Metro Rail News Dec 2022 Issue

The growing market of Passenger Information System

Many cities around the world are experiencing an increase in urban population. This, in turn, increases demand for high-quality transportation services. Public transportation is critical to addressing cities’ increasing demand for transportation services. It can carry enormous crowds. A single bus can transport fifty people while taking up less road space than 50 cars. It not only reduces traffic congestion but also helps avoid pollution by lowering automotive emissions. Most residents in Indian cities rely on buses as their primary mode of transportation. Buses are popular because they are less expensive and cover more ground than alternatives such as metro rail. Buses, particularly for intra-city transit, are more likely to reach a specific spot than alternatives such as the metro, which typically include stops at significant areas.

While transportation services are acceptable, a key issue in current times is a need for more information to suit the needs of passengers. There is also widespread public opposition to the use of public transit. People generally want public transit to be properly scheduled, on time and more frequent so commuters can use it appropriately.

Modern information services built on an Internet of Things (IoT) architecture have enormous potential to improve passenger information services. Such services benefit ladies and seniors who dislike the hassle of riding in overloaded buses. Furthermore, it benefits public transportation providers by attracting more people, increasing income, and allowing them to plan appropriately.

Due to rising urban populations and traffic in public transportation systems, the passenger information system (PIS) market has seen rapid growth in recent years. The increasing need for feature-rich systems that deliver real-time transit information to passengers and provide an enhanced passenger experience that prioritizes safety drives considerable gains in the passenger information system market. During the projected period, a significant increase in the usage volume of smartphones and other handheld devices that enable connectivity is likely to drive market growth.

Despite greater implementation and maintenance

costs, the industry is expected to thrive due to cutting-edge technology breakthroughs and innovations in the telecommunications sector. Furthermore, the incorporation of modern automation technologies, IoT, and 5G, as well as the development of economical, efficient, and customer-centric SaaS platforms, are projected to increase demand for passenger information systems worldwide.

According to Fairfield Market Research, the global passenger information system market will be worth $42,027 million by the end of 2026, up from $19,264 million in 2018. Over the forecast period of 2021 to 2026, the market is expected to grow at an impressive 11.9% CAGR. According to the International Civil Aviation Organization (ICAO), the total number of passengers travelling worldwide has increased by 6.4 per cent in 2018 to 4.3 billion.

The United Nations projects that by 2030, urbanization will result in increased public transportation usage in metropolitan areas, such as transit buses, rail, and metro. According to projections, the emergence of artificial intelligence, machine learning, the Internet of Things (IoT), and big data will undoubtedly propel the rise of transportation infrastructure. The radical transformations and implementation of IoT have enhanced connectivity, automation, and control over information interchange between various electronic devices. Furthermore, adopting modern automation technologies in transportation management control centres and the cloud has helped in data sharing, selfgovernance and intelligence.

We happily present you the year-end edition featuring topics related to Non-Motorized Transport Systems (as White Paper/Cover Story), Developments in Passenger Information Systems and various other topics along with our regular columns, opinion, features and articles. Wishing you a happy reading.

Managing Editor

Metro Rail News

(A Symbroj Media Publication)

E-mail: editor@metrorailnews.in

Narendra Shah

Managing Editor

Narendra Shah

EXCLUSIVE INTERVIEW

Our technology is making data more accessible and more visible and the solutions more dynamic and immersive: Steve Cockerell.

FEATURED ARTICLE

News Highlights

The Mumbai Metro Rail Corporation Limited (MMRCL) ultimately finished the Colaba-Bandra-SEEPZ Metro 3 project’s tunnelling construction on November 29, providing a significant boost to the opening of Mumbai’s first underground Metro train service.

ITD Cementation India Ltd. started pouring concrete on 5th December to cast their first tunnel ring segment to construct Chennai Metro Line-4,10 km underground portion between the Power House Ramp and Light House Station.

Chief Minister of Telangana, K. Chandrashekar Rao, laid the foundation for the Hyderabad Airport Express Metro at the IKEA intersection on 9th December. Once finished, it will reduce the distance between the city and the airport travel time to just 26 minutes. Additionally, a multi-location check-in facility will be provided.

The Delhi Metro Rail Corporation (DMRC) on 2nd December took a significant step towards operationalising its Phase 4 corridors for passenger operations by signing the contract for procuring 312 Metro coaches (52 trains) for Phase 4’s priority corridors, i.e., Majlis Park to Maujpur, Janakpuri West to R K Ashram Marg and Tughlakabad to Delhi Aerocity.

Gulermak – Sam India Builtwell JV’s on 6th December marked the first tunnel breakthrough through tunnel boring machine (TBM) S93 at the Nayaganj Station site on Package KNPCC-05 of the 32.4 km Kanpur Metro Phase 1 project.

The Hon. Prime Minister Narendra Modi, on 11th October, flagged off inaugural metro trains from Automotive Square to Kasturchand Park Metro Station (Orange Line) and Prajapati Nagar to Sitabuldi Interchange (Aqua Line). The Prime Minister dedicated the first phase of the Nagpur Metro Rail Project. The starting of metro services would provide seamless connectivity to commuters across the city in all four directions.

MMRC completes 100% tunnelling of Mumbai Metro Line-3

Telangana CM KCR lays foundation stone for Hyderabad Airport Express Metro PM Modi flags Off Metro Services and dedicates Nagpur Metro Rail Project Phase-I

ITD Cementation India Ltd. casts the first tunnel ring segment of Chennai Metro Line-4

Kanpur Metro marks first tunnel breakthrough at Nayaganj Station

Delhi Metro signs Contract for Train Procurement for upcoming Phase– 4 corridor

Hyderabad Metro Rail (HMR) Limited, the Telangana Government’s Special Purpose Vehicle (SPV) which has managed the metro rail project’s construction and current operation, will soon hire a reputable socio-economic research firm to analyse the current metro rail operations, costs, passenger amenities, and affordability.

The Kochi Metro Rail Limited (KMRL) has started preparing the Comprehensive Mobility Plan (CMP) to find the best model for the proposed Thiruvananthapuram and Kozhikode metro rail projects. Both cities’ district administrations and mayors have received a letter from KMRL MD Loknath Behera requesting their cooperation and assistance in finishing the project.

The Delhi Metro Rail Corporation has introduced its first-ever set of two 8-coach trains, which have been converted from the existing fleet of 39 six coach trains, for passenger services on the Red Line (Line-1, i.e. Rithala to Shaheed Sthal New Bus Adda) from 8th November. With this induction, all trains on this Line will be stopping near the far end of the platforms to accommodate the 8-coach trains accordingly. This head stopping (trains stopping near the end of the platform) is being implemented to convenience the passengers waiting on the platforms for the trains.

RRTS Update

Mumbai Metropolitan Region Development Authority (MMRDA) has floated a tender for the design, Manufacture, Supply, Installation, Testing and Commissioning of 2 Nos. 110 KV receiving Substation including 110 KV, 33 KV & 25 KV Cabling work, complete 25 kv overhead catenary system along with switching station, 33kv Auxiliary Power distribution system including 33/0.415 kv Auxiliary sub-station (ASS) and complete SCADA system for mainline & depot of

The

crores,

Mumbai Metro Line 2B of MMRDA.

In the route from PCMC Station to Swargate Station of Pune Metro Corridor I, the 12.064 km stretch from Pimpri Chinchwad Municipal Corporation Station to Range Hill Station is the elevated stretch. The rest of the route is underground. The launching of the last segment of this 12.064 km elevated stretch was completed on 31st October 2022.

HMR to hire a reputable research agency to survey metro rail operations

KMRL prepares plan to find best metro rail model in Thiruvananthapuram and Kozhikode

DMRC Introduces 8-Coach

Trains on its Red Line

MMRDA floats tender for mainline & depot of Mumbai Metro Line 2B

Pune Metro Launches Last Segment to Complete the Viaduct from Phugewadi to Range Hill

National Capital Region Transport Corporation (NCRTC), creating the ambitious Delhi-Meerut RRTS, is awaiting Central permission for the project’s second route. The multi-modal project, with a cost estimate of 25,000

is expected to be partially operational next year.

RRTS’s second corridor awaits central govt. approval

NCRTC Intensifies On-Going Efforts to Curb Air Pollution near Construction Sites

NCRTC, the agency implementing the RRTS project, has not always been following the guidelines of the Central Pollution Control Board (CPCB) religiously but has also taken over and above measures responsibly to curb the pollution caused by the construction work. However, considering the current worsening environmental situation of the Delhi-NCR, NCRTC has further intensified its efforts to deal with the situation.

progressing rapidly. The base slab and concourse level of this Station have been completed, and the construction of the platform level is nearing completion. Presently, the construction of the roof of the Concourse level is being carried out. The track laying at the platform level will commence soon.

High -Speed- Rail

The Bandra Kurla Complex Station of the 508.17 km Mumbai-Ahmedabad High-Speed Rail (MAHSR Bullet Train) has received bids from 4 companies or consortiums after the National HighSpeed Rail Corporation Ltd. (NHSRCL) floated technical bids on 4th November.

Four Bidders are Afcons Infrastructure Ltd., J. Kumar Infraprojects Ltd. (JKIL), Larsen & Toubro (L&T), and MEIL – HCC JV.

NCRTC

The National Capital Region Transport Corporation (NCRTC) has decided to install travelators on a walkway connecting the Sarai Kale Khan RRTS station with the Hazrat Nizamuddin railway station. The Sarai Kale Khan RRTS station will include amenities similar to an airport.

Construction

The construction of Anand Vihar RRTS station, one of the largest stations on the Delhi-Ghaziabad-Meerut corridor, is

The Government of India has received a loan from the Japan International Cooperation Agency (JICA) towards part of the cost of the Project for the Construction of the Training Institute of Mumbai – Ahmedabad High-Speed Rail. It is intended that part of the proceeds of this loan will be applied to eligible payments under this Contract for the work described in the title.

Through National High-Speed Rail Corporation Limited (NHSRCL), the Government of India now invites sealed Bids from eligible Bidders to construct and complete the Works.

NHSRCL floats tender for supply & fixing of standard height gauge for RUB

National High-Speed Rail Corporation Limited (NHSRCL) has floated a tender for “Supply and fixing standard height gauge for RUB at MAHSR in connection with Mumbai-Ahmedabad High-Speed Rail Project.”

NHSRCL floats tender for construction of MAHSR final 135 km corridor

National High-Speed Rail Corporation Ltd. has floated a tender for the 135km stretch Mumbai-Ahmedabad Bullet Train Project, including a viaduct, mountain

floats tender to install travelators at Sarai Kale Khan RRTS station

Four bidders emerge for MAHSR to construct BKC Station

in connection with MAHSR

of Anand Vihar RRTS Station Progressing at Pace

NHSRCL

floats

tender for Construction of Training Institute Buildings at Vadodara for MAHSR

tunnels and three stations. Consequently, bids have been requested for the full 508-kilometre stretch.

Indian Railways Updates

Ministry of Railways has accelerated the redevelopment of major stations across the country. Presently 40 Railway stations are being redeveloped on Indian Railways to provide modern amenities. In addition, 14 Railway Stations are under the tendering stage for redevelopment and are likely to be awarded in the next five months. Redevelopment of railway stations across the country will have a multiplier effect on the economy with increased job creation and economic growth.

The Ministry of Railways is participating in the 41st India International Trade Fair (IITF) – 2022, organised from 14th to 27th November 2022 at Pragati Maidan, New Delhi. The Ministry has set up a pavilion in Hall no. 5 with the theme of ‘Ayodhya Railway Station.

Many facets of Indian Railways have been highlighted, where various themes have been displayed with their technological & structural advances through photos, translates, models, etc.

A Senior official stated that the railways plan to export Vande Bharat trains to markets in Europe, South America, and East Asia by 2025 or 2026. The latest version of the domestic trains with sleeping coaches will run by the first quarter of 2024.

Indian Railways has embarked upon an ambitious plan of electrification of its complete Broad Gauge network, resulting in better fuel energy usage, increased throughput, reduced fuel expenditure, and savings in precious foreign exchange.

Considering the demand of the passengers, the South Eastern Railway (SER) authority has decided to augment the 18410/18409 Puri-Shalimar-Puri Sri Jagannath Express by attaching a First AC coach permanently from December 4, 2022, from Puri and from December 5, 2022, from Shalimar.

The state government formally postponed the social impact assessment (SIA) for the proposed SilverLine semihigh-speed railway project until it receives Railway Board permission. As a result, the revenue officers assigned to set the boundary stones will be called back.

Indian Railways intends to Export Train-18 by 2025-26

Railways marching towards Mission 100% Electrification

Attachment of First AC Coach in Puri-Shalimar-Puri Sri Jagannath Express

SIA for SilverLine awaits Railway Board permission Ministry of Railways showcasing its achievements & progress with the theme of Ayodhya Railway Station

Non –Motorized Transportation

Shifting focus to Last Mile Connectivity through NMT

Public Transportation in India: An Overview

India’s growing urbanisation has boosted the demand for transportation in cities and surrounding areas, with commuters making many long trips each day. This has resulted in an increased demand for public transportation. Public transportation accounts for 30% of journeys in cities with populations of one to two million, 42% in cities with populations of two to five million, and 63% in cities with more than five million populations.

However, due to the insufficiency of public transit in fulfilling demand, reliance on private vehicles has grown tremendously. As a result, between 1961 and 2011, the number of cities in India expanded threefold (from 2,363 to 7,935), and the urban population increased fivefold (from 79 million to 377 million), while the number of private vehicles climbed 200 times (from 0.7 million to 142 million). Metropolitan cities account for most of this private vehicular expansion, with New Delhi at the forefront. In Indian cities, intermediate public transportation (IPT) modes such as auto-rickshaws, cycle rickshaws, battery rickshaws, and taxis account for up to 8% of daily trips. IPT modes are convenient but also expensive to utilise; frequently, they cost the commuter more than 50% of the overall fee. Furthermore, compared to public transportation systems, they can only convey a limited number of commuters, taking up more road space.

Commuters may also encounter site-specific difficulties. For

example, public transit may be too far to reach, necessitate navigating uneven footpaths and dangerous street crossings, or may not be safe, particularly for female passengers. Furthermore, an unfavourable and dangerous pedestrian environment forces commuters to rely on private vehicles.

The extra time and hassle involved in travelling from home to a transit station and from the station to the destination is a key disincentive to public transportation. This is aggravated further by a lack of physical integration for multiple modes at transit terminals, resulting in accessibility concerns that create a mental barrier to public transportation. Deterrents include a need for more information about parking availability, public transportation schedules, and traffic signage.

Low-income groups, those with disabilities, the elderly, women, and people with debilitating medical conditions are among the most vulnerable public transportation users in India. Furthermore, walkways and other pedestrian facilities are not universally accessible, thus discouraging economic, social, and cultural participation.

To address issues and promote public transportation, urban planners and managers have recognised the necessity to develop a city-wide integrated and multimodal transportation system. In India, however, multiple independent agencies plan, administer, and run various kinds of transportation. These agencies need to be accountable to each other and frequently

need coordination. At the same time, organisations have yet to be mandated to integrate various public transportation systems and private modes, which is a considerable challenge.

Commuters may use one or more modes of transportation to complete a journey. Commuters must finish the initial and last portions of their excursions on their own—they must walk, drive, or be driven to the nearest station. Public transit organisations usually provide bus and train services that may constitute the core of such trips. This is known as the ‘first and last mile of the user’s journey, or ‘last-mile connectivity.’ Last-mile connectivity improves a public transportation system’s overall efficiency.

Last-mile connectivity emphasises the importance of planning for an improved commuter environment in the larger context of the station catchment area, as opposed to the existing myopic strategy of station-centric infrastructure.

Last-mile connectivity is critical for shifting private car users to public transportation. Public mass transit systems meet the economic and social needs of an expanding city. As a result, all efforts should be directed at increasing ridership and making it easier for commuters to switch to their preferred mode of transportation. Poor last-mile connectivity forces commuters to rely on private automobiles, exacerbating traffic congestion and increasing journey times, fuel consumption, and pollution.

NMT – The Global Scenario

Polluted air, economic losses, and higher stress levels caused by traffic congestion make it critical for communities worldwide to minimise the number of private cars and establish efficient public transportation solutions. However, while metro, bus, and tram networks serve to alleviate traffic congestion, they must also be financially viable for commuters and operators.

Globally, several new ways are being used to plan for greater transport network access, focusing on NMT (Non-Motorized Transportation). For example, Singapore is implementing its National Cycling Plan (NCP) to use bicycles to offer last-mile connectivity for mass rapid transit systems in Asia. Given the country’s limited land resources, Singapore facilitated a smart first and last-mile strategy by constructing a cycling network as part of the NCP and redesigning streets to allow walkers, cyclists, buses, and cars to cohabit.

The Land Transport Authority (LTA) intends to triple the country’s bike route network to 1,000 by 2040, up from a 2013 commitment to build 700 kilometres of cycling lanes by 2030. The LTA’s ambition of establishing a ‘45-minute city with 20-minute towns’ includes expanding Singapore’s bike path network (where commuters need only a 45-minute journey to get to work and 20 minutes to reach amenities within residential towns).

Similarly, the UK is investigating the ‘travel hub’ concept as an alternative to the usual ‘park and ride’ notion of leaving private automobiles in a designated facility and utilising public transportation for the remainder of the route. A travel hub is a bus, tram, metro, or train station that provides more amenities

than existing public transportation stops, with walking and cycling being the primary ways of access. In addition, it offers simple access to public transportation and interchange between different types of transportation.

It also provides regular public transportation and clear and thorough travel information. Importantly, when major car parks are required to accommodate private automobiles that are the predominant or exclusive form of access for ‘park and ride facilities, this requirement is eliminated with the ‘travel hubs idea since connection by other modes such as cycling is strengthened.

The European Union supported pilot projects for ‘BiTiBi’ in Barcelona (Spain), Milan (Italy), Liverpool (UK), and Ghent (Belgium) between 2014 and 2017. As a result, according to data, approximately 10% of bicycle parking users at railway stations were formerly automobile users for the entire distance, while a further 15% to 20% ceased driving to the train station.

Another project that helps towns develop better transportation strategies is Europe’s Sustainable Urban Mobility Plan (SUMP). A city-specific SUMP analyses the entire functional urban area and anticipates collaboration across policy areas, levels of government, locals, and other key stakeholders. It provides various sustainable transportation solutions for commuters and commodities while considering locals and the urban environment.

Metro Rail Systems

The metro rail system has played an important role in alleviating urban transportation concerns such as traffic congestion, air and noise pollution, and accidents. It is also a more efficient and secure means of mass transportation. As a result, numerous Indian cities have built or planned to build metro rail transit systems.

At the same time, despite a growing need for transit options, most of the country’s existing metro systems have remained within their planned ridership. Fare increases, poor lastmile connectivity, a lack of integration and operational improvements, and permissive policies for private-vehicle use have all contributed to this deficit (such as the availability of economical or free parking and subsidised road taxes for cars). While feeder services (shared autos, minibuses, shuttle cabs, or app-based bikes and vehicles) exist for functioning metros, they are limited to a few locations. Last-mile connection is primarily fulfilled via IPT services, which can be costly and limited to specific regions. Furthermore, the infrastructure surrounding metro stations, which comprise the last-mile connectivity system, is outside the purview of metro authorities, posing accessibility challenges for travellers. The lack of dedicated walking and cycling pathways complicates access to metro stations even further.

Although metro agencies have begun to integrate innovative technology and economic models to improve the level of service at metro rail transportation systems, most of these are small-scale pilot projects that provide feeder services to metro

systems. There is also a need for more data on the influence of last-mile connectivity services on metro systems or the reduction of private vehicle usage. This makes determining the relevance of last-mile connectivity for Indian cities difficult.

Last-Mile Connectivity: The Policy framework in India

While India’s principal transportation policies emphasise public transportation, multimodal integration, and non-motorized transport (NMT), they are generally silent on the issue of lastmile connectivity. As more communities across the country establish metro networks, regulations must prioritise the role of last-mile connections in consolidating the benefits of public transportation and achieving sustainable mobility goals.

The 2014 National Urban Transport Policy (NUTP) prioritises human transportation over vehicle movement. First, the movement of pedestrians and people with disabilities, which accounts for zero emissions, is prioritised, followed by NMT (bicycles), public transportation, IPT users, and those who use private modes of transportation. According to the NUTP, this priority structure will assist minimise congestion and pollution caused by using private transportation.

Similarly, for metro networks, pedestrians and NMT modes are preferred for first and last-mile connectivity, and the NUTP mandates that these modes be accessible within 50 metres of metro stations. The next important element is feeder service pick-up and drop-off facilities (should be positioned fewer than 100 metres from metro station entry and exit structures), followed by IPT stops, private car pick-up and drop-off facilities and parking spaces.

The 2017 Metro Rail Policy of the MoHUA aims at enhancing metro commuters’ last-mile connectivity. The ministry has emphasized feeder bus services, e-rickshaws, rentable smart cycles, e-scooter services, and collaborations with cab aggregators as part of the existing last-mile connectivity measures. Another goal is to ensure that the cheapest mass transit mode is chosen and employed for public transportation. Furthermore, the policy requires that every metro rail design contain plans for feeder networks that increase the catchment area of each metro station by at least five kilometres. The provision of last-mile connectivity via pedestrian walkways, NMT infrastructure, and the inclusion of facilities for IPT modes are necessary prerequisites for receiving any central aid for the planned metro rail projects.

In an effort to go beyond traditional practises, metro rail

executing agencies such as the Delhi Metro Rail Corporation (DMRC), Bengaluru Metro Rail Corporation Limited (BMRCL), and Mumbai Metropolitan Region Development Authority (MMRDA) are beginning to adopt plans focused on first and last-mile connections.

• The DMRC offers various options to improve last-mile connection, which is important given the city’s and neighbouring areas’ increasing vehicular congestion and pollution. The DMRC promotes electric mobility through agreements with companies such as YULU (a micro-mobility vehicle company), SmartE (a provider of e-rickshaws), and cab aggregator Uber, and some others. In addition, the Delhi Transport Corporation currently operates 174 non-AC CNG buses on 32 routes available at 69 metro stations. However, due to the transient nature of such feeder bus service, particularly during peak hours, commuter usage is low. This problem can be solved by assessing demand levels on all routes in order to improve coverage and operational efficiency.

The Parliamentary Standing Committee on Home Affairs advocated multimodal integration at metro stations in its 2021 report on the traffic situation in Delhi to encourage commuters to use public transportation and discourage the usage of private vehicles for long distances. Multimodal integration plans for 59 stations have been finalised for Phase III of the metro project, with another 96 stations in the works. However, the committee expressed concern that a lack of coordination among the several project executing agencies (the DMRC, the Public Works Department, and the Municipal Corporation of Delhi) could affect the speed with which these plans are implemented.

• In Bengaluru, the BMRCL has introduced low-cost transit choices such as e-cycle rentals and e-bikes to the city’s current bus service, which is run by the state-owned Bengaluru Metropolitan Transport Corporation (BMTC). The BMTC manages metro feeder bus services that serve 17 metro stations with 1,981 trips per day. In addition, the Bengaluru-based bikesharing business Bounce operates keyless scooters, while YULU offers e-bikes at numerous metro stations.

• Similarly, last-mile connectivity in Mumbai is expected to improve because new innovative solutions are applied across the city’s currently running Metro Line-1. Before more lines become operational, the MMRDA, World Resources Institute India, and Toyota Mobility Foundation developed the Station Access and Mobility Program to foster public-private partnerships through innovative data and technology-based solutions to improve crowd management and last-mile connectivity to the Mumbai

metro. Three startups were chosen to roll out solutions at Metro Line-1 stations: Orbo.ai, MYBYK, and AllMiles. While Orbo.ai employs artificial intelligence to shorten journey time through fare collection gates, MYBK and AllMiles offer app-based transportation for last-mile connection. As a result, Mumbai Metro One Private Limited, the operator of Metro Line-1, collaborated with MYBYK to establish a bicycle-rental business to improve last-mile connectivity.

Metro Rail Transit Systems: Achieving Last-Mile Connectivity

Structured last-mile connectivity could be critical in retaining and amplifying the sustainability gains from metro rail transit systems, as well as improving the commuter experience. Last-mile connectivity alternatives at metro stations that are tailored to the needs of commuters would go a long way toward increasing adoption. This can be accomplished in four ways: physical integration, service integration, information integration, and institutional integration.

barrier-free environment, effectively manage parking, give inexpensive options to commuters, and create dynamic public spaces. This will assist in realising the economic development benefits of metro rail networks while also meeting the needs of passengers.

(ii) Service Integration: Authorities should promote integrated planning of various kinds of transportation in station locations. The integration of various forms of public transportation, IPT, and NMT with metros would result in a higher quality of service at stations and improved connection at station areas for the smooth and orderly movement of vehicle and pedestrian traffic. It is also important to improve the frequency of feeder services and synchronise frequencies and headways with metro rail services in order to reduce commuter wait times when changing modes of transportation.

(iii) Institutional Integration: Last-mile connection services are governed by many bodies. Taxis and auto-rickshaws, for example, are normally regulated by state transportation departments. Similarly, urban local governments are responsible for developing bicycle and pedestrian paths, while electrical service providers are responsible for lighting the pathways. The absence of coordination, combined with each institution developing its own norms and processes, eventually impedes the implementation of well-intended programmes and objectives. Metro rail authorities must work with diverse service providers to smoothly incorporate all last-mile connectivity initiatives.

Achieving Last Mile Connectivity

(i) Physical Integration: Extending the metro rail network to bring stations closer to residential areas and major destinations, adding new stations to the existing network, creating a comfortable walking and cycling environment near metro stations, and providing infrastructure for e-mobility and shared modes are all effective physical interventions to ensure structured last-mile connectivity systems.

State governments in India should explore transit-oriented development within 500 metres of metro corridors to encourage integrated land use and transportation planning. This will stimulate high-density construction near metro stations, allowing more people to live or work nearby and walk straight to the station. Planners also can explore offering ground-level or underground direct access to metro stations from surrounding developments.

While only a small portion of the total cost of a metro rail system, access quality has a direct impact on ridership. An easily accessible station area helps boost metro ridership, enable a

(iv) Information Integration: The availability of data and technological solutions helps enhancing the drive to promote last-mile connectivity. Providing real-time service information on feeder service arrival and departure will encourage commuters to use public transportation. For example, an urban bus service should be integrated with metro rail services such that when a train arrives, bus services are accessible quickly. Similarly, integrating fare payments between feeder services and metro rail, as well as enabling smart cards and cashless fare payments, will make life easier for metro rail users.

Conclusion

India’s population is predicted to reach 1.4 billion by 2025, with roughly 40% of the population living in cities. The number of cities with populations greater than 50 million is expected to double by 2025, with 15 cities expected to have populations greater than 10 million and 85 cities expected to have populations between one million and ten million. This population growth will exacerbate the already-existing strains on India’s public transportation systems.

In India, the size of a city and the percentage of daily commuter journeys are directly related. According to a 2008 research by the Ministry of Housing and Urban Affairs (MoHUA), the number of daily journeys in the top 87 urban centres will more than double from 228 million in 2007 to 482 million in 2031. This growth has raised demand for public transportation, which most Indian cities have been unable to meet due to the current imbalance in the modal split favouring private car usage in the face of limited public transportation infrastructure and

suboptimal utilisation.

Metro rail transit systems face the same problems as other forms of public transportation. To boost ridership and effectiveness of India’s metro rail transit systems, commuters must have easy access to metro stations. However, providing affordable and easy last-mile connectivity—the transportation alternatives available to a commuter from the start of a trip to the point of accessing a public transit system—is a much-neglected area of planning in Indian cities. This brief evaluates the need to improve and extend public transportation services in Indian cities by integrating diverse transit modes and allowing commuters to effectively move between them to improve lastmile connectivity to metro rail transit systems.

Metro rail transportation systems improve a city’s economic competitiveness by facilitating the rapid movement of people, products, and services. They also reduce per capita vehicle ownership and usage, leading to less traffic congestion, lower parking and transportation expenses, and fewer per capita traffic accidents. Thus, metro rail transit systems foster compact and walkable urban development patterns.

It is important to provide secure and accessible last-mile connectivity to realise the benefits of metro rail transit networks. Developing a network of secure and user-friendly last-mile connecting solutions to metro stations is essential for the longterm viability of such a mass transit system.

Getting commuters to their destinations necessitates collaboration among different stakeholders to plan, develop, and deploy a cohesive network of integrated transportation options. New infrastructure constructed to bridge accessibility gaps cannot be properly utilised without sufficient access. Public transportation providers and government entities in charge of streets and infrastructure must collaborate to establish accessible and safe last-mile connectivity services to metro rail transit systems. This would significantly improve people’s quality of life while also positively influencing urban economic growth. It may also serve as an inspiration and development model for other public mass transit networks.

EXCLUSIVE INTERVIEW

Metro Rail News Managing Editor

Mr. Narendra Shah conducted a one-on-one interview during his visit to London for Bentley System’s Year in Infrastructure Conference and Going Digital Awards 2022 with Rodrigo Fernandes. During the interaction, Mr. Fernandes talked about Sustainable Development goals and recognised infrastructure.

Rodrigo Fernandes is Director, ES(D)GEmpowering Sustainable Development Goals at Bentley Systems from August 2021. He is also working as an Environmental Engineering Industry Expert from October 2020 to till now. He completed his Ph. D in Environmental Engineering from Instituto Superior Tecnico from 2012-2018, and after that, he got a certificate in Sustainable Business Strategy from Harvard Business School Online. After his Education, he worked as a Scientific Researcher, Project Manager, and Environmental Engineer and joined Bentley Systems as a Senior Consultant in November 2017.

Here are the excerpts from the interview

How can the construction sector address climate change amidst sustainable development goals and

recognised infrastructure?

Ans: In the construction sector, we consider two main topics that work with each other but need different approaches. One is the carbonising construction. That’s one of the big issues, and the other one is climate adaptation and resilience. We consider both points to be adopted in parallel or together, but from a carbonisation point of view, we need to start addressing the problem of what can be called low-hanging fruits of quick wings. Bentley, as a company and many of the technologies we have around, work on efficiency, circularity, and reducing water and material usage by designs. Considering machine learning, AI, cloud technologies, and everything else put on digital infrastructure, digital twins, we can immediately reduce carbon footprint in a powerful way, which is an important approach that we consider.

The other thing that can still be mentioned in carbonisation, which addresses very

well, is open collaboration and open ecosystem partnerships. We believe that no single company or vendor, or organisation will be able to take climate change alone and carbonisation alone. We need to have a lot of issues related to multiple industries instead, say, multiple disciplines and multiple organisations. For instance, we are handling a railway project; we shall need infrastructure managers, and we will need to work with multiple companies and disciplines many times because this infrastructure shall stay with us for a long time. The only way to address this is through a platform which can work in an open environment. So that we can bring all the vendors, and all the formats together, federating all the data. This is important because of the supply chain because we cannot look to what we can control and what we do.

In many cases, we also depend on materials supplied by others with climate change. This can also affect our business. For instance, we will be affected if we

SDGs as our most strategic priority over the next ten years.: Rodrigo Fernandes

depend on materials that will become unavailable due to a shortage of resources. An open platform allows us to work with stakeholders at different levels, even in the supply chain; going upstreamdownstream, we need to handle that. An ecosystem of collaboration is strategic for addressing carbonisation.

Then there is also climate resilience and adaptation, which is something that we can also use and leverage the quick wins and many of the technologies that are available today for planning and proactive approach for climate resilience using technology for better studying the impacts, giving suitable options, and helping in what-if scenarios, so if there’s a flood, drought, heat wave or anything else that might happen. We also need disruptive technologies so that we can meet the number of challenges that we can face. We still need to work on innovation, research and technology for green mobility options, carbon capture usage and storage in many cases that we cannot store or be carbonised.

technologies like EVs, other vehicles, or even the blades for turbines. For these special rare metals needed, we also need to do responsible mining, which Seequent can do for us.

In the environment, we also include all the water infrastructure, water supply, sanitation, groundwater detection, saline water intrusion, floods, droughts, and heat waves; all these are part of our technologies for the environment. Similarly, in the transport sector, I would say that fifty per cent of the world’s population still doesn’t have access to highways and two ways, cities and communities, to connect them in a good way. We don’t need highways everywhere, for sure. But we need collective transport means, a priority, like a rail & metro, that’s strategic. We also need micro-mobility to help people run scooters and bikes for individual mobility, reducing congestion. But then again is a problem of vehicular emissions, reducing carbon footprints, saving the environment, opting for ecofriendly solutions, etc. So there’s a whole lot of discussion for a sustainable urban transport system.

successful, reducing not only the carbon emissions but, in the other lifecycle stages like operations, management etc. For example, we have partnered with EC3 to enable carbon calculations at no cost because they are open source in the iTwin platform. This will be a game changer for better designing and construction, and even procurement, because it will allow the infrastructure managers to choose less impactful options in terms of carbon. Similarly, when you go to operations, we have established a partnership with Microsoft, Microsoft cloud for sustainability, to understand and to find ways for monitoring and reporting and then analyse what’s going on in terms of carbon footprint during the operational stage. So, that’s one of the things that I think is important because we can only manage what we can measure; there is no possibility of reducing if we are unaware of our possessions. So therefore, in my opinion, digital tools can be beneficial in quantifying and estimating the carbon involved in constructing the actual data.

Ans: Bentley has ESDG priority; ESDG is Empowering Sustainable Development Goals. We have three identified priorities for us. One is grids, another is the environment, and the last is mobility. On grids, we include anything related to clean energy transition, including reducing energy consumption and increasing efficiency in energy production.

So, we have solutions to empower all these, not only by producing and diversifying the portfolio of renewable energy with solar, wind, hydroelectric, geothermal, or green hydrogen but with technology for transmission and distribution because this is essential. It doesn’t matter if you produce a lot of energy; it is useless if you cannot store it. So, we have technologies like SPIDA and OpenUtilities that are used for electric grid digital twins, and that’s also a part of it.

When we move to the environment, there’s a direct link with grids. In many cases, we need rare earth metals or many of the materials needed for the new age

We also have mobility simulation tools to plan better how to avoid vehicle congestion in the future. We also can have software for pedestrian simulation to increase the efficiency of time taken by people to walk across different modes of public transport. It would also help in multi-modal and last-mile connectivity.

Q. Indian Railway has planned to gradually reduce its carbon footprint and become net zero carbon by 2030. In what ways can Bentley’s system contribute to achieving this goal?

Ans: We are talking about huge projects, and it is challenging to manage large infrastructure projects. We need to talk about open collaboration again for this.

To reduce carbon footprints, companies need tools in the early stages of design; they need to start planning in the early stages on how they can reduce the carbon footprint from the materials, from the construction, they need to model it, they need to quantify things on the computer or the paper.

Suppose organisations start planning and quantifying things in the early stages. In that case, they will be

Q. What, in your opinion, are the possible solutions through which Bentley system technology shall benefit India in increasing production efficiency and providing significant energy and costsaving solutions?

Ans: From the perspective of increasing production efficiency and providing significant energy and cost-saving solutions, we’ll like to discuss things in the realm of two major SDGs - SDGs 07, focused on energy and clean energy transition and SDG 12, which focuses on reducing consumption of resource we have, rest on the use of the natural environment and resources in a way that continues to have destructive impacts on the planet and which is essential for all of us because it’s everywhere. So, this one is much more focused on efficiency and circular principles.

So, suppose we want to achieve success and maintain performance with the minimal resources possible and know how to use technology and work together. In that case, Bentley has an answer to all, which is part of our business strategy. Many of our solutions are focused on that. We have solutions for operational analytics, software solutions for asset reliability, etc. We can give an example or multiple examples.

Q. How does the Bentley system help India to empower sustainable development goals through Bentley software and services?

For instance, let’s think about infrastructure. Let’s think of an offshore wind platform. They must do inspections in a regular way. So, there are a lot of steps involved, such as how to plan the inspections and what kind of idea is required to plan the inspections so that data analytics can be done using our software. By taking software from us and using it, they can analyse the data and understand the probabilities that we can reduce our inspections by x per cent or by extending the number of days without inspection. Based on the data we collect, we see and finalise that there is no failure and no signals of anomalies. Hence, we don’t need to go there immediately. This process can save energy, carbon, and cost by optimising and rationalising these efficiencies.

I gave an example of an offshore wind platform. The same process can be replicated for manufacturing and process industries as these industries also have reliability problems. So, this is an important way of doing the required maintenance or maybe an upgradation using our software. Similarly, our solutions can be used for the water sector. The water leakage can be checked; the anomalies can be detected in the system using operational analytics on our operations software. So, if we can reduce the wastage of water liquid, we save money because checking and reducing water leakages, and wastages have a number of implications. We don’t need to use the pump so many times to run and supply water which helps in reducing energy consumption. Water pumps usually are like cars. We’ll spend energy as per our speed. If we go too fast or too slow, we will spend more energy than we should. So, operational efficiency is required. Our solution helps in achieving more operational efficiency. These are just examples of how efficiency can be increased.

Q. Based on the learning at the event, can we say that Bentley is touring the cloud and preparing sets of goals that can be used by another project based on the client’s experience and the project studies? What would be your views on that?

Ans: It’s interesting. Because at Bentley, we work for innovations, and when we think about the next stages, we make

efforts for the same. We have seen things moving from a file-centric perspective to a data-centric perspective. So, moving to the cloud in a way that we not only work with files but can also work with data that is available on the cloud on that way.

The main idea is about efficiency and circularity because when we talk about reusing data, it is just closing the infrastructure loop. Similarly, we always try to create a loop between planning, designing, construction, operations, and maintenance when we talk about infrastructure and lifecycle stages. In many cases, we don’t put the commissioning and repurposing. In several cases, we also have an old infrastructure, which we need to repurpose into a new one. But we would instead state it to be part of the design. But, it should be a closed loop as much as possible, avoiding all the loss of materials, energy and data. Because if we spend data, if we collect data, what we call dark data, and if we don’t reuse it, it means a waste of time, and wastage of energy in the cloud, which makes no sense. Hence, we are trying to close the loop, the circular approach we see more and more.

Q. Delhi Metro has been a huge success in India. Now we have no. of cities in the country that want the metro. So, what would be your insights on data use in developing transport systems in cities? Does it ease system development? Can data of one system be fully replicated in another?

Ans: Not the same data, but the methodologies can be replicated. But, in many cases, the data from one project might not be used in another different project, and in many cases, that’s not possible to reuse it. So, I would rather say that an infrastructure digital twin, in many cases, can be independent of the other depending on the circumstances. When we talk about this, we need to think big, groove small and scale fast; this is all about what’s being discussed. So, when we think big, we start proving small with a small project or a part of a project. If it works, then we can scale it to a bigger area.

Similarly, once it has been done for a medium project, a city, or an infrastructure, it will be quite easy to go to another city. Again, the learning would help in

expediting things. One will be available with learning and enough data collection to scale up the project, expedite all the processes of achieving end results and manage the infrastructure.

However, we cannot agree on reusing data for a different project because there are always specifics in each project of their own. The data from a specific project might not be replicable hence, in a different project of similar capacity. In that context, what we see is to reuse the data. Methodologies and lifecycle stages don’t usually have many boundaries. So it can be used. The data from design can then be used in construction, can be used in operations, and used in maintenance. For these processes, you usually don’t need new data. You don’t need to lose time finding a new model or looking for digital solutions. So, it’s a simple and conceptual thing that if you’re in a different place, a different city, it’s difficult to use the same data and replicate things as we are aware that each city has its own surroundings and necessities But, methodologies usually are replicated it is as simple as that.

Q. Bentley is known for their initiative, where they help start-ups by funding them. Similarly, manpower availability is a major issue in most companies today. So, do you have any training or learning program for students at your educational and research institutes where you can teach Bentley software to students in college?

Ans: We have Bentley Education. I shall try to give you an overview. Bentley education provides licensing to universities and tries to establish partnerships with universities under a specific agreement. Also, Bentley research in many cases might be involved in sponsoring Ph.Ds and research studies in many of these cases. So, if they are aligned with iTwins and digital Twins and our main objectives, that can also be part of our strategy. Then we have iTwin ventures that focus on making minority investments in companies aligned with our digital Twin strategy for infrastructure.

The idea is to create the right place for helping and incentivising start-ups to work on our ecosystem of digital Twins. We also have iTwin partner programs where the idea is to work closely with start-ups without making a minority

investment to help them use the iTwin platform as part of the training and accelerate the way they integrate iTwin using their own IP.

In the past, we saw Bentley as the infrastructure digital twin company, but not anymore. Because we know that’s not possible. There won’t be one company capable of addressing our challenges alone. We want to be one of the infrastructure digital twin platform companies; that is what we want to see for us now. We want to empower other companies, independent software vendors, engineering firms, start-ups, and whosoever works with digital twins to build their own businesses using our platform as a service and build their own solutions.

We simplify things so that if you are a user or a practitioner and don’t want to build your own tool, you want to work and don’t have time to develop. You can use our technology powered by the iTwin platform in the background. So, the iTwin

platform is supporting us and others simultaneously. So, this is the ecosystem collaboration, and the feasibility is why we see it so much. We talk a lot about this because we think this will be the key to easy operations and cheaper productivity.

The only other thing that I want to add is talent and resources for us. We think that if we have this strategy fully aligned with the main challenges the world is facing right now or maybe in the next twenty years. If we are vocal about it and show how we are embracing this as part of our most critical priority for the next ten years, which is empowering sustainable development goals. We see SDGs as our most strategic priority over the next ten years. So, if we do it and can explain it to everyone, I believe that we will be more ready to get new talent and get people motivated to work at Bentley.

If we are disconnected from what is happening in the world right now, I believe that people coming from a

university will look for another company that is more aligned with the vision of the future. So, we are preparing ourselves to get new people through all these.

EXCLUSIVE INTERVIEW

Metro Rail News Managing Editor

Mr. Narendra Shah conducted a one-on-one interview during his visit to London for Bentley System’s Year in Infrastructure Conference and Going Digital Awards 2022 with Steve Cockerell. During the interaction, Mr. Cockerell talked about the sustainable urban rail transit system.

Here is the edited excerpt.

Steve Cockerell is an Industry Marketing Director- Transportation. Steve Cockerell joined Bentley Systems in 2002 through the acquisition of Infrasoft and has since worked as part of a team delivering knowledge and expertise to its users in the transportation industry.

Cockerell has more than 20 years of industry experience, which he began by studying civil engineering and working as a highway designer for the local government in the U.K. He joined

MOSS Systems in 1990 as an application engineer demonstrating functionality and highlighting the benefits of CADbased design applications for highways, rail, and land development projects.

Following Infrasoft’s acquisition of MOSS Systems, Cockerell served as channel marketing director, where he helped develop and launch Arenium. This engineering collaboration product enabled multi-user access to MX 3D design models. This paved the way for technology that supports building information modelling processes now demanded by industry and governments worldwide.

Metro Rail News (MRN): What is Bentley’s significant development towards integrated rail solutions in recent years across all rail communities? How is inspection & predictive maintenance through Bentley innovations helping to help railways across all verticals?

Mr. Steve Cockerell: What we’ve provided for the rail community worldwide over many years is the ability to design any rail, be it mass transit, metro, commuter, or high-speed rail. We have developed the ability to design the track geometry to local standards. The geometry speed, along with the civil, along with related infrastructure, we have several products for rail. On the track design side, we have an OpenRail designer, and on the bridge side, we have an OpenBridge designer. These features allow engineers and designers to take the alignment from the OpenRail, bring it in and model first, then analyse and design the bridges and other infrastructure and then take that information through construction with a product that we have called SYNCHRO. Through that process, we have projectwise solutions, which we have announced today are powered by iTwin, our digital twin technology.

We have a suite of products under that

Our technology is making data more accessible and more visible and the solutions more dynamic and immersive: Steve Cockerell

asset-wise brand that optimises the railway’s performance and reliability. So being able to work out when perhaps the track is wearing out, when there might be a failure and then being able to work a little bit smarter by targeting the proper maintenance in the right place at the right time, proper operationalisation of railways of any type, whether its mass transit, through to even freight can be ensured. So the basic idea is to have unplanned downtime. Because downtime costs money, it inconveniences the passengers and can damage the reputation of the organisations. It also risks the safety of the rails and the industry.

Now the final point is to bring back up to date with today. We have announced our infrastructure cloud that combines project and asset-wise SYNCHRO as a cloud-based solution that integrates design and collaboration into construction and operations. So that data cycle, that cycle of activity, is continuous in Bentley’s infrastructure cloud.

MRN: With the world looking towards customised rail solutions with increased speed and safety, what, in your opinion, can be the significant developments using technologies for a more sustainable urban rail transit system?

Mr. Cockerell: There are lots of ways we can answer that. The most significant way we are helping organisations is by making or enabling the organisations involved to do more with less. By that, we mean with fewer people optimising the activities and the expertise which they have in the house, which may be based in their local destinations or somewhere else in the world, so by helping them to work smarter to deliver the infrastructure of higher quality, faster and cheaper the technologies are helping to achieve more excellent results for the projects and transit systems. The accessibility and understanding of the assets, bringing the asset information together and making it more visible are some significant developments we offer to urban rail transit systems. That’s an essential aspect of our developmental approach with customised rail solutions.

MRN: How is technologies like Digital Twins, Agile Cloud Networking, LIDAR

surveys etc., helping modern-day railway transportation? Is there any integrated or customised solution for these features?

Mr. Cockerell: We want to step back slightly on this because we need to discuss open and integrated applications software. It must be mentioned that adaptability to the different challenges that arise in a different type of project or country standards is required.

We need to be stepping away from customisation. Instead, state-for solutions for individual organisations or countries to technology like digital twin, which we’ve announced here is applicable on most the platform level that enables engineers, designers, and different disciplines involved in projects to access the information they’ve been asked to complete in a better, faster, and cheaper way. It also means looking to the future of sustainability, particularly in urban environments, because of the pollution and an effort to get people off the roads and public transport. See, e.g. one of the critical objectives for all the metro projects around India is to get people off the roads, out of their cars and bikes to public transport for a reduction in pollution so that it benefits the economy, benefits people’s lives and makes people healthier and safer and drives growth.

Another critical advantage that our technology can help, which we’re not just doing with new digital twin technology, is our partnering with EC3, announced last week, where we’re designing things with digital components that already have carbon load or the carbon footprint of that material or asset. So, these technologies are helping customised railway solutions on varied platforms addressing environmental and climatic needs in a sustainable and integrated manner. So, we are now able to deliver things in a better and more sustainable way.

MRN: How do you contribute to the Digital India campaign, which is one of the flagship programs of govt. Of India. What is the contribution of Bentley systems in developing the economy of India?

Mr. Cockerell: I can’t comment on how

we’re mainly going to help the economy of India. But, the way that happens is not necessarily with technology but data. You can have the best technology in the world, but if you can get the correct data at the right time, you will succeed.

So, we, through our technology, are making data more accessible and more visible and the solutions more dynamic and immersive so that the experts, the designers, and the engineers can focus on the job at hand to do the task that they need to do. Hence, it comes back to data as driving decisions and informing decisions so that future outcomes can improve.

MRN: We’re making considerable investments in a no. of projects around the country. What would be your insights on project management through massive technology projects like station redevelopment, metros, running of high-speed trains etc.?

Mr. Cockerell: We’re in a situation today where many consultants and contractors worldwide have got almost too much work, and they’re turning away jobs. So, one of how we can help projects do more with less time, fewer people and less money is through technology. So, big projects can be managed timely and accurately by leveraging technologyenabled solutions and maintaining data. Also, we can help by working on projectwise components when transferring to different projects worldwide and different organisations.

We may replicate only some of a project in different parts of the world or parts of India, but there. Still, the elements that an individual organisation working on big projects, say for metro projects throughout the country, can use, reuse, and save if they design it for once.

Let’s say Nagpur Metro as an example. If the learning of Nagpur Metro, the design, and all the elements around can be reused in Chennai or Delhi or wherever the next metro project is being worked upon, the project will be advantageous. So, the component can include a project’s 3D form, the materials, and the carbon impact of not just the installation but throughout the life, and it’s not limited to customisation. But we can tweak it, we

can change it, or we can add anything that we wish to. So, that is how and one of the various ways technology-enabled projects can help in the future.

MRN: Can the experience and data from one project be used in another project amidst a lack of diversities and differences cities & projects have for themselves? Almost every city has a distinguished problem of its own different from the other city today.

Mr. Cockerell: Absolutely! because it’s not just the experience of the engineer or the designer which enables you to take through that; there’s a whole lot of experience that guides you through. Although cities and projects may have no differences in learning and outcomes, data generally show some or the other form of resemblance. We can always take the learning of a project; we did it this way, and later, in the process, we found problems with this method, and if we get to know this from there, we can avoid that on our next project. So, it might not just be a direct repeat, but we take that experience for future endeavours and projects. For example, we discuss design intent built into our open applications, so we avoid those. Problems, those potential errors.

MRN: Just for the concern that data is there. One can use ML (Machine learning), and then based on the previous decision (that I can decide on previous inputs), can we expect the problem with the people to get resolved with the ecosystem?

Mr. Cockerell: In the future, that becomes possible. We can apply AI & ML to some areas, incorporate iTwin experience, and capture IoT. So, we’re starting on that journey. We’re already a fair way down that journey. But it’s impossible to sit here and say that it will be a significant component in the coming twelve or eighteen months.

We do design; if it works, we can avoid a problem and need to design something else to resolve another problem. But, likewise, the process continues.

The evolution and development of technology-enabled solutions are difficult to be predicted. We can’t say it is astounding that if we’re not there today, we’ll be there by the end of the month or at a particular time. It’s the uncertainty that keeps the technology abreast.

If we talk acquisitions, Bentley has made many acquisitions. But it needs to be seen in the context that only some of those acquisitions are of big companies like Sequent. A lot of them are start-ups and more agile organisations. We look for innovations and technology transfer. That’s why we make acquisitions, and we’ve got the acceleration fund, the venture fund to be able to invest in those units bringing it under our umbrella and get something new in technology.

MRN: How would you state Bentley’s vision of ‘Let’s build Infra Together’? Does it speak about partnerships for more sustainable development?

Mr. Cockerell: At Bentley, we’ve never said that we are going to be able to solve every problem, whether it’s in road or rail or tunnels or bridges or offshore doesn’t matter, we can’t do it all, and I don’t think that our users, our accounts, consultants, contractors, no one organisation can do it a lot.

The two things that are key to that are being open and having access to data; if we want people working together, they need to be able to access the data and the information. If we’re able to access that data to be able to enable them, it can make much change. Data access also helps in collaborations and technology transfer. ARCADES working in India, the U.K. and Canada on a light rail project helped leverage the expert rail designers in India with electrification experts in the UK and construction in Canada. Data access, collaborations and technology transfer are used in different ways for sustainable development.

EXCLUSIVE INTERVIEW

Mr. Narendra Shah, Managing Editor of Metro Rail News, conducted a one-onone interview during his visit to London for Bentley System’s Year in Infrastructure Awards 2022 with Ian Rosam, Director of Project Management, Bentley Systems. In the interview, Ian Rosam talked about the latest technology and software of Bentley Systems.

Ian Rosam completed his graduation in Civil Engineering from Brighton Polytechnic in the year of 1991. After his graduation, he worked as a Graduate Civil Engineer in Norfolk County Council, Norwich, United Kingdom, for 5 yrs 10 months (Sep 1991 - Jun 1997) · And after that, he joined as an Application Support Engineer in MOSS / Infrasoft Ltd and worked five years nine months (Jun 1997 -Dec 2002). He then joined Bentley Systems as an MX CAD Product Manager in December 2002 and currently works as a Director of Management at Bentley Systems. He had completed his two decades in Bentley System.

Here are the edited excerpts: –Q.1. Our first question is, What is Bentley’s OpenRoads Technology? In what ways is it different from other technologies in a similar capacity?

Mr. Ian Rosam: I need to take a step back and think about how we’ve approached our modelling in the past and how we’ve come to be where we stand today. We approached three sources of modelling in different locations around the world that Bentley acquired. So, as part of Bentley’s growth, we acquired units. Then, in the later part of the century, we looked at the consolidations, listening to what the industry wanted in terms of a more intelligent design system.

An intelligent design system that carries more information and provides more value to the designers through the life cycle is what we have set out to try and achieve with the open roads technology, and the underpins open site, open road, open rail and open bridge. We have tried to incorporate a rule-based system that allows a designer to capture design intent (a phrase we use). Still, building rules allow intelligent, updated, and predictable updating that allows propagation of change in the model predictably, with efficiency and design.

In real terms, it is where the significant advantage comes in. It provides that intelligent up-dating and relationship change one gets to propagate instead of going in for manual processes for updating because of a design change

helping to achieve automation, reducing the human error action, and ultimately trying to get that predictability in the update process and the streamlined process.

The other important thing is the technology change. Where technology stands today and where it was fifteen and twenty years back. If we look at the software being used at the start of the century, we’ll see that it’s not very different from what was in the nineties or the eighties. It means the technology’s been evolving but hasn’t been that fast enough. Looking at the industry trends as required, BIM evolved, and obviously, that’s evolving again.

A greater level of detail in the modelling has always been essential to addressing the demands of the designs. A quantity extraction attribution of data, including others, has been evolving processes that have been observed with moving from a simple firebase CAD system to drafting 3D modelling and BIM processes and managing the data. This is where all that open roads modelling technology comes together because it provides a level of detail that we’ve yet to be able to achieve significantly.

It also required a lot of effort and

In a conversation with Mr. Ian Rosam, Director of Product Management at Bentley Systems

intelligence to allow more of a detailed design process, more detailed delivery that can be entirely attributed and service BIM requirements. So it’s been an evolution of technology. We developed the open roads technology with the requests of the existing users trying to be future-proof against what turned out to be called BIM technology and BIM processes.

Q.2 Bentley’s CAD, ConceptStation, InRoads, GEOPAK, PowerCivil etc., have already been popular and compatible tools. How is a new application an improvement?

Mr. Rosam: All the previous systems we had with GEOPAK and PowerCivil were typically sixteen-bit technologies; they weren’t sixty-four-bit technologies. They had their inherent limitations. As a result, they didn’t service into that BIM world. They were servicing in the BIM world, but people were demanding more, and that’s why we’ve developed and delivered on that BIM modelling capability which seemed to be required.

All those products have a legacy with OpenRoads and OpenRail because they have fed into that and steered that product based on industries of experts and knowledge feeding into what goes into open roads. The concept station is a new product. It’s completely new; it’s not an evolution of anything. It has been a new product to service in that conceptual design apace that pushes rapid prototyping and multiple model assessment down to cost analysis to provide a more informed choice for clients.

Q.3. To what extent do you think Bentley’s acquisition of Infrasoft corporation has benefited the company in terms of business scale-up and technological up-gradation?

Mr. Rosam: Absolutely. It has been an enormous asset. They provided Bentley with the inherent knowledge of many aspects they had. From the staff, expertise on software, and feedback for the technologies and software we have been using, the acquisition greatly impacted many aspects we had been dealing with.

Every acquisition brings new talents, knowledge, and capabilities, which helps

expand the benefits of the acquiring organisation and see Stephen and I both come from Infrasoft Corporations themselves (laughs).

Q.4. You are the world’s leading provider of infrastructure software. Could you please state something about your feature software and recent R&D?

Mr. Rosam: We need to talk about iTwin. How is that progressing, and how that’s going to help? We have developed an inherent system of file delivery. Everybody’s expected to do more with less, which relates and goes back to what we are trying to do in terms of the modelling technology - to provide a capability for intelligent updating so that the design process can be more efficient. So, that more attributions can be incorporated back into the design phase automatically, which carries through the lifecycle process, reducing the amount of manual entry that people have to put in place and that feeds through a file management system inherently with the processes we are dealings with now, but also future-proofing that from cloud technologies, visibility with our iTwin technologies and making the critical mindset shift from files into data and data-driven approach. What we have liked is a data-centric approach, focusing on the data, the attribution in the model, and the intelligence we can carry with that. It’s short when attributions were held externally from the models and managed externally. Now it’s inherent with the data, carried through the processes, and ultimately delivered and made accessible to more people. So, it’s raising visibility on that data.

Q.5. Bentley is also trying to provide an ecosystem for the design, construction, education, maintenance and refurbishment. What would be your comment on that?

Mr. Rosam: We must provide the infrastructure to do that. We need the resources, knowledge, or understanding in all markets to deliver everything ourselves. So, we must provide an ecosystem that allows people to selfserve, and that’s fundamental to the openness of what we’re doing that allows people to use the data they have and benefit from the data they have for the used spaces they need because we

can’t envisage. We see it here with all the projects. The way our counts stretch the software and push it beyond the limits of what we potentially perceive and do answer incredible things with it. The key to the organisation is providing an open platform that allows people to do the core work but also push beyond and do more.

Q.6. All global companies have manpower constraints, and the projects are going big. For a developing country like India, which is making huge investments, what, in your opinion, can be the best strategy for using the Bentley software and technology for several sectors the company is providing its services to be used by a common group that somewhat lacks that level of technical know-how. Any development by the company in this segment?

Mr. Rosam: Fundamentally, accessibility and mobility with the resources are the keys. You must be able to re-source from whichever region you belong to; breaking down those country-level barriers and providing accessibility is fundamental. That’s something we’re trying to facilitate project-wise, making data centres available and accessible. It does allow inter-country work to be able to redeploy and re-source on projects internationally. We’ve seen great examples in the projects here of work undertaken entirely remotely, and it’s been encouraging to see companies based in Italy, Austin, and Texas never going on the site.

I’m thinking of an example where we have never set foot, and everything was done through reality modelling. So, the technology for remote access to the data providing high-level reality data facilitates detail design remotely; it makes things better and more convenient. This is the improvement we have developed, making things easier for all walks of society. Possibly the challenge you face is local standard knowledge when you’re redeploying workforce in another country; it’s that local standards knowledge and compatibility which becomes necessary.

Mr. Narendra Shah: Thank you very much for your precious time and one-to-one interaction.

Ahmedabad’s Rapidly Expanding Metro System: Connecting the City and Beyond

The Ahmedabad Metro system is built for rapid transit in Ahmedabad City of Gujarat. Through the two-phase plans, Ahmedabad metro route will eventually connect the urban city Gandhinagar and the modern GIFT city. The Ahmedabad Metro is considered to be India’s eighth-best metro system. As per the planned routes for the Ahmedabad Metro, two lines with 32 stations will be completed during Phase 1, and two lines with 22 stations will be built during Phase 2.

Objective

The Ahmedabad Metro was constructed to improve commuter convenience and lessen traffic on congested roadways. The goals of the Ahmedabad Metro are as follows: -

• Offers safety to commuters while travelling.

• Affordable transportation to the commuters. The metro smart card with a 10% discount offer.

• Reduce traffic and travel times on the roadways.

Background

The 6.53 km (4.0 mi) long Ahmedabad Metro route between Vastral Gam and Apparel Park opened for service on March 6, 2019. The six stations along the East-West Corridor are currently operational of the Ahmedabad Metro

The remaining portions of Phase 1 of the Ahmedabad Metro become operational from October 2022. In January 2021, work on Phase 2 of the project began. Phase 2’s first line, which connects GNLU and GIFT city, is anticipated to be operational in the first half of 2024.

The highest speed of the operational metro and planned metro

trains is 80 km/h (50 mph), with an average speed of 33 km/h (21 mph).

System Information

Top Speed: 80 kmph Average Speed: 33 kmph Track Gauge: Standard Gauge – 1435 mm Electrification: 750 V DC Third Rail Signalling: Communication-based Train Control (CBTC)

Key Figures

Operational: 37.86 km (Phase 1) | Under Construction: 21.42 km (Phase 1, Phase 2) | Approved: 7.41 km (Phase 2)

Daily Ridership: 40,000 /day (October 2022)

Rolling Stock: 96 coaches (32 train-sets x 3) supplied by Hyundai Rotem

Route Map

Operational Lines of Ahmedabad Metro (Phase 1)

Line-1 – Blue Line: Vastral Gam – Thaltej (19.38 km, 16 stations)

Line-2 – Red Line: Motera – APMC (18.522 km, 16 stations)

Under Construction Lines of Ahmedabad Metro (Phase 1, Phase 2)

Line-1 – Blue Line: Thaltej – Thaltej Gam (1.4 km, 1 station)

Line-2 – Red Line: Motera – GNLU – Gandhinagar Sector 1 (14.60 km, 13 stations)

Line-3 (Eastern Spur of Line-2): Gujarat National Law University (GNLU) – GIFT City (5.416 km, 2 stations)

Blue Line is also known as East-West Line. Red Line is also known as North–South Line.

Phase 2 approved lines

Line-2 – Red Line: Gandhinagar Sector 1 to Mahatma Mandir (7.41 km, 7 stations)

List of Metro Stations

Eastern-Western Corridor (only six are operational, the rest are under construction). Soon, more stations will be operational for commuters.

Thaltej Gam, Commerce Six Road, Thaltej, Doordarshan Kendra, Gurukul Road, Gujarat University, Stadium, Shahpur, Old High Court (Interchange Station with North-South Corridor), Gheekanta, Vastral, Kalupur Railway Station, Kankaria East, Vastral Gam, Apparel Park Depot, Apparel Park, Amraiwadi, Sabarmati River, Rabari Colony, Nirant Cross Road.

Under Construction station of North-South Corridor

Motera stadium, AE6, Sabarmati Railway Station, Ranip, Vadaj, Vijay Nagar, Old High Court Interchange, Gandhigram, Sabarmati, Paldi, Shreyas, Rajiv Nagar, Jivraj Park, APMC, Usmanpura, Gyaspur (depot)

Extension of North-South Corridor

Motera stadium, Koteshwar Road, Narmada Canal, Vishwakarma College, Tapovan Circle, Koba Circle, Juna Koba, Koba Gam, GNLU, Randesan, Dholakuva Circle, Infocity, Sector-1, Sector-10A, Rayson, Akshardham, Juna Sachivalaya, Sector-16, Sachivalaya, Sector-24, Mahatma Mandir

Interchange Station

The Old High Court Metro Station, which serves as the intersection of the East-West and North-South Ahmedabad Metro route corridors, is the only interchange station you will pass through while travelling. An elevated Metro station still under construction is the Old High Court station. The Old High Court Metro Station’s amenities, nearby attractions, Ahmedabad Metro schedules, and details on the entry and exit gates are all available to commuters.

Fare

The Ahmedabad Metro officials have provided an anticipated fare because the route is still substantially under construction.

• The Ahmedabad Metro route’s first 2.5 km would cost Rs 5, and up to 7.5 km would cost Rs 10.

• It will cost INR 10 to travel the first 6.5 km between Vastral Gam Metro Station and Apparel Park Metro Station.

• The Ahmedabad Metro price will range from INR 5 to INR 15 for the 21-kilometre run from Vastral Gam to Thaltej.

• The metro fare is INR 5 for the first to third metro stations, while the smart card fare is INR 4.5.

• The metro fare increases to INR 10 after three stations, while the smart card fare is INR 9.

Fares terms and conditions

The permitted fares for travel on the GMRC network are as follows:

PDPU

GIFT City

Smart Card, provisional paper ticket (used when the AFC system fails) and Token.

Only children under 3 feet (90 cm) tall on the Ahmedabad metro route are permitted with an adult. The purchased token will be usable on the business day of purchase. The working day shall be treated by the relevant Ahmedabad Metro revenue service hours.

GNLU- GIFT City Branch Corridor of Ahmedabad metro two stations under construction

Only unused Smart Cards may be refunded within 30 minutes of the time of issue.

The commuter is permitted to bring 25 kilos of luggage that cannot exceed 80 cm by 50 cm by 30 cm (length x width x height).

Timetable

Recent data indicate that the Ahmedabad Metro timetables are consistent daily. But occasionally, the last scheduled train departs at 5 pm on Sundays and weekends, and Ahmedabad Metro timetables can change. Because of the uncertainty of this information, one should double-check the timings before beginning their weekend excursion.

From 10 AM until 6 PM, one can ride on the available Metro trains.

According to Ahmedabad Metro timetables, it takes 12 minutes and 53 seconds to travel from Vastral Gam to Apparel Park. Going in the opposite direction takes about 12 minutes and 22 seconds.

Third-Party Audit

The Commissioner for Metro Railway Safety (CMRS) has requested an external audit. The commissioner requested confirmation of the Ahmedabad metro’s structural strength and the quality of the tunnel and viaduct. Piers of the elevated metro segment also opened on September 30. The authority has already completed one level of auditing and discovered numerous flaws, including failing to protect piers from possible train derails in a part that crosses a railway line. The Commissioner requested the Gujarat Metro Rail Corporation to take the correct action. As part of Gandhi Jayanti, the North-South and East-West corridor routes have been opened since October 2, 2022. One of the measures is limiting the Ahmedabad metro’s top speed in some areas to 45 kph.

Ahmedabad Metro Frequency increased by GMRC.

The Ahmedabad metro’s frequency has increased by GMRC (Gujarat Metro Rail Corporation). This modification applies to corridors with heavy passenger traffic.

Passengers responded enthusiastically to the Ahmedabad Metro’s North-South and East-West corridors, especially on weekends. GMRC once ran metro trains every 30 minutes. Due to the heavy passenger traffic throughout the Diwali holidays, the GMRC altered the timings from 30 to 15 minutes.

The Ahmedabad metro timetable from 9 AM to 8 PM won’t alter, according to a senior GMRC official, as these hours are set for metro train drivers. The frequency change from 30 min. to 15, 18, or 20 min. Must remain consistent to account for traffic changes.

Within 23 days of opening, 6.39 lakh passengers passed via the Ahmedabad Metro’s East-West corridor. 2.25 lakh passengers passed through the North-South route 18 days after it opened. This indicates that 8.64 lakh passengers used the GMRC’s EastWest and North-South corridors. Additionally, it brought in Rs 1.37 crores in revenue for the city.

Contractors

• Hyundai Rotem has produced 96 rolling stock coaches for the Ahmedabad Metro route.

• Nippon Signal Co. Ltd. of Japan created the signalling system.

• Apparel Park Depot’s contractor was URC Cooperation.

• Gannon Dunkerly - PSPO JV obtained the contract from Gyaspur Depot.

• Kumar Infraprojects has constructed the Moving forward, Vastral Gam - Apparel Park Viaduct (6-kilometre).

• Vastral Gam, DRA, and CICO JV constructed Apparel Park (6 Stations).

• Tunnels & 2 Stations of 2.45 km from East Ramp - Kalupur is attributed to Afcons Infrastructure’s construction.

• Larsen & Toubro construct the Tunnels & 2 Stations of 4.38 km from Kalupur - West Ramp.

• Tata Projects - CRCC JV completed the Viaduct & 7 Stations of 8.21 km from Thaltej Gam - West Ramp.

• Simplex Infrastructure built the Viaduct and 6 Stations for the 8.94 km Shreyas-Ranip route.

• Ranjit Buildcon built the 4.85-kilometre Motera-Ranip Viaduct.

• Ranjit JV has constructed Motera – Ranip (5 Stations). Pratibha

• Tata and CCECC Joint Venture completed the 8.21 km Thaltej Gam to West Ramp (Viaduct, Sabarmati Bridge, and seven stations).

• Siemens India -Siemens AG, Germany, provides the electrification.

• Nippon Signal Co. Ltd, Japan, assists with the automatic fare collection system.

Updates

India’s Prime Minister, Narendra Modi, inaugurated the first phase of the Thaltej to Vastral section of the Ahmedabad Metro Rail Project on September 30, 2022. The PM left the Gandhinagar railway Station and arrived at the Kalupur Station in the brand-new Vande Bharat Express train 2.0.

After the inauguration of the Ahmedabad Metro, the state department of urban development has begun creating an action plan for prospective metro connectivity in Ahmedabad neighbourhoods. The prime minister instructed the government to plan metro connectivity to the outlying areas. Work for mapping services has begun with the goal of mapping every area in the city’s eastern and western halves. SG Road, SP Road, and other places are only a few where the Ahmedabad metro could be added.

The public could now use the 21-km section of the Ahmedabad Metro project between Thaltej and Vastral as of October 2. The proposal also includes a 6.6 km underground portion with four stations, according to the GMRC (Gujarat Metro Rail Corporation).

On October 6, 2022, Gujarat Metro began commercial operations. The length of this corridor is roughly 18.87 kilometres. It is also referred to as the North-South Corridor. This line is fully elevated.

With the opening of the Ahmedabad metro, India’s metro network surpassed Japan in terms of the functional length of the metro network in India. India now has 810 km of metro rail network overall. India now has 982 Km of metro rail routes under construction in addition to the operational network. India will surpass South Korea and the USA after this construction is finished.The length of this corridor is roughly 18.87 kilometres. It is also referred to as the North-South Corridor. This line is fully elevated.

With the opening of the Ahmedabad metro, India’s metro network surpassed Japan in terms of the functional length of the metro network in India. India now has 810 km of metro rail network overall. India now has 982 Km of metro rail routes under construction in addition to the operational network. India will surpass South Korea and the USA after this construction is finished.

On March 4, 2019, the PM inaugurated a 6.5 km section of phase 1 that connects Vastral to Apparel Park. In 2014, approval for the Metro Rail project was given.

According to GMRC, Phase 2 of the project will link Ahmedabad with Gandhinagar. It will primarily involve phase 1’s extension. Two corridors are anticipated: one from the 5.4-km route with two stations from Gujarat National Law University to GIFT City and the other from the 22.8-km stretch with 20 stations from Motera Stadium to Mahatma Mandir. Phase 2 of the project’s route will be completely elevated.

Phases 1 and 2 are each expected to run for 40.03 and 28.26 kilometres, respectively. Six stations from Phase 1’s first section have already been built and are functional. Phase 2 and the remaining portion of Phase 1 are still under construction. A Blue Line designates the Ahmedabad Metro route’s East-West Corridor, the North-South Corridor by Red Line, and the GNLUGIFT City Branch with a Purple Line.

The GMRC (Gujarat Metro Rail Corporation) managed the Ahmedabad Metro Rail Project. GMRC was established to oversee the construction of Gujarat’s metro rail due to a government initiative to develop the metro in Gujarat.

India’s fastest constructed elevated metro

The Central Government of India approved the Kanpur Metro project in February 2019, and the construction of the Kanpur Metro Rail Project began in November of the same year. The Uttar Pradesh Metro Rail Corporation manages this public transportation system throughout Kanpur.

The Kanpur Metro route covers 8.9 km from Motijheel to IIT Kanpur Metro Station. The main reason for providing a metro rail service to a small city like Kanpur was to lessen the suffocating traffic that builds throughout the city’s length and breadth due to inadequate traffic services. The Kanpur Metro will offer a topnotch transportation option to the city’s residents once it is fully operating.

The industrial city of Kanpur, which has a population of over 41,000, desperately needs a well-connected metro network. Even though building a top-notch infrastructure in a disorganised city like Kanpur is complex, the result of the Orange Line is beyond satisfactory. And it seems even more promising that the Blue Line project will proceed.

Operational metro stations

Currently, Orange line corridor is operational for public. The 8.9 km-long corridor connects IIT Kanpur and Motijheel. The Uttar Pradesh Government plans to build 12 more stations on the Orange Line during Phase 1 while simultaneously constructing a brand-new Blue Line corridor.

Phase 1’s net construction expenses are expected to total about INR 11,076.48 crores. The Blue Line will extend from Agriculture University to Barra-8, and the Orange Line will extend from IIT Kanpur to Naubastra.

Line-I (Orange Line)

The Orange Line itself will have a total of 21 stations under Phase 1, with the Orange Line’s length being increased to 23.8 kilometres.

Further developments will extend the Orange Line route from IIT Kanpur to Naubastra. The Orange Line comprises 14 elevated and eight underground metro stations. The route will be established so that the metro line passes through the city centre while covering an array of significant nodes and educational centres of Kanpur city. The Orange Line’s construction will be finished by December 2024.

Operational Stations of line 1

IIT Kanpur, SPM Hospital, Vishwavidyalaya, Gurudev Chauraha, Geeta Nagar, Rawatpur, LLR Hospital, Kalyanpur, Moti Jheel. Under construction Station of Line 1

Chunniganj, Naveen Market, Bada Chauraha, Nayaganj, Kanpur Central Railway Station, Jhakarkati Bus Terminal, Transport Nagar, Baradevi, Kidwai Nagar, Vasant Vihar, Baudh Nagar, Naubasta.

Line II (Blue Lline)

The Uttar Pradesh government is also constructing a brandnew route for the Kanpur Metro line II, the Blue Line. This metro service’s 8.9 km track will contain eight stops from Agriculture University to Barra-8. The tender for this line is still pending.

One of these eight stations, Rawatpur, will serve as a mutual or interchange point for the current Orange Line and the upcoming Blue Line. Although ambitious, the project’s tender has yet to be approved. There will be both elevated and underground metro stations along this section. This corridor’s objective is to cover the city’s densely inhabited areas and bus and railway stations. Blue line stations

Agriculture University, Rawatpur (Interchange Station for Orange Line and vice versa), Kakadeo, Double Pulia, Vijay Nagar, Shastri Chowk, Barra 7, Barra 8.

The place to visit for tourists near Kanpur Metro

One can discover Kanpur’s main attractions and popular tourist destinations because of the Kanpur metro route, which travels through various city regions. IIT Kanpur is a prestigious educational institution located in Kanpur. Additionally, if one wants to relax, one can go to Buddha Park and the tranquil Motijheel in Kanpur by taking the Kanpur Metro. One can use the Kanpur metro to get to the swanky Rave Moti Mall or the buzzing Swaroop Nagar Market and Naveen Market. The serene J.K. Temple is another place one can go.

Kanpur Metro is also near GSVM College and Hallet Hospital (LLR). Additionally, one can watch the newest movie show at Miraj Cinemas to round off your day.

Timings

The Kanpur metro rail now travels at 90 km/h. The Kanpur Metro

has made travelling more accessible and faster by significantly reducing traffic in Kanpur City.

The first Kanpur metro train departs at 6 AM, while the final departs at 10 PM.

The Kanpur Metro is available every 5 minutes, allowing One to catch the train following one timetable.

Suppose one takes the train from Kanpur Metro Station. In that case, it will take four minutes to go to Vishwavidyalaya Metro Station, ten minutes to get to Geeta Nagar Metro Station, and thirteen minutes to get to LLR Metro Station.

Fare

The Kanpur Metro is not only efficient in terms of speed but also in terms of cost. Using the Kanpur Metro allows one to travel more affordably and get to the city’s major attractions more quickly. Children under 3 feet are not needed to use tokens or cards.

The Kanpur Metro’s Orange Line has a minimum fare of INR 10 and a maximum fare of INR 30.

If one can take the metro from the IIT Kanpur Metro Station, one can pay INR 15, INR 20, and INR 30 to get to SPM Hospital Metro Station, Gurudev Chauraha Metro Station, and Motijheel Metro Station.

Amenities

Kanpur Metro announcements for stations and trains are made in English and Hindi, respectively, with the relevant display text appearing in the same order. Kanpur Metro would feature regular and higher priority stations like any other city’s metro service. As a result, more services for the public’s convenience, such as food courts, shops, ATMs, etc., will be available. Kanpur Metro prohibits eating, smoking, drinking, and chewing gum.

Contractors

Line-1

Line-2

TYPSA-Italferr

SYSTRA – SYSTRA MVA Consulting (India) Pvt. Ltd. JV

SYSTRA – SYSTRA MVA Consulting (India) Pvt. Ltd. JV

Construction of IIT – Moti Jheel (8.728 km elevated viaduct, 9 stations) Afcons Infrastructure Ltd.

Construction of Line-1’s Govt Polytechnic Depot & Workshop K.S.M. Bashir Mohammad & Sons

Architectural finishing at 9 stations between IIT Kanpur – Moti Jheel Sam (India) Builtwell Pvt. Ltd.

Construction of 3.9 km tunnels and 4 stations at Chunniganj, Naveen Market, Bada Chauraha and Nayaganj Gulermak – Sam India JV

Construction of 4.6 km tunnels and 3 stations at Kanpur Central, Jhakarkatti and Transport Nagar Afcons – SAM India JV

Construction of 5.4 km elevated viaduct and 5 stations at Baradevi, Kidwai Nagar, Vasant Vihar, Baudh Nagar & Naubasta JMC Projects

FEATURED PROJECT

Construction of Residential, Non Residential and Institutional buildings at Kanpur and Multi Storied Officers Colony of UPMRC inside Kanpur Metro Depot

Supply of 201 standard gauge cars (rolling stock) including Train Control & Signalling System for Agra & Kanpur metro projects

Vishnu Saran and Company

Alstom (won by Bombardier Transportation)

CNC Under Floor Pit Wheel Lathe Machine HYT Engineering Company Pvt. Ltd. Battery Operated Road Cum Rail Vehicle (Electric Bogie Tractor) ZAGRO Bahn-und Baumaschinen GmbH

Synchronized Pit Jacks & Mobile Jacks Pfaff Verkehrstechnik GmbH Bogie Turn Table Lai Yew Seng (India) Pvt. Ltd.

The Finance Ministry approved the Kanpur Metro Project.

2019

The Uttar Pradesh Government allotted Rs. 175 crores to strengthen the initial Phase-1 work. The Center accepted the budget.

Prime Minister Narendra Modi laid the foundation stone of Kanpur Metro.

Re-railing Rescue Equipment

750 Volts DC Third Rail Rail Traction System, 33kV Cable Network, ASS, TSS & SCADA System

Supply of 17,700 MT Head Hardened Rails for Agra & Kanpur metro projects

Supply of Standard Gauge UIC 60 Turnouts, Scissor Crossovers, Check Rails etc. for Kanpur and Agra Metro

Supply of ballastless track for Kanpur & Agra metros and fastening systems (viaduct, underground & depots)

Supply of 1620 MT Rails (UIC 60 / 60E1 IRS-T-2009, 880 grade, class A) for Kanpur & Agra Metro

Johnson Lifts Pvt. Ltd.

Tender Cancelled Rescue Vehicle Phooltas Transrail Automatic Train Washing Plant Cyclosystem India Pvt. Ltd. Elevators / Lifts (machine room-less for both lines of Kanpur Metro & Line-1 of Agra Metro)

Sterling Wilson – GSC JV

East Metals AG

Voestalpine VAE VKN India Pvt. Ltd.

Afcons Infra bags the contract to construct the nine stations of the Kanpur Metro.

Uttar Pradesh, Chief Minister Yogi Adityanath laid the foundation for the civil work of Kanpur Metro.

2020

Uttar Pradesh, Chief Minister Yogi Adityanath funded INR 358 crores to construct Kanpur Metro Phase 1.

The project received 650 million euros from the EIB.

2021

Larsen & Toubro

Tender Cancelled (SAIL was only technically qualified bidder)

Telecommunications (Telecom) HFCL Ltd.

Automated Fare Collection (AFC) System on PPP State Bank of India (Aurionpro)

The Kanpur Rail Project received INR 597 crore from the Uttar Pradesh State Budget.

The Foundational work of the Kanpur Metro began with the construction of the underground corridor. The Uttar Pradesh Metro Rail Corporation (UPMRC) laid the tracks.

Timeline

2015

Kanpur Metro Rail Corporation was founded in 2015.

RITES and LMRC provided a report on the necessity and urgency of construction for Phase-1 to the State Government of Uttar Pradesh.

2016

Uttar Pradesh State Government authorised the Phase-1 plan. The central government has approved the Phase-1 Kanpur Metro project.

Mr M. Venkaiah Naidu, a former urban development minister, and Mr Akhilesh Yadav, a former chief minister of Uttar Pradesh, founded the project.

2017

Civil Work started

Indian Government’s new suggestions were implemented for the planning of Phase 1.

2018

The Uttar Pradesh Cabinet authorised the Central Inputs.

India’s Prime Minister Narendra Modi inaugurated Kanpur Metro Phase 1 project’s 8.728 km Priority Corridor connecting IIT Kanpur – Motijheel.

2022

Gulermak – Sam India Builtwell JV’s on 6th December 2022 marked the first tunnel breakthrough through tunnel boring machine (TBM) S93 at the Nayaganj Station site on Package KNPCC-05

The tunnel Boring Machine (TBM), dubbed “Nana”, completed the 84-meter-long tunnelling procedure of the Kanpur Metro in August 2022.

The tunnel construction work was inaugurated on July 4, 2022 by Sushil Kumar, Acting Managing Director, Uttar Pradesh Metro Rail Corporation (UPMRC). The first phase of the Kanpur Metro route’s construction is currently in full swing. The first slab casting starts At Kanpur’s Naveen Market Metro Station on 8 April 2022.

Conclusions

The Kanpur Metro has made travelling easier by reducing traffic in the city. In addition, city residents may now take advantage of top-notch amenities while travelling from one area to another because of the Kanpur Metro route.

Featured Article:

Mega Trends, Indian Railways

The Indian Railway is going through a dynamic period of growth, with new advancements providing worldclass services in both freight and passenger transit. The achievements include moving toward greater mobility on the high-density network (HDN) and highly used network (HUN) as per the National Rail Plan to comply with the Indian Railway’s Vision 2024 with 100% railway electrification to meet carbon neutrality by 2030, improving capacity by integrating Automatic Block Signalling with Traffic Management systems (TMS/CTC) by raising sectional speed and increasing overall safety by eliminating manned level crossings.

Implementing technology solutions such as safety enhancements, infrastructure upgrades, train operations effectiveness, passenger experience movement, and organisational capability enhancement will be essential for Indian Railways to move closer to world-class railway operations. Allowing Foreign Direct Investment (FDI), Public Private Partnership (PPP), and Private Operations of Passenger and Freight Trains for its current asset monetization is an important part of revamping the Indian Railways infrastructure through technological improvement.

There are many technologies which are now changing the landscape of the Railways & Metro Projects globally. The few most prominent technologies are discussed as under:

1. Cyber Security: Cybersecurity is becoming more relevant than ever. Cyberthreats are increasingly targeting railway systems and operators. The primary function of cyber security is to protect the devices, systems, and services we use - both online and at work. Ticketing, freight operations, train operations, and asset management are just a few of the potential applications. All of these systems are vulnerable and require security. Cyber security measures must be established in accordance with recognised IT industry standardsThis would entail developing best practises for protecting critical infrastructure from cyber attacks, establishing an emergency response system to such attacks in order to reduce the application’s vulnerability to such threats, and developing a policy / mechanism to ensure adequate measures in such cases. Although Indian Railway IT programmes have been created with suitable security safeguards based on these basic principles, recent worldwide cyber attacks illustrate that we can never be complacent.

2. Digitalization of Ecosystem: The integration of digital technology into all elements of a business, radically changing how you operate and give value to clients, is known as digital transformation. It also necessitates firms constantly challenging the existing quo, experimenting, and modernising their entire operations to keep up with changing times. Coach design, signalling and traffic control, freight management, train services, personnel management, and customer management all make use of digital technologies. Railways and metro projects are now

The dynamic period of growth, setting trend for future mobility

fully embracing digitalization in their entire system, including digital project planning, BIM engineering, digital twin models, better passenger safety, predictive maintenance, data analytics for management, and system modernization.

3. Contactless Travel: Pandemic made contactless travel essential for all travellers. QR codes are embedded in the new contactless tickets. The QR code is generated and delivered to passengers who order their tickets online or at the counters, and it is sent to the passengers’ mobile phones. At the station, the codes are scanned, and the information is updated and confirmed against the database. To make passenger commutes easier and safer, the system uses QR code-enabled tickets on handheld devices and mobile phones at stations and aboard trains.

4. Green Energy: As a prominent user of energy resources, it is vital for Indian Railways to identify cost-effective energy system choices with the least environmental impact. Railways has proposed to use its unused vacant railway land to build landbased solar plants on vacant and unused land parcels as well as along railway tracks. Railways is trying to become the world’s largest Green Railways and to become a ‘net zero carbon emitter’ by 2030. Railways has started setting up solar plants in various locations and has been a pioneer in green energy acquisition. It has begun energy acquisition from various solar projects and has already commissioned additional projects on various Indian Railways stations and buildings.

5. Artificial Intelligence: Railways is making use of artificial intelligence in a variety of ways. Customer experience, process optimization, and asset upkeep are just a few examples of how Artificial Intelligence technologies and techniques can help. Artificial intelligence (AI) can aid in route optimization, real-time train movement monitoring, crew development, optimising rail freight pricing, and boosting logistics chain integration. Railways is striving hard to increase operational efficiency across its whole system by leveraging artificial intelligence and data analytics.

6. Biometric Token System: The Biometric Token Method (BTS) is a system in which passengers travelling in the general carriage, where seats are not allocated, are handed a token around three hours before the train’s departure. The data is generally used to analyse crowd patterns and the number of individuals who utilise trains. The Western and Central Railways zones have inaugurated the Biometric Token System (BTS), which aims to simplify the procedure of boarding unreserved coaches.

7. Driverless Train Operations: Driverless trains, also known as autonomous trains, run without human involvement and are monitored from a control station. The Driverless Train Operation (DTO) can increase train flexibility while decreasing human interventions and errors. It also contributes to an increase in the availability of coaches for service. The DTO service was installed on the Magenta Line in 2020, bringing the Delhi Metro into the elite league of the world’s 7% Metros that operate fully automated metro networks. DTO was recently introduced on Delhi Metro’s 59-kilometer-long Pink Line (Majlis Park to Shiv Vihar).

8. Head on Generation (HOG) System: This method is available

in End On Generation trains, which have power cars equipped with DG sets at both ends. The system is thought to provide a cost-effective, dependable, and energy-efficient power supply system for coaches. The implementation of the HOG system in LHB coaches results in significant savings in diesel fuel consumption of power vehicles. Railways has implemented an energy-efficient power supply system in which electricity is drawn from Over Head Equipment (OHE) via converters installed in electric locomotives (WAP-7/WAP-5) for coach AC, lighting, and fans, among other things. This saves money on electricity use as well.

9. LiDAR Technology: LiDAR is a light detection and remote sensing technique that measures distances to a target by using light in the form of a pulsed laser. The ground survey is an essential task for any linear infrastructure project since it offers precise details about the areas surrounding the alignment. For its projects, National High Speed Rail Corporation Limited is using Light Detection and Ranging Survey (LiDAR) technology, which offers full ground features and data. Furthermore, NHSRCL has been tasked with preparing detailed project reports for seven (7) high-speed rail corridors, and the LiDAR survey technique will be employed for ground surveys in all of them.

10. Online Monitoring of Rolling Stock (OMRS): OMRS monitors the health of each piece of rolling stock and detects faulty bearings and wheels. A real-time alarm is generated to allow for corrective action prior to the rolling stock’s line failure. The Indian Railways is presently expanding the use of these maintenance technologies in order to achieve predictive maintenance. Indian Railways has adopted OMRS, which comprises of the following subsystems: Before reaching the state of hot box, the Acoustic Bearing Detector (ABD)/ Bearing Acoustic Monitor (RailBAM) provides an early warning on any faults in the bearing box. The Wheel Impact Load Detector (WILD)/Wheel Condition Monitor (WCM) device measures wheel impacts on tracks to assess the flat surface of Rolling Stock wheels. The wheel impacts are measured using an accelerometer device in this system. The PhotoTAG system employs a visual (photographic) identifying technology for vehicle identification.

Few Other landmark Innovations

• Virtual & Augmented Reality: The use of virtual reality (VR) and augmented reality (AR) to study across many technology platforms that overlays data and graphics on the physical world adds a new dimension to trains. The interactive presentations of AR/VR and allied technologies disturb the order to acquire, create, store, and make the greatest use of data. Augmented reality is now being used in India, where a new software allows travellers to book their tickets while examining the coach and seats, as well as their proper mind and comfort.

• Connected Mobility: E-mobility technologies are already transforming India’s transportation network. Railways are making it easy for customers to travel by metro and train. The primary purpose is to keep connected and up to date with their life, as well as to make travelling easier for travellers and to plan their excursions from door to door. People will be able to connect their lives and go from one location to another using a single common solution or common mobility card.

• 3-D Printing: This technology is derived from additive manufacturing, and the level of 3D printing has significantly increased in recent years. As a result, the train industry is increasingly resorting to 3D printing. The technology will lower their production by up to 95%. This technology aids in the visualisation of designs prior to manufacture. Also, some of the spare parts necessary are no longer manufactured, and because the batch size is small, it makes no economic sense to request that they be manufactured. As a result, 3D printing can play an important role in the production of spare parts. More and more companies in the railway industry are using 3D printing technology in their manufacturing and maintenance activities, which has the potential to transform the railway industry.

• Drones : Drones can be used to monitor the progress of a project’s construction and development. A drone is essentially a flying robot that can be controlled remotely using softwarecontrolled flight plans incorporated in its system and GPS. Drones use cutting-edge technology such as infrared cameras, GPS, and lasers. It will also be controlled by a remote ground control system (GCS), among other things. These drones can also be utilised for a variety of railway activities such as track and infrastructure maintenance. Drones are currently being used in India to monitor railway construction, assist in crowd management, and oversee maintenance work across its zone. It is also used to assess the readiness of non-interlocking (NI) works, to manage crowds at fairs, to identify scrap, and to conduct aerial surveys of station yards.

• Cyber Security: Cyber security is entirely dependent on consulting, with agencies and businesses receiving standardbased cyber security services. The railway sector is being urged to digitise and transition from electromechanical to digital IPenabled technology. Cyber-security can be used to safeguard railway data systems from being hacked and to prevent their vulnerability. This means that railway communication systems are being strengthened in terms of security, as well as new technology and process measures being deployed. As the railway industry implements new technologies, cyber security becomes an essential component. It demands the railway community to be open to new Cyber security measures. Such approaches are now being studied in India’s railways and metro sectors.

• Geographic Information Systems: A geographic information system (GIS) is a system that is used to design and display various sorts of geographic data. GIS is used to map numbers, densities, find what is within, find what is nearby, and map change. Its accuracy is also affected by the data source. Digitization is the most popular way of creation. Railway operations encompass a large geographical area. All rail assets can be mapped and used to create the Indian Railways GIS Portal.

• Green Transportation: Global trends are gradually shifting toward greener modes of transportation, which is having an impact on the railway business. These diverse trains are now being developed around the world, and they include three essential components: hydrogen fuel cells in trains, engines, and liquidised gas. India Railways uses approximately 3 billion litres of fuel every year. Natural gas will replace a small portion of that, and increasing electrification is also a goal of the Indian Railways. This investment will aid in the development of zero-

emission, ultra-efficient, and cost-effective alternatives to trains.

• High-Speed Rail: This technology allows trains to travel much faster than current rail traffic by utilising an integrated system with specialist rolling stock and dedicated tracks. People would travel to distant destinations in less time, and the high-speed train will travel at an average speed of 320 kilometres per hour. NHSRCL is working on a high-speed railway corridor project that will span 508.17 kilometres. The Mumbai-Ahmedabad HSR line will cross two states, Maharashtra and Gujarat, as well as one union territory, Dadra and Nagar Haveli. Further developments, such as semi-high speed corridors, are also being made.

Conclusion

In response to the transportation sector’s megatrends, the Ministry of Railways’ National Rail Plan (NRP) strives to provide long-term perspective planning for expanding the national Railway Network. Vision 2024 has been launched as part of the National Rail Plan to accelerate the implementation of certain critical projects by 2024 in order to develop capacity, infrastructure, and increase rail freight share ahead of demand, and to develop capacity by 2030 that will cater to growing demand up to 2050. This includes 100% electrification, new lines along high-density networks, increasing speed to 160 kmph on Delhi-Howrah and Delhi-Mumbai routes, increasing speed to 130 kmph on all other Golden Quadrilateral-Golden Diagonal (GQ/GD) routes, and eliminating all level crossings on all GQ/GD routes. When completely implemented, this National Rail Plan will gradually shift Indian Railway’s freight model share from current 27% to 45%.

Smart mobility technologies and smart solutions are transforming India’s transportation ecology in metropolises as well as tier 1 and tier 2 towns. Fortunately, this is also addressing significant infrastructural issues for the commuters, who face crowded, cumbersome, inefficient, and unsafe situations.

The representatives from HYT Engineering were Mr. Bhojraj Teli- Managing Director, Ms. Rajashri Teli - Joint Managing Director, Mr. Hrishikesh Darunkar - General Manager- Business Development, Mr. Arvind Jagtap - Manager- Export (Technical) present at the InnoTrans international trade fair at Hall 22AStand 650.

HYT presented its product range at the world’s leading trade fair for transport technology were CNC Tandem Underfloor Wheel Lathe, CNC Underfloor Wheel Lathe, CNC Surface (above floor) Wheel Lathe, CNC Portal Wheel Lathe, CNC Vertical Turning & Boring Machine, CNC Axle Journal Turning and Burnishing Lathe and Multipurpose Armature Machine .

HYT has successfully completed major turnkey projects which include Setting up of Coach Shell Manufacturing Facility for Indian Railways at Chennai, Wheel Repair Shop for SMH Rail in Malaysia, Setting up of Coiled Spring Manufacturing facility (on Turnkey Basis) at ICF in Chennai, Fully Automatic Wheel and Axle Assembly Complex at Railway Wheel Factory (RWF)

at Bengaluru, POH facilities for augmentation of periodical overhauling facilities for LHB coaches at Carriage Repair Shop at Tirupati (South Central Railway), Developing Infrastructure for POH of wheel set for LHB coaches at Carriage Repair Workshop in Harnaut, Wheels and Bogie Overhauling Facility at Sanpada Emu Car Shed in Mumbai.

The company is a firm believer in offering complete solutions, from designing to manufacturing to after-sales maintenance. It’s CNC machines offer more precision repairs to worn out wheels on a touch of a button. They are a dominant player in providing rolling stock maintenance services and the execution of infrastructure projects on a turnkey basis. They have their distinctive approach to planning and fast execution with the most cost-effective solution.

HYT’s takeover of SAFOP S.R.L, Italy in 2019 has further strengthened its global presence .

Recently, HYT bagged an international order for setting up a wheel shop in Gabon, Central Africa.

HYT ENGINEERING COMPANY PVT. LTD. was present at InnoTrans’22 - Industry’s leading international trade fair in Berlin, Germany at Hall 22A - Stand 650.

and manufactures SPMs for rolling stock maintenance. HYT is proud to state that 99% of the rolling stock in Indian Railways are turned on their Wheel Lathes. Additionally, HYT undertakes turnkey rail infrastructure projects like automatic wheel shops.

Under the direction of Managing Director Mr. Bhojraj Teli, HYT is renowned for its innovative design and customer-focused approach.

With 850 employees and a factory in Pune, India, HYT has manufactured and supplied more than 900 machines, including CNC wheel lathes, to the railways, metros, PSUs and private sector.

Contact them: HYT ENGINEERING COMPANY PVT. LTD. E-mail: Info@hytengineering.com

HYT ENGINEERING COMPANY PVT. LTD. was founded in 1977

Ticketing & Payment Innovation

Changing travel landscape through payment & ticketing innovations

Public Transport Ticketing System: An Overview

Ticketing is a tool for implementing a price strategy while keeping operational, commercial, and social goals in mind. The ticketing system converts fares into actual means of payment (for the passenger) and collects fares (for the operator).

Several types of tickets are used in public transportation networks (ticket-based price discrimination). In other words, the price depends on the ticket type used. Ticket-based pricing discrimination is pure price discrimination. It makes little difference to an operator’s production costs whether a passenger uses a single ticket, a carnet, or a season ticket to make a trip. Indeed, it costs the same for the operator to transport a student, an older person, or a full-fare client. Differential pricing for such tickets is a strategy to segment the market and maximise income - referred to as “airline-style pricing.”

In general, the following types of tickets are used in the public transportation network:

• Single ticket: one journey (no time limit)

- Single Zonal ticket

-Destination single ticket

• Single ticket: Several journeys within a limited duration

• Single-mode / Single-operator ticket

• Multi-mode / Multi-operator ticket

• Return ticket

• Multi-journey ticket (5, 10, 20)

• Season ticket (day, week, month, year)

• Value ticket (Pay-as-you-go)

• Off-peak ticket / Night ticket

• Combined ticket (ex: Park & Ride)

• Group ticket / Family ticket

• Special event ticket

Ticketing media include:

• Cash

• Tokens

• Paper tickets

• Magnetic strip ticket

• Contact-based smartcards

• Contactless cards

• Mobile ticketing

On-board vehicles (typically only for single tickets), vending machines, counters, retail shops, the internet, via phone, or through affiliates are all possible sales outlets. Whatever the

fare structure and payment scheme, the system’s usability is typically the most significant factor for the passenger. In this regard, harmonising and unifying tariffs and tickets will make public transportation more accessible. An integrated ticketing system is one in which it makes no financial difference if a passenger needs board more than one public vehicle to finish their journey. Fare integration encourages travellers to travel because public transportation is considerably easier to use and more accessible.

Electronic Ticketing in Public Transport

Four consecutive generations of ticketing systems coexist in the world today, sometimes even in the same city:

• The oldest system of tokens or paper tickets is still widely used worldwide.

• The magnetic ticketing system that was introduced in the 70s can be classified into two categories:

- Ticketing with automatic belt drive (the most common format)

- Ticketing with a manual sweeping motion of the ticket by the passenger.

• In the 1990s, contactless ticketing became popular. The technology has numerous advantages and rapidly supplants the other two ticketing methods. Some public transportation systems are replacing their first ticketing-generating system with a contactless one, bypassing the magnetic ticket-generation stage. Contactless ticketing communicates between the card and the validation device via Radio Frequency Identification (RFID) or Near Field Communication (NFC) technology.

• Mobile ticketing systems rely on the passenger’s mobile phone to pay for travel expenses. SMS (short text message) or mobile barcodes are used to issue mobile tickets. The ticket is selected by sending an SMS to the background system, either with a designating text or to a specific phone number for each conceivable ticket. The user is then sent an electronic ticket through SMS. Users can also use mobile phones to purchase tickets like they can with contactless smartcards by embedding RFID technology inside the device’s battery casing.

In public transportation, e-ticketing systems are more than just payment methods; they also process massive amounts of data, opening up many possibilities for making public

transportation easier to use, administer, and regulate. They also provide chances to construct integrated pricing structures that are difficult to achieve with traditional payment methods. The payment method used for electronic ticketing systems is categorised. The closer the card is to the payment system, the more reliable the transaction, but the more limited the user’s options. As a result, the long-term goal is for customers to be able to pay for public transportation without showing or validating any card, depending on entirely automatic fare payment systems. In this context, the following ‘distance range’ possibilities can be differentiated:

• Contact-based technologies are mainly based on standardised communication between user devices (only memory or smart cards) and access systems according to the ISO 7816 standard.

•Proximity technologies are often based on contactless communications according to the different sub-standards of ISO 14443, which results in theoretical transmission distances of about 10 cm.

• Vicinity technologies are related to ISO 15693 and usually cover transmission distances of up to 1m.

• Long-range (or wide-range) technology combines inductive coupling with radio frequency data transmission and requires a battery in the user device (card). While the first communication technique activates the user device while entering a transport vehicle, the second provides contactless data transmission across all locations within the vehicle, including electronic access components at the vehicle’s ceiling. The system includes anti-collision measures to prevent electronic transactions from colliding, which would otherwise occur.

Multimodal Integrated Ticketing System

Customers’ changing expectations have altered the way transit ticketing works. Tokens, smart cards, and mobile apps have mostly replaced paper tickets worldwide. India, too, plans to build a cashless fee payment method that will function across all of the country’s public transportation networks and day-today retail payment systems. Approximately 80% of Indians have bank accounts, and approximately 845 million debit cards are in circulation. Customers will benefit from enhanced mobility and a more seamless travel experience if old cards are replaced by National Common Mobility Cards (NCMCs). NCMC being an open-loop smart card, users also receive various rewards/

points and cash backs. NCMCs also follow the Reserve Bank of India (RBI) policy of processing near-field communication (NFC) transactions below a specific threshold value (currently INR 2,000) without requiring a personal identification number (PIN).

Key Points for NCMC

• Bank-issued standard and secure payment method based on dual interface and EMV+ standard.

• Service area (reserved space) on the card for storage of passes, last-tap information.

• Common payment standard, applicable for prepaid/debit and credit cards.

• Provision of stored value (money) cards which can be accessed offline and speed up transactions.

Major Ecosystems

The multimodal integrated ticketing system is getting increasingly popular. Some of the popular and successful examples are cited as under:

Singapore

• Policies have been drafted to have transit systems integrated with new commercial development.

• The metro network is connected to the bus network.

• TransLink enables the usage of a common fare card across all modes.

Australia

• The project is called the Australian Integrated Multimodal Ecosystem (AIMES).

• Tap-and-go payments can be made through existing NFCenabled cards.

• Data on where and how people are moving is collected.

• The connectivity of all modes of transport, including walking, is considered.

Key Considerations for PTOs

Currently, transit fare payment systems are dispersed across most Indian cities and are not cost-viable for public transportation operators (PTOs) and banks. Transit operators have recently recognised the necessity of developing a multimodal transit system that is compatible between cities. Thus, transit payments are gaining pace, and the concept of an interconnected multimodal transport ecosystem has gained hold in a few places thanks to innovative fare media that uses RuPay EMV card technology. It is imperative that all PTOs and banks use the same technology. This will prevent PTO fragmentation and the implementation of non-standardised fare collecting. Standardization will also operate as a catalyst, lowering costs through economies of scale.

To deploy a multimodal integrated ticketing management system, PTOs/transport authorities/the transit industry must address several essential factors.

(i) Acceptance of transit cards issued by multiple issuing entities: Currently, transport operators implementing NCMCs are enrolling a single issuing bank with 3-5 years of exclusivity to stabilise the system and provide the bank with an opportunity to make more revenue during this period. This strategy is cost-effective for PTOs since it allows the bank to submit a lower bid during the tendering process and split a portion of the profits with the transport operator as royalty income. Transport operators may be required to several onboard participants or accept NCMCs issued by other banks or PTOs when implementing an ITS. If transportation operators begin accepting transit cards produced by other issuing bodies, they will be responsible for paying the merchant discount rate (MDR) to cover the following:

(a) Payment Scheme Switching Charges

(b) Interchange Amount to the issuer

(ii) Set-up of Acquiring Bank: The acquiring bank’s primary duty is facilitating an acceptance infrastructure. Because this is primarily a back-office activity, it is up to the operator to select an acquiring bank that minimises operational costs while maximising transaction efficiency. PTOs can investigate the following alternative possibilities for delivering integrated fare payment systems, which give a fundamentally different paradigm:

(a) Common single acquiring bank: A fully connected and efficient ITS design would necessitate the appointment of a common acquiring bank for the special purpose vehicle (SPV) that is responsible for all acquiring transactions through the transit ecosystem for the entire state/region. In this situation, the SPV appoints a single acquirer bank to handle all ITS transactions, while multiple banks are authorised to issue scheme-specific cards to clients.

(b) Transport operator wise acquiring bank: Alternatively, each PTO might work with a different acquiring bank. Though the SPV will manage the ITS scheme, its obligations should be limited to planning, testing, certification, and specification issuance. While this allows individual operators operational independence, the overall scheme will only support smart card interoperability in the absence of an ITS.

(iii) Blacklist Management : One of the most difficult challenges for transportation providers is conveying information about blacklisted cards to validators via the central scheme player. Aside from executing transit transactions, a system must be developed to transport the list of banned cards from the issuer bank to the central scheme, then from the scheme to the acquiring bank, and finally to the validators. The parties must also agree on the development of a risk management system.

(iv) Revision in Settlement Process : The settlement procedure may be altered to account for the many parties such as schemes, PTOs, issuing banks, and acquiring banks. It must cover the interchange cost, switching fee, fare transaction sharing fee, top-up fee, card issue fee, and other fees charged by PTOs and

banks for both transit and non-transit transactions.

(v) Data Analytics : The huge amount and variety of data supplied by numerous transit sources is particularly important for service planning and management. This data is generated in real time and can be used to plan future routes or implement new fare rules such as flat rates and integrated fares. This information can also be monetized.

(vi) Management of Card Service Area : When a multimodal transportation system is implemented, one card will be used in several metro gates. While standard single-journey validations may work, the service area on the EMV card must be tailored to the PTO in order to issue different period passes. Passengers may utilise particular period passes to access metro services if such passes can be used for separate services. This could aid in the analysis of metro station trips.

(vii) Merchant Discount Rate : The transport operator must consider the acquirer’s costs for host management, scheme fees, and interchange fees when determining the MDR.

(viii) Non-Fare Box Revenue : Apart from transit revenue, PTOs may consider obtaining non-fare money from advertising on station premises and through the mobile app, branding of station names, over-the-counter/app-based selling of event

tickets, and the allocation of parking spots to cab aggregators.

Latest Developments

- India is about a decade behind in terms of mass transit payment systems. Card-based payments have been deployed by several public sector enterprises, including Kochi Metro and Delhi Metro, however they are ‘closed-loop’ payment instruments. Startups seek to change this by creating more open-loop payment cards that can be used not only in buses and metros, but also in local stores and auto-rickshaws. Cities such as London, Dubai, and Hong Kong have created their own “mobility payment cards” that operate on an open-loop payment concept and have been in use for over a decade.

- As India gradually restores public transportation, financial businesses such as CityCash and Chalo are focusing on mass transit payment products. While Covid-19 forced consumers to buy everything from groceries to electronics to clothing online, cash remained the primary mode of payment for mass transit or public transportation systems such as buses, trains, and metro rail.

- Payment firms are negotiating with state-owned bus corporations and waterways to mass-adopt NFC-enabled, ‘open loop’ prepaid cards for transit ticketing. According to

industry estimates, more than 68 million commuters use public transportation on a daily basis.

- Following the Reserve Bank of India’s notification permitting online payments even in places with intermittent internet access, mass transit payment start-ups can experiment with hitherto unrecognised concepts.

- In the bus ticketing space, there is a huge market opportunity for open-loop payment cards. Almost 200 million Indians utilise public transportation each year, with 70-80 million using it everyday. However, the majority of these payments are done in cash. Since its launch in September 2019, CityCash has issued around 3 million cards to customers and is accepted in 20,000 buses in Maharashtra.

- Chalo, a mass transit payment startup, approaches the mobility payment challenge from all angles. It provides payment gear such as an NFC-enabled point of sale device, a mobile app that tracks buses and routes in real time, and an NFC-enabled prepaid card for offline transactions.

- Chalo also provides an electronic bus pass that can be obtained through the Chalo smartphone app. It is now available in Indore, Bhopal, Patna, Guwahati, Kolkata, Thiruvananthapuram, Madurai, Vijayawada, and Udupi. The startup is also looking into accepting card-based payments from e-rickshaw drivers. It is also in discussions with the Kochi water transport authority about installing GPS in their water ferries and accepting Chalo cards.

- A unified mobility card for Mumbai’s local trains, Metro Rail, BEST buses, and other means of transportation has been suggested for several years. There is now anticipation that the project will get off to a good start this year. BEST is the first transport company in Mumbai to formally announce that its whole system is now compliant with the National Common Mobility Card (NCMC) and that an NCMC smartcard may be tapped on its portable machines for seamless travel in all AC and non-AC buses.

- The Metro rail (Versova-Ghatkopar corridor) may soon follow, with its systems modernised and rendered NCMC-compliant. According to one official, a common mobility card may be introduced in two months at all entry/exit gates along the corridor. The Mumbai Railway Vikas Corporation (MRVC) has appointed a consultant to speed the common mobility card project, which is expected to begin soon.

- IRCTC currently uses I-PAY as its in-house payment gateway. I-PAY permits purchases for train, bus, and air travel tickets, as well as tour packages, through the IRCTC website and mobile app. This implies that IRCTC already has a user base that may be interested in using its payment gateway. Potential partnerships with retailers could broaden the reach of the railway PSU.

- According to the IRCTC’s annual general meeting, as a payment aggregator, it will provide, promote, develop, create, and carry on the business of all sorts of electronic and virtual payment system services, payment gateway and aggregator services, prepaid and post-paid payment instruments, payment systems

including open, closed, and semi-closed payment instrument systems in India and overseas.

- The IRCTC gateway will also serve as a bill payment gateway, accepting payments for utility bills, levies, and municipal taxes in accordance with the Bharat Bill Payment System (BBPS) rules.

Conclusion

To increase the usage of public transportation, communities should strive to make the ticketing system appealing and simple to grasp for everyone. The price structure should be consistent and easy, with a sufficient number of tickets to meet the needs of the users. Fares should be straightforward and simple to understand. Tickets and payment options, for example, should be publicly available.

• At sales points distributed throughout the city

• At ticket vending machines at various places (e.g. at park and ride stations, at main bus stops or in vehicles)

• On the internet (e.g. subscription for smart card holders) • Via mobile phones Integrated ticketing and tariff policies between different public transport operators (e.g. local public transport and the national railway) should be offered to make tickets valid for all public transport modes and for a whole region.

• Via Mobile Phones

Integrated ticketing and tariff policies should be supplied by multiple public transportation operators (e.g., local public transportation and the national railway) to make tickets valid for all modes of public transportation and for an entire region. Payment alternatives that are simple and appealing should be available. Innovative smart card systems, for example, can be built and used for contactless payment of integrated fares. They may also play a major role in public transportation marketing. Smart payments can also provide useful data on user behaviour and mobility trends.

A Silverline Project to connect entire Kerala

The 529.45 km (south to north) Thiruvananthapuram - Kasaragod Semi High-Speed Rail (SilverLine) Project will connect Thiruvananthapuram to Kasaragod through 11 districts and 11 stations. After the project is finished, the trip from Kasaragod to Thiruvananthapuram will take less than 4 hours at a speed of 200 km/h. The current journey time on the Indian Railways network is 12 hours.

The project, whose completion date is 2025, is managed by the Kerala Rail Development Corporation Limited (KRDCL). The Kerala government and the Union Ministry of Railways collaborated on establishing the Kerala Railway Development Corporation Limited (KRDCL), also known as K-Rail, to implement significant railway initiatives.

SYSTRA MVA Consulting submitted and created the project’s feasibility report to K-Rail in May 2019 and its detailed project report, including alignment, in March 2020.

The DPR for the line was accepted by the K-Rail Board of Directors on April 16, 2020, with the inclusion of a new station at Kochi’s Cochin International Airport. The DPR was then submitted to the Kerala government for approval.

The DPR for the line was authorised by the Kerala state cabinet on June 10, 2020, with a slight alteration to the alignment. As a result, Mahe will no longer be traversed by the railway, contrary to the feasibility report’s original recommendation.

The line is anticipated to be extended to Mangaluru in Karnataka.

Motives of SilverLine

Urban policy scholars predict that Kerala’s old rail system won’t be able to keep up with demand. Due to the numerous turns and twists in the current route, most trains go at 45 km/h.

The government anticipates that the SilverLine project will speed up commuter travel, relieve considerable traffic from the existing portion, and reduce road accidents. The government claims that the line will contribute to a decrease in greenhouse gas emissions, an increase in Ro-Ro services, the creation of jobs, the linking of airports and IT corridors, and a faster pace of development in the regions it passes through.

Project Details

Deadline for Kerala Silver Line: 2027

The estimated finishing date: 2030 Cost of the Project: Rs. 63,941 crores

Funding Pattern

Indian Government: 10%

State Government of Kerala: 28% Bilateral Loan: 53% Miscellaneous: 9%

Route information

Length of the route: 530.6 km

Station Type: At-Grade (primarily), Elevated & Underground Number of Stations: 11

Station Names: Thiruvananthapuram, Kollam, Chengannur, Kottayam, Ernakulam (elevated), Kochi Airport, Thrissur, Tirur, Kozhikode (underground), Kannur, Kasaragod (elevated).

System Specifications

·

Top Speed is 200 kmph

· Average Speed is 130 kmph

· Track Gauge: Standard Gauge is 1435mm

· Rolling Stock is 9/12 coach trains

· Traction is 25 KV AC overhead catenary (OHE)

Features of SilverLine

According to K-Rail, the project will use Electric Multiple Unit (EMU) trains with nine cars that may be expanded to 12. Based on the daily average of 80,000 passengers, a 9-car set is estimated to carry 75 passengers per train.

The railway line will connect Thiruvananthapuram with the cities of Kottayam, Ernakulam (Kakkanad), Kollam, Chengannur, Cochin Airport, Kozhikode, Kannur, Thrissur, Tirur, and Kasaragod, with stations in each of those cities.

There are 1,383 hectares available for purchase, 1,198 of which are designated private land. The Kerala Infrastructure Investment Fund Board (KIIFB), the government’s central investment arm, has provided the project with Rs 2,100 crore.

Project facing opposition

Environmentalists are concerned that the train line would affect the ecosystem, but the state cabinet believes it will help reduce greenhouse gas emissions. However, they are concerned about the state’s wetlands, rice fields, and streams suffering permanent harm. They predict that this will increase future flooding and landslides.

No designated locations, such as wildlife refuges, biosphere regions, national parks, or other environmentally sensitive areas, are traversed by the SilverLine line.

The Western Ghats, one of the major biodiversity hotspots, is parallel to the alignment. Thus, the effects on biodiversity must be carefully examined. They consist of Madayipara, Ponnani, Kadalundi, and Thirunavaya villages.

K- Rail stated that 9,314 structures would have to be destroyed. It is anticipated that at least 10,000 families will need to relocate. This amount might double if the Environment Management Plan (EMP) is completed.

Major Contracts of the Silver Line Project

Contract Contractor

Feasibility and Detailed Project Report

Preparer SYSTRA MVA Consulting India Pvt. Ltd. LiDAR and Geotechnical Survey Report GeoKno India Pvt. Ltd. Environment Impact Assessment (EIA) Study EQMS India

Hydrographic and Topographic Survey

of Important Bridges, Major Bridges, Minor Bridges RITES

Architectural Design of 10 Stations

Current Updates

Engineering

After getting approval from the Cabinet in June, the state government started the land acquisition procedure. The 1,198

hectares that must be purchased are all privately owned land.

The government’s main investment arm, the Kerala Infrastructure Investment Fund Board (KIIFB), has also received administrative permission for Rs 2,100 crore from the Cabinet.

Regional revenue and K-Rail authorities are putting down boundary markers and defining the boundaries of the land as part of the initial acquisition process. This is done to provide authorities with a rough figure for how much private land will be bought and how many homes will need to move.

Despite CM Vijayan’s letter to PM Narendra Modi asking for his “personal support,” the programme has only gained clearance in principle from the Centre. The governments of Kerala, the central government, and various global financial institutions will partly fund the line’s construction.

Kerala Chief Minister Pinarayi Vijayan made it clear on 8th December that his government’s ambitious Silver Line project has not been put on hold and that the Railway Ministry is still reviewing its Detailed Project Report (DPR), despite calls

Better travel through improved Passenger Information System

Apassenger information system (PIS) is a cutting-edge technology that offers tailored solutions for various traffic management and transportation systems. Furthermore, it enables consumers to be well-informed and use transportation networks in a more structured, intelligent, and safe manner. PIS intends to improve traffic quality by reducing congestion. This technology gives the user prior information regarding their travel, such as real-time bus/ train running information, seat availability and traffic, and improves their safety and comfort.

Traditional information systems, especially transportation, are being pushed to their limits in today’s fast-paced technology environment. Today’s public transportation systems rely on passenger information systems to offer real-time service and fleet status information. A properly working passenger information system is a valuable asset to any public transportation service since it provides a plethora of data that benefits not only commuters but also transit administrators, planners, operators, and supervisors. These technologies’ data is essential in developing a safer, more dependable, and seamless transit system that benefits everyone.

Passenger Information System

The passenger information system (also known as the passenger information display system) is a digital information system that permits real-time observation, surveillance, and processability of passenger data. PIS can be implemented in a transportation company or operated via web-based browser applications or a specialised intelligent phone app. The Passenger Information System (PIS) can estimate arrival and departure times and assess delays and disruptions. The passenger information system is used in a variety of ways at various levels, as under: PIS at a bus stop or train station

• It can be used to provide passengers with information and general advice

• Display departure and arrival times

• It can be used to display the following vehicle’s transport route and destination

• It can be used to inform the waiting passengers about the expected arrival time of the scheduled bus or train.

PIS inside a bus or train

• It can display advanced information like train numbers, number of stations covered, etc.

• Used to display next or previous stops/stations

• Information related to Wi-Fi, catering services inside the train, emergency contact numbers, etc.

• Comparison between the scheduled arrival/departure time and the delayed time.

Key Benefits

• Enhance Customer Satisfaction & Reduce Complaints: According to the most recent NRPS (National Rail Passenger Survey), train delays are one of the most prevalent complaints that TOGs or train operating groups receive. Several companies, including different forms of transportation, have reported a drop in complaints since implementing PIS services. Public transit

systems can reduce passengers’ perceived and actual wait times by providing real-time departure and arrival information.

Passengers can better plan their time if they discover a train is running late. They may, for example, depart later, tell work or the person with whom they’re meeting that they’ll be late, or make alternate travel arrangements. Passengers would rather know in advance that their train will be late than wait and wonder why it hasn’t come yet. It allows people to be more active with their time and make superior use of their time.

• Better service usage: Passenger information systems can make travel more convenient and seamless. This could encourage many more individuals, whether first-time or repeat travellers, to use public transportation. For example, suppose a passenger obtains outstanding service from a travel firm due to quick service and a passenger information system. In that case, they are more likely to recommend the company to others. As a result, new business will increase through word of mouth. However, the global market for passenger information systems saw a steep decline due to the COVID-19 pandemic.

• Improve planning schedule, Update primitive approach: The days of depending entirely on manually printed paper timetables or even the display boards in the station’s main entrance to advise passengers of the next train’s arrival time are long gone. These schedules were similarly predicated on the assumption that there would be no delays and that there would always be an acceptable amount of passengers on board.

Passengers can view a real-time version of their train schedule using passenger information systems, allowing them to make immediate changes and better manage their time.

• Awareness regarding the arrival time of trains/buses: Some public transportation systems are infamous for being late. This is especially undesirable for passengers who may be told about the delayed arrival of their bus/train and spend their time in a cafe or store instead of waiting at the stop/platform. Accurate real-time information allows tourists to plan their trips better and reduce wait times, resulting in a more enjoyable travel experience. Today, ridesharing companies such as Lyft and Uber are profoundly changing the transportation industry by creating intense competition.

They’ve already outsmarted the taxi industry and are attempting to supplant public transportation. Although the train and bus are quite distinct types of transportation, they both face competition from similar sources. Some passengers like the comfort, dependability, and availability these ridesharing companies provide to their consumers. To keep up, government public transit agencies must upgrade their transportation networks. In addition, their passengers must act appropriately and be aware of potential delays. PIS systems can assist these organisations in improving their services.

Integrated Passenger Information System

The Integrated Passenger Information System (IPIS) is a computer-based single control and data entry system that provides audio and visual information to passengers via a PC-based announcement system and various Train Indicator Boards that span the entire station and have the capability

of networking and operating from a centralised location. As a result, this system is more convenient for both the operator and the passengers.

Passengers get all train-related information via the Passenger Information System (PIS), which includes the Interactive Voice Response System (IVRS), Pre-recorded Announcement and Auto Announcement System, Train information display, Coach navigation display, and so on.

Components / System Architecture

The IPIS consists of the following units/subsystems :

• Central Data Controller (CDC)

• Platform Data Controller (PDC)

• PC-based Announcement System

• Platform Display Board (PDB)

• Multi-line Display Board (MLDB)

• At-a-glance display Board (AGDB)

• Coach Guidance Display Board (CGDB)

• LED/LCD Display

Central Data Controller

The CDC Rack is often mounted at the railway station’s enquiry in a 19” 42U rack with correct earthing. It is made up of two CPUs (PCs) that are linked by a Central Data Switch (CDS) for data synchronisation. A Keyboard-Video-Mouse (KVM) switch connects one 17” (minimum) colour LCD/TFT display. An audio/ video selection device with a speaker and microphone is provided for live announcements. The properly isolated audio output provided by the A/V selection device can be linked to the audio amplifier of the public address system. It also supplies video signals for the PIS’s LED/LCD. Both CPUs are pre-loaded with the required software, having options for data entry for train no., timetable of trains, and PF. No., and expected arrival/

departure time, among other things.

The database, such as train information, text messages, pictures, etc., can be uploaded from the CDC to the display board(s) via the display controller over the same communication channel used for train arrival/departure display boards.

Central Data Switch

The CDS is a Layer-3 Ethernet Switch that provides Ethernet connectivity for data transfer between the station’s CPUs and multiline display boards, platform display boards, and data controllers. It also links the IPIS system to the railway network and NTES port access.

Platform Data Controller

Platform Data Controllers control Platform and Coach Guidance Display Boards. The Platform Data Controller is built around a 32-bit microprocessor. The PDC routes data/instructions from the Central Data Controller to the downstream display devices and health/diagnostic data from the display devices to the CDC. Depending on the site requirements, the PDC unit receives data from the CDC via an optical fibre connection or copper Ethernet port and distributes it to the attached PFD or CGD. A single PDC can manage two platforms.

PC-Based Announcement System

• The system is Windows 7 or higher GUI based, wholly designed to announce all types of passenger-carrying trains via the crucial board.

• Fixed audio messages are recorded in a soundproof studio with a minimum sample resolution of 16 bits.

• Recording and playing back of new messages are only accessible from CDC utilising the microphone and speaker provided by CDC and the Windows standard sound recording tool.

• There are three main types of announcements. one for a train coming on the platform, one for a train arriving and one for a train departing from the platform in English, Hindi, and a regional language. If the Platform No./Train No. Changes, the announcement can be updated.

Display Boards

Platform Display Board

The Platform Display Board shows the train schedule for that platform’s arrival/departure, including the train number, name, and time of arrival/departure. PDB should be hung from the platform’s roof in appropriate locations on platforms/foot-over bridges.

Multi-line Display Board

The MLDB displays the train number, name, arrival/departure time, and platform number. In addition, it displays information

from numerous trains at the same time. Major stations should have two separate display boards for arrival and departure, but minor wayside stations can have a single display board that displays arrival and departure information. The multiline display boards should be positioned at the station’s main entrance/ concourse and platform display boards at appropriate locations on platforms/foot-over bridges.

At-A-Glance Display Board

The information about the train arriving/departing from that platform and the coach composition is displayed by AGDB. AGDB is generally installed at the main entrance, footbridge, or station.

Coach Guidance Display Board

For passenger guidance, CGDB displays the Train Number and Coach Number of the train scheduled for arrival/departure from that platform. When there is no train on the platform, the screen displays either the station code or the zonal railway code, or it can be left blank. Both sides of the coach guide display boards must have displays.

Geographic Information System

The Indian Railways owns a considerable number of assets, including land, which must be adequately monitored, managed, and maintained. As railway operations have broad geographic coverage across the country, GIS mapping of various assets on Indian Railways can be utilized to enhance asset management. All Indian Railways assets will be mapped, and the data will be used to build the Indian Railways’ GIS webpage. GPS-based mapping of Indian Railways assets, including land assets, is currently underway on a GIS platform. A Memorandum of Understanding (MOU) has been signed with the Centre for Railway Information Systems (CRIS) for that purpose, and CRIS is building this Application. Land plans of Indian Railways will be available for viewing superimposed on various types of Maps/ Images in this Application. ISRO Bhuvan Platform satellite imagery/maps are being used for this. A Memorandum of Understanding (MOU) has been signed between the Ministry of Railways and ISRO to collaborate in several areas.

Planning for enhancement/augmentation of various facilities

such as new lines, doubling/multiple lines, traffic facilities, and others may well be done after creating a GIS portal. It would also assist in identifying the growth of new encroachments around a station and other regions by comparing Satellite Images from different times, which are updated at regular intervals by ISRO.

GIS – Definition

A Geographic Information System (GIS) is a system that connects elements such as buildings, trains, roads, and land parcels to the information to which they are related. GIS enables us to explore, analyse, query, interpret, and visualise data in various ways, revealing correlations, patterns, and trends through maps, globes, reports, and charts. It can also be used to plan and monitor projects by employing drone recordings at appropriate intervals and effective disaster management to provide prompt assistance/support during accidents/natural calamities.

The Various Components

• Infrastructure Development

• Rail Yard Management

• Safety & Security Management

• Land Management

• Environment Management

• Disaster Management

• Engineering, Drawing & Records Library

• Asset Management

Asset Management

A comprehensive GIS-based railway assets database is expected to give vital information throughout the asset’s life cycle, effectively managing these assets, maximising throughput, assuring safety, and avoiding disturbance/delays to traffic. With this in mind, Indian Railways is developing a GIS system to support several types of railway asset management, such as:

(i) Track related assets, including bridges, tunnels, level crossing, etc.

(ii) Communication and Signalling networks (iii) Electric Power Distribution networks (iv) Rail Yards and other Campus facilities (v) Land management (vi) Project planning, design and implementation monitoring (vii) Production Units & Workshops

Disaster Management

Time and input data availability are necessary for disaster management and rescue planning and implementation. Disaster Management System based on GIS: -

(i) Helps in location of accident site and provides its accessibility information.

(ii) Helps in finding out the optimum routes between resource locations and the accident site etc.

(iii) Provides simple means of alarming the resources to initiate rescue operations.

(iv) Provides continuous monitoring of rescue activities and facilitates dynamic planning of strategies.

(v) Can also be used to build & update database of critical facilities such as hospitals, fire stations, police stations, etc

(vi) Can integrate data from various sources into a common platform to make it readily accessible to various stakeholders.

Passenger Information & Facilitation

GIS-based applications will serve Indian Railways passengers in a number of ways, like live train movement information and 3D mapping of all stations, allowing passengers to search for, visualise, and navigate to desired areas on the stations.

Decision Making & Planning

A Geographic Information System (GIS) and a Geospatial database of IR assets and facilities would reduce the amount of human effort required to obtain geographical information and would play an important role in improving decision-making capacity, efficiency, and long-term management of Railway assets.

Conclusion

The passenger information system is used to deliver realtime information on public transportation to passengers. These details are provided by automated vehicle positioning systems. For improved data transfer, the transportation industry has absorbed some major advancements from the telecommunications industry, such as cloud and big data technology. This adoption has made it easier for passenger information systems to perform properly and deliver reliable real-time transportation information to passengers.

The operational procedures of passenger information systems are complex, owing to the integration of many components. These components raise the overall installation cost of the passenger information system. These significant factors are expected to stifle market expansion in the near future. Furthermore, the scarcity of experienced staff to operate these systems is another notable factor that is expected to limit market expansion. •

EXCLUSIVE INTERVIEW

UITP is focused on all modes and all topics across public transport: Mohamed Mezghani

Metro Rail News conducted an email interview with Mohamed Mezghani, UITP Secretary General. In the interview, he discussed planning and organising the UITP Global Public Transport Summit 2023.

Mohamed Mezghani has worked for more than 30 years in public transport and urban mobility-related fields. He has been the Secretary General of the International Association of Public Transport (UITP) since 1st January 2018. He has been Deputy Secretary General of UITP from January 2014 to December 2017.

Until then, he has worked at UITP as Senior Manager (1999-2001) and Knowledge Director (2001-2006), chairing the department developing knowledgerelated services for UITP members: professional training, research projects, thematic studies, technical advice, conferences, networking activities, information centre, etc. From 2006 to 2013, he worked as an independent consultant and Adviser to UITP on several technical assistance and training projects in Africa and the Middle East. He managed several projects involving numerous experts and multidisciplinary teams.

Before joining UITP, M. Mezghani worked as a consultant in the French group BCEOM (from 1990 to 1999), particularly in urban mobility. He has managed and carried out projects including policy definition, technical assistance and research activities in several European countries, sub-Saharan Africa, and Arab countries.

During his collaboration with the French Agency for Environment and Energy Management, ADEME (from 1988-1990), M. Mezghani carried out actions to identify and evaluate transport energy efficiency projects likely financed by the Agency in France.

He has been graduated in Industrial Engineering (1987) from Ecole Nationale d’Ingénieurs de Tunis, Tunisia and has a Master in Transport (1988) from Ecole Nationale des Ponts et Chaussées, Paris, France.

Here are the edited excerpts:

Mohamed, the UITP Global Public Transport Summit is heading to Barcelona next year (4-7 June) for the 2023 edition. What can you tell us about the planning and organising at

this stage?

It’s an exciting time at UITP, that’s for sure! There’s an extra amount of energy around when we’re in the UITP Global Summit planning stage. It’s a huge undertaking to bring an event of this size and prestige to the stage. There won’t be a member of the UITP team who won’t contribute to the Summit, and a group leads our dedicated team of colleagues from each department to coordinate our efforts and to plan best. Many ideas are flowing, and solid plans are being made, and I am more than confident that we are on schedule to bring you an edition to remember. We are also working closely with the three local partners, who are lovely and excellent UITPs, and their enthusiasm for welcoming the sector to Barcelona is evident. The road to Barcelona is set, and I’m excited and confident we’re well on track.

What can you share about the programme and exhibition at this stage? Do you have any news to share on the topics?

Our programme is coming together at an impressive speed. You know, putting together a Congress programme for a global Summit takes a lot of focus

and consideration. UITP is focused on all modes and all topics across public transport, and when hosting an event that brings the entire sector together, we need to ensure that we’re covering the whole gambit of the conversation. As the Summit has a truly global dimension, it attracts names and faces from across the globe eager to participate. UITP brings together all sector stakeholders, and that is on full display at each Summit. It may sound cliche to say there’s something for everyone, but there truly is a topic, a session, and a direction for every interest. We have developed a focus built around two pillars - Cities and People. And from that, we are defining the tracks underneath those pillars that will present individual focus and topics. We know that public transport defines our cities, and we also know that it should always be for those who work in it and use it. By determining a direction from those two pillars, we will have a relevant, informative programme, and crucially, it will help move the needle on what the sector should be talking about going forward. There is much expectation around the conversations that will take place during the Summit, as people are looking for answers to their concerns, ready to share priorities, and keen to observe the latest developments. That means there is a challenge to create a programme fit for the current climate and one that covers both public transport fundamentals, current trends, and issues such as the energy crisis, the impact of inflation, staff shortages, and more. We are also well on track to fill more halls and offer more space than ever for our exhibition. The exhibition is a phenomenal showcase of recognisable names and faces from across the sector, all around the world. You can see modes on display and new apps being presented. And all of it led by those who have brought it all to the Summit. It is something to see.

The 2023 edition theme is “Bright Light of the City”. Can you expand for our readers the thinking behind that approach?

Since the Global Summits had a theme assigned to them, we’ve always worked to make it a relevant and exciting statement on where the sector is. In the last few years, we’ve moved that idea closer to creating a theme well-connected to our host city. The city that has the honour

to host the largest gathering of its kind in urban mobility plays a crucial role in the Summit. The Summit is a fantastic economic opportunity for the host city and a significant cultural and societal benefit to the local area. So, when we are fortunate to visit another great city, we feel we should connect the sector and the city to our theme. We saw this to incredible success with the 2019 edition in Stockholm and how “The Art of Public Transport” and our visual campaign saw our delegates showcase the beauty of their metro stations and the surroundings in and around the city. With the theme set for the next edition in Barcelona, we will ask the sector to show us some new enthusiasm for 2023 with “Bright Light of the City”. The thinking behind this edition’s theme is rooted in both what public transport offers and the city of Barcelona itself. Public transport is a guide. It navigates a way around a city. For workers, visitors, for everyone. When that takes place in a city like Barcelona, renowned for its incredible artistry, historical landmarks, and stunning architecture, it is easy to find beauty in your surroundings. And with a well-connected public transport system across all modes, movement is easy, and public transport should always be the bright light of any city. I’m excited to discover new parts of the city when we arrive next June!

With the next Summit heading to Barcelona - a city renowned for its impressive public transport and accessible living - are you excited to see the world of urban mobility gather there in June?

This leads us perfectly from the conversation on our theme to our host city! We’re very fortunate at UITP to receive passionate and incredibly detailed bids from many international cities hoping to become our next Summit host. I have and would love to continue visiting all of them myself. With Barcelona selected for 2023, we’ll arrive in a city with an imposing public transport system. The ease of access offered to people as they move around their surroundings is incredible, and the city plans to develop that in the years ahead. For the next edition, we also have our three local partnersFGC, TMB and Renfe - representing the region (Catalonia), the city (Barcelona) and the state (Spain). We were fortunate

to co-host a local launch with all three in the city and to see their passion for the Summit and the local, regional, and national players they brought together who shared their excitement. Public transport is full of passionate people with an energetic approach to the future, and to see a strong level of engagement and interest from the local partners and those in Barcelona and beyond gives us strong encouragement for next year.

This is the first UITP Global Summit since the 2019 edition in Stockholm. A great deal has changed since that gathering. Has this impacted the direction of the Barcelona edition?

Public transport is certainly by no means alone as a sector impacted by the global pandemic. It was, unfortunately, badly impacted by ridership and finances hit since COVID began. These have been tough times. But I have been heartened throughout it by the strength of community across public transport that has come to define our sector. From the beginning, we came together knowing that a path through the tough times would be found in sharing ideas and experiences and working on solutions. UITP was in the position to be able to bring the sector together digitally at first and then, when appropriate, in person. Now that we can put into practice the best ways to rebuild and reposition ourselves for the future, hosting the Global Summit allows us to drive forward a direct fit for that future. Public transport has changed, and as we work on the Barcelona programme and listen to the views of our Committees, Boards and Working Bodies and Groups, we know that it’s a crucial time to put fresh ideas into place and come out the other side stronger and in best positioned for tomorrow. This will be a Summit that features all of what our audience recognises, but it will also be a Summit that discusses what recent times have shown us and how building back can make for a better public transport sector for everyone.

The global pandemic significantly impacted almost every sector worldwide, with public transport facing tough times during these past few years. As we look down the road towards Barcelona, where would you say the sector is right now?

The sector is rebuilding; this we know. But we also know that it is redefining itself. We are all aware that many sectors will be in different positions than before the pandemic. There’s no bouncing back; instead, it is building back. The sector is in a much better position than in 2020 and 2021; ridership has increased in many cities but remains slower to return in some locations. The political incentive was not as strong as it should have been during the pandemic, and public transport has had to fight hard to be seen and heard by decision-makers. However, I am an optimist, and I know those working in public transport will never stop fighting for its future. Of course, what must also be considered is that the pandemic has not, and is not, the only issue public transport faces. We are dealing with issues from the pandemic, ongoing conflicts, and economic issues worldwide. We are facing staff shortages; the energy crisis impacts public transport. The climate crisis continues to impact society, as does the ongoing issues with inflation. These all hurt daily functioning, and although public transport cannot solve these problems, we can find solutions to best suit our needs and concerns. It is safe to say that the public transport sector is experiencing a paradoxical situation. Everyone agrees that public transport is essential and part of the solution, but political and financial support is lacking. I hope to address these concerns during the Summit, as the best and brightest minds in the sector will come prepared to debate the challenges.

It’s the biggest event of its kind in public transport and urban mobility; just how vital is the UITP Summit to the sector?

Critical would be the short answer! It’s not difficult for me to talk about how vital and valued the UITP Global Public Transport Summit is to the sector. It is valued and valuable. The UITP Summit goes back to 1886, with the first edition hosted in Berlin, one year after UITP was created. That means it has been organised for more than 135 years! It’s part of the life of public transport and mobility professionals, but it also attracts more policymakers. I often hear from our members that it is the highlight of their calendar and, for many, the jewel in the crown of urban mobility gatherings. It is not by accident or an act of chance that we welcome hundreds of exhibitors, speakers, delegates, and tens

of thousands of visitors across three days. It’s the defining event in public transport, and with the many networking and social events, alongside detailed technical visits, the Summit is the place to be when it is in town!

Hundreds of exhibitors, speakers and delegates, and thousands of visitors will be in attendance over the three days. What can they expect to see and experience?

Well, the first thing a delegate or visitor will see upon arrival is the welcoming faces of the UITP team on our registration desks! And after that, they will see a massive and awe-inspiring venue full of energy and excitement - packed with exhibitors, speakers, and delegates from across the globe. Our exhibition has crossed the 80% space sold by the close of November and is well on track to sell the remaining space at speed. There will be more than 300 speakers in our Congress, over 15000 visitors can be expected across three days, and all this activity will be covered by upwards of 150 international press and media representatives. It’s unlikely that a corner of the world will be covered in some form during the Summit. We are passionate about building an experience for those in attendance. For some, this may be the only event they attend, each edition of its size. Some UITP teams won’t have experienced an event like the UITP Global Summit. I’m determined that whatever the experience is, and for whoever it is, they enjoy it and take something away from it. Yes, we are all there to showcase public transport, present innovations, and find solutions, but we’re also there to learn and enjoy. It must be an experience to treasure - and I want that for everyone joining us in Barcelona.

What do you hope those in attendance – delegates, visitors, and more - take away from this edition?

I hope they take many things away from their time at the Summit in Barcelona. When they reflect on it and ask themselves what their experience was like, I hope what comes to mind is positive. The feedback we receive after our Summits is always far and away highly positive. And what is shared with us to improve, we always strive to build upon. No one is complacent, but we know that through

hard work and a strong focus, we have a special event on our hands. I also hope that those in attendance are inspired to advance on their professional projects and personal development. The Summit is a human experience – an opportunity to connect with others during the Congress, the Exhibition, and the many networking events. I hope they feel the warmth in the public transport sector. We all have many friends across this community, and having the opportunity to come together like this for the first time in what will be four years is not something to take for granted. It’s an experience I will always cherish.

And finally, describe the UITP Global Public Transport Summit in three words.

You’ve given me a tricky question to conclude with! I could give you 30 or 300 words! How about I finish by reflecting on how I’ve presented the UITP Global Public Transport Summit in our conversation so far? “An Inspiring Experience”. I hope it’s one many people want to discover for themselves. See you all in Barcelona!