehensive account of the multiple modes of transportation including taxis, para-vehicles, metro systems, cycles, private vehicles, and the changing needs of different sections of society.

The Delhi metro cannot be seen as an ideal model for all cities in India. Mass rapid transit systems (MRTS), such as metro projects, are capital intensive and are effective only in specific contexts.

Urban planners should not adopt a “one size fits all” approach; instead, they should design and plan transportation systems according to the nuances of different regions. Transportation planning must be decentralised (to the district level) to adequately consider, incorporate and be accountable to local needs and practices, especially those of the marginalised.

Authored by Aakash Bajpai Aakash Bajpai is a student at Tata Institute of Social Sciences, Tuljapur.

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YEAR END REVIEW 2019 ARTICLE

Year End Review 2019: Railways Major Initiatives & Achievements in the Year 2019 • Best ever safety record - Zero passenger fatalities during the year; Punctuality performance for Mail/Express trains increased to 75.67% • Union Cabinet approves transformational organisational restructuring of the Indian Railways - A landmark reform initiative • Budget 2019 lays roadmap for Railways to become growth engine of the country with proposed investment of Rs 50 lakh crore till 2030 • Big Thrust for Infrastructure Development - Speed of trains on Delhi-Mumbai and Delhi-Howrah routes to be raised to 160 kmph; Signaling system to be modernized; Steady progress towards a Green Electrified Railways; Station Redevelopment on PPP Mode • Indian Railways to manufacture 44 rakes of Vande Bharat trains, Tenders floated; Record production of coaches and locomotives; 194 trains upgraded to Utkrisht standard in 2019-20 • Artificial Intelligence based PNR confirmation predictor integrated with IRCTC website; First ever train run by IRCTC and not

by Railways - Tejas Express starts operation between Delhi and Lucknow. Second Tejas train between Mumbai-Ahmedabad announced • Stations with High Speed free Wi-Fi cross 5500; Real Time Train Information System in collaboration with ISRO fast tracked; Complaint Management portal and application ‘RailMadad’ rolled out • Stations provided with CCTV based Surveillance System cross 500; First Railway Commando Battalion ‘CORAS’ to tackle the

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menace of terrorism and naxalism in Railways launched • Indian Railways rationalizes menus to further improve variety, hygiene and quality of food for its passengers; Web-based live streaming facility through CCTV extended to 40 kitchens units of IRCTC .

• No single use plastic material in Railways from 150th Gandhi Jayanti on 2nd Oct 2019; Total numbers of bio-toilets increase to 2,34,248 in 65,627 coaches • Dedicated Freight Corridor to be fully commissioned in phases by the year 2021; Rewari - Madar section of Western DFC and Bhadan – Khurja section of Eastern DFC completed and trial commercial runs started • E-office Project implemented over 58 establishments of Indian Railways replacing manual files by creating 72000+ Digital Files; Procurement process of Indian Railways end-to-end digitised • Successfully completed one of the world’s largest recruitment exercises; Ayushman Bharat introduced in 91 hospitals of Indian Railways.

HIGHER INVESTMENT IN RAILWAYS • Highest ever CAPEX: Rs. 1,60,176 crore in 2019-20 Budget Estimates. o 20.1% higher over 2018-19 o Utilization upto end of November 2019 (April-November 2019) is Rs.1,02,008.61 crore, which is 63.7%. The utilization of funds during the corresponding period in 2018-19 was 61.3%.

• With a proposed investment of Rs 50 lakh crore until 2030, Budget 2019 laid the roadmap for Railways to become the growth engine of the country.

YEAR END REVIEW 2019 ARTICLE

INFRASTRUCTURE THRUST Faster construction o Construction of Total New Line, Doubling & Gauge increased from 1014 Track KM last year to 1165 Tkm this year (+15%) (period: April-Nov) o Elimination of manned level crossings increased by 199% • 904 MLCs have been eliminated up to November 2019 compared to 296 during the same period last year; increased mechanization leading to 27% higher deep screening of track & turnouts (9,059 km this year vis a vis 7,159 km last year); production and use of longer rails (260 meter) (~ 75% of total) reducing weld joints; drastic reduction in rail/weld failures by 23%.

• Higher Bridge rehabilitation (+82%): 861 bridges rehabilitated in Apr-Nov 2019 compared to 472 last year same period o Construction of Foot Over Bridges (FOB) increased by 44% • 170 FOBs constructed between Apr-Nov 2019 as compared to 118 during Apr-Nov 2018. o Higher Rail Renewal (+27%) - 3,560 Track km (Tkm) between AprNov 2019 against 2,812 Tkm during Apr-Nov 2018 Commissioning of Complete Projects o 320 km long Gauge Conversion Project from Jaipur-Ringas-SikarChuru in Sept 2019 o Doubling project (7 Km length but very important to decongest New Delhi Station) between New Delhi to Tilak Bridge (5th & 6th line) o 113 Km long New Line Port connectivity project in Andhra Pradesh connecting main land with Krishnapatnam port o 55.47 Km long Doubling work in UP from Meerut-Muzaffarnagar o 42.5 Km long New Line Coal Project from Kharsia-Korichhapar o New Line stretching to 67 km from Rajgir-Hisua-Tilaiya including Islampur-Natesar in Oct 2019 o Doubling of Line stretching to 42 km from Hajipur-Ramdayalu Nagar in Oct 2019 o 19 Km long coal project named Bakhtiarpur-Barh completed and commissioned for coal movement to Barh NTPC Thermal Power Plant. o 45 Km long length doubling project from Lumding to Hojai o 112 Km long New line National Project construction in Tripura named Agartala–Sabroom Connecting India - Lines approved o 3rd line between Allahabad- Pt. Deen Dayal Upadhyay Junction (UP) o New Line between Sahjanwa-Dohrighat (UP) o Doubling of Line from New Bongaigaon-Agthori (Assam) o New Line between Vaibhavwadi-Kolhapur (Maharashtra) Approval for raising of speed to 160 kmph by 2022-23 on DelhiMumbai and Delhi Howrah routes : Benefits :o 60% increase in average speed of passenger trains o Journeys by Rajdhani train to become fully overnight Modern Train Control System Indian Railways to modernize its Signaling system by implementing Modern Train Control system with Long Term Evolution (LTE) based Mobile Train Radio Communication (MTRC) System.

• This is one of the most ambitious modernization projects of Indian Railways, which envisages upgradation of signaling system for improving safety, Line Capacity and to run trains at higher speed. It is to be implemented after approval of NITI Aayog, Extended Board for Railways (EBR) and sanction of CCEA. • As a prelude to taking up the above modernization work of signaling system on pan-India basis, 4 works of total 640 Route KM at a total cost of Rs. 1810 Crores have been sanctioned as pilot projects for extensive trials. The four sections are Renigunta (RU) – Yerraguntla (YA) section on South Central Railway, Vizianagaram (VZM) –Palasa (PSA) section on East Coast Railway, Jhansi (JHS) – Bina (BINA) Section on North Central Railway and Nagpur (NGP) – Badnera (BD) Section on Central Railway. These are some of the busiest routes on Indian Railway network with heavy traffic.

Towards a Green Electrified Railways o Railway Electrification increased from 1440 Route KM to 2041 RKM this year (+42%) (period: April-Nov) o From April 2018 to 5th November 2019, 436 trains converted from End of Generation (EoG) to Head on Generation (HoG) to reduce diesel consumption; taking cumulative number to over 500 trains.

• Total 39 Workshops, 7 Production Units, 5 Diesel Sheds and one Stores Depot are now ‘GreenCo’ certified. Of these, 7 received the certification in 2019-20.

• With 4 more Railway Stations getting Green Certification in 201920, 13 Railway Stations have achieved Green Certification till now. 18 more Railway Buildings, Offices, Campuses and other establishments are also Green certified, including 2 Supervisor Training Centres (STCs) and 3 Railway Schools. Railway Hospital Ajmer is the first railway hospital to achieve Green rating.

• 85 Railway Stations have been given ISO:14001 certification in current year for implementation of Environment Management System.

RENEWABLE ENERGY: Indian Railways has planned to source about 1000 Mega Watt (MW) Solar Power and about 200 MW of wind power progressively by 2021-22 across Zonal Railways & Production Units. Details are as follows:i. Solar Energy: v. Roof Top Power Plants: • 500 Mega Watt (MW) solar plants on the roof top of Railway buildings through developers’ PPA mode with 25 years agreements, which will be used to meet non-traction loads at Railway Stations, etc.

• Out of this, 96.84 MW of solar plants have already been installed.

These plants will reduce CO2 emission & reduce carbon footprints.

• 16 stations have been declared Green Railway stations across IR, which are meeting energy needs completely either through solar or wind power. These stations are Roha, Pen, Apta in CR, Niamatpur halt, Kanhaipur halt, Teka Bigha halt, Mai halt, Garsanda halt, Niyazipur halt, Dhamaraghat in ECR, Shri Mata Vaisno Devi, Shimla in NR, Unhel, Khanderi, Bajud, Ambli Road, Sadanapura & Sachin in WR – are 100% Green Powered stations.

• Work in progress for about 111 MW Solar plants.

• Tenders for 93 MW Solar plants have recently been awarded by Railway Energy Management Company Limited (REMCL), a company under the Ministry of Railways.

• Tenders for 45 MW rooftop solar capacity floated by REMCL. • Balance 154 MW is under different stages of planning. v. Land based Power Plants: • About 500 MW Land based solar plants to meet Traction & NonTraction requirements.

• Out of this about 3 MW has already been installed at MCF, Raebareili.

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YEAR END REVIEW 2019 ARTICLE • Bhilai (50 MW) on 300 acre vacant Railway land – Work awarded

by REMCL & is under progress. Targeted for commissioning by March 2021.

• In addition to the above land based solar projects, IR has also taken up two pilot projects for feeding solar power directly to 25 kV AC traction system.

• Diwana Solar Plant Project (2 MWp) through REMCL: PPA signed on 14.06.19.

Work started & targeted for completion by March 2020.

• Bina Solar Project (1.7 MWp) through BHEL: Work started & under execution & targeted for completion by February 2020.

• Tenders for Two Hybrid plants (solar + wind) of 140 MW (35 MW solar + 105 MW wind) and 109 MW (27 MW solar + 82 MW wind) capacity has also been floated by REMCL. ii. Wind Energy: PPPofmodel forwind railways Out of 200 MW target IR, 103.4 MW plant has – already been installed. the viable future option?

• Wind Mill Plant of 21 MW (for non-Traction) capacity in Tamil Nadu, 26 MW (for traction) capacity in Rajasthan, 6 MW (for non-traction) & 50.4 MW (for traction) capacity in Maharashtra has been installed.

• Further, tenders for 187 MW capacity floated by REMCL as part of Hybrid renewable energy plants Initiatives for Station Redevelopment • For three (03) stations (Anand Vihar, Bijwasan, and Chandigarh), contracts have been awarded by Indian Railway Station Development Corporation (IRSDC) on 30.10.2019.

• For Five (05) stations, MoU signed with • RLDA & NHAI in April, 2019 for Redevelopment of Ajni (Nagpur) as Multi-Modal Transport Hub. Broad scheme has been finalized and Bids are under invitation.

• RLDA & Mussoorie Dehradun Development Authority (MDDA) in Oct, 2018 for Redevelopment of Dehradun station. MDDA has engaged architectural consultant for preparation of plan.

• ECoR & State Govt. of Odisha on 19.09.2019 for redevelopment of Bhubaneswar station.

• RLDA & DDA on 19.12.2019, for redevelopment of Anand Vihar and Bijwasan station.

• IRSDC has taken up integrated facility management for five stations, viz, Pune, Secunderabad, Chandigarh, Anand Vihar and Bangalore city since March/April 2019.

• For redevelopment of Gwalior, Nagpur, Sabarmati and Amritsar Railway Stations through Public-Private Partnership, in-principle approval was granted by PPPAC- Public Private Partnership Appraisal Committee on 20.12.2019. The tender process for this has set in motion. The objective of the project is to give world class facilities at these railway stations to passengers just like at airports.

Important features for all the stations are - segregated arrival/departure routes of passenger movement, 100% Divyang friendly, obstruction free entry and exit to the station, ample sitting spaces, provision of lifts and escalators to assist passenger movements. The development shall be on Transit Oriented Development (TOD) principles, aiming to decongest the cities.

Make in India • Indian Railways to manufacture 44 rakes of Vande Bharat Trains.

Its Production Unit Integral Coach Factory (ICF), Chennai set the process in motion by publishing tender on 22nd December 2019 for supply of electrical equipment and other items for 44 train sets of 16 coaches each. The procurement shall be done in accordance with extant "Make in India" policy of DPIIT, Government of India.

• Diesel Locomotive Works, Varanasi has exported 07 diesel locomotives to Srilankan Railways • Indian Railways to provide Broad Gauge and Meter Gauge Diesel Locomotives to Bangladesh Railways for a period of 2 years to help them in improving train operations

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• Taking ahead Make-in-India initiative, some of the track maintenance machines such as Utility Vehicles (UTVs), Rail Bound Maintenance Vehicles (RBHVs), Track Laying Equipment (TLE), Rail Threader (RT) and Rail-cum-Road Vehicle (RCRVs) have been fully indigenized.

• Most of the track maintenance machines supplied during the last five years were manufactured in India by world’s leading manufacturers under Make-in-India.

• One more manufacturing plant by a world’s leading manufacturer of track machines has been commissioned at Karjan in Gujarat in the month of Nov.2019. First machine manufactured in this plant is likely to be rolled out by Feb.2020.

FOCUS ON PASSENGER SERVICES Punctuality •The punctuality performance of Indian Railways for Mail/Express trains has increased to 75.67% (April-Nov) as compared to 68.19% in the same period of last year reflecting an improvement of 7.5%.

New coaches and trains • First Tejas Train between Delhi-Lucknow started operating - first ever train with operations managed by IRCTC and not Indian Railways • Booking for 2nd Tejas Train operated by IRCTC between Mumbai and Ahmedabad started.

• 2nd Vande Bharat Express inducted in regular service from New Delhi to Katra • 194 trains have been upgraded to Utkrisht standard in 2019-20 • 78 New Train services overall introduced between Apr-Nov 2019.

• 120 pairs of ICF trains converted to faster and safer LHB utilizing 156 LHB rakes.

Increased Rolling Stock Production • 495 Electric Locomotives produced in April-Nov 2019 compared to 309 in Apr - Nov 2018 (+60%) • 3,837 LHB coaches produced in April-Nov 2019 compared to 2,739 in Apr-Nov 2018 (+40%) • Integral Coach Factory (ICF) of Indian Railways produced its 3000th coach of the year 2019-20 in less than 9 months. Number of working days to achieve this reduced from 289 days in 2018-19 to 215 days in the current year, a reduction of 25.6%.

• Chittaranjan Locomotive Works (CLW) turned out 300th locomotive of the FY 2019-20 on 21st December 2019, in less than 9 months (in 216 working days). The working days for production of 300th loco has reduced from 292 days in the year 2017-18 to 249 days in 2018-19 and further to 216 days in the current FY 2019-20.

Therefore, a reduction of 28% since 2017-18 in number of working days to achieve the figure.

• CLW created a world record by producing record total 446 locomotives in the calendar year 2019.

Passenger Charges • The Terminal Tax on Railways Passenger Act, 1956 repealed.

Terminal tax used to be levied on passengers carried by Railways from or to certain places of pilgrims or where fairs, melas or exhibitions were held.

• Passenger Earnings: The total originating passenger earnings on Indian Railways for the period April 2019 to November 2019 is 35249.13 crore which is 4.20% higher than the 33829.58 crore earned during the corresponding period of last year.

Measures to make Ticket Reservation Easier • Proliferation of Ticket selling Facility to common Passengers: i. With a view to encourage passengers to purchase unreserved tickets through Automatic Ticket Vending Machines (ATVMs), the policy of facilitator liberalized. o The spouse/adult children of retired railway employees have also been allowed to become facilitator. These facilitators issue unreserved tickets through ATVMs to the intending passengers

YEAR END REVIEW 2019 ARTICLE o Zonal Railways have been empowered to increase the facilitator based ATVMs as per field requirement.

• Easy and economical access of information to Passengers: Charges for verification of journey details rationalized for easy accessibility of information regarding self travel to rail passengers.

• SMS Alerts to passengers: In order to enhance passenger convenience, SMS alerts are being sent to those passengers who furnish their mobile number at the time of booking of tickets in case of following scenarios:• At the time of booking and cancellation of reserved tickets through counters • SMS alerts as and when the status of waitlisted ticket changes to RAC/Confirmed or from RAC to Confirmed • At the time of charting conveying the final status of ticket to Confirmed, RAC and Waitlisted ticket holders • SMS alerts in case of upgradation of ticket • SMS in case of short termination & diversion of trains.

• HHT on trains: i. Hand Held Terminals (HHT) have been provided to ticket checking staff of Rajdhani and Shatabdi trains. Instructions issued to provide HHTs to TTEs manning all premier category of trains viz.

Tejas, Gatiman, Duronto, Mahamana, Humsafar and Vande Bharat Express trains. ii. HHT enables downloading of the reservation chart on the device and mark turned up/non-turned up status of passengers. Vacant accommodation, if any, after preparation of second reservation chart gets transferred to the next remote location for booking • Rationalisation of Flexi Fare: Flexi Fare earlier introduced in premium trains like Rajdhani, Shatabdi and Duronto has been further rationalized and made people-friendly based on the feedback viz., reduction of maximum cap in all flexi fare applicable classes, offering graded discounts in all flexi-fare trains and discontinuation of flexi fare in certain trains with low occupancy.

The Flexi Fare scheme has given an additional earning of Rs 532.53 crore in the current year. Flexi fare has been removed from Humsafar train fare.

• Artificial Intelligence based PNR confirmation predictor has been integrated with Indian Railway Catering and Tourism Corporation (IRCTC) website which predicts the probability of waitlisted ticket getting confirmed at the time of booking and eliminates last minute uncertainties faced by the rail passengers,.

• Refund of fare due to misconnection of Train: - If a Passenger misses connecting train owing to late running of the train by which he had been travelling, the fare for travelled portion shall be retained and the balance amount of ticket shall be refunded as the fare for untraveled portion.

• Scope of booking online reserved ticket by foreign tourists enhanced: Earlier foreign tourists could book reserved accommodation upto 365 days in advance in1AC, 2AC, 3AC & EC class only, now this advanced booking facility has been extended for booking tickets in AC Chair Car, Sleeper and 2S class also.

Hygienic & Quality Food • Web-based live streaming facility through CCTV of Kitchen units of IRCTC extended to 40 kitchens units from 18 kitchen units (May, 2019).

• Introduced Food packets with QR Codes linked to live kitchen feed from previous 2 to 28 in present.

• The number of POS machines installed on trains for billing and digital payments has increased from 2,742 (May, 2019) to 5122 on 417 trains and 703 rakes • In addition, 6002 other digital modes of payment including POS machines made operational in 2018 Static Units (Food Plaza, Fast Food Units, Refreshment Rooms, Catering Stalls etc.)

• E-catering has increased from an average meal of 11,858 for FY 2018-19 to 21,026 meals for FY 2019-20 (upto 30 Nov 2019)

• 8223 Metallic Boards containing message for availability of menu and ‘Right to Bill’ for the passengers, have been fixed in 185 pairs of trains.

• Number of Rail Neer plants have been enhanced from 9 to 12 (May, 2019) with an increase in the average production from 6.62 Lakh litres to 9 Lakh litres of Rail Neer per day.

• Taking note of the need to further improve variety, hygiene and quality of food for its passengers, Indian Railways rationalized the menus and revised the tariff for catering services on trains and railway stations.

• The tariff on Rajdhani/ Shatabdi/ Duronto trains has been revised after 6 years while the tariff of standard meals for Mail/ Express trains after 7 years since the last revision in 2012. The rate of Janta Meal has been kept unchanged at Rs.20.

• There shall be three categories of standard meals viz., Standard Vegetarian Meal, Standard Non-Vegetarian Meal (with 2 Eggs curry) and Standard Non-Vegetarian Meal (with Chicken Curry) against the previous two. Now more regional food variety including three types of Biryani will also be available for the passengers.

• As part of the ‘Eat Right India’ movement launched in 2018 by the Food Safety and Standards Authority of India (FSSAI), Mumbai Central Railway Station became the country’s first “Eat Right Station” as certified by FSSAI. The Railway station was conferred with “Eat Right Station” certification with 04 Stars rating by FSSAI on 29th November 2019. CSMT Mumbai was conferred with “Eat Right Station” certification with 5-star rating in December 2019.

Enhancing Vendor Base • 49,466 new vendors/contractors and 535 bidders (for e-Auction) registered on IR E-Procurement website since 01.01.2019. Total numbers of registered vendors and bidders on IREPS as on date are 1,57,109 and 4077 respectively.

• Vendor meets organised on a pan-India basis at 24 prominent locations across the country during May 2019. During these meets, a total of 4008 vendors participated, out of which 1845 vendors were new to Railways. High value items required by Railways were displayed along with important information such as detailed specification, annual requirements, vendor approving agency etc.

Also, Technical sessions as well as interactive Q&A sessions were held to disseminate important information to vendors and address their queries.

• Vendors were also made aware of the crucial policy initiatives taken by the government in the field of ‘Ease of Doing Business’.

Swachh Bharat, Swachh Railways • 38,331 Bio-toilets installed in 11,703 coaches from Apr-Nov 2019.

This takes the cumulative numbers of bio-toilets to 2,34,248 fitted in 65,627 coaches. Now, the percentage coverage of coaches with bio-toilet has reached at 98%.

• No single use plastic material in railway system from 150th Gandhi Jayanti on 2nd Oct 2019 • Ministry of Railways has been adjudged as the best Central Ministry for implementation of ‘Swachhta Action Plan’ (for 2018-19), and was awarded by Hon’ble President of India on 06th Sept 2019.

• Integrated mechanised cleaning is now provided at 950 stations.

• Independent third party Survey of passenger perception on the cleanliness standards was carried out at 720 major Stations.

• The number of trains including Rajdhani, Shatabdi, Duronto and other important long distance Mail/Express trains with facility of On Board Housekeeping Service (OBHS) for cleaning of coach toilets, doorways, aisles and passenger compartments during the run of the trains has increased to 1090 pair of trains.

• OBHS service is supported by SMS based on demand “CoachMitra” service to cover over 1050 pairs of trains.

• Railways continued setting up of more mechanized laundries for improving quality of washing of linen provided to AC coach passengers. 61 mechanised laundries were set up till 2018-19 and 5 METRO RAIL NEWS | JAN 2020 | WWW.METRORAILNEWS.IN

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YEAR END REVIEW 2019 ARTICLE more added in 2019-20. Orders for 14 more mechanized laundries with total capacity 109 tonnes per day (TPD) have been placed. It is planned to cover 100% linen washing requirement by mechanised laundries by next financial year.

• As an initiative to reduce, recycle and dispose plastic waste generated in stations in an eco friendly manner, comprehensive policy guidelines have been brought out for installation of Plastic Bottle Crushing Machines (PBCMs) by Zonal Railways. At present, around 315 PBCMs have been installed at 229 stations including several district headquarter railway stations over Indian Railways.

• RPF Security Helpline no. 182 (Toll free) is operational 24 X 7 for security related grievances of passengers in distress and in need of help. 32222 calls received on it have been redressed up to Nov. 2019.

• To facilitate safe and comfortable journey of women passengers, besides regular drives, special drive was also launched to restrict entrance of male passengers in coaches reserved for ladies. The detailed figure of offenders prosecuted is as under – Drive

No. of cases registered

No. of persons arrested

Amount of fine realized in Rs.

5938

7151

685890

97737

92131

18152974

04.12.19 (Special drive)

2019 (up to Nov.)

• Drives to deter unauthorized entry into compartments reserved for persons with disabilities were conducted regularly. On the “International Day of Persons with Disabilities” a special drive was conducted and offenders were prosecuted. The details are as under Drive

SAFETY FIRST Best ever safety record • Zero passenger fatalities during April-December 2019 New Measures to Enhance Security • Number of stations with the installation of CCTV based Surveillance System increased to more than 500.

• One seat/ berth earmarked for Railway Protection Force staff to travel in the trains for attending to any safety related requirements on board.

• Indian Railway Institute of Disaster Management at Bangalore has been opened for training of officers and staff.

• Commandos for Railway Security - Launch of the first Railway Commando Battalion ‘CORAS’ on 14.08.2019 to tackle the menace of terrorism and naxalism in Railways.

• The recruitment in Railway Protection Force (RPF) against vacancy of 1121 Sub-Inspectors & 8619 Constable notified in 2018 has been finalized and training has been started.

• The recruitment of 798 Constable (Ancillary) and 246 Constable (Band) in RPF is in final stage.

Empowerment of RPF to make seizure under Narcotics, Drugs and Psychotropic Substances (NDPS) Act • Government of India through its notification dated 11.04.2019 empowered RPF to make seizure and arrest under NDPS Act. • Subsequently RPF has made a large number of such recoveries amounting to the total amount of Rs. 6,74,56,340/- with the arrest of 211 persons up to Oct. 2019.

Commitment to Humanity • Lives of 151 passengers were saved during the current year 2019 upto Nov. (106 male & 45 female.) in an emergency situations such as from railway tracks during train movement and during natural disasters such as floods.

• 9150 cases of left behind luggage valued at Rs.1,59,93,186/(approximately) were retrieved and handed over to their owners during the year 2019 (up to Nov.).

• During the year 2019 (up to Nov.) RPF rescued 255 children (Boys 214 + Girls 41) from human traffickers with arrest of 64 persons.

• Besides this a total of 10681 children (Run away, Drug addict, Destitute, Kidnapped, Left behind, Missing etc.) were rescued during the year 2019.

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No. of cases registered

No. of persons arrested

Amount of fine realized in Rs.

4788

5674

533195

65482

74471

15342435

03.12.19 (Special drive) 2019 (up to Nov.)

• A drive named “Operation Thirst” was conducted in which 1430 persons were apprehended for sale of sub-standard packaged drinking water over the railways with recovery of 69041 unauthorized water bottles.

• Sustained drive against touts involved in procuring & selling of e-tickets using fake IRCTC IDs was conducted. Annual comparative figure:Year

No. of cases registered

No. of persons arrested

2017

1859

2060

2018

2843

3192

2019 (up to Nov.)

3861

4377

PUTTING FREIGHT IN FAST LANE • The Dedicated Freight Corridor is targeted to be fully commissioned in phases by the year 2021. o Bhadan – Khurja section (194 km) of Eastern DFC completed in all respect and trial commercial runs have started from 2.10.2019. o Rewari- Madar section (305 Km) of Western DFC has also been completed in all respect and trial commercial runs have started from 27.12.2019.

• Induction of new Wagons: Total induction of new wagons during April-Oct., 2019 is 9153 wagons v/s 6114 wagons inducted during April-Oct., 2018 • In 2019-20, freight charges rationalized with (i) removal of 15% Busy Season Surcharge on all commodities (except POL and Iron Ore), (ii) removing 5% supplementary charge on two point rake combinations and Mini rake, (iii) mini rakes are allowed upto 1000 km intra-zonal traffic.

• Round trip charging for container traffic has been introduced for a distance of less than 50 Km on each way. Under this scheme, Haulage Charge for 0-100 Km slab will be charged for total to and from movement, instead of charging for 0-50 Km slab each way. This is around 35% cheaper per TEU/round trip.

YEAR END REVIEW 2019 ARTICLE • 90 commodities de-notified from the list of notified and brought under Freight All Kind (FAK) rates i.e., lower rates are now applicable when transported in container.

• Electronic Transmission of Railway Receipts (eT-RR) facility has been implemented pan-India in 2019. Under this, customer has the option to receive, transfer and surrender the Railway Receipt (RR) electronically. It enhances the ease of doing business multifold for Railway freight customers. As a precursor to enable this, Indian Railway has implemented electronic registration of demand for wagons (e-RD).

• In place of entering into a tripartite agreement with each zonal railways, single agreement e-payment facility with base terminal Railway has been allowed to Automobile Freight Train Operators (AFTOs) from 20th May 2019.

• Exemption from mandatory weighment was allowed in case of import containerized traffic to three operators (CONCOR, GRFL, DLI) on the basis of transmission of SMTP details from Custom server to Freight Operations Information System (FOIS) of IR via Electronic Data Interchange. In May 2019, five more operators namely Adani, ICT&IPL, HTPL, IILPL and PMLPPL have been permitted exemption from weighment in case of import containerized traffic.

• Further, Nepal bound containerized import traffic has also been exempted from mandatory weighment from September 2019 on the basis of Custom document submitted by CONCOR. This step is expected to further lower operational time and improve fluidity.

• Integration of Electronic In-motion Weighbridge Locations: In pursuance to Railway Board’s instructions dated 14.01.2019 to all Zonal Railways regarding proliferation of In-motion Weighbridge with FOIS, till November 2019, a total of 218 locations have been configured for integration with FOIS and data have been captured of weighment and total 43 locations are online.

• Methodology for levying of Terminal Access Charge @one time for double operation of container handling at railway terminals has been extended till further advice.

• IR has changed its business processes and procedures which earlier maintained container itself as the commodity. Now, the commodities being carried in it are recognized and due GST exemption on service of transport of goods by rail in containers by IR is being given.

• For freight stability to customers, long term tariff contracts entered with 31 key customers till 15.12.2019. It is customer friendly as inbuilt in the system as per the agreement with the customer.

• 5 new routes upgraded and notified with enhanced loadability of CC+8 in 2017-18. 13 routes in 2018-19 and 21 routes in 2019-20 till 15.12.2019.

• Charging of traffic through Bogibeel, Digha and Monghyr Railcum-Road Bridges were notified.

• Permissible Carrying Capacity of various newly inducted wagons was notified like BOBRNHSM1, BAFRDR, BFNS, BFNSM, BFNS 22.9.

Permissible Carrying Capacity of BCNHL and BRN wagons was modified.

• Notifications were issued for extending help of transportation of water, relief material etc. to areas affected by drought in Rajasthan/ Maharashtra, flood in Kerala/ Assam/ Karnataka/ Maharashtra, cyclone in Odisha/ Tamil Nadu/ West Bengal/ Andhra Pradesh etc.

• E-Payment Facility: A total of 1231 Freight Customers are now availing e-payment facility since November 2019.

DIGITAL INDIA • Number of Stations with the High Speed free Wi-Fi increased to more than 5,500.

• Real Time Train Information System (RTIS) in collaboration with ISRO for automatic chart preparation and passenger train information, fast tracked: 2700 electric locomotives have been provided with RTIS and 3800 diesel locomotives provided with RAMLOT; Automatic control charting being done for 6500 locomotives; balance 6000 electric locomotives to be provided with RTIS equipment in a year’s time. Tender for balance in process.

• Industry 4.0 in Modern Coach Factory, Raebareli for higher productivity.

• Two modern techniques (i.e. Use of Drone mounted camera and 3D scanning of riverbed) introduced in Railways during the year for inspection of bridges.

• For predictive maintenance, an automated system for detecting defective wheel, bearing and catching the same before it fails, IR is in the process of installation of 25 OMRS wayside inspection systems at 20 locations spread over entire network. Defect report generation and alert communications takes place in real time for taking corrective action, accordingly.

As on date, 6 OMRS systems have been installed and total installations will be completed in the year 2020 itself.

• Computerization of Train Signal Register (TSR): TSR equipment have been supplied on 650 stations. All stations have been commissioned and made live at 508 stations by November 2019.

All locations are expected to be made live by March 2020.

• A separate land management system viz. Indian Railways Land Management System (IRLAMS) being developed for the management of land related data such as land records, lease license records documented at one place.

• End-to-end digitalization of procurement process of Indian Railways has been accomplished. All the processes from generation of demand, processing of demands, publication of tenders, technical evaluation of bids, tender finalization, preparation and issue of letter of acceptance / contracts / modifications, inspection of material by RITES/ Consignee, acceptance and accountal of supplies, online receipt and processing of vendors' bills, issue of material to consignees etc. are digital.

• e-Reverse auction made as the default mode of tendering for tenders for procurement of goods valuing more than Rs. 5 cr. The process of e-RA has now been further improved to have better competition.

• An e-application IR-WCMS launched as a pilot project in 17 divisions of IR to handle works contracts on e-platform. This eapplication shall be extended soon to all divisions of IR. • All activities/stages of sale of scrap from Lot formation, Catalogue publication, e-auction, collection of Earnest Money Deposit (EMD) and Balance Sale Value (BSV) to issue of Sale Release Order (SRO) etc. digitized.

• 72000+ Digital Files created in mere 6 months’ time over 58 establishments of Indian Railways replacing manual file. The NIC e-office implemented by RailTel is helping Indian Railways to save tons of paper every day. In the phase I of the project 50000+ users have been created.

• Other digital initiatives: Electronic Drawing Approval System (EDAS); Unique Medical Identity Card (UMID) for health care; Human Resource Management System (HRMS).

• In order to cater to ticketing needs of passengers at Halt stations, a scheme launched where computerized unreserved tickets are being made available at Halt stations through Unreserved Ticketing System (UTS) terminals replacing earlier manual printed card tickets system. This is being done through the nearest nodal station. In addition, trials of Portable-UTS have been approved over Southern Railway for issue of tickets at halt stations. Trials of enhanced ETM using android mobile phone and Bluetooth printer in connected mode have been approved over Northern Railway.

• RailMadad: The Complaint Management system was rechristened as ‘RailMadad’ and was decided to remain as a Railways-only Portal for redressal of customers’ grievances. It was conceptualised in April 2019 as an integrated complaints platform (Web, SMS, App, Manual Dak, Social Media & IVRS Helpline 139). The RailMadad application was rolled out on 15.07.2019 (Beta application) and on 21.10.2019 (Final Version).

RailMadad application was designed and developed as per industry standards to make it more user friendly.

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YEAR END REVIEW 2019 ARTICLE • To increase non-fare revenue, it has been decided to allow advertisements on IR website indianrail.gov.in for a period of one year on a trial basis, as a pilot project.

• IRCTC will do the marketing and all the liaisoning with advertisers.

• The net revenue sharing between IRCTC and MOR shall be 50:50.

• Instructions have been issued on 03.09.2019 and advertisements have started w.e.f. 19.09.2019.

• It has also been decided to allow advertisements on NTES website, IREPS website and UTS-on-mobile App on similar terms and conditions.

• Instructions have been issued on 17.10.2019.

• Instructions have been issued to IRCTC on 24.10.2019 to integrate Chatbot solution on IR website indianrail.gov.in on a trial basis for 6 months. Net revenue accrued from this initiative shall also be shared between IRCTC and MoR in 50:50 ratio.

• To make public aware of the on-going activities of Railways, upgraded Rail Drishti Dashboard (www.raildrishti.in) has been launched encompassing all the digitisation efforts in Indian Railways and promoting transparency and accountability. It brings information from various sources on a single platform and gives access to key statistics and parameters to every citizen of the country.

FINANCIAL INITIATIVES Payment through Letter of Credit in Domestic Supply/Works contracts: The scheme of payment through Letter of Credit in Domestic Supplies/Works contracts has been implemented on all Indian Railways in coordination with CRIS and SBI. All tenders invited by Zonal Railways and Production Units both for supplies/works having an estimated value of Rs 10 lakhs and above, have an option for payment from Railways through a Letter of Credit arrangement.

Centralised Integrated Payment System (CIPS): Implementation of SBI’s CIPS is a system improvement to ensure online payments without manual intervention. This initiative was one of the action points of 100 Days Action Plan of Finance Department. Indian Railways has implemented Centralized Integrated Payment System (CIPS) with effect from 12.09.2019 after entering into MOU with SBI. CIPS facilitates digital signing of payment files and it is automatic & secure server to server transfer from Integrated Payroll & Accounting System (IPAS) server to SBI server.

Implementation of GST: CGST Act, 2017 and IGST Act, 2017 was passed by the Parliament and assented by the President of India on 12th April, 2017. Given the strict guidelines, following milestones have been completed in a time-bound manner:a. Income Tax PAN for Ministry of Railways has been obtained across the Railways; b. Modification made in the software for PRS, UTS, FOIS, to levy GST; c. Timely instructions are issued to all the GMs levy of GSTs on Parcel, Sundry Commercial Receipts, Engineering Receipts; d. CRIS developed GST Manual Utility for capturing Offline transactions; e. Modification effected in Accounting Software to account for Input Tax Credit; f. To ensure that all pre-GST Contracts are aligned with the transitional guidelines into the GST Regime; g. To ensure that the new Contracts entered into post 1.7.2017 is aligned with the GST Rules; h. To study the impact of the GST Rules in respect of transactions with SPVs; a. In all around 140 policy circulars were issued to all the Units;

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j. Re-engineering of processes are done from time to time. For example, remodelling of IRFC funded contract has been done recently that will result in reduction of leasing cost to Indian Railways; Organisational Restructuring of Indian Railways The Union Cabinet chaired by Hon’ble Prime Minister, Shri Narendra Modi on 24.12.2019 approved a transformational organisational restructuring of the Indian Railways. This historic reform will go a long way in achieving Government’s vision of making Indian Railways the growth engine of India's vikas yatra.

The reforms include: i. Unification of the existing eight Group A services of the Railways into a Central Service called Indian Railway Management Service (IRMS) ii. Re-organisation of Railway Board on functional lines headed by Chairman Railway Board (CRB) who will be the Chief Executive Officer (CEO) with 4 Members and some Independent Members iii. The existing service of Indian Railway Medical Service (IRMS) to be consequently renamed as Indian Railway Health Service (IRHS).

Unification of services had been recommended by various committees for reforming Railways. Unification of services will promote smooth working of Railways, expedite decision making, create a coherent vision for the organisation and promote rational decision making. The modalities and unification of the services will be worked out in consultation with DoPT and the approval of Alternate Mechanism appointed by Cabinet in order to ensure fairness and transparency.

Employment Indian Railways successfully completed one of the world’s largest recruitment exercises o An unprecedented 47.45 Lakhs candidates applied for over 64,000 posts of Assistant Loco Pilots & Technicians o About 1.17 Crores candidates appeared for over 63,000 posts in Level I (erstwhile Group D) posts including over 2400 vacancies reserved for Disabled candidates (Divyangjan) with around 600 for each of the 4 Disability categories of LD, VI, HI and MD, and o About 24.75 lakhs candidates appeared for over 13,500 posts for Junior Engineer (JE).

Indian Railways provided another chance to eligible Multiple Disability (MD) ‘Divyangjan’ Level-1 candidates to rectify disability option for Railway jobs.

Ayushman Bharat in Railway Hospitals Introduction of Pradhan Mantri- Jan Arogya Yojna (PM-JAY) in Railways o Ayushman Bharat has been introduced in 91 hospitals of Indian Railways. o Treatment of Ayushman Bharat beneficiaries has already started at empanelled Railway hospitals.

ARTICLE

TOD as a solution for last-mile connectivity concerns

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oor last-mile connectivity has plagued Bengaluru city for years. As the planners propose a Transit-Oriented Development (TOD) strategy, here’s a look at how the lastmile gaps have constantly affected the growth of public transport.

An upgraded, swift and reliable public transport system has been the need of the hour as the city continues to expand and grow, drawing masses from across the country. Public transport is one of the most essential components of economic growth as it is directly linked to the emancipation of people, irrespective of their income group.

For a skill-rich city like Bengaluru, infamous for its traffic situation, a comprehensive mobility plan could potentially boost the efficiency of the privileged, but it can also enable the not-so-privileged to overcome social exclusion and access jobs and services. However, in reality, for the working poor in the city, commuting is still an exorbitant affair, and last-mile connectivity remains a clog in the wheels.

As she waits at the bus stop on M G Road, Varsha, a college student in her early twenties is visibly impatient. “The buses are usually delayed by 15-20 minutes, and the frequency is also low.” Varsha lives in Hoskote and the everyday commute to her college is hampered by the tardy and infrequent bus system from her place.

The autorickshaws refuse to ferry according to the fares set by the Regional Transport Authority. Most drivers demand a minimum of Rs 50, or an additional Rs 20 over the meter fare. The fares are doubled or tripled at night, making the commute extremely expensive.

Akhil, a senior executive who works for an MNC commutes from Bellandur to Koramangala says, “I end up spending more on the auto fare than the bus fare just for my last mile, i.e., from the busstop to my house.

The opulent comfort of private cabs is limited only to the middle and higher classes, which form less than a third of the city’s population. There is a gap in demand and supply in the private cab services too as the average wait time for the cabs is around 10-15 minutes. Higher refusal rates happen to be another inconvenience.

Siddhant Pratap, a computer engineer who lives in Marathahalli and travels to HSR Layout for his work says, “I chose to invest in a two-wheeler instead of taking public transport. Since there is no Metro in my route, taking a bus is the only available option.”

“I can’t afford to be late to work in the morning. Therefore relying on buses, which tends to take more time owing to traffic and delays, is not my first preference. Lane discipline and poor traffic sense amongst people defeats the whole point of bus priority lanes, especially during the peak hours,” Siddhant elaborates. almost a kilometre away. Walking that stretch while going to work or a social commitment would mean inhaling a whole lot of dust and ending up grimy and sweat-stained when I reach my destination.”

On the rare occasions when she takes a bus, “crossing the Outer Ring Road to reach the bus stop is a matter of life and death as there are no red signals, or an overbridge, or a zebra-crossing and the vehicles do not slow down for pedestrians.”

This is what Sanjana J Satish, who works for a law firm, has to say: “I usually take the Shivajinagar bus (13, 13A/B/C etc) or the Metro to MG road or Indiranagar. My major issue is overcrowding of buses and Metros to a point where you can’t move and sometimes can’t even breathe properly.”

She feels the government needs to increase the frequency of buses on certain routes. “Besides, the Green Line often runs only threecoach trains, which leads to overcrowding.”

(This article first appeared on DH)

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ARTICLE

First Mile/Last Mile – What’s the best solution?

R

elying on public transport systems to travel from one location to the next usually requires the commuter to walk a considerable distance to and from each of the transit stations en route. These rather inconvenient extra steps are what city council members and business owners commonly refer to as the first mile/last mile problem or FM/LM. As municipalities turn to Mobility as a Service (MaaS) technologies to facilitate these millions of daily commutes and to enhance the quality of life for its many citizens, city officials often have difficulty in locating a onesize-fits-all solution.

The best possible solution, however, usually involves a dedicated collaboration between multiple organisations to design, develop, and implement a cohesive network of interconnected travel options. Ultimately, the goal is to reduce the average total walking distance as well as the number of transfers, while providing what are essentially door-to-door transit services most often associated with an idealised utopian society. Thanks to recent advancements in MaaS, urban planners are now labelling these utopian worlds as smart cities, and they are becoming increasingly more prevalent across the globe.

The importance of a multi-modal transit system Public transport officials face a constant stream of highly complex challenges. Part of the reason that these committed professionals can never seem to resolve the FM/LM problem entirely is that metropolitan areas are always changing and expanding. With the construction and development of new business districts and residential areas comes the never-ending challenges associated with efficient but limited pedestrian travel.

Adding new alternatives to public transport systems is only half the battle. Cities offering a multi-modal network of travel options that might include buses, light rail, heavy rail, commuter rail, bike rentals, scooters, shuttles and, someday, maybe even air taxis require an interconnected payment method that is readily

adaptable regardless of the transportation supplier. Meanwhile, city commuters must also be able to navigate between these different transport modalities quickly, efficiently, and costeffectively.

Is it even possible to make each of these individual transport companies along with their millions of passengers happy at the same time? New developments now provide FM/LM solutions,

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such as walking and cycling safety and ease as well as bike and car share offerings.

Regardless of the locality, resolving the FM/LM dilemma requires careful planning and detailed research involving a broad range of interrelated issues. Payment options are one consideration. Traffic patterns is another. Balancing both public and private transportation options is yet another. And each of these complex issues is always changing. “The Only Thing That Is Constant Is Change.” This insightful quotation has never been more relevant than when dealing with the ever-changing world of urban planning.

MaaS solutions to the rescue To be maximally effective, today’s public transport managers and city planners are now embracing the fact that multimodal systems must always be changing and adapting to the needs of its many citizens.

Even during those repetitive, daily commutes from work to home and back again, there will be many times when a side trip to a local restaurant or dry cleaners is warranted. Multi and mixed-modal trip planning apps allow the user to enter the locations of these temporary detours before providing a series of travel itineraries complete with estimated arrival times and payment plans.

The FM/LM problem is never fully resolved. Things change.

Unexpected events occur. Traffic delays can never be predicted in advance. But thanks to MaaS applications and technologies, commuters and transport professionals alike can quickly adapt to these ever-evolving challenges at a moment’s notice while saving time, money, and frustration.

(This article first appeared on SkedGo)

INDUSTRY CONTRACT Tata Projects Limited and PNC-SIL JV whereas L&T Construction, KEC International Limited, NCC Limited, Tata Projects Limited and PNC-SIL JV emerged as L2, L3, L4 and L5 respectively. PNC-SIL JV got rejected.

YFC Projects Pvt. Ltd. quoted Rs 726.08 Cr against the estimated value of contract Rs. 726 crores.

HCC-VCCL JV Bags Rs. 489 cr civil contract from Delhi Metro for Phase IV project

T

he Delhi Metro Rail Corporation opened the bids of the civil

construction package DC-06 of Phase IV Project on Jan 3,

2019.

Infrastructure major Hindustan Construction Company (HCC) in a joint venture with VCCL emerged as the lowest bidder (L1) for the civil construction package DC-06 of the DMRC Phase IV project.

In Sixth Civil construction contract (package DC-06) of Delhi Metro

“

Rail Phase IV, Total of four contractors participated i.e. HCC-VCCL

“

JV, Tata Projects Limited and Afcons Infrastructure Limited emerged as L1, L2 and L3 respectively. SUCG-STEC disqualified HCC in a joint venture with VCCL quoted Rs 489.00 Cr against the

Scope of Work Part Design and Construction of Integrated structure consisting of Elevated Viaduct and six-lane flyover (Double Deck System), Viaduct and Elevated Ramps for viaduct and flyover, Siding lines, Under Pass at Saket G, Elevated Ramp from BRT corridor to flyover and down ramp from flyover to BRT corridor (partially underground) and Four Elevated Stations viz. Sangam Vihar, Khanpur, Ambedkar Nagar and Saket G (Excluding Architectural Finishing works of stations, Steel FOB & PEB works of stations) from Chainage 14519.149 m to 18750.724 m of Aerocity to Tuglakabad Corridor of Phase-IV of Delhi MRTS. • Project Cost – 726 Cr • Bid Submission Date – 21.11.2019 • Opening – 17.12.2019 Participants and Bidding Amount Quoted Amount 726.08 Crore 766.00 Crore

Rank

784.85 Crore

L3

KEC bags Rs 955 cr civil contract from Delhi Metro for Phase IV project

L4 L5

estimated value of contract Rs. 478.00 crores.

Scope of Work Design and Construction of Twin Tunnel by Shield TBM, Cut & Cover Tunnel box, Underground ramp and one Underground station namely Krishna Park Extn. with Entry/Exits & Connecting subway by Box pushing method including Architectural Finishing, Water Supply, Sanitary Installation & Drainage works of Janakpuri West to R.K. Ashram Corridor (Extn. of Line-8) of Phase-IV of Delhi

Bidder Name YFC Projects Pvt. Ltd. Larsen and Toubro Limited (L&T) KEC International Limited – Longian NCC Limited Tata Projects Limited – CHEC JV PNC-SIL

823.57 Crore 823.90 Crore

L1 L2

DISQUALIFIED

MRTS • Project Cost – 478.00 Cr. • Bid Submission Date – 10/12/2019 • Bid Opening – 03/01/2020 Participants and Bidding Amount Bidder Name

Quoted Amount

Rank

HCC-VCCL JV Tata Projects Limited Afcons Infrastructure Limited SUCG-STEC

489.00 Crore 495.00 Crore 643.50 Crore

L1 L2 L3

YFC PROJECTS PRIVATE LIMITED, the flagship company of YFC GROUP is into construction and infrastructure industry since the last three decades. YFC has potential interests in Multi-storeyed Building Construction projects, Infrastructure projects involving Roads, Highways, Bridges & Runways and Metro Rail Projects.

disqualified

Recently, Hindustan Construction Company (HCC) in a joint venture with VCCL has been awarded Rs 367.72 crore contract by the Northeast Frontier Railway to construct a safety tunnel between Tupul and Imphal in Manipur state.

YFC Projects bags Rs 726 cr civil contract from Delhi Metro for Phase IV project.

YFC PROJECTS PRIVATE LIMITED, the flagship company of YFC GROUP emerged as the lowest bidder (L1) for the civil construction package DC-04 of the DMRC Phase IV project.

In fourth civil construction contract (package DC-04) of Delhi Metro Rail Phase IV, Total of six contractors participated i.e. YFC Projects Pvt. Ltd., L&T Construction, KEC International Limited, NCC Limited.

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CASE STUDY

Metros across India run into losses

E

ven as the country has close to 650km of operational Metro lines and hundreds of kilometers under construction, most Metro networks are facing heavy losses.

According to a recent study which looked at the latest available annual filings for FY18-19, Bengaluru, Chennai, Hyderabad, Gurgaon and Kochi Metros faced losses, with Chennai Metro alone facing net losses amounting to Rs 714 crore on its total income of Rs 183 crore, including on operations and other income.

Bengaluru, which is looking to expand its Metro network to 300km by 2025, earned a revenue of Rs 536 crore, but faced net losses amounting to Rs 498 crore, as per their annual report. Mumbai, which has only one operational line (11.5-km line connecting the suburbs of Versova and Ghatkopar) also faced a net loss of Rs 236 crore on revenue of Rs 322 crore, as per their latest annual filings.

However, for Bengaluru and Chennai, while the revenue figures correspond to the operational line, the cost figures correspond to all lines, even those under construction.

Urban transport experts pointed out several reasons for the failure.

These include lower than expected ridership due to poor last-mile connectivity, delay in commissioning of under-construction lines which would feed ridership to the already operational lines, suboptimal monetisation of non-fare revenue options such as commercial space leasing, advertisement space leasing, property development, land monetisation, etc. due to various constraints, including regulatory and contractual restrictions.

“Unrestricted monetisation of commercial revenue streams is key to the operating viability of any Metro network. It keeps fares under check and reduces the dependency on government funding,” said Shadab Siddiqui, project manager at Auctus Advisors management consultants, which undertook the study as part of its non-fare revenue maximisation project for the Mumbai Metro Rail Corporation (MMRC), which is executing the 33.5-km underground Metro in Mumbai.

As per their study, Bengaluru Metro lost a major chunk of non-fare revenue as the city municipal corporation banned outdoor

advertising in 2018 owing to the menace of illegal hoardings. The corporation is currently drafting a revised policy which is yet to be finalised. In Chennai and Hyderabad, only a small stretch of the Metro line is operational, leading to restricted ridership vis-a-vis potential and in case of Gurgaon, although there were plans for property monetisation under a transit-oriented development . policy, it is yet to take off, which along with restricted advertisement rights made the Metro network unsustainable for the erstwhile private operator The data for the study was compiled through annual reports and filings with the ministry of corporate affairs. The study benchmarks Indian Metros with international networks like Hong Kong Metro which reported an operating profit of 36% from its Hong Kong operations in 2018 translating to approx. USD 1.5 billion to its coffers, thanks to its monetisation from station commercial and property rentals, as per their 2018 annual report.

According to the study, Delhi Metro, which boasts of a 389-km network, earned revenue of Rs 6,462 crore, with a net loss of only 7% as a large part of their network is operational and the costs correspond to revenue across all lines. Delhi, which has the largest and busiest Metro network in India, earned Rs 3,119 crore from fares, Rs 564 crore as its non-fare revenue component, Rs 2,011 crore via consultancy for other Metro networks and Rs 767 crore from other income. Delhi’s expanded network itself has given a boost to its non-fare revenue via station name rights, advertisement in stations and monetising of commercial space and land parcels.

R Ramana, executive director at MMRC said, “Metro is an intra-city network, which unless well-connected, will not yield the right benefits. In some cities, the peak ridership is low in comparison to the projected traffic. There are other limitations too. Like fares are not decided as per the prevailing market conditions. It is also not revised regularly.”

Amruta Ponkshe, a Mumbai-based transport expert, said that apart from looking at maximising on non-fare revenue, transit decisions must look to discourage cars too. She said, “Transit decisions made at the metropolitan or national level must look at introduction of congestion charges and increasing parking costs to increase metro ridership and farebox revenues.”

(This article first appeared on HT)

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ARTICLE APPOINTMENTS & AWARDS

V K Yadav reappointment as Railway Board Chairman, likely to be its first-ever CEO

S

DMRC Conferred with the National Award 2019 for Empowerment of Persons with Disabilities (Divyagjan)

hri Vinod Kumar Yadav, IRSEE (1980 Batch) has assumed charge today on 01.01.2020 after being reappointed as Chairman, Railway Board, in the rank of Ex-Officio Principal Secretary to Government of India. He is likely to be its first-ever CEO, a post created recently as part of a major administrative restructuring of the national transporter.

Yadav’s one-year extension as the Chairman gains significance in view of the restructuring exercise which includes trimming of the Board and the merger of its cadres. The restructuring was approved by the Union Cabinet recently.

he Delhi Metro Rail Corporation (DMRC) was conferred with this year’s ‘National Award for the Empowerment of Persons with Disabilities’ (Divyangjan) in recognition of creation of Barrier-Free environment for Divyagjan under the category of Government Department or Offices or PSUs or Autonomous Bodies. Dr. Mangu Singh, Managing Director/DMRC received the award on behalf of DMRC from Shri M Venkaiah Naidu, Hon’ble Vice President of India in a ceremony held at Vigyan Bhawan, New Delhi.

The Appointments Committee of Cabinet (ACC) has approved reemployment of Shri Vinod Kumar Yadav as Chairman, Railway Board for a period of one year w.e.f 01.01.2020.

Earlier, Shri Vinod Kumar Yadav was appointed as Chairman, Railway Board (Ministry of Railways) and ex-officio Principal Secretary to Govt. of India on 01.01.2019. Prior to this assignment, Shri Yadav had worked as General Manager, South Central Railway.

In order to provide barrier free services for Persons with Disabilities (Divyagjan), all Delhi Metro stations are provided with access facilities which include kerb cut at foot path, ramp with appropriate gradient and handrail at appropriate height, lift of adequate size to accommodate wheel chair users, audible signage at Lifts, information signs in Braille for lift control panel & toilet etc. DMRC follows all other prescribed accessible features guidelines at its Metro stations thereby ensuring accessible travel for persons with disabilities.

Yadav’s academic qualifications including a Masters Degree in Business Administration –MBA (Technology Management) from La Trobe University, Australia and a Bachelors Degree in Engineering (Electrical Engineering) from Allahabad University, Uttar Pradesh.

He holds immense experience in the fields of Project Management, General Management, Industrial Policy Formulation, Foreign Collaboration & Foreign Direct Investment, Management of Sector-Specific International Technical Programmes and Coordination of World Bank and Japan International Cooperation Agency (JICA) Funding.

During the course of his illustrious career, Shri Vinod Kumar Yadav held several important executives and managerial positions on Indian Railways and on deputation to various Organizations. In Indian Railways, his assignments included serving as Chief Electrical Engineer, Planning/Traction Distribution, Northern Railway; Divisional Railway Manager, Lucknow Division, North Eastern Railway and Additional Divisional Railway Manager (Operation), Delhi Division, Northern Railway.

Amongst the assignments he held on deputation are – Executive Director, Railway Electrification Projects, Rail Vikas Nigam Limited (RVNL), New Delhi; Group General Manager (Electrical), Dedicated Freight Corridor Corporation of India Limited; Project Director, International Centre for Advancement of Manufacturing Technology at United Nations Industrial Development Organization (UNIDO); he was also Director, Department of Industrial Policy & Promotion, Ministry of Industry, Government of India.

He also held an important foreign assignment as Deputy Manager (Electrical), IRCON at Turkey, where he was instrumental in planning, execution and commissioning of Railway Electrification Project for Turkish Railway.

Shri Vinod Kumar Yadav is the recipient of the first-ever “Best Transformation Initiative Award” of the Ministry of Railways.

If appointed as the CEO, Yadav will be the cadre-controlling officer responsible for the Human resources (HR), with assistance from a

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T

These National Awards are instituted under the aegis of Ministry of Social Justice and Empowerment, Govt. of India and are conferred every year on 3rd December i.e, ‘International Day of Persons with Disabilities’ under 14 categories.

JOB OPENING

Metro & Railway job openings

S. No. 1.

Organisation Delhi Metro Rail Corporation(DMRC) Limited

Description · Junior Engineer · Accounts Assistant · Customer Relations Assistant

Last Date 20/01/2020

·

Total Vacancies– 1493 Posts Deputy Head ofDepartment– 01 Posts

31/01/2020

07/02/2020

2.

Chennai Metro Rail Limited (CMRL)

·

Deputy General Manager– 01 Post

2.

Jaipur Metro Rail Corporation(JMRC)

· · ·

Junior Engineer Customer Relations Assistant Station Controller / TrainOperator Total Vacancies- 39 Posts

Mumbai Metro Rail Corporation(MMRC)

· · ·

Junior Engineer Deputy Engineer Account Officer Total Vacancies- 14 Posts

23/01/2020

24/01/2020

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ARTICLE EVENT

Metro and Railway Industry Events Calender Dates

Event Name

Venue

Jan. 18-22, 2020

ELECRAMA 2020

India Expo Mart, Greater Noida, NCR, India

Feb. 13, 2020

Low-carbon Mobility: Making Modal Shift Desirable

Jakarta , Brussels

Feb. 18-19, 2020

5th Annual Rail Cyber Security Summit

London, United Kingdom

Feb. 25-26, 2020 Feb. 26-27, 2020 Mar. 03-07, 20202 Mar. 18-19, 2020 Mar. 18-20, 2020 Mar. 03-05, 2020 Mar. 25-26, 2020 Mar. 31-Apr. 01, 2020 Mar. 11-12, 2020 Apr. 01-03, 2020 Apr. 29-30, 2020 May 05-07, 2020

Dubai World Trade Centre, Dubai, UAE Singapore New Delhi, India Singapore Jakarta, Indonesia Karlsruhe, Germany Valenciennes, France Madrid, Spain Bangkok, Thailand Prague, Czech Republic Delhi, India New Delhi, India

May 12-14, 2020 May. 20-22, 2020 May. 20-22, 2020 Jun 30-03 July 2020 July 10-13, 2020 Sep. 22-25, 2020 Oct. 06-08, 2020 Oct. 13-15, 2020 Oct. 13-15, 2020 Oct 30 - Nov. 01 2020 Nov. 23-25, 2020

Middle East Rail and Smart Mobility 2020 Digital Rail Maintenance 2020 ISUW 2020 Geo Connect Asia 2020 RailwayTech Indonesia 2020 IT-TRANS 2020 Rail Industry Meetings Rail Live Conference & Exhibition Asia Pacific Rail 2020 International Rail Forum & Conference Railtech 2020 PowerGen India 13th International Railway Infrastructure Exhibition - Infrarail 2020 Transport India 2020 6th Smart Cities India 2020 Expo 11th UIC World High Speed Congress Asian Machine Tool Exhibition (AMTEX) InnoTrans 2020 Intermodal Europe 2020 14th HTS 2020 4th MET 2020 13th Urban Mobility India Conference and Expo 2020 Wire and Tube India 2020

Nov. 03-06, 2020

Bauma Conexp India 2020

New Delhi, India.

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Olympia London, London, United Kingdom Pragati Maidan, New Delhi, India Pragati Maidan, New Delhi, India Beijing, China Pragati Maidan, New Delhi, India Berlin, Germany Rotterdam Ahoy, Netherlands Bombay Exhibition Centre, Mumbai, India Bombay Exhibition Centre, Mumbai, India New Delhi, India BCEC, Mumbai India

LIVE TENDER

Metro Rail Tender DATE 13-01-2020 12-01-2020 11-01-2020 30-12-2019

26-12-2019 23-12-2019

21-12-2019

21-12-2019

21-12-2019

16-12-2019

DATE

10-01-2020 08-01-2020

07-01-2020

24-12-2019

SUMMARY Selection Of General Consultant (gc) For Chennai Metro Rail Phase 2 Project Corridor 4 Selection Of General Consultant (gc) For Chennai Metro Rail Phase 2 Project - Corridor 4".

Selection Of General Consultant For Chennai Metro Rail Phase-2 Project-corridor 4.

Detailed Geotechnical Investigation Study For The Underground Stations And Tunnels Including Depots For Bhopal And Indore Metro Rail Project Estimated Cost: INR 35,500,000 Track Maintenance Of E-w Priority Reach-1 (apparel Park To Vastral Gam Dead End Includingapparel Park Depot And Ramp Forahmedabad Metro Rail Project- Phase-1" Estimated Cost: INR 6,911,000 Engagement Of General Consultant (gc) For Maharashtra Metro Rail Corporation Ltd Construction Of Elevated Viaduct From Central Silk Board Junction To K R Puram & Up To Baiyappanahalli Depot Including Thirteen Elevated Stations Viz., Central Silk Board , Hsr Layout, Agara, Ibbalur, Conversion Of Existing 220 Kv Overhead Lines To Underground Cable Infringing The Metro Rail Alignment Of Pune Metro Line 3 Project Which Includes Engineering, Supply, Erection, Testing, Commissioning Of The Works And, Dismantling Of Unutilised Towers And Design, Manufacture, Supply, Testing And Commissioning Of 234 Nos. Standard Gauge Cars Including Training Of Line 4 And Extension Corridor [wadala -kasarvadavali gaimukh] Of Mumbai Metro Rail Project Estimated Cost: INR 18,650,000,000 Detailed Design Consultancy Services For Power Supply Receiving Distribution 750 V Dc Third Rail Traction Electrification And Scada Systems Each Of Bhopal And Indore Metro Rail Projects Estimated Cost: INR 60,000,000 RRTS Tender SUMMARY Civil, Architectural And E&m Works For The Design Of Seven Elevated Stations (panchgaon, Bilaspur, Dharuhera, Mbir, Rewari, Bawal & Snb), One Depot At Dharuhera, Stabling Lines At Manesar And Elevated Construction Of Depot Cum Workshop Near Duhai Rrts Station [including Architectural Finishing, Peb, E&m And Road Works] Of Delhi–ghaziabad–meerut Rrts Corridor Manufacture, Supply, Transportation And Delivery Of 22,000 Mt Of Uic 60/60e-1/60kg 1080 Grade Head Hardened Rails Class-a Conforming To Irs T-12-2009 (latest Amendment) For Delhi-ghaziabad-meerut Regi Construction Of The Elevated Viaduct From End Of The Ramp At Idpl Complex To Start Of Ramp At Rajiv Chowk And Three Nos. Of Elevated Stations Viz., Udyog Vihar, Sector-17 And Rajiv Chowk Of Delhi- Snb

DEADLINE 22-02-2020 22-02-2020 22-02-2020 17-02-2020

16-01-2020 17-01-2020

06-02-2020

14-01-2020

25-02-2020

10-02-2020

DEADLINE

02-03-2020 28-02-2020

11-02-2020

20-01-2020

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