Metro Rail News July 2021

A Symbroj Media Publication

METRO RAIL NEWS

ISSN 2582-2330 / Vol. V / Issue 55 / Monthly /July 2021

With Deep Focus On Metro, Railway, RRTS, HSR & Allied Industries

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ADVISORY BOARD

Editorial Advisory Board WWW.METRORAILNEWS.IN

Vol. V | Issue 55 | July 2021 Managing Editor Narendra Shah editor@metrorailnews.in Editorial Support Staff Aria Smith Correspondent (International News division)

Rajesh Agrawal Advisor & Consultant Former Member (Rolling Stock) Railway Board

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

Mahesh C. Yadav Ex.IRSSE , MIE(I) Chartered Engineer (I)

Sandip Kumar, Assistant Editor sandip.kumar@metrorailnews.in Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.in Anurag Jha, Business Development Executive Anurag.jha@metrorailnews.in Cover Page & Graphics Joydeep kundu jk@metrorailnews.in

Yogesh Dandekar Sr. Manager - Industrial Design TATA Elxsi Limited Pune (India)

Ved Mani Tiwari President & COO Sterlite Power Transmission Ltd New Delhi (India)

Haru Imam Project Control Engineer Persons Corporation SaudiArbia (UAE)

Manas Ranjan Panda Sr. Rolling Stock Expert AYESA India Pvt Ltd. Lucknow (India)

Sanjay Kumar Agarwal Dy. General Manaer Metro One Operations Pvt. Ltd. Mumbai (India)

Digvijay Pratap Singh Chairman Main Mast Group

Dr. Ajeet Kumar Pandey Delivery Manager L&T Technology Services Bengaluru, Karnataka, India

Chinmoy Pattanyak Head of APAC Center of Delivery & SW Center India (TCMS) at BOMBARDIER

Percy Bernard Brooks Project Management Specialist Faiveley Transport Rail Technologies Bengaluru (India)

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EDITOR’S NOTE EDITOR'S NOTE

FROM THE DESK OF

MANAGING EDITOR New strategies for growth & development of cities Dear Readers, City Traffic & Transportation have been in focus for last several decades globally. But, to the woes of the commuters the condition especially in third world and developing countries have continued to worsen due to an ever increasing population, rapid urbanization and shift of people in greater numbers to cities. Thereby, exerting more and more pressure to scarce and limited resources to people living in that vicinity already.

Narendra Shah Managing Editor

The entire scenario therefore, makes a sort of complex habitat and there seems no easy solution to it. Taking concern of population, meeting their needs in terms of social and economic infrastructure, growth and development, future plans, easy living, safe, healthy and cleaner environment along with a number of other socio-economic factors like balanced economic growth, reaching the last mile etc. become relevant and prominent issues. Therefore, the efforts to develop cities holistically in terms of urban transportation

and mobility is a much-discussed topic these days. There is a precise reason behind it. Development of modern means of transportation and successful implementation of new strategies is one of the important indicators today which represents growth and development of a number of units intrinsically co-related in a cohesive environment which constitutes a bigger transport unit or system. This also is one of the important aspects of industrial partnerships which is discussed these days towards envisaging a future centric transport system globally. Indian automotive industry too is undergoing significant changes across the value chain. The industry is ripe with disruptions across new technologies, business models, and rapidly evolving policies around emissions and incentives. With several fundamental shifts impending the sector, industry stakeholders in Indian automotive sector face few questions which primarily revolve around how the traditional means of conducting business remains competitive in the face of imminent technological disruptions, fast evolving customer preferences, and uncertain regulatory changes. Some of the most critical changes that are likely to have a significant impact on how various stakeholders conduct their business across the mobility ecosystem include factors like Development of the electric mobility ecosystem by bringing together multiple stakeholders (OEMs, component manufacturers, policymakers, etc.). Role of innovative and new business models using data analytics, rapidly changing automotive R&D, landscape Proliferation of connected mobility (sharing mobility, SIM powered telematics, personalised infotainment, autonomous cars, etc.). The economy is slowly reviving as restrictions and bans are being relieved gradually across the nation in caution. We need to continue to remain alert and cautious adhering to all precautions and safety norms. I happily present you July 21 issue with an urge to keep yourself safe and healthy amidst the deadly pandemic. The Metro Rail News July 2021 issue is having a cover story on Digitalisation in Railways and Focus on Road embedded Rail Tracks for City Tram, Light Rail Transit and Metro-Lite. Kochi Metro Phase 1A & 1B covered under project of the month and featuring Guwahati Metro. An Exclusive interview with Mr. S. K. Lohia MD & CEO IRSDC, Mr. Sankar Kumar Rajan, Global Head – Rail & FMCE, Transportation Business Unit, Tata Elxsi and Mr. Pradeep Khaitan, MD, Pandrol Rahee Technologies & Rahee Infratech Ltd. Along with regular columns such as Articles, Case Study , News, Tenders, Event and Jobs information. We owe our commitment to keep you informed and updated on all relevant issues related to urban, metro rail transportation and development With best wishes,

Narendra Shah

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

METRO RAIL NEWS | JULY 2021

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Photo courtesy : Delhi Metro Rail Corporation (DMRC)

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CONTENT

contents Index EDITOR'S NOTE

NEWS HIGHLIGHTS

COVER STORY

EXCLUSIVE INTERVIEW

Shri S. K. Lohia MD & CEO IRSDC

Mr. Sankar Kumar Rajan Global Head – Rail & FMCE, Transportation Business Unit, Tata Elxsi

Mr. Pradeep Khaitan MD, Pandrol Rahee Technologies and Rahee Infratech Ltd

CASE STUDY

PROJECT OF THE MONTH

ARTICLE

FOCUS SYSTEM

JOBS

EVENTS

LIVE TENDER

METRO RAIL NEWS | JULY 2021

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Successful completion of Border Control Gates at Delhi International Airport (Terminal 3)

2020 Inauguration of the first indigenously made AFC machine by Toshi Automatic for BRT and Metro station by Hon'ble Prime Minister, Shri Narendra Modi.

2018 Breakthrough into the Airport Business for Mass Transit domain through successful commissioning of 120 Immigration Barriers at Delhi International Airport Terminal 3.

2017 Successful completion of 7 BRT projects across India and 500+ AFC Turnstiles with over 800+ Platform Screen Doors in 6 cities.

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NEWS HIGHLIGHTS both contracts is 42 months.

Metro Rail

Madhavaram is an important station that will be an interchange station for Line-3 and Line-5. It will also house the largest metro rail maintenance depot in Chennai. It will be constructed in 69 acres of land. It will work as a main centre for the upkeep of driverless trains which will operate in Phase-2 of Chennai Metro. 1 (14.24 km) of Agra Metro from Sikandra to Taj East Gate which is partly elevated (6.56 km) and partly underground (7.68 km) with 14 stations.

10 firms submitted bids for Delhi Metro’s Mukundpur Depot Upgradation Delhi Metro Rail Corporation (DMRC) has received bids from ten companies for the remodelling and augmentation of Mukundpur Metro for Line 7 and Line 8 under Phase-4 of Delhi Metro. The names of the bidders are – • Ghaziabad Mechfab • Himcon Engineers • KBG Engineers • Lisha Engineers • Pioneer Fabricators • Pragati Construction Consultants • Quality Buildcon • RCC TIPL JV • SMS India • Som Projects DMRC invited for this work in March this year with an estimated cost of INR 71.37 Crores with completion period of 30 months. The capacity of Mukundpur Depot will be augmented so that metro trains that will operate for extended sections of Line 7 and Line 8 under Phase-4 will be kept here for stabling and maintenance once these lines become operational. Recently, DMRC invites tender to procure 48 metro trains for extended sections of Line 7, Line 8 and Aerocity – Tughlakabad Corridor under Phase-4 of Delhi Metro.

Piling work started for Agra Metro Depot Line Construction of depot line for Agra Metro has begun with the commencement of piling work on the depot line with 13 piles already constructed so far. This depot line is constructed for the Line-

METRO RAIL NEWS | JULY 2021

The depot line will connect the main line with the Metro Depot which is under construction at PAC Ground where metro trains will be stabled and maintained. For the depot line, a total of 139 piles, 39 pile capes and 34 piers will be constructed. Regarding update on the construction of metro depot for Agra Metro on Line1 at PAC ground, boundary wall of 1300 meters has been completed so far out of the total 2600 meters. Work for metro depot construction was awarded to Lisha Engineers Pvt. Ltd in October 2020 for a contract value of INR 112.63 crores and is expected to be completed by June, 2022.

Chennai Metro under Phase-2 will tower over 3 flyovers CHENNAI (Metro Rail News): Under Phase-2 of Chennai Metro which will consist of three corridors of total route length of 118.9 km, there will be three flyovers over which metro trains will zip over. These flyovers are in the stretch between Madhavaram and Shollinganallur. These three flyovers over which metro trains will zip over are the Porur and Medavakkam flyovers while the third one which is yet to be constructed will be between Mugalivakkam and Ramapuram.

Chennai Metro Phase-2 work to kick start soon from Madhavaram

This new flyover will be constructed at a cost of INR 300 Crores by Chennai Metro Rail Limited (CMRL). It will be a four lane flyover of length of 3 km which will help vehicles cross Ramapuram Road junction, DLF junction and Mugalivakkam junction on the Mount-Poonamallee Road.

Construction work will begin soon in the next few weeks for Chennai Metro Phase-2 from Madhavaram for the underground tunnel contracts recently awarded by Chennai Metro Rail Limited (CMRL) in two parts for Line-3.

Initially, this flyover was proposed by the Highways Department which will now pay the amount to CMRL to design and construct this project. Metro trains will operate at level two and below will be the flyover at level one.

In May, CMRL awarded contracts for the underground section of Line-3 in two packages to Tata Projects Ltd. from Madhavaram to Kellys station of length 9 km and to Larsen & Toubro from Kellys Station to Taramani Road Junction of length of 12 km. Completion period for

As per the Highways Department sources, the above mentioned three junctions has warranted the need to construct the flyover as road traffic had exceeded 1.5 lakh passenger car units (PCUs) per day three years ago with the Ramapuram Road junction facing the most traffic congestion problem. www.metrorailnews.in

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METRO RAIL NEWS | JULY 2021

NEWS HIGHLIGHTS Work on Phase-4 of Delhi Metro has been slowed down since last year due to Covid-19 and the resultant lockdowns in the capital. However, Delhi Metro Rail Corporation (DMRC) has expedited construction work on tracks and stations from last one and half months.

Bhopal Metro construction in full swing despite Covid-19 challenges

The increase of pace of construction along with inviting tenders for various sections under Phase-4 is mainly attributed to the sanctioning of funds in the form of loan by JICA ((Japan International Cooperation Agency) for Delhi Metro Phase-4.

Construction work is moving at rapid pace for Bhopal Metro despite the challenges imposed by the Covid-19 second wave and the resultant lockdowns in the city. At present, construction work is underway for the elevated viaduct from AIIMS to Subhash Nagar for a stretch of 6.22 km which is a part of Purple Line of Length 14.99 km from Karond Circle to AIIMS under Phase-1. About 50% work is completed on this stretch as 122 pillars and 36 girders have been laid down so far in last 30 months. Work on this first section under Package-01 was awarded to Dilip Buildcon Ltd. in October 2018 by Madhya Pradesh Metro Rail Co Limited (MPMRCL) for a contract price of INR 247.06 Crores with completion period of 27 months.

“Approval/appraisal of the DPR along with funding for these projects is awaited from the Ministry of Housing and Urban Affairs, Government of India,” as reported by Greater Kashmir. The cost of metro rail projects for Jammu and Kashmir will be INR 10,559 Crores and both projects are expected to be completed by the end of 2024. On completion, Srinagar and Jammu will become the first two non-major cities in the country to have the rapid transport network functional.

Pune Metro to start operation from this year PCMC (Pimpri Chinchwad Municipal Corporation) to Phugewadi section of 6.2 km of Pune Metro Line-1 will become operational by this year. It is a part of under construction Line-1 from PCMC to Swargate of length 16.59 km which will have 14 stations.

Both Jammu and Srinagar will have light metro transit systems (Metrolite) as per the proposal. Jammu Light Metro will operate 17 hours a day round the year while Srinagar Light Metro will operate 17 hours daily during summers and 14 hours daily for winters.

Another section from Vanaz to Garware College of length 5.4 km is expected to become operational this year. This section is a part of under construction Line-2 from Vanaz to Ramwadi of length 14.665 km which will have 16 stations.

Work to start on Janakpuri West – R.K. Ashram UG section of Delhi Metro Phase IV soon Work will commence soon on the underground stretch of Janakpuri West to R.K. Ashram (Line-8 Ext.) of Phase-4 of Delhi Metro. This underground section of length 7.74 km will comprise the construction of six stations: Derawal Nagar, Ghanta Ghar, Pulbangash, Sadar Bazar, Nabi Karim, and RK Ashram Marg.

METRO RAIL NEWS | JULY 2021

Both these lines are implemented by the Maharashtra Metro Rail Corporation Limited (Maha Metro). According to officials, 40% work is completed related to construction of traffic lights on both routes, laying of cables for power supply etc. About 43% of the electrical work is also completed.

Jammu and Srinagar Metro’s DPR submitted to Central Government Detailed Project Reports (DPR) prepared by the RITES Ltd. for the metro rail projects in Jammu and Srinagar have been submitted to the Central Government for approval.

Rapid Metro case: HSVP transfers ` 1,925 to escrow account The Gurugram Rapid Metro project was developed by IL&FS through its subsidiary special purpose vehicles, Rapid Metro Rail Gurgaon Limited (RMGL) and Rapid Metro Rail Gurgaon South Limited (RMGSL), between 2009 and 2013. A payment of `1,925 was received in an escrow account for the Rapid Rail project, following directions from the Supreme Court earlier this year, officials of the erstwhile concessionaire said on Sunday. Officials of the Infrastructure Leasing www.metrorailnews.in

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METRO RAIL NEWS | JULY 2021

NEWS HIGHLIGHTS National High-Speed Rail Corporation Limited (NHSRCL) has invited tender from eligible and experienced applicants for the construction of an 8.2 km long double high-speed railway line elevated viaduct involving Vadodara station for the Mumbai-Ahmedabad High-Speed Rail Project.

and Financial Services Ltd (IL&FS), which developed and operated the Rapid Metro in Gurugram on Sunday received the payment from the Haryana Shahari Vikas Pradhikaran (HSVP), as “interim termination payment” The Gurugram Rapid Metro project was developed by IL&FS through its subsidiary special purpose vehicles (SPVs), Rapid Metro Rail Gurgaon Limited (RMGL) and Rapid Metro Rail Gurgaon South Limited (RMGSL), between 2009 and 2013.

High Speed Rail Projects

First pile foundation started for constructing viaducts between Vadodara and Ahmedabad As the first pile foundation was started for constructing viaducts between Vadodara and Ahmedabad, the NHSRCL team stands proudly alongside the machine, knowing that they are a crucial part of bringing India’s first bullet train.

NHSRCL receives bids from 25 firms for Preparation of GADs for Various HSR Corridors of length 2365 km National High-Speed Rail Corporation Limited (NHSRCL) has received bids from 25 companies for the preparation of General Arrangement Drawings (GADs) for various High-Speed Rail Corridors of length of 2365 km approximately. As per NHSRL, present assignment is for Preparation of GADs of Crossing Bridges over Rivers/Canals/Railways/Roads (Expressway, NH & SH and Major District Roads) and GADs of Station Yards and Maintenance Depots for DPR of Various High Speed Rail Corridors as given below – • Mumbai-Hyderabad High Speed Rail Corridor – 711 kms (Approx.)

The Ahmedabad-Vadodara contract, which includes an elevated corridor, calls for the design and construction of civil and building works, as well as testing and commissioning, for a Double Line High Speed Railway that includes 87.5 kilometers of viaducts and bridges, 25 crossing bridges and a tunnel, 97.50 kilometers of roads, one station, a maintenance depot, four sub-maintenance depots, and other associated structures. With Larsen and Toubro emerging as the lowest bidder for the AhmedabadVadodara portion of the bullet train, it is almost certain that the company will construct the corridor. The business was announced as the lowest bidder for the C6 package for the Mumbai-Ahmedabad High Speed Rail Project, with a price of Rs 7,289 crore. The government began accepting financial proposals.

Rail

• Varanasi-Howrah High Speed Rail Corridor – 760 kms (Approx.) Total = 2365 kms (Approx.)

METRO RAIL NEWS | JULY 2021

Suburban Rail

Work on Bangalore Suburban Rail project to kick start from October

• Delhi-Amritsar High Speed Rail Corridor – 459 kms (Approx.) • Chennai-Mysore High Speed Corridor – 435 kms (Approx.)

Important Details Package No. – MAHSR – C-5 Name of Work – Design and Construction of Civil and Buildings Works including Testing and Commissioning on DesignBuild Lump Sum Price Basis for Double Line High-Speed Railway involving Vadodara Station, Confirmation Car Base, Viaducts & Bridges, Crossing Bridges and Associated works between MAHSR Km. 393.700 and MAHSR Km. 401.898 in the State of Gujarat for the Project for Construction of Mumbai-Ahmedabad High-Speed Rail. Period of Completion of Work – 1490 Days Pre Bid Meeting Date – 09-Jul-2021 11:00 AM Document Download Start Date – 05Jun-2021 03:00 PM Document Download End Date – 04Oct-2021 03:00 PM Bid Submission Start Date – 28-Sep2021 09:00 AM Bid Submission End Date – 04-Oct-2021 03:00 PM Bid Opening Date – 05-Oct-2021 03:30 PM

NHSRCL invites tender for construction of 8.2 km long high-speed double railway line for Mumbai-Ahmedabad HSR

The much awaited Bangalore Suburban Rail Project will finally take off from October this year with K-RIDE (The Karnataka Rail Infrastructure Development Enterprise) plans to invite tenders for one of the four corridors of the 148.17 km long suburban railway project. www.metrorailnews.in

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METRO RAIL NEWS | JULY 2021

COVER STORY

Digitalisation in Railways: Role of Multidimensional BIM Technology Introduction

n India, a huge metro-rail building initiative is underway, with the goal of modernising public transportation networks to provide quick transit to millions of people in major Indian cities. Because of the magnitude of this development, it is critical to innovate, as changes in design, construction, and operations can have a substantial impact on the long-term viability of constructed assets. As integrated digital delivery systems become more widely employed in infrastructure projects around the world, new challenges concerning their use and suitability in these Indian metrorail projects arise. This article is the result of research cooperation that included desk-based research, site visits, and a hosted workshop with 40 participants, including client representatives from six major Indian metro-rail projects, as well as

METRO RAIL NEWS | JULY 2021

technology providers and delivery teams. While the Nagpur Metro project is the most advanced in terms of implementing Building Information Modelling (BIM) in its planning and design phase, translating practices from Cross rail in London into the Indian context, the findings show that there are significant challenges in adopting digital practices in the delivery of new transportation schemes in Indian cities. Stakeholder awareness and education, integration and interoperability, standardization, financial implications, and BIM strategy are among the issues. The report finishes with several potential future research directions and examines India’s ability to “leapfrog” a generation of technology in order to adopt low-cost effective digital solutions.

by reducing significant sources such as construction waste and process inefficiencies. This has been accomplished through the use of lean building concepts, the transition to mechanise off-site manufacturing, and the utilisation of modern IT trends such as Building Information Modelling. In the United Kingdom, for example, BIM is widely used and is predicted to reach 95 percent by 2018. Many governments around the world (for example, Germany, the United Kingdom, Singapore, Korea, and China) advocate for the use of BIM and comparable forms of integrated digital delivery in building and infrastructure projects. A new suite of standards (ISO 19650) is being produced, and there is a lot of effort being done on standard development.

SUSTAINABILITY OF BIM, LEAN, AND BUILT ASSETS The construction industry has actively worked to lower its carbon footprint

The World Economic Forum has released its own plan to accelerate BIM (World Economic Forum and the Boston Consulting Group, 2018), which www.metrorailnews.in

COVER STORY builds on recent work on the future of construction and articulates the various digital technologies that are accessible across the lifespan. In the United Kingdom, projects such as Cross rail and High Speed 2 have invested heavily in establishing information management strategies for use during construction. India has yet to make considerable progress in lean adoption and off-site manufacturing, and it lags far behind in capitalising on recent IT waves. For example, just 22% of construction professionals in India adopt BIM (Sawhney, 2014). As a result, construction operations in India account for the most direct and indirect CO2 emissions among all Indian businesses, accounting for 266 MT/year (24 percent of total), with Delhi alone producing 5,000 tonnes of construction material waste per day. This carbon footprint is set to worsen, as the Indian government is planning and constructing metros and trains for 50 cities over the next 10-15 years, which is 20 times the capacity added in the previous decade. Existing IT tools and adoption processes in India are unlikely to modify this trend and significantly help to lowering the carbon footprint anytime soon: what would make a significant enough difference? Indian Metro projects Digital efforts have yet to be widely adopted in the Indian metros. The majority of the construction projects underway are without any digital efforts in place. But, the upcoming projects seek to incorporate digital activities on their agenda. It is important to note that the government does not have a mandatory policy or legislation requiring use of BIM or digital technologies at any point of a construction project. Most often, project clients or general contractors drive initiatives to apply these processes. Nonetheless, there are isolated digital efforts implemented in metros that are dedicated to automating workflow processes. The digital workflow developed by the Kochi Metro includes, for example, the handling of papers in a digital system. Larsen and Toubro are responsible for developing 3D models for metros when they are the contractor, and they use clash detection to uncover clashes in multiple technical disciplines at an early stage. Other important developments include the work by Larsen and Toubro, who provided mobile platforms for on-site inspections. www.metrorailnews.in

So far, only one project in India has undertaken major strides toward using BIM in the planning and design phases: the Nagpur Metro. In spite of the client – Nagpur Metro Rail Corporation Limited (NMRCL) not specifying a digitalization requirement, private technology suppliers and the general contractor formed a group of project delivery leadership, leading to BIM being used for all aspects of the project. In the 3rd party BIM development realm, planning and design process modelling and supply chain management implementations are handled by third-party BIM developers. To oversee the status of component tracking and installation, RFID tags were used. Digital information management systems are implemented across the project life cycle in the Nagpur Metro Project. The BIM plan was designed based on the guidelines from PAS1192 standards, which may be found here. The places where digital platforms are most commonly used for information management include: To promote transparency and facilitate tracking, the design review and approval process takes place in a single data environment. Placeholders will be used for the sake of designs. The document will be handed off to the document controller. Lead Reviewer receives the transmittal, and initiates the approval process by assigning it to an approver. Reports are generated to track the status of the review process, and the system flags issues that need to be addressed. 2D drawings and accompanying data are used to build a Building Information Model (BIM). Information to be included in every component, no exceptions (e.g. Geometric data, material definitions, quantity take off, asset tags, links to related documents etc.). It is used to plan as well as to find clashes in BIM models. To cross-check the work order amounts supplied by the contractor with the BIM models, the work order amounts from the BIM models were used. • When creating a workflow and enabling visual progress monitoring and integrated cash flow management, SAP software for billing and finance is linked to building information for billing and finance. Oracle Primavera P6 is also connected to the building information model to integrate the schedule. A 5D visualisation platform for combining information for cost and planning is constructed on top of the RIB platform. In addition, they’ve been able

to visualise the project’s progress and spot problems earlier because of this. Many of the problems encountered with Nagpur’s metro project stemmed from the fact that BIM wasn’t used beyond the project’s second two stages. Information encoded in BIM was not used to ease the downstream phases such as operation and maintenance because it was difficult to translate the data into a useable format. Verification is necessary to ensure the validity of Building Information Models across subsequent metro expansions. Conclusion Digital technology have had very little impact on India’s metro train projects today. Although the Nagpur metro has been halted, all of the other current and upcoming metro rail projects in India have barely begun to use digital technology. However, the various groups’ conversations show that projects such as these can succeed by way of digitization. 3D and 4D models can help facilitate time-saving development on the sites and, in some cases, even allow for automated or generative design. Finally, the numerous metro rail projects’ discussants recognised digital technology and were ready to use them for their respective demands. But it was evident that, for these particular problems, a single solution such as BIM might not be a silver bullet. In order to meet project team expectations and to help the project, it will be important to design a holistic Digital System, integrating technologies such as BIM with GIS and other project workflows. Systems that will not only be functional but will also be used may necessitate approaches that put more emphasis on design thinking. In the future, these might be paths to follow for R&D. Digital technology is riding high thanks to the ambitious metro rail development in India. Although these technologies and challenges to adoption are considerable, practitioners know about them and believe that they can be overcome. Until now, the task of making best use of the multitude of technological tools has fallen to academics, consultants, and tool vendors, who are each vying to get in on the first floor of new contextbased digital adoption and project performance solutions.

••• METRO RAIL NEWS | JULY 2021

EXCLUSIVE INTERVIEW

Exclusive Interview with Shri S. K. Lohia, MD & CEO, IRSDC Metro Rail News team conducts an email interview with Shri S. K. Lohia, Managing Director & CEO, IRSDC. He talks about the future centric railway stations, Adarsh Station Scheme, key station redevelopment projects, Transit-Oriented Development (TOD) and major challenges. Here is an excerpt from an interview:Q.1. The National Rail Plan 2030 speaks of developing Indian railways as a future-ready transport system by 2030. It’s a big goal. As the nodal agency for the modernisation of railway stations in India, will it be wrong to say that IRSDC has the most crucial role to play to accomplish the goals of NRP 2030? The draft National Rail Plan 2030 (NRP) was announced in December 2020 and subsequently shared with all concerned ministries for their views. NRP aims to augment capacity ahead of demand to cater to increased demand by 2050. It envisions a future-ready railway system by 2030 by increasing the share of freight revenue close to 50% from the existing 27% and achieving zero carbon emission by formulating strategies in operational capacity and commercial policy initiatives. As part of the plan, the Ministry of Railways has already engaged various agencies like IRSDC, apart from PSUs, private sector undertakings through PPP and state governments. In its budget for 2021, the Finance Ministry has announced an allocation of 1.1 lakh crore to the Railways while endorsing the NRP and its objectives.

Shri S. K. Lohia MD & CEO IRSDC Redevelopment of railway stations across the country is the priority agenda of the Government of India, which aims to transform existing railway stations across

India into world-class facilities to enhance the travel experience. This initiative is part of the broader agenda in following the National Transit Oriented Development Policy, which aims to deliver a ‘Railopolis’ – a mini-smart city with mixed-use development where people can - live, work, play and ride. IRSDC, as the nodal agency, has been mandated with the task of redevelopment of railway stations, and work is already in progress at 123 railway stations, of which IRSDC will execute 63 station redevelopment projects. Two railway stations, namely Habibganj (Madhya Pradesh) and Gandhinagar (Gujarat), are ready and will be inaugurated soon. For the remaining stations, IRSDC is currently in the process of engaging with developers by inviting and allocating bids through RFQs and RFPs, and the response from the developers has been

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EXCLUSIVE INTERVIEW the Adarsh Station Scheme in 2009. Under this scheme, 1253 stations have, so far, been selected for development as Adarsh Stations. Out of these, 1065 stations have already been developed until May 2018. Adarsh Stations are equipped with basic facilities such as drinking water, adequate toilets, catering services, waiting rooms and dormitories especially for lady passengers, better signage etc. These stations have been categorised under A1, A, B, C, D, E, F with regard to the provision of amenities. As per the NRP 2030, IRSDC, as an organisation, has a larger mandate than ASS. Q4. What are the key station redevelopment projects that IRSDC is presently working on?

GANDHINAGAR positive. We are committed to fulfilling the mandate within the stipulated time frame. Q.2. What are your plans in this regard? What, in your opinion, should modern, future centric railway stations in India be like? Indian Railways constitute the core infrastructure of the country and the backbone of economic development. The Government of India under Hon’ble PM Shri Narendra Modi has embarked on an ambitious plan for urban rejuvenation encompassing station redevelopment, which is one of the most significant modernisation projects with the objective to transform more than 400-600 stations out of 8,600 railway stations across the country into world-class multi-modal hubs in a phased manner.

consideration. In order to convert the railway station and surrounding redeveloped land into a 24x7 mini smart city called “RAILOPOLIS”, where transformation is one of the many functions and one can Live, Work, Play and Ride. It will also have provision for facilities like residential complex, hotel, retail, office spaces, commercial complex and markets, etc., which makes it an attractive proposition for real estate developers. The project will offer a plethora of benefits in terms of employment generation, reduced environmental pollution and overall improvement in living standards in the vicinity. Q.3. How is IRSDC different from the ‘Adarsh Station Scheme’. The Ministry of Railways had introduced

Redevelopment of railway stations across India is a priority agenda of the Ministry of Railways, Government of India. This agenda is being driven with full force by the government with the participation of private players as a part of PPP projects. The objective of redevelopment is to upgrade these stations’ infrastructure in tune with current and future requirements and offer a superior customer experience. These stations will be equipped with state-of-the-art amenities, including segregated entry and exit, 100 per cent divyang-friendly features such as offer tactile and braille guidance for the visually impaired, maps, concourse above the railway tracks, signages and train information systems, food and beverage outlets and retail spaces. Work on the redevelopment of 123 stations is in progress. IRSDC is at the core of Indian Railway’s mission of transforming the country’s railway stations into world-

The redeveloped stations would offer a superior travel experience and worldclass amenities to passengers. Some of the amenities at redeveloped stations will include a dedicated and comfortable concourse area for waiting and transfer, with airport-like retail outlets and cafeterias, plush waiting lounge for passengers, refurbished and world-class interiors, gaming and museum zones, decongested platforms with segregated entry and exit for passengers. These stations will also adhere to principles of Green building, Transit-Oriented Development (TOD) and ‘Multi-modal Transport Integration. As part of the station redevelopment project, mixed-use commercial development of land parcel is under www.metrorailnews.in www.metrorailnews.in

NAGPUR METRO METRORAIL RAILNEWS NEWS| |JULY JULY2021 2021

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EXCLUSIVE INTERVIEW intensive, and lot of work is done in a Traffic/Power block as trains are always running. It is akin to performing an open heart surgery on an athlete while he is running the marathon. One of the key challenges that has come in recent times is the outbreak of COVID19 and the setbacks it has brought with it to the service industry. Business models may require fine tuning to cover the losses and execution of plans needs to be done more judiciously.

AMRITSAR class 24x7 hubs and is the Nodal Agency and the main Project Development Agency(PDA) for the redevelopment of Railway stations. It is presently working on 63 stations such as CSMT Railway Station in Mumbai, Gwalior, Nagpur, Amritsar and Sabarmati Stations where RFQ has been finalized and there has been enthusiastic response from the developers. RFP’s for these stations will be invited shortly. IRSDC is also working on some important stations like Surat and Udhna Station, Secunderabad, Hydrabad, Jaipur, Bangalore Cantt, Bandra, Andheri, Anand Vihar Railway Station in Delhi, Chandigarh Railway Station. IRSDC has completed work on Two stations i.e. Habibganj Station in Bhopal and Gandhinagar Station in Gujarat including a 318 rooms 5 Star Hotel on top of tracks. Q5. What is the present status of the CSMT railway station redevelopment? The CSMT railway station is located in the heart of Mumbai and is a prominent UNESCO World Heritage site. Its construction had begun in 1878 and completed in 10 years. At that time, it was called Victoria Terminus (VT). Today, it is one of the busiest stations, with a footfall of at least 4.5 lakh commuters and 1300 trains during pre-COVID times. The objective of redevelopment is to offer best-in-class amenities to passengers and enhance their travel experience. Some of the proposed amenities include segregation of arrival and departure areas and making the space more friendly for the differently-abled and green building features.

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The station will be redeveloped on the DBFOT model at an estimated cost of Rs.1642 Cr., under which it will be handed over to the selected bidder. The operator will be allowed to recover its investment through the commercial development of the surrounding railway land for 60 years. IRSDC has shortlisted nine shortlisted bidders — M/s Godrej Properties Limited, M/s Anchorage Infrastructure Investments Holdings Limited, M/s Oberoi Realty Limited, M/s IQS Asia Infrastructure Investments Pvt Ltd, M/s Adani Railways Transport Limited, M/s Kalpataru Power Transmission Ltd, M/s GMR Enterprises Private Limited, M/s Moribus Holdings Pte Ltd and M/s BIF IV Infrastructure Holding DIFC Pvt Ltd. as the part of Request for Qualification (RFQ) process. The Request for Proposal (RFP) will be floated soon, and the work will be awarded after evaluation. Q.6. What major challenges you are facing in the redevelopment of railway stations? As stations are broadly the city centres, entire planning is done in consultation with the Urban local bodies and all regulatory clearances have to be obtained so that the station development is harmonious with the surroundings. It is imperative for every Government agency to follow laid out rules and regulations and IRSDC has been doing the same. Also, our focus has always been to deliver the best within the time frame. On the execution side, redevelopment of a station is truly a brownfield work, labour

Q.7. As the MD & CEO of IRSDC, would you like to speak about any innovation or novelty which you would like to set as a legacy in terms of the modernisation of Indian railways through the development of railway stations? As per directions of the Union Cabinet, the commercial development in Railway land is to be done under Section 11 of the Railways Act, generally following the National TOD Policy. Hence, it has proposed adopting the ‘FormBased Codes’ (FBC) approach (as advised by MoHUA) for planning and implementation. IRSDC has been working over the years with various stakeholders, ULBs and third party agencies to develop FBCs for station area development and mixed-use commercial development of railway land parcels. These codes have been prepared after thorough research, site studies, understanding of best practices, and studying other similar national, international codes and tested through sample application on station development works. There are six distinct parts of codes for station and commercial development within Railway land. These codes are pertaining to station planning, a guidebook for operationalising National TOD Policy for Railway Station redevelopment, FBCs for commercial development of the Railway land, codes for architectural design of commercial assets, green building codes and codes for Railway heritage assets. The introduction of FBC is a step in the right direction. All relevant stakeholders have been consulted, and their views are taken into consideration. It is a one-of-itskind path breaking initiative that will set the future course of the redevelopment of existing and proposed new development in the country.

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www.mader-group.com METRO RAIL NEWS | JULY 2021

EXCLUSIVE INTERVIEW

In a conversation with Mr. Sankar Kumar Rajan, Global Head – Rail & FMCE, Transportation Business Unit, Tata Elxsi

etro Rail News Team conducts an email interview with Mr. Sankar Kumar Rajan, Global Head – Rail & FMCE, Transportation Business Unit, Tata Elxsi. He talks about AI, machine learning, and analytics for rail industry along with rolling stock market and cybersecurity. Here are the excerpts:• Can you tell us the market growth for the Rail industry in general and Rolling stock in particular? What are the current trends? Moreover, what are your recent development in the rail sector in India? With an ever-growing need for environmental protection, Rail transportation is increasingly becoming an attractive option. Further, the rolling stock market is driven by the increased demand for passenger transportation which is directly an outcome of rapid urbanization. Factors such as increased rail infrastructure investment and rail network development are also influencing the market’s growth. To enhance network capacity, existing rail infrastructure must be upgraded, which is again fuelling the industry’s growth. The transition from traditional railway signaling systems to modern signaling systems has been massive during the previous decade. Sophistication in signaling and advances in communications enable fast trains to run very close to each other without compromising safety. Improving capacity results in reduced operational cost and more profit margins remains a key business and technology driver. With a modern communication-based system that uses radio communication, CBTC is the choice for mass-transit railway operators today. The need for bandwidth is now more than ever before, as most of today’s internet traffic from inside the train is driven by running videocentric applications. 5G communication networks and technologies could provide the answer to this need in the future. Another growth area is railway automation, a critical component in increasing capacity, reliability, energy efficiency, safety, and cost-effectiveness. In the future, railway operations will be more and more autonomously operated,

METRO RAIL NEWS | JULY 2021

allowing metro systems worldwide to operate automatically up to the most outstanding grade of automation (GoA 4). Tata Elxsi is well-positioned to offer wideranging ER&D services to rolling stock OEMs and signaling system suppliers. We have experience developing various algorithms and software platforms that can be used to integrate multiple sensors – Lidar, Radar, Cameras for rail use cases of detection of objects/people on the platform for passenger assistance, detection of objects on tracks for collision avoidance, etc. Additional sensors will be a key enabler to introducing driverless, automated trains of the future. • How are cutting-edge technologies such as AI, machine learning, and analytics used in the rail industry? The rail industry is ready to adapt and integrate new developing technologies to achieve the next level of efficiency and effectiveness. We can see how AI and machine learning are being utilized in rail applications to improve train scheduling, regulate train speeds. These AI applications aid public safety, deliver customer value, and overall train management and operations optimization. In railways, big data comes with a network of interconnected systems. Cyber-physical systems, the Internet of Things (IoT), and cloud computing are all part of the big data architecture, which work together to produce “Smart Railways.” Rail infrastructure providers can reduce costs by using these emerging technologies to replace the manual inspection of wayside assets with automated inspection and health monitoring. Efficient asset management and predictive maintenance are the beneficiaries of digitalization. Tata Elxsi enables customers in their digital journey by providing engineering services for robotics, video analytics, natural language processing services, edge computing, data modeling, and visualization that aid in a faster return on investment. Also, our repository of ready to integrate “solution accelerators” for a cloud-based system can help turn

Mr. Sankar Kumar Rajan Global Head – Rail & FMCE, Transportation Business Unit, Tata Elxsi around solutions quickly, aiding our customers to reach the market faster. • What are the most recent breakthroughs in rolling stock testing and simulation? For rolling stock product testing, comprehensive and rigorous validation techniques are implemented to ensure product consistency and reliability to meet dynamic regulations. A range of test solutions, test frameworks, and automation services are in high demand across industry verticals to reduce timeto-market by minimizing test cycles and improving quality and efficiency. More frequent adoption of modelbased systems engineering is helping in crunching the product development cycle. Failures found later in the life cycle of on-train testing can affect deadlines and cause penalties. MBSE, in its fullfledged deployment, can enable the left shift of the entire V cycle, which saves cost and time for the customer. The use of virtual reality experience helps the stakeholders to simplify purchasing decisions and create strong brand loyalty. With the aid of immersive technologies like AR and VR, OEMs are delivering the look and feel of the final product by providing a more www.metrorailnews.in

EXCLUSIVE INTERVIEW realistic comparison than ever before. The product’s digital twin comprises the entire vehicle, software, mechanics, electrical and physical behavior. This allows simulating and validating each step of the development to identify problems and possible failures before producing real parts. Our capabilities in advanced system engineering practices, HILS validation, test rigs, Modelling & Simulation on the left side of the V cycle, and in general Verification and Validation services at all in the various stages of the traditional “V” model of product development helps us deliver great value by assuring product quality throughout its development lifecycle. • What is Smart mobility, and what are the value-added applications in this area? From a train operations perspective, smart mobility could also mean extensive adoption of advanced wireless signaling systems such as CBTC, ETCS L2/L3. However, another critical and often used definition for smart mobility in rail is prioritizing improved “Passenger experience.” The key drivers for adopting various digital technologies like Realtime data analytics and machine learning algorithms are all passenger-centric. The focus is to increase passenger convenience, passenger comfort, passenger security to make travel safer and more efficient. It allows people to make their modal choice and provides them with all the necessary information and alternatives. Automatic detection of obstacles on the track and appropriate decision-making could also be construed as smart mobility. Availability of smart mobility applications could be a key decision point for train operating companies when they choose their rolling stock supplier. Tata Elxsi’s rich experience with visionbased systems development could help understand the seat occupancy status of trains and crowd distribution of platforms to aid passenger experience. The same capability could help detect wayside elements/signs/tracks for remote monitoring, obstacle avoidance, etc. Our rich experience working in passenger vehicles, especially in the V2X domain, also opens up further possibilities for realizing seamless intermodal mobility. Our KOIOS – Intelligent Transportation www.metrorailnews.in

System is our platform that recognizes the inter-modal way for the road transport scope and could be extended further to connect to the rail network. • How important is cybersecurity in the future, and how are rolling stock manufacturers tackling these cybersecurity challenges? The increased degree of connectedness for both rolling stock and infrastructure in today’s digitized world provides higher levels of operational efficiency and passenger convenience. Still, it must be monitored and secured by manufacturers, equipment manufacturers, and even operators as the digital transformation in the Rail industry could also increase the vulnerabilities to cyber threats. To address the cybersecurity challenges, rolling stock manufacturers could integrate the information system security right at the beginning of the product development. They should identify and recommend strategies and techniques to prevent and detect adversarial breaches, identify architecture-level strategies for mitigating attacks, do cyber assessment and life cycle Process to incorporate cybersecurity into the relevant cyberphysical systems, and make sure the systems comply with region-specific regulations. Tata Elxsi is leveraging its deep expertise in multiple domains such as

transportation, media, communications, healthcare and has been helping its customers build secure products and solutions. We leverage our multi-domain experience in cybersecurity from an ECU level to a network level to offer digital security services. • Which are the industries that have contributed to Tata Elxsi growth in the past few years? Tata Elxsi primarily serves industries such as transportation, media & communications, and medical. While transportation & media communications are the established businesses and contribute nearly 90% to our top line, Medical has been our fastest growing division in the last couple of years. Now we are also working to develop our Pharma business. In transportation, automotive leads the numbers, and we are increasing our growth in adjacencies like the rail and off-highway segment, where we see exciting growth opportunities. • How is the confluence of design and technology playing out in transportation, especially in the green transportation and rail sectors? As more governments acknowledge the need to cut carbon emissions and the value of adopting a green transportation system, the rail industry is witnessing a considerable push toward green technologies.

METRO RAIL NEWS | JULY 2021

EXCLUSIVE INTERVIEW

The convergence of design and technology also fuels the green transformation of the rail industry. One example of how design and technology collaborate to promote green technologies is virtualization. Rolling stock OEMs can use virtualization during pre-vehicle testing to imitate realtime situations and systems, resulting in fewer machines running and lower power consumption. Electrification and the usage of hybrid

technologies in rail have also aided the transition to green transportation. Hybrid trains contain onboard energy storage systems, continuously powered by a regenerative braking mechanism, which means lesser fuel consumption. In addition, the widespread deployment of electric locomotives and EMUs have benefited in cutting emissions. Hydrogen fuel cell trains could pave the way for a renewable energy rail system. Cost considerations will, nevertheless,

play a role in any new technology adoption. • What are uncommon innovations or technologies you are introducing in the rail sector? Tata Elxsi brings together the latest technology and user-centric design expertise to assist customers in delivering innovative solutions and exceptional customer experiences. Our integrated design, digital, and technology teams help enterprises reimagine their products and services – from strategy, consumer research and insights, to service and experience design, technology implementation, integration, launch, and beyond. At Tata Elxsi, we work closely with customers - from advanced R&D in new technology and system architecture exploration to actual development, validation, and deployment. We have solutions that help global companies move beyond proof-of-concept to building scalable products faster. Our ADAS, connectivity, V2X, validation, and other automotive solution accelerators are currently customized to support various rail industry applications

••• METRO RAIL NEWS | JULY 2021

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EXCLUSIVE INTERVIEW

Exclusive Interview with Mr. Pradeep Khaitan, MD, Pandrol Rahee Technologies and Rahee Infratech Ltd

etro Rail News team conducts video interview with Mr. Pradeep Khaitan, MD, Pandrol Rahee Technologies and Rahee Infratech Ltd. He talks about the Specification, technologies and design recently added to the track system. Here is an excerpt from an interview:Can you tell us about the Specification of Metro Neo and Metrolite track, and is there a difference you see in normal rail tracks to Metro Neo and Metrolite tracks? PK: There are three different categories of tracks; one is the conventional metro track, wherein most of the specifications have originated from Delhi Metro. In the conventional Metro, the axle load is between 16 to 20 tons. In general, these trains have about 6 to 8 coaches with a maximum design speed of 110 km/hr. Mostly these metro trains run on viaducts and in tunnels. However, some examples of Metro at grade also exist, such as in Nagpur, where they have about 4 to 5 km of track running at grade level. The erstwhile Ministry of Urban Development (MoUD) had decided that such metro systems would come up in tier 1 cities where riding projections are around 60 to 70 thousand. RDSO has issued a Procedure for safety certification and technical clearance in 2015, including Technical Standard for Track structure and Performance Criteria for fastening systems on ballastless track.

Mr. Pradeep Khaitan MD, Pandrol Rahee Technologies and Rahee Infratech Ltd

METRO RAIL NEWS | JULY 2021

Then we come to Metrolite, which in some places in the world is also called Light Rail Transit System (LRT), the axle load is generally 12 tons, it has about three coaches, and the maximum speed it achieves is around 60 km/hr. Mostly they are running at grade. Places where major crossings exist, they can also go through viaduct or tunnel. Generally, we find LRT running on grade level and for the purpose of segregation from road traffic, they have the concept of Right of way. Trams can also be included in the category of Metrolite. We have Trams in Kolkata, where the road surface has been used by the Trams as well as vehicular traffic . Generally, we find that the track gauge is about 1435 mm, and the www.metrorailnews.in

EXCLUSIVE INTERVIEW minimum curve radius is about 25 meter. In India for tier 2 cities Ministry of Housing and Urban Affairs (MoHUA) is proposing this system. One of the main reasons is lower capital cost and lower operational and maintenance cost compared to the typical Metro system. Delhi, Chennai, Bangalore, Vishakhapatnam and Varanasi are coming up with Metrolite project under the MoHUA. MoHUA has brought out specifications to be used for implementation of Metrolite projects. In cities like Delhi and Chennai, the system is being proposed for last-mile connectivity. Metro Neo would run on road surface, and it is more like an electrical trolley bus on rubber wheels, and it is about 25m long. Coaches will draw power from the OHE system in elevated corridor & use battery power in at grade. Generally, it has two coaches. Complete specifications are not fully available yet. Maha Metro is developing the Specification for Nashik Metro. Metro Neo is more viable than the Metrolite; what is your opinion on this?

in-house strong team along with support from Nagpur Metro that we overcame the challenges and mobilized resources to meet the client’s expectations. During peak month, our output was 6km of installation of tracks in a month.

PK: If we take the cost in isolation, it may be true, but we also have to see the ridership and other related issues. For example, there are areas where you cannot use road surface for vehicular traffic and a dedicated bus system. One of the examples we have seen is in Delhi. They had initiated plans to have a dedicated corridor for bus, but it met with its own set of resistance in a situation where the infrastructure is already very congested. I am sure it will work in metropolitan cities like Nashik and some other cities, but it will have its own set of challenges in larger cities.

Again in Nagpur Metro, the Zero Mile station has seen some extreme engineering. Being an integrated structure, the station building is prone to severe noise and vibration problem. Its mitigation was imperative to keep the planned commercial spaces and luxury hotel isolated from the vibrations emanating from the tracks. Rahee played an important role in getting this issue resolved by installing a suitable system for such high vibration isolation. Once this location gets operational, the people of Nagpur will start to enjoy this unique metro project once completed.

What was your biggest challenges or challenging project in rail sector so far and how did you overcome?

Another challenging project, I remember, is building a steel superstructure in the Imphal Jirbham line. This is a project which is being inplemented by North Frontier Railway. Its location had geographical and political challenges. The insurgency was at its peak, and keeping our team safe and at the same time focused on the construction was extremely tasking. Construction of steel superstructure at 120 meter high piers posed a huge challenge to us. With the support we got from NF railway, we overcame this challenge from an engineering and delivery point of view and successfully completed the works.

PK: Every project we do has its own set of challenges. As far as Railway infrastructure is concerned, we, at Rahee, are dealing with two different verticals. One is the mainline Rail sector, and the second is the metro sector. One of the projects which we did for Nagpur Metro was a very challenging project. When Nagpur Metro project was awarded to us, things were moving at a slow pace and suddenly, we were staring at a situation when almost 15 to 16 km of track had to be constructed in 4 months of time. It was only because of our quick thinking and www.metrorailnews.in

We have seen the journey of rail tracks from railway to road and elevated and back to road tracks. So what is your view in this scenario? PK: It’s not that the rail track construction is shifting back. When we look at the bigger picture, we address the needs of the transport segment requirements as it unfolds. For example, Metro systems transitioned from ballasted tracks to ballastless tracks. For urban transport, an additional surface was added where these systems can run on viaducts. However, the viaduct pillars were encroaching the road surface and passing through densely populated areas; therefore, the tracks were installed in underground tunnels. So if you compare this now, we are not shifting metro construction from underground and viaduct to road surface. The kind of ridership or movement of people these systems permit, cannot be done using road surface. Metro Neo is in not an alternative to Metro. It only complimens the Metros. For smaller cities, it might give an end to end solution. So saying that we are shifting back to road will not be correct. Mr. Pradeep, can you also tell us about the technologies and design recently added in the tracking system? PK: If we just concentrate on metro tracks, most of the technologies used now are in-situ installation of tracks. Such installations are done with top-down construction methodology. In other words, rails are laid first, which then

METRO RAIL NEWS | JULY 2021

EXCLUSIVE INTERVIEW are lifted and held in correct alignment using Gauge support frames(GSF). Next, the reinforcing steel is laid between the rail and the viaduct or tunnel invert, and then concrete is poured in-situ, making for the cast in-situ track slab. This system has been followed for last 18 to 20 years . However, recently we have been able to create a design of a precast plinth. In this precast plinth, we can eliminate almost 70 to 75 % of in-situ casting, resulting in faster and more accurate construction with better quality of finished RCC. Similar technologies are being adopted in NCRTC RRTS and Mumbai Ahmedabad High-Speed rail project using precast slabs. The other field is addressing the issue of noise and vibrations, I must say that huge contribution has been made by Metro and RDSO where there is a complete Guideline for Noise and Vibration issued in 2015. which includes measurement procedure for rail induced noise and vibrations, Procedure to identify the problem areas while legislating acceptable limit in different conditions. Two years back, we approached Delhi Metro as they were having vibration issues in some areas, and the resident were filing complaints. We offered them a high resilient fastening system of Vanguard from Pandrol. The system was installed two years back and has proved to successfully mitigate the vibrations emanating from the underground tracks and provide necessary relief to the residents in those areas. The success attracted attention, and now other metros are deliberating using this solution for the safety and comfort of the residents living near metro stations or very close to metro tunnels. Apart from these, there is an Embedded Rail system, QTrack system installed in Delhi Metro, which offers road access on railway tracks, which will be of great service in Metrolite construction of track on road surface. What is the direct relationship is between the Energy/Fuel consumption of trains with respect to Track quality? PK: Studies have revealed that merely by converting to long welded Rail (LWR) and completely welded rail (CWR), fuel saving of the order of 3 to 5% is achievable. Focus has been on reducing the bogie tare weight, particularly the unsuspended

METRO RAIL NEWS | JULY 2021

portion. Reduction in tare weight means saving in energy as well as increased throughput. A well-maintained track can make a difference of as much as 10% in fuel consumption. As track geometry degrades with time, railway vehicles going over that degraded track experience increased vertical dynamic behaviour and increased vehicle/track interaction resulting in increased wheel/rail dynamic forces. This, in turn results in a rise in the energy/ fuel consumption on that section/route. What is the influence of rail wheel conicity on curving ability of railway vehicle? PK: Railway rolling stock does not have steering; therefore, curving is achieved only by rail-wheel interaction and track installation in a curved geometry. Rail Wheel conicity provides the steering forces which helps in curving.

reduces slipping and skidding of wheels, a phenomenon that increases resistance in haulage and speed and causes lot of extra wear on rails and wheels. Therefore, larger the conicity higher are the dynamic forces which is not good for higher speeds. That is the reason we should have very mild curves for highspeed tracks. We found that Rahee is one of the subscribers of Metro Rail News magazine for a pretty long time, I would like to know your views on Metro Rail News magazine? PK: We are very impressed with the kind of articles you are publishing and the news coverage you are doing. Whenever there is something new, Metro Rail News is the first to cover such a story, and we really appreciate the kind of effort you are putting into the magazine.

•••

The tread of wheels of railway vehicles are not flat but sloped inward, and this sloping of the surface along the circumference forms conicity. On straight tracks, the coning of the wheels keeps them central, thereby reducing the wear of wheel flanges. On curves, the outer rail is longer than the inner rail. The wheels’ coning helps them take up position, where greater diameter is available, to tread longer distances of outer rail. Wheels of smaller diameter cover the smaller distances of inner rail. This www.metrorailnews.in

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CASE STUDY

Design & Construction of the World’s Tallest Rail Pier Girder Bridge Imphal, Manipur, India Project Summary Building a Train Bridge to Last 100 Years India’s Manipur state is located in the beautiful lower Himalayan mountain ranges surrounded by green valleys, streams, and majestic waterfalls that provide a wonderful backdrop. Within this extreme beauty, however, there is very little that connects the region’s towns and villages to the state’s capital city of Imphal. The primary mode of transport is an aging 230-kilometer-long highway that spirals around hills with sharp curves and steep gradients. Therefore, the Ministry of Railways, Government of India, decided to build a 111-kilometer rail line that cuts along the steep hills to reduce travel time. The rail line includes a 141-meter-tall bridge in a very active seismic area with highspeed winds and rainfall totals of 3,500 millimeters per year. Indian Railways, a statutory body under the jurisdiction of the Ministry of Railways, was charged with designing a rail bridge that could support high-speed and broad-gauge railway trains for the next century. A Meticulous Design to Overcome Multiple Challenges

members. Lastly, Bentley software enabled them to dictate slope protection measures and to visualize rail alignment. STAAD.Pro and PLAXIS Ensure Overall Safety

By using STAAD.Pro, Indian Railways was able to assess various options—such as arch, suspension, and cable stays—before choosing supported open-web Bentley products steel girders. They used STAAD.Pro to quickly Indian Railways knew that they needed enabled planning, designing, calculate the required parameters for various and constructing an iconic materials, geometry, and load combinations innovative technologies to overcome when designing the hollow concrete columns, significant challenges at every stage of the project in challenging project – from deciding on span configurations, conditions, as well as achieving saving time and costs on the project. The STAAD.Pro-generated reports provided them foundation types, and designing the various economy, efficiency, and bridge components to maintaining the sustainability for a direct cost with easy-to-understand visuals, which helped facilitate the approval process. Moreover, lifecycle of the asset – to support high-speed trains traveling over the bridge. As a result, they saving of USD 24.61 million.” STAAD.Pro enabled Indian Railways to needed to meticulously design and construct - Saibba Ankala, Chief Engineer, complete the 3D analysis of the bridge for dead Indian Railways and live loads, as well as earthquake, wind, the bridge while considering all deterministic and temperature loads. They used STAAD. and stochastic loads to ensure safety over its Pro to optimize the bridge without having to lifespan. They also only had a limited timeframe to address these challenges and make decisions quickly and compromise long-term safety, saving USD 9.26 million. Overall, they saved USD 24.61 million using the software and completed accurately. the entire project by their end-of-2020 deadline. Innovative Applications Lead to Optimal Decision-making Project Playbook: OpenRail, PLAXIS, STAAD.Pro After researching several software options, Indian Railways finally settled on STAAD.Pro structural analysis and design OUTCOME/FACTS software because they determined it to be the most reliable, flexible, and accurate application to meet the project’s difficult The primary mode of transport in India’s Imphal region is an terrain challenges. More deliberations led them to adopt aging 230-kilometer-long highway that spirals around hills with other Bentley applications that could evaluate various options sharp curves and steep gradients. to ensure bridge safety, stability, and sustainability. STAAD. Pro allowed them to engineer the bridge configuration, using The Ministry of Railways, Government of India, needed to build hollow reinforced concrete column (RCC) piers supported by a 111-kilometer rail line that includes a 141-meter-tall bridge in RCC bored-cast in-situ pile foundations with 106-meter-span a very active seismic area with high-speed winds and rainfall open web steel girders. They also used Bentley applications for totals of 3,500 millimeters per year. detailed structural design, determining that the bridge girders could be constructed with a variety of steel materials. Indian Overall, Indian Railways saved USD 24.61 million using STAAD.Pro Railways also used PLAXIS geotechnical analysis software to help them meet the difficult terrain challenges, completing for the slope stability analysis of the complex soil conditions, the entire project by their end-of-2020 deadline. improving their decision-making. Furthermore, they determined bridge excavations and temporary slope-control measures through PLAXIS, ensuring the overall safety of their project team Case study has been contributed by Bentley Systems

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METRO RAIL NEWS | JULY 2021

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PROJECT OF THE MONTH

Kochi Metro Kochi Metro Phase 1

InfoKochi Metro, which has one elevated line and 21 stops, is an urban Mass Rapid Transit System (MRTS) designed to serve Kochi, Kerala’s commercial city. In June 2013, work began on the 25.16 km Kochi Metro Phase 1 project, which would connect Aluva to Petta through 22 stations. On June 17, 2017, India’s Prime Minister inaugurated the line’s first 13.2 kilometre stretch between Aluva and Palarivattom. On June 19, 2017, commercial operations began two days later. A 1.92 km eastward expansion from Petta to Tripunithura was proposed in 2014 as part of Phase 1A (Petta – SN Junction) and Phase 1B (SN Junction – Tripunithura) with three additional elevated stations. The Kochi Metro Phase 2 project, which includes an 11.2-kilometre route and 11 stations, was authorised by the Kerala government in July 2018 at the cost of Rs 2,310 crore. In addition, building a spur line from Jawaharlal Nehru Stadium to Infopark II in Kakkanad is part of this phase. This phase is presently seeking permission from the federal government and will most likely be funded by the Agence Française de Développement (AFD). Various statements about Kochi Metro Phase 3 have been made; however, formal planning has yet to commence. This phase may involve a northern expansion of Line-1 to Cochin International Airport in Nedumbassery and then on to Angamaly.

(Phase 2)

Type: Elevated

Daily Ridership: 55,000/day (February 2020) Rolling Stock: 75 coaches (25 train sets x 3) supplied by Alstom Kochi Metro Operational Line (Phase 1) Line-1 (Blue Line): Aluva – Thaikoodam

Number of Stations: 3

Length: 25 km Type: Elevated Depot: Muttom (23.6 hectares) Number of Stations: 22

Length: 11.2 km

Station Names: Aluva, Pulinchodu, Companypady, Ambattukavu, Muttom, Kalamassery, Cochin University (CUSAT), Pathadipalam, Edapally, Changampuzha Park, Palarivatom, JLN Stadium, Kaloor, Lissie, M.G. Road, Maharaja’s College, Ernakulam South, Kadavanthra, Elamkulam, Vytila, Thykkoodam and Petta

Key Figures

Note: In February 2020, KMRL began a daily feeder shuttle service from Aluva Station to Kochi Airport for Rs. 50, with departures every 40 minutes. The first service departs from the airport at 5 a.m. and arrives at Aluva Station at 5:40 a.m. The last shuttle from the airport departs at 10:30 p.m., while the last bus from Aluva Station departs at 11:10 p.m. Kochi Metro under Construction Line (Phase 1A & Phase 1B) Line-1 (Blue Line): Petta – S.N. Junction – Tripunithura

Operational: 25 km | Under Construction: 2.94 km (Phase 1A/1B) | Approved: 11.2 km

Length: 2.94 km (Phase 1A: 1.78 km + Phase 1B: 1.163 km)

System Specifications Top Speed: 80 kmph Average Speed: 34 kmph Track Gauge: Standard Gauge – 1435 mm Electrification: 750 V DC Third Rail Power Supply: 110 KV AC Signaling: Communication-based Train Control (CBTC)

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Stations Names: Vadakkekotta, SN Junction & Tripunithura Kochi Metro Approved Lines (Phase 2) Line-2 (Pink Line): JLN Stadium – Infopark II

Type: Elevated Number of Stations: 11 Station Names: Jawaharlal Nehru Stadium (new station box), Palarivattom Junction, Palarivattom Bypass, Chembumukku, Vazhakkala, Padamughal (formerly Kunnumpuram), Kakkanad Junction, Cochin SEZ (Special Economic Zone), Chittethukara, KINFRA (formerly Rajagiri), InfoPark 1 / Smart City 1, and InfoPark 2 / Smart City 2 Status: Approved by Kerala’s state government in 2018. Bidding for construction is yet to begin. The central government’s approval is pending. Kochi Metro Fare Schedule (Prices) Kochi Metro Rail Ltd. set the prices for Line-1 in November 2016, with a minimum fee of Rs. 10 and a maximum fare of Rs 60. The fare rises by Rs. 10 for each subsequent zone visited.

METRO RAIL NEWS | JULY 2021

PROJECT OF THE MONTH Zone

Distance from Origin

Fare

2 km

Rs 10

5 km

Rs 20

10 km

Rs 30

15 km

Rs 40

20 km

Rs 50

25 km

Rs 60

Guwahati Metro Rail

Contract

Contractor

General Consultant (GC)

Delhi Metro Rail Corporation (DMRC)

Detailed Design Consultant (DDC)

Egis India

KRS-1: 75 Standard Gauge Coaches (Rolling Stock)

Alstom India

Power Supply & Traction

Ardanuy Ingenieria S.A

KS-1: Signalling, Train Control & Telecommunication

Alstom India

KS-2: Automated Fare Collection (AFC) system

Axis Bank – Asis Electronik Ve Bilisim Sistemleri JV

KC-02: Construction of viaduct & 6 stations from Aluva – Kalamassery

Larsen & Toubro

KC-03: Construction of viaduct & 6 stations from CUSAT – JLN Stadium

Larsen & Toubro

KS-04: Construction of viaduct & 5 stations from Kaloor – Ernakulum South

Soma Enterprise

KC-05: Construction of viaduct & 5 stations from Kadavanthara – Petta

Era – Ranken JV

KC-11: Construction of Muttom Depot

McNally Bharat

Detailed Design Consultant (DDC): Petta – Thrippunithura

LKT Engineering Pvt. Ltd.

KAC-02: Construction of viaduct from Petta to SN Junction & 2 stations at Vadakkekotta and SN Junction (1.78 km) KAC-04: Construction of viaduct from SN Junction to Thrippunithura with 1 station at Thrippunithura (1.163 km) Phase 1B Project Management Consultant (PMC): Petta – Thrippunithura

KEC International – China Civil Engineering Construction Corporation (KEC-CCECC) JV

Phase 1B Proof Consultancy: S.N. Junction to Thripunithura

Sree Giri Consultants is Lowest Bidder

Finishing and Architectural works including Block work, Plumbing, Sanitary fixtures and other Interior works at Vadakkekotta and SN Junction stations KAE-01: SITC of E&M (Electrical, VAC and Fire Protection) Works from Petta to Thripunithura Terminal

KEC – VNC JV Aarvee Associates Architects Engineers & Consultants

Godrej & Boyce Mfg. Co. Ltd. Voltas

KAE-02 Lot-1: Elevators for Stations on Petta to Thripunithura Terminal

Johnson Lifts Pvt. Ltd

KAE-02 Lot-2: Escalators for Stations Petta to Thripunithura Terminal

Schindler India Pvt. Ltd.

Kochi Metro (Phase 2) The Kerala Government authorised the Kochi Metro Phase 2 project, which includes a new 11.2 kilometre Pink Line and 11 stops, in July 2018 at the cost of Rs 2,310 crore. The building of a spur line from Jawaharlal Nehru Stadium to Infopark II in Kakkanad is part of this phase. The detailed project report (DPR) for this phase is presently pending clearance from the central government and will most likely be funded by the Agence Française de Développement (AFD). Kochi Metro Route 2 Line 2 (Pink Line): JLN Stadium – Infopark II 11.2 kilometres in length Elevated is the kind. The number of stations is eleven. Jawaharlal Nehru Stadium (new station box), Palarivattom Junction, Palarivattom Bypass, Chembumukku, Vazhakkala,

METRO RAIL NEWS | JULY 2021

Padamughal (formerly Kunnumpuram), Kakkanad Junction, Cochin SEZ (Special Economic Zone), Chittethukara, KINFRA (formerly Rajagiri), InfoPark 1 / Smart City 1, and InfoPark 2 / Smart City 2. Status: Kerala’s state government approved it in 2018. Construction bidding is yet to commence. The permission of the central government is still waiting. Tenders for Kochi Metro The most recent Kochi Metro (KMRL) procurement notices are available on the KMRL website. The news & construction website has further information about these notifications, their bids, awarded tenders, and contracts. Contract

Contractor

Detailed Project Report (DPR) Preparer

RITES

Detailed Project Report (DPR) Revisor

Urban Mass Transit Company (UMTC)

Project Management Consultant (PMC)

Bids Invited in February 2021

The Guwahati MRTS project has been selected as a planning stage project by the Government of India. In January 2016, M/s RITES Ltd. finalised the Feasibility Report and the DPR (Phase-I) for the Rail-based MRTS for Guwahati. The DPR (Ph-I) has four corridors totalling 61.4 km in length. The government approved the said DPR for MRTS, as well as the formation of the State-owned Special Purpose Vehicle (SPV), Guwahati Metro Rail Corporation Limited, to carry forward the implementation of Rail-based MRTS for Guwahati city, and notified the public through an Assam Gazette Notification dated February 26, 2016. Following that, the State Cabinet evaluated the project in January 2017. It proposed recasting the DPR (Phase-I) for Rail-based MRTS with new metro routes from Dharapur to Guwahati Airport and North Guwahati to AIIMS and connecting all key locations in Phase-I. Meanwhile, India’s Ministry of Housing and Urban Affairs (MoHUA) has released the 2017 Metro Policy. The policy outlines the major elements of the new metro strategy and an evaluation methodology for urban mass transportation projects. Hence, future MRTS proposals will be reviewed by MoHUA, GoI only under the terms of the aforementioned policy. M/s RITES Ltd. will develop the Guwahati Comprehensive Mobility Plan (CMP) and Alternative Analysis (AA) Report. According to the Policy, a CMP is required for designing the Metro Rail system, and an AA Report assessing transit choices with a comparative analysis is also required. Following acceptance of the CMP and AA report, the DPR for the Mass Transit system will be recast and produced as needed. The DPR Report will cover the integration of multiple forms of transportation, last-mile connection, seamless transfer, and universally accessible infrastructure. Once a formal agreement with RITES is reached, the job will take 6 months. Figures of Interest 0 km operational | 0 km under construction | 61.4 km proposed Routes of the Guwahati Metro Phase 1 (Proposed) Dharapur – Narangi Line 1 22.6 kilometres in length www.metrorailnews.in

PROJECT OF THE MONTH ISBT – Paltan Bazar Line 4 Number of Stations: 8 Length: 9.4 km Type: Elevated • Dharapur – Guwahati Airport • North Guwahati – AIIMS are two more potential routes being investigated. Metro Fares in Guwahati (Ticket Prices) The rates, fee structure, and ticket kinds for the Guwahati Metro have yet to be published. Closer to the commencement of commercial operations, this will be finalised.

Elevated Stations: 22 Type: Elevated Stations: 22 Stations: 22 Stations: 22 Stations: 22 Station

The number of stations is 10.

MG Road - Khanapara Line 2

Number of Stations: 14 Length: 19.4 km Type: Elevated

Tenders for the Guwahati Metro When the procurement / bidding process begins, a link to Guwahati Metro’s tenders on the GMRCL website will be placed here.

Line 3: Khanapara – Jalukbari

•••

Type: Underground Length: 10 km

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ARTICLE

New Developments in Railway Signalling system: The future ahead

Image Copyright: Siemens The Vande Bharat Express is India’s first semi-high-speed train. It connects New Delhi to Varanasi, a city located around 760 kilometres from the capital. The voyage of the Vande Bharat Express, which began in February 2019, is not only about creating India’s first world-class, semi-high-speed intercity train – entirely planned, developed, and produced in India. Additionally, it signals the beginning of the process of modernising the railroad’s historical signalling system by transitioning to locally designed, digital Automatic Train Protection (ATP) and Train Collision Avoidance systems (TCAS). In the long run, the concept involves the introduction of entirely digital railway operations and passenger services based on mobile broadband. As is the case with many European nations, India is pursuing 3GPP Long Term Evolution (LTE) and New Radio as a future-proof foundation technology for railway applications. Additionally, this would enable Indian Railways to implement a large number of the features planned for the Future Railway Mobile Communications System (FRMCS), the worldwide standard for railway communications and a critical facilitator

METRO RAIL NEWS | JULY 2021

of global railway digitization. FRMCS is the International Union of Railways’ (UIR) future global telecommunications system, developed in collaboration with the rail sector’s many stakeholders. To begin, let us examine how 3GPP technologies aid in the adoption of FRMCS features Automatic train protection and collision avoidance are two examples of railway innovation. The ATP and TCAS technologies improve safety and enable trains to move at extremely high speeds safely. ATP averts collisions, dangerous signal passing, and overspeeding. ATP continuously monitors a train’s speed against the allowed speed provided by train signalling and initiates emergency braking if the train exceeds the speed restriction. TCAS analyses location and sensory data in order to identify potentially harmful circumstances caused by human mistake or equipment malfunction. Without

TCAS, trains are unable to run safely at speeds more than 160kph due to the driver’s inability to react quickly enough to line side signals. TCAS enables the Vanda Bharat Express to travel more quickly and safely. ATP and TCAS, like the Vanda Bharat Express, are created and produced domestically, in this instance by Indian research groups and suppliers, and work similarly to the European Train Control System (ETCS). While they perform similarly, the Indian design is less expensive for Indian Railways. Digitization of the railway The Vande Bharat Express is the first step toward modernising India’s ageing railway signalling system. TCAS is completely integrated into the railway signalling system, relying on communication between trains and a regional, central control system. TCAS incorporates trackside equipment, sensors, Internet of Things (IoT) devices, and locomotive-based control equipment. All line side information, such as ‘track work ahead’ or ‘stopped train www.metrorailnews.in

ARTICLE ahead,’ is electronically transmitted to the locomotive, eliminating the need for the driver to monitor these signals.

added incrementally, while the physical layer can be moved and improved to take use of the latest 3GPP release capabilities.

Long-term vision: Gigabit trains and digital railway operations

This layered design also takes use of network slicing, allowing public mobile network service providers and/or public safety organisations to share portions of the train signalling system. Additionally, FRMCS over 5G-NR can be introduced smoothly in both lower and higher frequency bands, as NR is frequency band-agnostic, including micro- and millimeter-wave bands, and is designed with flexibility in mind, including physical layer numerology, advanced antenna system support, and deployment options.

Global digital train operations’ long-term aim is to minimise railway congestion, boost punctuality, improve safety, and expand line capacity. When trains are controlled as moving blocks, they may travel closer together while still maintaining needed safety margins, therefore increasing the line’s overall capacity. With digital train operations and wireless train-to-train communication, computers identify blocks surrounding each train in real time as safe zones. Additionally, staff employees have access to connectivity on the train, service support, onboard monitoring for passenger safety, and high-quality mobile broadband and voice services. FRMCS architecture and services can be deployed later in India, while retaining ATP and TCAS as railway applications connected via the FRMCS network. The incorporation of 3GPP technology into TCAS will increase line capacity and enable TCAS to grow into a network management system capable of managing the railway network from central locations spanning vast sections of track. 3GPP LTE and New Radio for railway signalling applications, including ATP and TCAS In later versions of the standard, LTE provides ultra-reliable, low-latency communication that is appropriate for supporting ATP and TCAS and providing passenger connectivity. 5G-NR offers enhanced performance and network topology flexibility, which will enable more sophisticated use cases in the long run. Due to the widespread deployment of LTE and 5G-NR in combination with public mobile networks and the evolution of the smartphone market from LTE to 5G, mixed deployments and gradual migrations are already highly efficient. FRMCS and 3GPP LTE and 5G-NR are a great fit, since FRMCS maintains all railway-specific functionality at the application layer, while LTE and subsequently 5G-NR can act as the highbit-rate, ultra-reliable, and low-latency transport bearer. This design is futureproof, since new applications can be www.metrorailnews.in

For ATP and TCAS, the railway need 5MHz of spectrum in the prime 700MHz band. India’s Department of Telecommunications is nearing completion of the allocation of the needed 5 MHz premium spectrum. Once spectrum is acquired, ATP and TCAS can be operational and provide safety functions comparable to ETCS in Europe. For passenger comfort and mobile broadband services, FRMCS over 5G is being used. Apart from rail signalling, FRMCS provides a variety of useful applications for train operators and passengers. Notably, using 5G as a solution for onboard video surveillance for passenger safety, railway health monitoring, and freight tracking. These applications place significant demands on the physical layer’s capabilities and the end-to-end service quality in terms of bit rate, latency, and dependability. LTE and 5G-ability NR’s to meet these standards is their strength. As mobile network providers build dense 5G networks along railway corridors to service their passengers, they may also use this connectivity to provide the essential connectivity required by FRMCS. FRMCS features like as video surveillance demand a massive amount of bandwidth that cannot be given by a specialised railway FRMCS spectrum. In this case, network slicing ensures the separation of passenger services from essential train operating services and enables the mobile network service provider to augment capacity as required by the FRMCS feature. Migration and deployments

heterogeneous

LTE and 5G-NR are quite similar in terms of how communication services are utilised and how those services interact with the network for setup and provisioning purposes. When moving a service from LTE to 5G, only modest changes are required. Both the LTE and 5G core networks are generally installed as virtualized network services on general purpose hardware, which enables the reuse of the same hardware and flexible resource allocation for both technologies. Additionally, dual-core methods exist in which all 4G and 5G core network operations are merged into a single core network deployment, enabling a seamless transition from 4G to 5G, as depicted in Figure 1 and discussed further in this article on 5G core. Finally, the same radio hardware may be utilised for both 5G-NR and LTE radio access networks, with the radio access network dynamically switching between the two access types with millisecond granularity in response to user demand. This technique, dubbed dynamic spectrum sharing, permits the coexistence of 4G and 5G technologies in the same spectrum while avoiding complex spectrum re-farming strategies. As a result, for rail and mobile network service providers, deploying 4G to enable FRMCS and Gbit train services is a viable option, as it enables a seamless transition to 5G as the market for more advanced FRMCS services matures. Digitalization of railways Combining tight integration of 4G and 5G components with dynamic spectrum sharing enables highly efficient coexistence of 4G and 5G-connected trains during a transition period. The FRMCS application function manages ATP and TCAS’s interactions with the mobile network, therefore facilitating the coexistence of clients connected via various networks. By 2025, 50% of Indian rail tracks will be equipped with an LTE-based High-Speed Communications Network capable of providing TCAS, ATP voice, and IoT-based telemetry services. This will enable Indian trains to reach speeds of up to 200 kph with the addition of appropriate highspeed rail alignments.

•••

METRO RAIL NEWS | JULY 2021

ARTICLE

New Strategies and Industrial Partnerships in Future Urban Mobility Industry Abstract Various factors Evolving Mobility Landscape: Recent Trends Electric Vehicles - With future bans announced for internal combustion engine (ICE) vehicles across much of the developed world, OEMs have little choice but to adapt EVs. Volvo has already started working on its pledge to manufacture only fully electric or hybrid models since 2019.

(emissions surcharge) zone – all introduced in 2017. Such incentives will complement the roll-out of the supporting charging infrastructure, rising consumer awareness, and reductions in total cost of ownership (TCO), which is expected to achieve parity with ICE by the end of 2021.

Statistics reveal that there were more than 3 million electric vehicles worldwide by the end of 2017. Although this is less than 1 percent of the total vehicle on road globally, electrification is undoubtedly at the top of OEMs’ agendas.

The economics for LCVs are even more compelling, thanks to fleet scale economies and high utilization, which should bring TCO parity earlier than for passenger vehicles. The acute price and TCO sensitivity of LCV has the potential to make this sector a leader in EV adoption; however, a lack of sufficient viable models on the market means that adoption currently lags behind that of passenger vehicles. Heavier commercial vehicles, on the other hand, may take considerably longer to go electric, due to the large battery sizes required for long-distance haulage and the time taken to charge. Alternative fuels such as natural gas and hydrogen remain realistic alternatives. EV takeup may have gathered momentum, but requires a number of societal and behavioural changes to become truly widespread, with three key barriers remaining:

In its strategy paper, ‘The Road to Zero’, the UK government also has reaffirmed its proposed 2040 ban on conventional cars, setting a clear direction and aligning itself with similar commitments in France, China, Norway and India, amongst others.

• TCO: Achieving TCO parity with ICE vehicles will be critical for EV adoption. In the absence of further government incentives, we expect this to occur around 2020 for LCVs, with passenger vehicles to follow soon after, driven by a number of developments:

The UK government’s environmental and health policies are arguably the biggest catalyst for consumers going electric. These include higher vehicle excise duty (VED) on diesel cars, continuation of the plug-in car grant and London’s ‘T-charge’

• Falling battery pack costs: The cost of battery packs which typically account for 40 percent of the cost of an entire EV has declined by over 70 per cent in the past 7 years and is expected to further halve by 2030 due to technological developments

Volvo and few other tech giants are not all alone; almost every major automaker has pledged significant investments in electric technology. Given these trends, OEMs are striving to win the battery technology race and secure access to essential raw materials.

METRO RAIL NEWS | JULY 2021

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ARTICLE (such as cell chemistry) and production scale economies. • Lower running costs: Predominantly driven by decreasing ‘fuel’ costs, EV charging should be significantly cheaper than petrol/diesel on a per mile basis, aided by technologies such as smart chargers and vehicle-to-grid (V2G) energy trading. 40-50 percent lower service, maintenance and repair (SMR) costs, due to substantially fewer moving parts.

streets, and a chance to meet global carbon emissions reduction targets to address climate change. Governments also see an opportunity to stake a leadership position for domestic industries in the emerging EV value chain. Overall, this is a promising start, but progress depends upon continued collaboration from the various ecosystem participants. Rise of On – Demand Mobility and MaaS

• Improved residual values (RVs) for EVs: RVs currently fall much faster than for ICE equivalents, due to concerns about battery degradation (and the risk of replacement), and fastdeclining prices for new EVs. These conditions should remain over the next 1-3 years, but are then likely to improve thanks to battery and range improvements in newer, higher-quality, mass-market models and supportive regulation.

Mobility-as-a-Service is an evolving concept of how consumers and businesses move away from vehicle ownership towards service-based transport. In this sense, MaaS includes multimodal aggregation of transport modes as well as on-demand mobility. In the overall landscape of mobility four areas where organizations are innovating to create new business and service models are highlighted as under.

• Increased range resulting in ‘productivity parity’: This predominantly affects mobility services fleets and LCV fleets, which are highly utilized and, in the case of LCVs, carry a payload that reduces range. Productivity falls when a vehicle is taken off the road for a ‘top-up’ charge, but improvements in battery range, charging network coverage and charging speeds should help to mitigate this.

• Multi – modal MaaS aggregation

• EV choice and performance: Mass-market availability is still extremely limited, but is likely to improve significantly as OEMs continue to invest in new models for both premium and mass market segments. With several of our clients, we see demand for some EV models far outstripping available supply from manufacturers, both a promising indicator and a call to action to raise production. • Education: • ‘Range anxiety’ still deters some buyers, with drivers fearing getting stranded. However, analysis indicates that such worries are mostly unfounded, with 99.3 percent of current UK journeys within current EV ranges – a fact that should, over time, change views. • Published comparisons are not widely available to generate insight on potential consumer cost savings, revenue generation and other EV benefits. We expect this to change over time. • Infrastructure: • A significant increase in public charging points is required to give users confidence and to support the UK government’s vision for EV uptake. Although EV charging is currently dominated by home charging, we expect public charging to make up an increasing proportion of charging behaviour over time. Infrastructure roll-out presents a dilemma, with the business case for comprehensive charging coverage largely unproven until mass take-up, which cannot happen without network scale. Add to this the infrastructure required to provide more electricity, and it is clear that public and private collaboration is needed to facilitate roll-out, with either party potentially taking the lead. The UK government has already announced more than 500 million US dollars as private/public charging infrastructure investment fund (CIIF). Although this is a good start, far more capital will be needed. The benefits case for EV adoption is clear - Cleaner air, quieter

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There are many examples around the world where customers can travel on different modes of transport (from different providers) via one payment platform. Although such services are typically restricted to public transport, new, integrated private/ public versions are emerging. MaaS Global operates a MaaS platform in Helsinki, Finland, and is also trialling a scheme in other countries including the UK. The company has developed a travel product called Whim with a monthly subscription. Customers can plan and pay for individual journeys via train, bus, taxi, carrental and bikeshare on a single app, or purchase an ‘allin’ subscription covering all their transport needs in the city for a fixed price. And Helsinki is not alone. Denver, Los Angeles, Las Vegas, Singapore, Barcelona, Hanover, Vienna, Montpelier, Gothenburg, Paris and Eindhoven have all piloted some kind of MaaS solution at the time of writing. Despite these exciting developments, public authorities still struggle to balance the user experience offered by MaaS, with policy objectives of economic growth, social inclusion, space optimization, environmental benefit, and citizen health and wellbeing. There is also a huge opportunity for MaaS to replace company cars, although this will require significant shifts in tax policy. MaaS Requirements Index enables operators and authorities to understand the optimum level of regulation and policy needed to achieve their objectives, while balancing the commercial needs of operators. • Car Subscription Services Over the past year, innovation in new car subscription services has been observed significantly. Traditional personal contracts or long-term leasing arrangements are being replaced by more flexible monthly contracts bundling insurance, maintenance and other costs within an all-inclusive price, accessed online. With consumers increasingly tempted to forgo personal vehicle ownership for more flexible access, subscription services could be a ‘middle ground’ for those who still want fulltime access to a vehicle and flexibility to change models or ‘pause’ their usage. • On – Demand Mobility Demand-responsive, private hire car providers are growing in popularity. They offer customer connectivity, account-based payments, intelligent routing algorithms and a large pool of drivers (often prepared to work in the so-called ‘gigeconomy’), METRO RAIL NEWS | JULY 2021

ARTICLE and can be paid for in arrears and on account. The most prominent example is Uber, introduced to the UK in 2012, which recorded over 20 million journeys in its first 4 years. By early 2017, half of the UK population had access to Uber services. However, ride-hailing is not the only on-demand model. Additionally, sustained interest in car-sharing schemes has also been observed, such as BMW’s DriveNow. Another innovation is dynamic shuttle services, also known as demand responsive transit (like ViaVan) that combine elements of mass transit with dynamic routing. Penetration of such services is only expected to grow further with the advent of autonomous vehicles (AV), with an associated pronounced decline in vehicle ownership, particularly in urban areas. Roughly half the cost of on demand private hire vehicles relates to the driver and as a result, it is estimated that AV MaaS provision could be up to 40 percent cheaper than private vehicle ownership by 2030. • Commercial Vehicle Innovation While passenger transport is often the focus when considering the benefits of mobility, commercial vehicles and logistics should not be forgotten, given the significant economic and sustainability impact. Companies such as Starship Technologies – with autonomous robotic delivery pods – are shaking up the future urban logistics landscape. Connected and Autonomous Vehicles (CAVs) CAV offers an opportunity to transform the world by fundamentally altering the way people and goods are moved. It could improve safety and congestion, while opening up independent mobility to excluded people such as younger or older travellers. It could also increase productivity, bring a new travel experience, change the roles of future employees and free up valuable urban land like parking lots. Although the onset of CAV should decrease the overall number of vehicles, the number of journeys and total distance travelled is likely to increase. Initial projections in countries like UK suggest that total passenger miles travelled could rise by as much as 10 percent between 2015 and 2030. This will be driven by more affordable ondemand mobility services, as well as greater access to groups currently excluded (e.g. the young and elderly). These vehicles will increasingly be owned by fleets and, like taxis, will be heavily utilized assets. This is in stark contrast to the average passenger car, which currently stands idle 95 percent of the time. With less need to own a vehicle, a pronounced decline in car sales by 2030 is expected.

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The emergence of CAV, supported by new technologies and a maturing digital and physical infrastructure, will create an explosion in new value opportunities. As increasingly connected cars evolve to become “computers on wheels”, they will generate more data than ever before, which can benefit consumers by increasing the safety, convenience and enjoyment of journeys. Maintenance can go from being reactive to predictive, new parts can be ordered automatically and whole fleets can be dynamically managed. In addition, overtheair software updates can improve vehicle performance without anyone even coming into contact with the vehicle. From a passenger experience perspective, connectivity should significantly broaden the scope of invehicle entertainment, commerce, health and working opportunities. CAV should also enhance road management, enabling transport authorities to manage capacity on busy routes, using CAV communications infrastructure to keep traffic flowing and reduce congestion. But this scale and breadth of connectivity also has implications for cyber security, which is likely to be a major issue area to be addressed through to 2030. Overview Mobility is undergoing one of the most transformational social, technological and economic shifts of a generation, shaped by three key disruptive forces: electric vehicles and alternative power trains, connected and autonomous vehicles and ondemand mobility services. Sectors are being disrupted, with new markets emerging, while others are converging, and some are disappearing entirely. The winners are likely to be those that can truly understand the impact and timing of disruption, and seize the right emerging opportunities. This means swiftly adapting business and operating models and securing the right partnerships and acquisition targets. The Future Mobility Eco-System Three crosssector megatrends are fundamentally reshaping mobility for consumers and businesses. The automotive, transport and wider mobility market is undergoing a transformational social, technological and economic shift, www.metrorailnews.in

ARTICLE mobility ecosystem. The result is a complex web of interconnected value chains. A multitude of new entrants to take a share of this new market is expected, with unprecedented levels of partnership and collaboration in the search for new solutions. At the same time, sources of value will fundamentally shift both within value chains and across the ecosystem. The value derived from today’s personal car is fairly equally split between upstream (raw materials to finished vehicles) and downstream (all other parts of the value chain). Customers typically directly buy services such as fuelling, insurance and service, maintenance and repair.

fundamentally changing the way people and products are moved. Many sectors, beyond automotive and transport, are being disrupted, with new markets emerging, existing ones converging, and others declining and possibly vanishing. New entrants and start-ups are challenging incumbents, who in turn look to leverage their experience and resources to build sustainable market positions. Amidst continued population growth, urbanization and environmental concerns, new forms of mobility are critical to support tomorrow’s population hubs and economic activity. Today’s mobility systems suffer from congestion, in-efficiency, accidents and high prices. But the future promises convenient, safe and economic mobility, with less impact to health and the environment. Mobility transformation is fuelled by three key technologydriven disruptive trends: • Electrifcation of vehicles (EVs) and alternative power trains. • Connected and autonomous vehicles (CAVs) and • MobilityasaService (MaaS) Taken independently, each would significantly disrupt the ecosystem; but in combination, they should drive unprecedented change. These advances are set to replace our current vehiclecentric system with a new ecosystem – with aimlessly transition between of transport, dynamic, a radically more efficient, dataenabled and driverless consumers at its heart. Users would be able to see public, private, ondemand and scheduled modes travel information enabling midjourney changes. As the mobility ecosystem evolves, its global value keeps on rising. Detail on Emerging Mobility Ecosystem & Industrial Partnerships Historically, the transportation industry has operated along largely linear value chains. This is all changing. Various sectors are converging, eager to seize revenue opportunities in a new

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Downstream revenues associated with personally owned vehicles are estimated at US$45,000 over a car’s lifetime. But, by 2030, in an EV-CAV-MaaS world, it is believed the downstream value could be as much as ten times larger, driven by new, digitally-enabled revenue streams. Having enjoyed years of strong, steady revenues and a good share of the value chain, incumbents and perhaps even entire sectors may be completely eliminated, whilst opportunities for new services (and new entrants) will emerge. The impact is likely to be far-reaching on various sectors mentioned as under: Automotive – It is expected that the market would divide into two main areas. Some incumbent OEMs would remain ‘Metalsmiths’, manufacturing ever more sophisticated vehicles but losing the end customer interface as they would sell into mobility services fleets. Meanwhile, others will evolve to become new ‘Gridmasters’ that continue to manufacture vehicles, but also provide platforms for a variety of customer (mobility) services. Vehicle brands and driving performance may cease to be the key purchase decision criteria; customers may look instead for a strong user interface and vehicle utility. This trend could well open the door for technology players to become the main customer interface. Energy - The decline in ICE (Internal Combustion Engine) vehicle sales, and the subsequent impact on the vehicle parc, would significantly reduce demand for hydrocarbons. Fuel retailers will not want to be left with stranded assets, and most have already started to adapt their business models. Meanwhile, adoption of passenger EVs will increase demand for charging services, electricity, and power and utilities infrastructure, resulting in new business models oriented around the EV value chain. For heavier commercial vehicles, a divergence in alternative fuel over the next 10-20 years can be expected, with companies taking bets on the technology and supply chain based upon national and even regional dynamics. Government - A decline in hydrocarbon fuel sales would significantly reduce tax revenues, whilst the impact on public transport systems shall remain uncertain. Governments globally therefore, would need to assess the impact of this

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ARTICLE change and look at alternative sources of revenue – such as taxing miles travelled. They shall also be required to consider how to support or directly fund new technologies that could be exported for national gain. Developing new sectors shall be particularly important as there can be likely job losses in sectors like commercial driving. It is expected that local authorities and cities shall play an important role in adoption, with policies and regulation strongly influencing market entry decisions by leading players. Financial Services - Huge changes are expected in a sector with strong ties to high-value vehicle assets. As vehicles would become autonomous, individuals may no longer require insurance coverage, forcing providers to develop product liability solutions to sell into major mobility services fleets. Within the payments market, new mobility services, such as charge point payments and mobility services contracts, call for innovative new payment mechanisms. And as fleets and companies transition to new technologies and business models, there will be a huge reliance on financing from both new and traditional sources. In vehicle finance – traditionally a key driver of car sales – the focus is likely to shift from individual finance to new mobility fleets. Finance will be a key part of future automotive strategies, as demonstrated by several recent OEM acquisitions. Consumer - With drivers freed from the shackles of driving, retail, entertainment and health providers have a great opportunity to market content for consumption during journeys, particularly as vehicles become more connected. However, there may well be a battle for the interface that consumers use to access these services – through their personal phones or the vehicle itself. Infrastructure - Aside from the immediate requirement for EV charging points, the typically slower paced infrastructure market can be expected to be impacted in a number of ways. Private infrastructure players, such as parking lots, need to manage potentially rapid changes in driving behavior, as AVs collect and drop off passengers (or re-charge) rather than park. This could regenerate urban landscapes, as prime real-estate gets used for last-mile delivery, charging and SMR hubs, data centers, entertainment or leisure. Local transport authorities may evolve, to manage not just physical infrastructure but also data exchanges, integration and maintenance of transport services. ‘Smart’ traffic management may become increasingly important, as AV enabled mobility increases the total miles travelled. Telecommunications, media and technology - Data – the key foundation of future mobility presents huge opportunities for telco, media and technology organizations across the emerging interconnected ecosystem. CAVs will generate and use unprecedented levels of data, whilst mobility providers depend on digital platforms and databases to execute their services. Communications infrastructure, whether 5G or other technologies is essential to support vehicle to vehicle (V2V) and vehicle-to-grid (V2G) sensing and communication applications. New Strategies : Staking a place in new Mobility Ecosystem Decisions made now are likely to determine the future for many companies, with some positioned for success, and others facing a fight for survival. As incumbents, new entrants and start-ups compete for a

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share of the mobility market, each should consider where to play and how to win. Companies only have a small window of opportunity to get ahead and position themselves to shape the future ecosystem. This means being a fast mover, by securing beneficial partnerships, acquisition targets and structuring internal financial, business and operating models. In this disruptive context, organizational leaders may well feel overwhelmed and uncertain of the steps they need to take. And while the shape of the future mobility ecosystem remains unclear, it is already in the process of transformation. Industrial Partnerships Below mentioned five themes are in general considered main indicators for Industrial Partnerships. • Decoding Disruption • Fighting for the customer • Un-Stranding Assets • Monetizing Data • Searching for Scale The process therefore, can be said to involve three basic elements – • Think • Design • Do Decoding Disruption - The first challenge for many businesses is to understand the nature of disruption: the likelihood, and scale and timing of potential impacts. In some cases, uncertainty and lack of tangible, proven options may cause ‘action paralysis’, as organizations wait for others to make the first move. In other cases, a few enlightened individuals may struggle to convey a sense of urgency across their organizations. Whilst these delays may represent a significant risk, there are ways to accelerate change. Organizations could distill the key leading indicator(s) of disruption (for instance, for a fuel forecourt business this may be national EV adoption rates), and monitor for when corrective action needs to be taken. This may take the form of a ‘playbook’, with clearly defined trigger points and associated actions. A more proactive approach (seen in the rise of corporate venture capital in the mobility sector) is to devote resources to smallscale pilots or ventures, to test new ideas and provide potential platforms for future growth. New governance may be needed to enable a swift reaction to market changes. Fighting for the customer - With emerging value chains, breakdown of sector boundaries and the rise of aggregator business models, there should be increasing competition for consumer ownership. At the same time, shifts in consumer preferences are placing further pressures on incumbents, who may not have the agility to quickly launch new products, due to the legacy of older manufacturing plants and IT systems. For instance, as consumers move away from personal vehicle ownership towards on-demand mobility services, their direct relationship may shift from the car brand to a vehicle-agnostic platform such as Uber or Lyft. At the same time, technology giants loom large over the sector; these players have both the brand and the customer journey to significantly disrupt the industry. In response, some players are creating joint propositions www.metrorailnews.in

ARTICLE ARTICLE across different parts of the value chain to improve customer convenience and capture share. Examples include the bundling of insurance and servicing into a flexible vehicle subscription, or combining home energy with roaming EV charging. In both cases, the ability to develop cross-sector partnerships and alliances quickly is key to securing capabilities, suppliers and channels. Highly specialized companies could also aim to dominate non-customer facing segments of new value chains. However, they should be wary of becoming commoditized, and work with future customer ‘owners’ to ensure they deliver real value. Un-Stranding Assets - Many players view the evolving mobility landscape through the lens of their existing assets. They need to ‘unstrand’ these assets and position themselves to access emerging opportunities. Consider a parking lot in a city center. In a world of AV taxis, vehicles may no longer require long and expensive stays. Instead robotaxis, powered by algorithms, will either be constantly on the move or stored in outoftown depots. But this opens up opportunities to reuse the land – perhaps as a logistics hub for lastmile urban AV deliveries. Farsighted owners may even have put in place the legal and physical infrastructure to quickly execute such a change. And they may also have realized the benefit of bringing in a partner to provide complementary capabilities, bringing competitive advantage and increasing speed to market. Monetizing Data - Given its immense potential value, data is often referred to as ‘the new oil’. In future, more data will be captured than ever before, through connectivity, sensor technology and the needs of AV, with consumers increasingly willing to share personal information in exchange for an appropriate return. Making best use of and monetizing this data is likely to drive two trends: • The continued use of data to better understand customers, and drive value through better targeting of individuals and organizations. • The rise of data aggregation and processing platforms that share pooled data from disparate sources for mutual benefit. For example, EV charger usage data could be fed to charge point operators, power utilities, consumers, OEMs and city planners to create the most efficient network. Searching for Scale - Once the nature of the potential disruption is understood, and an appropriate response designed, the next step is to scale the new proposition. This may involve rolling out a successful pilot of a new mobility business model (e.g. MaaS aggregator platform), or developing a leadingedge technology (e.g. solid state battery). In the new mobility landscape, the ability to scale and commercialize quicker than one’s competitors could be critical; platform models, datadriven AI, manufacturing supply chains and brands all benefit from scale economies. Organizations should therefore consider how they grow across multiple markets and segments, and how their supporting operating model is structured. Financing growth is another important issue; funds will need to be diverted from other projects, sourced from the market, or spread across partnerships or other innovative mechanisms. A successful strategy calls for alignment of financial, business and operating models – something that can be often neglected.

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Hence, it can be summarized that the innovative strategies, various initiatives towards industrial partnerships in mobility industry is towards developing a future centric transportation system across the globe. Car Sharing, Bike Riding, MaaS, FuelCell Power Trains, Big Data & 5G enabled metros, High Speed Rail all new innovations that aim towards a safe, reliable, convenient and consumer friendly transport system which would be an integral part of the mobility industry. Additionally, it is worthwhile to mention that while discussing on new strategies and industrial partnerships in mobility industry it becomes inevitable to throw an equal light on the future of mobility industry which would help in getting a clearer perspective towards the topic discussed. Few other theories and concept on mobility industry and its future There are two profoundly different visions of the future of mobility. The ‘Insider View’ and the ‘Disrupter View’. The Insider view believes that today’s system can progress in an orderly, linear fashion, in which the current industry assets and fundamental structure remain essentially intact. The Disrupter view envisions a tipping-point approach to a very different future, one that offers great promise and potential societal benefits. The Insider and Disrupter views of the future of mobility As per Insider View • The industry is expected to evolve naturally and incrementally toward a future mobility system that retains its roots in what exists today. • The key players, major assets, and overall structure of the current ecosystem can remain intact while change progresses in an orderly, linear fashion. • The incumbent mindset appears to exist dually focused on sustaining the current model while testing change in small ways. Disrupter View • A whole new age is expected to dawn featuring fully autonomous cars accessible on demand • Before long, a tipping point is expected to occur, after which the momentum of change will become unstoppable • New entrants, notably Google, Uber, and Apple, shall be the catalysts for transformation Within the high-tech community, companies are working to arrive at something radically different than today’s system of personally owned driver-driven passenger automobiles. According to this perspective, which we label the disrupter view, a new age is dawning, featuring fully autonomous cars accessible on demand. Progress toward it might be measured at first, but before long, a tipping point will occur, after which the momentum of change could gather speed. We can imagine a world where the following can all be true:

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distances with lower labour costs. • Vehicles hardly ever crash. Autonomous operation removes the cause of almost all accidents by any human error. • Traffic jams are rarities with the help of sensors allowing for less space between vehicles and guidance systems with realtime awareness of congestion. • Energy demand drops, since smaller mass and weight allow cars to be propelled by more compact, efficient, and environmentally friendly powertrains. • Trip costs plummet, with average cost per passenger mile dipping from today’s ~$1 per mile to approximately 30¢ per mile, through dramatically higher rates of asset utilization. • Infrastructure funded by charges for actual usage, since connected-car technology allows systems to precisely calculate personal road use. • Parking lots disappear, as the rise of autonomous-drive and carsharing models diminish need. • Law enforcement ceases to concern itself with traffic, since autonomous vehicles are programmed not to exceed speed limits or otherwise violate traffic laws. • Speed of deliveries quickens and costs decrease through the rise of fully autonomous networks of long-haul trucks that can operate for more extended time periods and cover longer

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• Seamless multimodal transportation becomes the new norm, as greater system interoperability enables consumers to get from point A to point B via multiple, connected modes of transportation on a single fixed price charged on a single payment system. • Much of the technology already exists to turn this vision into reality, and disrupters are working toward implementing it, catalyzing the transformation. Google’s driverless cars have already driven more than 1 million miles in autonomous mode, and the company is running pilot and testing programs with small fleets of fully autonomous vehicles in few countries. Less technologically dazzling but equally disruptive—and far more mature—are carsharing and ridesharing: The movement that started with Zipcar has more recently spawned the ridesharing concepts of Uber and Lyft; Uber alone delivers 1 million trips per day worldwide and is growing rapidly. Still, these industry-changing technologies may fail to reach transformational scale—or at least fail to do so within a strategically relevant time frame. Major auto companies pursuing strategies that address the converging forces incrementally can be expected, creating future option value while preserving flexibility. These industry players efforts and investments are yielding a steady stream of www.metrorailnews.in

ARTICLE benefits for customers. For example, in introducing connectedcar technology, manufacturers offer drivers many of the benefits associated with autonomous drive without fundamentally altering how humans currently interact with vehicles. Automakers are experimenting and inventing, and have passionate voices within their ranks describing much-altered futures. Most have set up offices in Silicon Valley to gain greater proximity to technology development and early-stage funding. Among the noteworthy examples of forward-thinking initiatives are Ford’s mobility projects, BMW iVentures, Daimler’s engineering advances in intelligent driving, and Cadillac’s ‘super cruise’ functionality. In addition, public-private partnerships such as the recently opened Mcity in Ann Arbor, MI, provide a platform to enable more efficient and effective automated vehicle (and feature) testing. This approach is consistent with historic norms, in which automakers invest in new technologies—e.g., antilock brakes, electronic stability control, backup cameras, and telematics—across higherend vehicle lines and then move down market as scale economics take hold.

5–15 years. A description of each future state and the conditions that promote its eventual emergence is discussed as under. Stage 1 : Incremental Change This most conservative vision of the future puts heavy weight on the massive assets tied up in today’s system, assuming that these assets’ owners will neither willingly abandon them nor eagerly transfer capital into new enterprises with uncertain returns. It sees private ownership remaining the norm, with consumers opting for the particular forms of privacy, flexibility, security, and convenience that come with owning vehicles. Importantly, while incorporating driver-assist technologies, this vision assumes that fully autonomous drive won’t become widely available anytime soon. With so little change envisioned, this future state reinforces automakers’ reliance on a business model that emphasizes unit sales. They continue to invest in the development and introduction of new vehicle lines with advanced technologies,

Future Mobility : Potential States Given the disparate forces shaping the landscape, four different personal mobility futures emerging from the intersection of two critical trends - Vehicle Control (driver versus autonomous) and Vehicle Ownership (Private VersusShared) may be envisioned. The Four Potential Future States may be stated as under : • Incremental Change • A world of carsharing • The driverless revolution • A new age of accessible autonomy It may be highlighted that extent to which autonomous vehicle technologies will become pervasive shall depend upon: • Several key factors as Catalysts or Deterrents. For e.g; Technology Regulation, Social Acceptance. • Vehicle technologies shall increasingly become ‘Smart’ i,e; the human machine interface shall shift towards greater machine control. Regarding Vehicle Ownership it may be noted that extent to which vehicles are shared or owned personally largely depends upon personal preferences and economics. Higher degree of shared ownership increases system-wide asset efficiency.

and dealers retain responsibility for the customer experience. Other industry players are similarly motivated to rely on the practices and structures that have been well established for decades. Stage 2 : A World of CarSharing The second future state anticipates continued growth of shared access to vehicles. In this state, economic scale and increased competition drive the expansion of shared vehicle services into new geographic territories and more specialized customer segments.

Studies and analysis concludes that change will happen unevenly around the world, with different populations requiring different modes of transportation—which means that the four future states may well exist simultaneously.

Here, passengers more heavily value the convenience of point-to-point transportation created through ridesharing and carsharing, saving them the hassle of navigating traffic and finding parking spaces. Plus, the system offers options for non-drivers such as seniors, low-income families, and minors without licenses.

In other words, business leaders will need to prepare their organizations to be capable of operating in four different futures, with distinct sets of customers—beginning in as little as

In this future state, as the cost per mile decreases, some come to view ridesharing as a more economical, convenient, and sustainable way to get around, particularly for short point-to-

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ARTICLE point movements. As shared mobility serves a greater proportion of local transportation needs, multivehicle households can begin reducing the number of cars they own while others may abandon ownership altogether, reducing future demand. Stage 3 : The Driverless Revolution The third state is one in which autonomous-drive technology proves to be viable, safe, convenient, and yet private ownership, continues to prevail. Collaboration between leading academics, regulatory agencies, and businesses accelerates progress toward this future. Both technology and automotive firms continue investing heavily to increase “V2X” (V2V and V2I) capabilities; in parallel, driverless technology matures, with the success of early pilots fostering quick adoption. Stage 4 : A new age of accessible autonomy The fourth future state anticipates a convergence of both the autonomous and vehicle-sharing trends. In this future, mobility management companies offer a range of passenger experiences to meet widely varied needs at differentiated price points.

greater asset utilization offset the higher costs associated with employing a driver. Analysis suggests that a fully scaled sharedservice model would cost approximately $0.63 per mile. The above calculations have been derived on following parameters : • Cost of Driver’s Time • Ridesharing Profit • Cost of Hired Driver • Vehicle Maintenance • Insurance • Fuel • Vehicle Financing • Vehicle Depreciation (Autonomous Tech) • Vehicle Depreciation (Automotive) Summary & Conclusion Hence, it can be concluded that in the four futures of the mobility ecosystem, the sources of value shall shift profoundly. With this evolution toward a new ecosystem taking shape, especially in context of new strategies some reflections can be shared on the strategic and operational implications for legacy incumbents, extended industry participants, and disrupters as they weigh their future direction. Few learning notes can be stated as under :

In accessible autonomy, advanced communications technologies coordinate the customer’s point-to-point mobility experience. Intuitive interfaces enable users to order a vehicle pickup within minutes and travel from point A to point B efficiently, safely, and cost-effectively.

• Industries rise and fall. Cycles take long periods to play out, but eventually change occurs.

Vehicle and traffic network systems operators, in-vehicle content-experience providers (e.g., software and infotainment firms), and data owners (e.g., telecoms) could have further opportunities to monetize the value of passengers’ attention in transit as well as additional metadata pertaining to system use.

• There is a pathway for the existing extended auto industry to lead the transition to the future of personal mobility, but it will require fundamental and expeditious business-model change. Competing effectively in the future mobility ecosystem requires building new and different capabilities. Everyone in today’s extended automotive sector needs to reassess how they will operate and create value while the four states coexist and in the longer term, when autonomous and shared mobility become more mainstream.

Efficient Transportation: Reduced Travel Cost Per Mile Studies and analysis has been conducted to calculate the average cost per mile under each of the above mentioned future states. The analyses shows that consumers would benefit from lower per-mile travel costs in future mode of transportation. Simultaneously the transport systems and the mobility industry shall also become more advanced, eco-friendly, safe and reliable option to travel. According to calculations, personally owned vehicles today impose costs of approximately $0.97 per mile. This includes vehicle depreciation, financing, insurance, and fuel, as well as the value of the individual driver’s time. By adjusting these key variables for each future state, high-level directional estimates of per-mile costs for each future state at maturity has been developed. Projections indicate that in future state 2 of shared mobility, the economics become more favorable compared to private vehicle ownership, due to greater asset utilization and reduced consumer time spent driving. Over time, the efficiencies of

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• The potential system benefits and fundamental economics of the disrupter vision seems to be compelling.

• The insiders and disrupters need each other. Unquestionably, fierce competition will characterize the commercial environment around personal mobility. Yet, despite their wariness and differing outlooks and perspectives, automotive incumbents and challenging new entrants will together make up a new ecosystem with high levels of interdependency, mutualism, and symbiosis. • Profound disruption will extend far past the automotive industry. Every aspect of the modern economy based on the assumption of human-driven, personally owned vehicles will be challenged. Each company in this new ecosystem will have to determine where to play and how to win. As in any time of large-scale transformation, we can expect to see new players, with differentiated capabilities, emerge and change the fundamental dynamics of where and how value is created. Ultimately, the market, in its relentless quest for higher performance at lower cost, will decide who wins and who loses.

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FOCUS SYSTEM

Road embedded Rail Tracks for City Tram, Light Rail Transit and Metro-Lite

Iconic Kolkata City Tram reached the 21st Century Introduction The origin for LIGHT RAIL TRANSIT or “METRO-LITE” is based on electric City Trams, that started worldwide at the end of the last but one century. Light Rail Transit is becoming a further mainstay for urban and suburban public transport in India under the term “METRO-LITE”. In India, we find a relic of the last century in Kolkata:

Light Metro Rail (LMR) or Light Rail Transit (LRT) is now regarded as feasible for India under the name “Metro Lite”. Delhi Metro Rail Corporation has already initiated India’s first Metro Lite project for the corridor between Kirti Nagar-Bamnoli in Delhi:

LIGHT RAIL TRANSITS, LRT, including City Trams, experience worldwide a renaissance. LRT is currently the fastest-growing passenger rail mode, employing a full range of technologies and operational practices. Around the globe, light rail systems, or LRT, have become increasingly popular in recent years due to their lower capital costs and increased reliability compared with heavy rail systems. In Central European countries, LRT/city trams remained operating since hundred years uninterrupted as the backbone for urban, suburban interurban and regional public transport. Be it the tram in the classical sense or the suburban and interurban railways, that combine features of underground railways and trams, the global future of urban transport is on the rail with Light Rail Transits. While the construction and running of underground or elevated systems incur huge costs, tram and light rail transit systems can be constructed and integrated into the cityscape at a comparatively lower cost. www.metrorailnews.in

Representative Image for Delhi-Metro-Lite; Pict.: Canberra, Australia; Source: Metro Rail News

Metrolite is planned in India for cities with lower ridership projection and as a feeder system for existing metro systems. It will cater to lower passenger capacity at a reduced cost than a metro line. Further cities envisaged for Metro-Lite are Bangalore, Chennai, Dehradun, Gorakhpur, Jammu, Kochi, Allahabad, METRO RAIL NEWS | JULY 2021

FOCUS SYSTEM Raipur and Visakhapatnam. The Light Rail Systems can share their ways with road traffic, blending in the surrounding road surface, and as well use their own dedicated tracks on reserved corridors.

or concrete, or nowadays on elastic noise and vibration attenuation mats. Normally, height adjustment of such tracks takes place by insertion of wedges, and by pouring compound under the track panel.

• Track Structure In 1880 the steel German steel manufacturer Phönix AG, Ruhrort, rolled the first flat bottom grooved Vignole rails for the Plymouth tramway in England to be embedded in the road bed for a mixed traffic to flush with the road surface. The grooved tram rail combines in one piece a running rail with a check rail. In Kolkata one can still detect instead of the one component grooved rail the two component combination of running and check rail.

Tramway Track Laying in Germany in the early 1990-ties

Cross Section of grooved, Vignole Rail for City Tramways

Track Structure of Kolkata Tram at Tollyganj Tram Depot; Pict. by Ashis Mitra

The rail-web chambers are flanged with stones, bricks, mortar or bitumen, and the aligned track levelled up to integrate with the road surface with paver blocks, cobble stones, asphalt-mixtures or concrete. This “sleeper-less” methodology is even nowadays in use:

Plymouth Tramway in the 1880-ties

• Ballast-less embedded Tramway Track Assembly without Cross Ties/Sleepers The width of a tramway grooved rail foots are in the range of 150 to 180 mm providing a large support area. The conventional way of track laying had been to lay the rail grids with gauge distance bars bolted to the web without support on cross-ties (sleepers) direct on a aligned and resilient planum, consisting of compacted gravel, metal, bitumen, asphalt, cement, mortar

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FOCUS SYSTEM

Laying of Tramway Rail Track on levelled Concrete Planum/ Formation

Tramway Track blended to Road Surface with Concrete Cover Plates

Laying of Sleeper-less Tramway Track on a Concrete Slab

Tramway Track covered with Paving Blocks/Cobble Stones www.metrorailnews.in

Advanced systems bring the sleeper-less rail grids on support points and level/align the rails with screw-spindles before casting cement or mortar between the rails up to the road level. The rail-web chambers between rail food and rail head get filled with vibration and noise attenuation materials to isolate the rail from the soil mitigating ground borne noise and vibration penetration in the surrounding area:

Assembling of modern Tramway Track on Support-Points; Freiburg, Germany METRO RAIL NEWS | JULY 2021

FOCUS SYSTEM To meet the demands of stakeholders of reducing ground borne vibration and sound, the EDILON SEDRA Embedded Rail System (ERS) keeps rails in position with a cork filled elastomeric polyurethane composition poured around the rail in a structural groove without the use of conventional rail fastenings and cross-ties/sleepers. The ERS rail fastening system is characterized by continuous support of the rails, as well as by the elimination of any and all forms of small hardware components. This also means avoidance of the support-point frequencies of traditional, discrete rail fastening systems, and it enables transfer of live traffic loads more uniformly and with reduced load peaks into the supporting track substructure:

Preparing in Situ the Grooved Concrete Support for Edilon Tramway Track at Athens, Greece

The grooved track-support can be a prefabricated cast concrete slab. The varieties of covering of the track with asphalt, grass, paving stones/blocks, clinkers, concrete and concrete with impressed pattern give planners the possibility to integrate the tracks into the scene and urban environment:

Edilon embedded Rail

The main product in the ERS rail fastening system results from enclosing and bonding the rails with the 2 component “edilon) (sedra Corkelast®” embedding compound in a concrete or steel channel. This unique, long-life material ensures that the rails have homogeneous support throughout, with specifically determined elasticity, in accordance with specified conditions. “edilon)(sedra Corkelast®” is a polymer embedding compound with hardness and quantities of filling material (e.g. cork), that depend on the product type. Resilient ERS Strips controls the rail deflection under the prevailing loads. Such strip mats are available with various thickness and hardness characteristics, according to requirements for system stiffness. The filling material used here primarily serves to reduce the use of embedding compound. Empty tubes employed for the same purpose can also be used to enclose cables for signals and other functions.

Prefabricated grooved Concrete Slab covered with Grass at Chemnitz, Germany

Tramway rails are subjected to heavy wear, especially in tight curvatures and tight turnout/crossings. The embedding Edilon system allows easy rail replacements/renewals. Edilon embedded Grooved Rail for Noise and Vibration reducing Tramway Track blending in the surrounding Road Surface

METRO RAIL NEWS | JULY 2021

Another system, which isolates the rails from the surrounding material for sound and vibration attenuation and stray current insulation is the Ballast-less and Sleeper-less embedded PANwww.metrorailnews.in

FOCUS SYSTEM DROL QTRACK®. It is a continuously supported and fastened assembly, where the rail is completely encapsulated by elastic prefabricated resin bonded rubber profiles with a unique shape and adapted stiffness characteristics. The system, when installed in concrete gutters, provides support to all sides of the rail and allows stringent vertical and lateral support and at the same time offers vibratory and electrical decoupling and stray current insulation from its surroundings. Worldwide 600 km QTrack had been laid. Amongst in other cities, it had been successfully been installed in Firenze, Italy, for the Tram-lines 2 and 3 running through the sensitive historical area and in Sydney, Australia for the catenary free 2 km section from Town Hall to the northern terminus at Circular Quay, which is equipped with Alstom’s APS ground-level power supply to allow the catenary-free operation. APS uses an embedded third rail to supply power to trams, with the conductive segments live only while a tram is passing over them. The Pandrol QTrack® provides the needed electric insulation:

Pandrol QTrack® with Alstom Catenary-free APS Ground Level Power Supply at Sydney, Australia Polymer encapsulated Noise and Vibration reduced grooved Tram Rails in Pandrol QTrack®

Technical Features • The Pandrol QTrack® system is an embedded recycled rubber solution, which utilises a top-down installation method as well a bottom up method by having a gutter/channel in the slab track as shown below. • The system allows adjustable stiffness level to achieve the specific attenuation levels required. • Pandrol QTrack® Switches and Crossings system provides customised full elastic encapsulation of switches and crossings in prefabricated recycled rubber elements. • The QTrack® system can also be designed and integrated in pre-fabricated concrete beams or slabs for a quick installation in projects, that require a minimum traffic disruption.

Lowering of encapsulated Vignola Rails in prefabricated Concrete Gutters with adjustable QT JIGs before Adjusting and Fixing with a Filler Material

• It can be blended and integrated into the surrounding also with greenery grass mats:

Cross Section of ready Pandrol QTrack Assembly LRT Kaohsiung – Taiwan on Green Pandrol QTrack www.metrorailnews.in

METRO RAIL NEWS | JULY 2021

FOCUS SYSTEM Advantages • Designed for rapid installation, QTrack® has an installation rate of up to 144 m/day/work-group. • Rail corrugation is controlled due to homogeneous stiffness of the track, which results in less grinding activities (reducing maintenance and increasing track longevity) and lower vibration emissions due to better rail surface quality. Pandrol has developed also a Floating Slab Mat (FSM), which is a high-performing vibration attenuation floating slab system. It is easy to install, maintenance free and compatible with all types of rail and track systems. The FSM is based on the mass-spring principle. The concrete slab (the mass) is elastically supported by a continuous resilient mat (the spring). The elastic properties of the mat solution are defined by track and train design, chosen material, defined thickness and number of layers and determined shape factor. They are made from high-quality resin-bonded rubbers. The FSM has been proven to mitigate vibration transmission from rolling stock into neighbouring environments. Reductions of between 14 dB(v) and 25 dB(v) of recorded vibration levels are possible, ensuring that on most critical frequencies where vibration reduction is needed. Insulation performance can be tuned by modifying the stiffness of the mat or the properties of the slab:

Cross Section of Rheda City Tram-Track Assembly

The rail fastenings for the RHEDA CITY model are preassembled in the sleeper factory. In conjunction with the rail fastening systems, the sleepers create a specified track gauge. The adjustable rail fastenings compensate for any tolerance deviations. The track panel is measured at the top edge and at the gauge side of the rail, adjusted as necessary, and finally fixed into place. These measures produce an extremely high degree of precision and, later, an outstanding quality of track position and geometry. The track covering can be provided in several layers of asphalt, concrete or of paving blocks. The elastic rail joint sealing between the rail and the covering is provided in the form of special compounds. The elasticity of these compounds ensures that the sealing effect of the joint is not impaired by movements caused by rail operations:

PANDROL floating Slab Mat, FSM

• Ballast-less Tramway Track Assembly with Cross Ties/Sleepers

Laying of RHEDA CITY Assembly with Standard Gauge Bi-Block Sleepers

Several European cities (Dublin, Edinburgh, Warsaw, Utrecht, Den Haag, Cologne, Mannheim, Nuremberg, Seville and Granada) have preferred in recent times a Ballast-less Tramway Track Assembly with support on Cross-Ties/Sleepers. The RHEDA CITY Tram-Track Assembly consists of bi-block meter- or standard-gauge sleepers with lattice trusses and concreted into place with lattice girders to form a monolithic concrete track-supporting layer. The sleeper spacing is 75 cm. The rail webs get flanged with sound and vibration mitigating chamber elements. The result, depending on the track model, is either a system of elastic point support or of continuously elastic support of the rails: Laying of RHEDA CITY Assembly with Meter Gauge Bi-Block Sleepers at Heidelberg, Germany

METRO RAIL NEWS | JULY 2021

www.metrorailnews.in

FOCUS SYSTEM The Rail Fastening Provider VOSSLOH has in its portfolio a special direct Tension Clamp, SKl, rail fastener for City Tram Tracks, which isolates the rail from the ground by elastic polymer elements:

Installation of Web-Chamber Element

VOSSLOH W Tram SKl direct Rail Fastening

The Austrian world leader in manufacturing high steel quality rails and turnouts, Voest Alpine, has developed a special grooved rail to sleeper or slab-track fastening incorporation the elasticity not in the clamp, but in the screw fastening and bearing plate: Road Integration with Top Asphalt Finishing Layer

For “Green Tracks”, the track is filled with fertile soil and turf:

Components of VOEST ALPINE RHEINFEDER Tram-Rail Fastening

Ground borne noise and vibration attenuation can be also achieved with wooden sleepers in a sand bed:

“Green” City Tram-Track on reserved Corridor

For Cross-Tie/Sleeper Tram Tracks PANDROL is providing a special damping vertical and horizontal adjustable Nabla rail to sleeper fastening:

Authored By : Dr. F.A. Wingler PANDROL Nabla-Tram direct Rail Fastening www.metrorailnews.in

••• METRO RAIL NEWS | JULY 2021

JOBS

Maha Metro Recruitment 2021: Apply for various posts in Nagpur Metro

aharashtra Metro Rail Corporation Limited (Maha Metro) has issued a notification to apply for the post of Managers and Assistant Managers from qualified and experienced candidates for the Nagpur Metro

Rail Project.

Maha Metro Recruitment 2021 Details –

Electronics/Electronics & Telecommunication discipline from a Govt. recognized University. Assistant Manager (Rolling Stock) – E1 – 1 Post – B.E./B.Tech. In Electrical discipline from a Govt. recognized University. Assistant Manager (OHE) – E1 – 1 Post – B.E./B.Tech. In Electrical discipline from a Govt. recognized University.

Manager (Telecom & AFC) – E2- 2 Posts – B.E./B.Tech. In Electronics/Electronics & Telecommunication discipline from a Govt. recognized University.

Assistant Manager (Power Supply) – E1 – 2 Posts B.E./B.Tech. In Electrical discipline from a Govt. recognized University.

Manager (Signal) – E2 – 2 Posts – B.E./B.Tech. In Electronics/ Electronics & Telecommunication discipline from a Govt. recognized University.

Assistant Manager (Telecom & AFC) – E1 – 2 Posts – B.E./B.Tech. in Electronics/Electronics & Telecommunication discipline from a Govt. recognized University.

Manager (IT) – E2 – 1 Post – B.E./B.Tech. In Electronics/Electronics & communication or Computer Science or IT discipline from a Govt. recognized University.

Age Limit – For Manager posts age should not be more than 40 years For Assistant Manager posts age should not be more than 35 years

Manager (OHE) – E2 – 1 Post – B.E./B.Tech. In Electrical discipline from a Govt. recognized University. Manager (PSI) – E2 – 1 Post – B.E./B.Tech. In Electrical discipline from a Govt. recognized University. Assistant Manager (System Analyst IT/Telecom) – E1 – 2 Posts – B.E./B.Tech. in Computer Science Engineering/MCA or equivalent discipline from a Govt. recognized university. Assistant Manager (Signal) – E1 – 2 Posts – B.E./B.Tech. In

METRO RAIL NEWS | JULY 2021

Last Date to Apply – Last date for submission of online application is 13 July 2021 Selection Process – The selection method will comprise – Personal interview followed by a Medical Exam as per the post’s category. The selection process would judge different facets of knowledge, skills, experience, expertise, aptitude and physical fitness. The candidates will be shortlisted for an interview based on their eligibility/experience in the relevant field.

•••

www.metrorailnews.in

EVENTS EVENT

Metro and Railway Industry Events Calender

Dates

Event Name

Venue

July 12 - 17, 2021

Rail DIGI Expo

Virtual

Sept 07-09, 2021

Railtex / Infrarail 2021

NEC, Birmingham

Sept 15-16, 2021

Asia Paciﬁc Rail 2021

BITEC, Bangkok, Thailand.

Sep 07-08, 2021

7th Railway Forum

Berlin, Germany

Sep 30, 2021

ROLLING STOCK NETWORKING

Derby Velodrome

Sep 07 - 09 2021

Infra Rail

NEC, Birmingham

Oct. 26-28, 2021

Intermodal Europe 2021

RAI AMSTERDAM

Oct 12 - 13, 2021

Middle East Rail

Dubai, UAE

Oct. 21-23, 2021

RAIL EXPO

Kyiv

Oct. 21-23, 2021

International Railway Equipment Exhibition 2021 (IREE)

New Delhi, India

Oct 27-29, 2021

PowerGen India

IECC, PRAGATI MAIDAN, NEW DELHI, INDIA

Oct 29-31, 2021

Urban Mobility Conference & Expo 2021

Grand Hyatt Kochi Bolgatty, Kerala, India

Nov 1 - 3, 2021

Smart Transit USA

Denver, US

Nov 9-10, 2021

Move

London, ExCeL

NOV 16-19, 2021

Innorail2021

Budapest

18-20 Oct 2021

Smart Metro

Vienna, Austria

Nov 25-27, 2021

EURASIA RAIL

TÜYAP Fair & Congress Centre, Istanbul

30 Nov- 1 Dec 2021

Rail Live! 2021

IFEMA, Madrid

Mar. 23-25, 2022

7th Smart Cities India 2021 Expo

Pragati Maidan, New Delhi, India

May 05-07, 2021

Smart Mobility Expo

Pragati Maidan, New Delhi

Mar. 23-24, 2022

Geo Connect Asia 2020

Singapore

Mar 08-10 2022

RailTech Europe 2021

Digital event

May 20-21, 2021

6th Smart Ticketing & Digital Services Forum

Budhapest

April 28-30, 2022

InnoMetro 2022

Virtual

31st May-02nd June 2022

28th International Exhibition for Track Technology (iaf)

Münster

June 2-3, 2022

7th Smart Ticketing & Digital Services Forum

Virtual

June 16-17, 2022

Rail Live 2022

Quinton Rail Technology Centre, Warwickshire, UK

June 04 - 07, 2023

UITP Global Public Transport Summit

BARCELONA, SPAIN

Sep. 20-23, 2022

InnoTrans 2022

www.metrorailnews.in

Berlin, Germany

METRO RAIL NEWS | JULY 2021

LIVE TENDERS Metro Rail TENDER DETAILS

Location

VALUE

DEADLINE

Karnataka, India

Refer Document

Comprehensive Annual Maintenance Contract Of Dg Set (B-Check) Installed At Apparel Park Depot And 4 Elevated Stations Of E-W-1 Corridor Of Phase-1 For Gujarat Metro Rail Corporation Ltd

Gujarat, India

INR 9.40 Lacs

05-07-2021

Corrigendum : Comprehensive Annual Maintenance Contract Of Dg Set (B-Check)Installed At Apparel Park Depot And 4 Elevated Stations Of E-W-1 Corridor Of Phase-1 For Gujarat Metro Rail Corporation Ltd.

Gujarat, India

INR 9.40 Lacs

05-07-2021

Renovation, Finishing And Other Miscellaneous Civil Works At Delhi Metro Rail Academy, Shastri Park.

Gujarat, India

INR 9.40 Lacs

05-07-2021

Rajasthan, India

INR 77.32 Lacs

07-07-2021

Licensing Of Property Business Spaces At Concourse Level Of Zero Mile Metro Station Of Nagpur Metro Rail Project, Exculsively For Businesses Related To Consumer Electronics, For A Period Of 9 Years

Maharashtra, India

Refer Document

08-07-2021

Tendering For “Design, Manufacture, Supply, Testing And Commissioning Of Two No. Of Standard Gauge Wagons (Well Type), Carrying Capacity - 30 T For Ahmedabad Metro Rail Project Phase-I

Gujarat, India

INR 6.40 CR.

09-07-2021

Design, Manufacture, Supply, Testing And Commissioning Of Two No. Of Standard Gauge Wagons (Well Type), Carrying Capacity - 30 T For Ahmedabad Metro Rail Project Phase-I”

Gujarat, India

Refer Document

09-07-2021

Expression Of Interest For Design, Manufacture, Supply, Testing, Commissioning Of Tyred Based Electric Bus Running On Ohe At Nashik For Maharashtra Metro Rail Corporation Ltd.

Maharashtra, India

Refer Document

12-07-2021

Design, Manufacture, Supply, Installation, Testing And Commissioning Of Two Sets Of Bogie Test Stand For Ahmedabad Metro Rail Project Phase-I”

Gujarat, India

Refer Document

12-07-2021

Corrigendum : Design And Construction Of Eight (8) Elevated Metro Rail Stations Including Viaduct Portion Within The Stations And Transition Spans On Either Side Of The Stations

Madhya Pradesh, India

Refer Document

12-07-2021

Mmrda/4 & 4a/Ca76 – “Design, Manufacture, Supply, Installation, Testing And Commissioning Of Telecommunication Systems For Main Lines & Depot Of Line 4 And Extension Corridor [Wadala Kasarvadavali -Gaimukh] Of Mumbai Metro Rail Project Of Mmrda" .

Maharashtra, India

Refer Document

13-07-2021

Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor New Aatish Market, Vivek Vihar And Shyam Nagar Metro Stations And The Pillars Below These Metro Stations

Rajasthan, India

INR 2.65 CR.

13-07-2021

Corrigendum : Installation, Operation & Maintenance Of Coin Operated Weighing Machines At Dakshineshwar, Baranagar, Noapara, Dum Dum, Belgachia, Shyambazar, Shovabazarsutanuti, Girish Park, Mahatma Gandhi Road, Central, Chandni Chawk, Esplanade, Park Street, Maidan, Rabindra Sadan, Netaji Bhavan, Jatin Das Park, Kalighat, Rabindra Sarobar, Mahanayak Uttam Kumar, Netaji, Masterda Surya Sen, Gitanjali, Kavi Nazrul, Shahid Khudiram And Kavi Subhash Metro Railway Stations.

West Bengal, India

Refer Document

14-07-2021

Construction Of Elevated Structure ( Viaduct & Stations) For A Length Of 10.072 Km ( Including 281 Mtrs Of Viaduct Beyond Phase-2a) From Chainage 0.000 To Chainage 10072 And 8 Nos. Of Elevated Stations Viz. Kasturi Nagar, Horamavu, Hrbr Layout, Kalyan Nagar, Hbr Layout, Nagawara, Veerannapalya And Kempapura Including 650m Length Of Link Line Connectivity To Baiyappanahalli Road Widening, Utility Diversion And Allied Works Of Bengaluru Metro Rail Project, Package-1, Phase-2b., Removal Of Tree., I.....

Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor Chandpole Metro Station Area_package Od-05

METRO RAIL NEWS | JULY 2021

www.metrorailnews.in

LIVE TENDERS Metro Rail TENDER DETAILS

Location

VALUE

DEADLINE

Request For Proposal For Licensing Of Exclusive Rights For Outdoor Advertisement Along The Metro Rail Corridor New Aatish Market.

Rajasthan, India

Refer Document

14-07-2021

Design, Supply, Installation, Testing And Commissioning Of Wheel Flange Lubrication System In 64 Nos. Of Train Sets Of Line-02 In Delhi Metro Rail Corporation Ltd. Along With Dlp Of 2 Years (Inclusive Of All Consumables).

Delhi, India

INR 5.00 CR.

14-07-2021

Providing & Fixing Of Retro Reﬂectorized, Star Flex & Vinyl Informatory Sign Board At 9 Metro Stations Stations Namely Airport, Ujwal Nagar, Congress Nagar Metro Stations Of Reach 1, Dharampeth College Metro Stations Of Reach3, Zero Mile, Kasturchand Park Of Reach 2 And Agrasen Square, Telephone Exchange, Vaishnao Devi Square Metro Stations Of Reach 4 For Nagpur Metro Rail Project.(Re-Tender)

Maharashtra, India

Refer Document

15-07-2021

Corrigendum : Design, Manufacture, Supply, Installation, Testing And Commissioning Of Cbtc Based Train Control And Signaling Systems And Telecommunication Systems For Kavisubhash - Biman Bandar Corridor And Joka-Esplanade Metro Corridor Of Metro Railway In W.B.

West Bengal, India

INR 656.00 CR.

16-07-2021

Corrigendum : Project Management Consultant For Phase-Ii Corridor From Jln Stadium To Infopark Via Kakkanad Of Kochi Metro Rail Project

Kerala, India

Refer Document

17-07-2021

Supply Of 9800 Mt 60e1 (Uic-60), 1080 Grade Head Hardened (Hh) Rails As Per Irs T-12-2009 For Line – 4 [Bhakti Park – Kasarvadavali] And Extension Corridor [Kasarvadavali – Gaimukh] Of Mumbai Metro Rail Project Of Mmrda.

Maharashtra, India

Refer Document

18-07-2021

“Selection Of General Engineering Consultant For Ahmedabad Metro Rail Project, Phase-Ii”

Gujarat, India

Refer Document

19-07-2021

Pre-Qualiﬁcation ( Eoi) And Request For Proposal (Rfp) For Selection Of General Engineering Consultants For Ahmadabad Metro Rail Project - Phase-Ll.

Gujarat, India

Refer Document

Supply Of 800 Mt 60e1 (Uic 60), 880 Grade Rails As Per Irs-T-122009 (Latest With All A&C Slips), For Pune Metro Rail Project.

Maharashtra, India

Refer Document

20-07-2021

Supply, Installation, Testing And Commissioning Of Optical Fibre Communication (Indoor & Outdoor) In Section Noapara Bimanbandar Along With Ip Based Public Address (Pa) System, Cctv , Etc. At Dumdum Cantonment, Jessore Road And Biman Bandar Stations In Connection To Extension Of Metro Railway From Noapara To Biman Bandar.

West Bengal, India

INR 9.14 CR.

23-07-2021

Installation, Maintenance & Operation Of Mctv System At Seven(7) Metro Railway Stations Namely, Salt Lake Sector-V, Karunamoyee, Central Park, City Center, Bengal Chemical, Salt Lake Stadium & Phool Bagan For Telecasting Audio Visual Programmes Which May Include Commercial Advertisements And Also Messages And Other Information Provided By Metro Railway, Kolkata Meant For The Commuters At Metro Stations.

West Bengal, India

INR 9.14 CR.

23-07-2021

Execution Of Balance Civil Engineering Works For Construction Of Superstructure By Utilizing Existing Circular Railway Girders And Casting Of New Psc Box, Composite And Rcc Girders; Dismantling And Disposal Of Abandoned Viaduct Of Circular Railway, Fire Fighting Arrangement And Other Allied Works From Ch. 3.86 Km To 4.92 Km In Connection With Extension Of Metro Railway From Noapara To Barasat Via Bimanbandar.

West Bengal, India

INR 36.12 CR.

26-07-2021

Uttar Pradesh, India

INR 36.12 CR.

30-07-2021

Lkpd-07: Rfp For Developing, Setting Up, Operating And Maintaining Commercial Spaces Through Licensing At Various Metro Stations Of N-S Corridor Of Uttar Pradesh Metro Rail Corporation At Lucknow.

www.metrorailnews.in

METRO RAIL NEWS | JULY 2021

LIVE TENDERS

Metro Rail TENDER DETAILS

Location

VALUE

DEADLINE

Tamil Nadu, India

Refer Document

30-07-2021

Maharashtra, India

Refer Document

Gujarat, India

INR 59.82 CR.

07-08-2021

Delhi, India

Refer Document

16-08-2021

Tamil Nadu, India

Refer Document

Location

VALUE

DEADLINE

Haryana, India

INR 16.90 Lacs

07-07-2021

Supply Of Skid For Use On Indian Railway To Drawing / Speciﬁcation No. Rdso Tfc / Specs./ 374 / Skid.

Andhra Pradesh, India

Refer Document

07-07-2021

Supply,Installation, Testing, Commissioning, Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance System (Vss) At Railway Stations Under Eastern Region Of Railtel For And On Behalf Of Indian Railways From Nirbhaya Fund.

Multi State, India

Refer Document

07-07-2021

Supply Of Gangway Bridge Mounting To Indian Railway Drg.No.1 10113.0.24.120.001, Alt.No.-'B'.

West Bengal, India

Refer Document

07-07-2021

Supply Of Regular Issue Of Indian Railways (72 Text Pages Plus 4 Cover Pages) Per Set Of 100 Copies, Regular Issue Of Bhartiya Rail(72 Text Pages Plus 4 Cover Pages)Per Set Of 100 Copies, Annual Issue Of Indian Railways(240 Text Pages Plus 4 Cover Pages)Per Set Of 100 Copies, Annual Issue Of Bhartiya Rail (240 Text Pages Plus 4 Cover Pages) Per Set Of 100 Copies.

Delhi, India

Refer Document

08-07-2021

Maharashtra, India

Refer Document

08-07-2021

Multi State, India

Refer Document

09-07-2021

Uttar Pradesh, India

Refer Document

09-07-2021

Corrigendum : Selection Of General Consultant For Chennai Metro Rail Phase 2 Project Corridor 4 And Part Of Corridor 3 And 5 Procurement, Supply, Installation, Testing, Integration, Commissioning And Support Of Integrated Real Time Enterprise Asset Management System & Advance Analytics For Operation & Maintenance Of Maha Metro Rail Projects. Supply & Execution Of E & M Works For 10 Elevated Stations Kadarshi Ni Nal, Majura Gate, Rupali Canal, Althan Tenement, Althan Gam, Vip Road, Women Iti, Bhimrad, Convention Center & Dream City, In Connection With Surat Metro Rail, Phase – I, Package Em 01 Design, Detail Engineering, Supply, Installation, Testing And Commissioning Of Receiving And Auxiliary Main Substation Including High Voltage Cabling From Grid Substation For Phase-Iv Of Delhi Metro Rail Project Tender For Selection Of Consultant For Providing Transaction Advisory Services Including Feasibility And Market Study, Formulation Of Non Fare Box Revenue Business Plans, Project Structuring And Bid Process Management Services For Cmrl Land Parcels And Built Up Spaces Within Chennai Metro Rail Stations.

Indian Railway TENDER DETAILS Gis Mapping Of Indian Railways' Oﬀ Track Assets Using Hand Held Devices In The Section Of Aden/Bti, Aden/Pta, Aden/Sir & Aden/Rpj Over Ambala Division

E-Limited Tender For Supply Of Aerated Drinks For A Period Of One Year To Departmental Catering Units Of Indian Railway Catering And Tourism Corporation Limited (Irctc) At West Zone. Supply Of Khadi Polyvastra Pillow Covers - Indian Railway Supply And Application Of Cast Vinyl Graphic Film For Exterior Of Lhb And Other Coaches Of Indian Railways As Per Rdso Speciﬁcation No. Rdso/2010/Cg-08, Rev-Nil With Antigraﬃti Features (Measure As Per Astm D 6578). The Area For Application Will Be Complete Sidewall Including Sole Bar Area, Body Side Down (Except Windows) Etc. As Decided By Engineer In-Charge Of The Site Which May Be Cme/P Or His Representative. Payment To Be Made As Per Actual Area Applied. The Design And Development Of Colo.....

METRO RAIL NEWS | JULY 2021

www.metrorailnews.in

LIVE TENDERS

Indian Railway TENDER DETAILS

Location

VALUE

DEADLINE

Design, Supply, Installation, Commissioning And Maintenance Of Aspiration Type Automatic Smoke/ Fire Detection With Alarm System For Indian Railway Ac Coaches As Per Rdso Speciﬁcation No.Rdso/2008/Cg-04 Rev. 05 Or Latest On Coaches Of Standalone System And As Per Scope Of Supply Attached

Maharashtra, India

Refer Document

12-07-2021

Supply Of High Tensile Tightlock Centre Buﬀer Coupler With Aar 'H' Type Head And Balanced Draft Gear For Fitment On Broad Gauge (Bg) Passenger Coaches Of Indian Railways (Un-Coupling Devices And Other Related Components Are To Be Packed Seprately) As Per Drg.No. Rdso's Speciﬁcation No. Rdso/2011/Cg-03 Rev.-03, Packing Instructions - Pi100,

Uttar Pradesh, India

Refer Document

12-07-2021

Engagement Of Transaction Consultant For Providing Transaction Advisory Services For Monetization Of Mountain Railway Projects Of Indian Railways.

Delhi, India

Refer Document

13-07-2021

Proliferation Of Parcel Management System On 523 Stations Of Indian Railways

Delhi, India

Refer Document

13-07-2021

Supply Of Aar 'H' Type Lock Coupler With Transition Screw Coupling & Balanced Draft Gear In Designated Last Coach/Vehicle Of The Train For Fitment On Bg Passenger Coaches Of Indian Railways.

Uttar Pradesh, India

Refer Document

14-07-2021

Monitoring Health Of Ballast Bed With The Help Of Ground Penetrationj Radar Technology For Through Ballast Renewal ( Tbr) And Rehabilitation On Indian Railways.

Uttar Pradesh, India

Refer Document

Supply Of Continuous Stationery (Payslip) Of 106gsm With Watermark Printed Indian Railways Logo And Organization Name In Each Part Having Perforation At 4 Inch Gap. Size 9"X12"X1

West Bengal, India

Refer Document

16-07-2021

Engagement Of Transaction Consultant For Providing Transaction Advisory Services For Monetization Of Mountain Railway Projects Of Indian Railways

Delhi, India

Refer Document

16-07-2021

Gujarat, India

INR 1.07 CR.

16-07-2021

Supply Of Non Asbestos Based Organic Brake Pad For Lhb Coaches Equipped With Disc Brake System On Indian Railways [One Lh And Rh] To Drawing/ Speciﬁcation Rdso Spec. No. Rdso/2013/Cg-01 [Rev-0] Amendment-01.

Karnataka, India

Refer Document

20-07-2021

Supply, Installation, Testing, Commissioning, Integration With Existing Vss Infra, Operation And Maintenance Of Ip Based Video Surveillance System (Vss) At Railway Stations Under Southern Region Of Railtel For And On Behalf Of Indian Railways.

Telangana, India

Refer Document

22-07-2021

Outsourcing For Annual Operation And Maintenance Of Inoculum Generation Plant Capcity 100 Cum / 1,00,000 Liters Of Motibagh Workshop Nagpur And Road Transportation Of Inoculum From Motibagh Workshop Nagpur To Any Chg. Depot / Workshop Of Indian Railways

Multi State, India

INR 47.03 Lacs

22-07-2021

Delhi, India

INR 59.26 CR.

26-07-2021

Multi State, India

INR 33.34 CR.

28-07-2021

Maharashtra, India

INR 64.80 CR.

30-07-2021

(Zone No.08 Of 2021-22 ) - New Works And All Ordinary Repairs Up To Rs. 5,00,000.00 For Zone No. 08 I.E. All Works Of National Academy Of Indian Railway (Nair), Pratapnagar Under The Jurisdiction Of Sr.Section Engineer /Works/Nair(Rsc).(Re-Invited)(R1)

Corrigendum : Supply Installation Testing Commissioning Integration With Existing Vss Infra Operation And Maintenance Of Ip Based Video Surveillance System Vss At Railwaystations Under Northern Region Of Railtel For And On Behalf Of Indian Railways Corrigendum : "Monitoring Health Of Ballast Bed With The Help Of Ground Penetration Radar Technology For Through Ballast Renewal (Tbr) And Formation Rehabilitation On Indian Railways” Corrigendum : Supply Installation Testing Commissioning Integration With Existing Vssinfra Operation And Maintenance Of Ip Based Video Surveillance System Vss At Railway Stations Under Western Region Of Railtel For And On Behalf Of Indian Railways.

www.metrorailnews.in

METRO RAIL NEWS | JULY 2021

TECHNOCRATS KOHLHAUER INFRASTRUCTURE PVT. LTD.

“Pioneers In Platform Screen Doors & Noise Barriers”

Unit C-2 Model Industrial Estate, (Vikas IndI. Estate), Vishweshwar Nagar, Rd. No. 2, Off Aarey Road, Goregaon (East), Mumbai - 400063, Maharashtra, India.

Ms. Anu Kuruwa : +91 98219 12262 | anu@technocrat.asia

Designing future train stations

A placemaking seating concept of efficiently tailored, modular solutions using Biophilic design to shape passenger experience. Making places that matter. VISIT GREENFC.COM FOR INSPIRATION AND REFERENCE CASES.

Security That Empowers Safety & Continuity Addressing your cybersecurity and compliance needs with an efficient multi-function security suite, powered by ML & AI technology

Rolling Stock

Signaling Rail-OT

Gain Full Visibility Over Your Asset

Early Detection of Complex Threats

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Automated asset discovery

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Risk and vulnerability management

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Smart partitioning into zones and conduits

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Unmatched threat detection engines

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Live asset inventory management

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Effective act & response playbooks

Compliance Made Simple

Flexible Deployment that Fits Your Network

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Addressing all your security requirements

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Passive, non-intrusive flexible deployment

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Complying with rail industry standards, such as IEC 62443, TS50701 and NIST-D.

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Interface agnostic for both wayside and onboard systems

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Advanced Built-in and customizable reports

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Physical/virtual appliance or software only

Reach us at Info@cylus.com or visit our website www.cylus.com

About Cylus Cylus is a global leader in rail cybersecurity. We address the full spectrum of cybersecurity needs of rail signaling and rolling stock systems, ensuring safety, service availability and facilitating compliance, for mainline and urban railway companies. Cylus rail cybersecurity solutions are trusted by top-tier railway companies globally and promotes cybersecurity of the rail ecosystem as a whole

Metro Rail News July 2021 - Road embedded Rail Tracks

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