Metro Rail News June 2020 by Metro Rail News

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ISSN 2582-2330 / Vol. IV / Issue 42 / Monthly / June 2020

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Dependency on technology to increase soon in News Metro Rail Construction work Dear Readers, The disruption caused by the nationwide lockdown for the containment of the COVID-19 pandemic and the subsequent workers’ departure from cities back to their homes will result in Technology playing an even more prominent role in the execution of the metro rail projects. Metro Constructions companies need to increase mechanisation and pre-casting systems. More precasting will help in speeding up the metro projects, lesser number of traffic issues and more productivity with reduced labour. Amid the world’s largest lockdown, the decision by India Inc. to shift to work from the home regime has thrown up some fascinating outcomes across sectors, with the metro rail being no exception. The coronavirus pandemic has provided a trigger for both developers and operators to scrounge for out of the box ideas to keep gowork going. Although some of the solutions have been around for the past several years, the crisis is likely to result in their large-scale deployment. All metro operators need to ensure proper crowd management, sanitisation and social distancing to minimise risk to passengers. Our June issue focuses on interesting topics such as Data acquisition, Audio & Display system and also provides a cover story on ‘Made-In-India’ electric locomotives being inducted into Indian Railways. Bhopal & Indore Metro cover under the featured project and exclusive Interviews of Shailesh Pathak, CEO, L&T Infra & Development Projects and Ms. Harshita Jain, Director, Consulting Engineers Group Ltd along with other regular columns such as new development in metro project, pre/post-event coverage, technology updates, News analysis, Article, opinions, Awards, appointments, News around the world, live tenders, Industry contract, upcoming events and current job openings. I would also like to express my most profound appreciation to all our readers for your constant support, and our valuable authors, reviewers, for their contributions, service, and interest. I highly appreciate your support and hope to continue our collaboration further. Please feel free to provide your valuable feedback and suggestions on this issue to my email address mentioned below. We encourage everyone to take extra precautions necessary to safeguard their health and that of others. Stay informed about the situation in your local community by consulting and following the advice of your local health authorities. Together we will get through this.

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NEWS HIGHLIGHTS At Yerawada site, 13 Metro workers tested COVID-19

t Yerawada 13 labourers involved in metro rail construction, tested positive for COVID-19 test in the mid of Tuesday & Wednesday this week. After 15 others from the Yerawada labour camp have been isolated leaving only five in place, petrified as they have shared common spaces like washrooms with the infected. For less distancing and common loos, local corporators accused Maharashtra Metro Rail Co. The authorities denied that they received due caution with sanitisation & medical check-ups. 26th may 1 labourer tested COVID positive after that twelve others tested 4th june were got infected with the coronavirus. Now, only 5 labourers are rest at the camp that has a capacity to host 700. Many migrant labourers had already moved for their homes once shramik trains began plying. Despite some left-behinds, the chances of infection have increased questions about living conditions & preservation of norms at the site & living quarters. But the contractors were ready to accuse the labourers’ irresponsible manners. Our force has been working for twenty-six days in the lockdown. They are in the habit of taking tea breaks & purchasing groceries from nearby shops located in COVID-19 hotspots. He also tended out that they have put in place sanitisation tunnels & are continuing regular medical checkups. It was while one of these check-ups that a worker found positive out for treatment 15 others were also isolated and tested 5th june

KMRL is all set to open Thykoodam-Petta Stretch

Rail Ltd has got permission from the Commissioner of Metro Railway Safety (CMRS) to operate services on the freshly finished Thykoodam-Pettah stretch. on Tuesday a 5 member team headed by K. Manoharan inspected the 1.33 km corridor and the Pettah station, following that the permission certificate was declared. KMRL has been serving services up to T h y k o o d a m s i n c e S e p t 2 0 1 9. T h e extension of operation to Pettah signals the fulfilment of the 1st phase of Kochi metro, a distance of 25 km from Aluva. Trains include the distance in 45 mins, where the fare ranges from Rs 10 – Rs 60. MD of KMRL Alkesh Kumar Sharma said that the viaduct and the station had been closed in March. The investigation was suspended because of the COVID-19 pandemic. We would resume operations on the complete route as soon as we receive the govt nod. Delhi Metro Rail Corporation, which readied the DPR and was the project consultant, began work on the Rs 5,181 cr MRTS in Sept 2012 after then Prime Minister Manmohan Singh placed its foundation stone. The 12 km stretch of Aluva to Palarivattom was commissioned in June 2017 where the stretch up to the Maharaja’s College Ground was commissioned in October in the same year. The team headed by the CMRS examined civil structures such as pile foundation, piers, girders, special bridges, & steel bridges, apart from many design aspects & tracks in either direction, on Wednesday. They also checked escalators and lifts, fire hydrants and a fire fighting system at the Pettah station.

cars each together with fifteen yrs of rolling stock maintenance. The LoA is charged at around INR 2577 cr and the customer has a provision to apply an option of an additional ninety cars along with 2 yrs of maintenance. N C R TC M D M r V i n ay Ku m a r S i n g h responded that finalization of the Rolling Stock bid process is an essential milestone in the implementation of India’s 1st RRTS project. This connection with Bombardier Transportation to supply 100% locally made trainsets for the Delhi-Ghaziabad-Meerut RRTS with above 83% local content would be a shot in the arm of the Government of India initiative for the Make in India. We believe that together we would deliver this transformational project within time to complete the purposes of the residents of the National Capital Region (NCR) willing to an enhancement in their quality of life. He further added this project award for India’s 1st and most superior semi-highspeed regional trains along with sustenance services reaffirm Bombardier’s pioneering status in India’s rail industry. This is the 1st project in India for regional & local transit services operating on the very network, progressively completing India’s vision for the multimodal integration of transport networks. The rolling stock would be designed at the Global Engineering and Technology Centre in Hyderabad, India and local teams would give maintenance services by 2 project & maintenance depots confirmed through our customer in Duhai & Modipuram.

20 Delhi Metro Employee test Positive for COVID-19

Bombardier acquires contract to supply 210 passenger trains

Bombardier Transportation has won a Letter of Award (LoA) from India’s National Capital Region Transport Co. (NCRTC) to manufacture regional commuter and intracity transit trains and deliver with comprehensive maintenance assistance for the Delhi-Ghaziabad-Meerut semihigh-speed rail corridor under Phase-I of the Regional Rapid Transit System. This project includes supplying of 30 regional commuter train sets of 6 cars each and ten intracity mass transit trainsets of 3

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On Thursday twenty Delhi Metro staff have tested positive for COVID-19 as per sources. Some DMRC officials have been coming back to the office or to station premises to assure the smooth resumption of operations, whenever the orders come from the govt. Twenty staff of Delhi Metro living in Delhi & neighbouring cities have tested positive for COVID-19, the sources stated. On Thursday the DMRC also twitted saying “With the rest of the country DMRC is also fighting the

NEWS HIGHLIGHTS battle against COVID-19. Delhi Metro’s employees have revealed exemplary resilience in coming back to duties to keep the Metro system in all readiness for the eventual restart of operation. The DMRC tweet took a poster showing the Metro girl, DMRC’s mascot, using a mask & a pair of gloves. RLDA conducts the online pre-bid meeting for the redevelopment of Dehradun Railway station amidst lockdown

Lockdown period on 13.04.2020 and the bid submission date for RFQ is 05.06.2020. Over 22 developers including GMR Group, Omaxe developers, Experion Developers, I Squared Capital, Adani Road transport Ltd, Mahindra Lifespaces, Pacific Developers, Thoth Infra, etc participated in the meeting. The meeting was attended by Vice-Chairman, RLDA Sh. Ved Parkash Dudeja and Vice Chairman, Mussoorie Dehradun Development Authority (MDDA) Sh. Ashish Srivastava. T h e p re - b i d m e e t i n g re c e i ve d a n overwhelming response from the developers during the pre-bid meeting, various queries of developers were addressed then and there and also for any further query, developers were requested to send emails so that RLDA can reply to them accordingly. Main queries were related to EIA approval, tree cutting permissions, and approval of plans which were explained by the authorities during the conference.

“The Dehradun station will be developed on PPP (Public-Private Partnership) model by leveraging the real state potential of available land surrounding station. We successfully conducted the online pre-bid m e e t i n g fo r t h e re d eve l o p m e n t o f Dehradun railway station which is one of our and Indian Railway’s dream projects.” said Sh. Ved Parkash Dudeja , Vice Chairman, RLDA. The total area of land under consideration of is about 25 Acre wherein about half the land is allocated for Railway mandatory development such as Station building and railway passenger amenities including offices and the remaining 50 % land will be allocated for real State development. In the real state component 40% builtup area will be allocated to the housing project and 60% built-up area will be allocated to commercial components such as Mall, Hotel, retails, multi-level parking and office space. The railway station will be developed under PPP model and the railway station’s mandatory cost will be Rs. 125 Cr.

Amidst National Lockdown due to ongoing pandemic arising out of Covid-19, Rail Land development Authority (RLDA) successfully conducted the online pre-bid meeting for the redevelopment of the Dehradun railway station. This RFQ was invited by RLDA during

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NEWS HIGHLIGHTS It is to note here that RLDA has entered MOU with Mussoorie Dehradun Development Authority (MDDA) for re-development of Dehradun station, wherein, work of master planning, bid processing and construction supervision for this project is assigned to MDDA. During the meeting, VC, MDDA told that MDDA will facilitate approval of all requisite plans expeditiously to give a kick s t a r t to t h e p ro j e c t s o t h at a i m of completion of mandatory development of station in 3 years is achieved. 40% of the Estate development of the project will be achieved not later than 8 years. After, finalization of eligible developers (bidders) through RFQ, request for proposal (RFP) will be floated by RLDA sometimes in July-2020. Thereafter, concession the a g re e m e nt w i l l b e s i g n e d b et we e n developers and authority (RLDA) before taking up the physical construction of the Project. This project is a dream project of Ministry of Railways which will not only improve connectivity to the station, better passenger amenities to world class level but also enhance the tourism potential of the city and gel in with the overall master planning of Dehradun smart city among 100 smart cities of country. RLDA is the nodal agency for the redevelopment of railway stations across the Indian Railway network and the major Project Development Agency. A total of 62 Railway Stations across India will be redeveloped by RLDA on a PPP Model as a part of Smart City Projects launched by the Government of India. The entire cost of redevelopment will be met by leveraging commercial development of spare railway land/airspace in and around the station. Rail Land Development Authority (RLDA) is a statutory body under the Ministry of Railways, for the development of vacant Railway land for commercial use in line with the objective to generate revenue by nontariff measures. Currently, the Indian Railway has approximately 43,000 hectares of vacant land across India. RLDA is emerging as a preeminent Land development Authority with an object of creating value through re development of land and air spaces, residential, commercial, and station

km of Line 1 will follow later, covering a tunnelled section west from UG Ramp Kapodra via the main line station to Gandhi Baug in the city centre (6·5 km), then on an elevated alignment southwest to Dream City. Interchange between the two lines would be at Majura Gate, with depots to be located at Bhesan and Dream City. The national government approved the 40·3 km, two-line Surat metro on March 11 2019. Surat is 230 km north of Mumbai in Gujarat, with a population of 5·9 million.

CIDCO receives final 8 train sets from CRRC for Navi Mumbai

Delhi Metro is planning some protocol for post lockdown

Surat metro design tenders invited Gujarat Metro Rail Corp has called tenders for the design of two elevated sections of the first phase of a metro in Surat. Line 1’s eastern section from UG Ramp Kapodra northeast to Sarthana would run on viaduct for 4·4 km with four stations, whilst the entire 18·7 km Line 2 between Bhesan in the northwest and Saroli to the east is planned to be elevated with 18 stations. Tendering for design of the remaining 17·2

Movements Private Limited stated that the company was selected as an Onshore Logistics service provider to support the development of the Navi Mumbai Metro Project. These Metro coaches were received at Mumbai Port and moved to Navi Mumbai Metro Depot, Taloja. Further, the company added in the statement that the Detailed route survey through the busy roads of Mumbai, deploying numerous specialized trailers at once, the building of temporary roads as none of the main roads had the clearances required for safe movement and coordination with traffic police/multiple government authorities for smooth transportation through the city were the crucial challenges faced by our team. “With detailed route surveys, swept path analysis, accurate lifting plans, and seamless coordination our team managed to overcome the challenges and delivered the coaches by unloading them on rails. Proud to have added another feather to our cap!”, said in a statement further. CIDCO had given a contract worth 78 million euros to an international consortium led by Ansaldo STS and including Tata Projects Limited and CRRC Zhuzhou for electrical and mechanical systems for the first phase of Navi Mumbai Metro Line 1 in July 2014. CRRC Zhuzhou Locomotive Co., Ltd. was given the responsibility to design, m a n u f a c t u r e , s u p p l y, t e s t i n g a n d commissioning of 24 standard gauge metro coaches (eight 3-coach train sets) for Navi Mumbai Metro project. According to the contract, the size of threecar trainsets is 64.6m long and 3.1m wide, with a passenger capacity of around 1,100 and a maximum speed of approximately 80 km/h. The CRRC had delivered the first two train sets of 3-coaches to CIDCO in March last year. The trial run on 2-km long distance from Pendhar Metro Terminal Yard to Pe n d h a r St at i o n wa s co n d u c te d i n September 2019. This section is part of 11km long Phase 1 of the Navi Mumbai Metro project. The Navi Mumbai Metro project is always in controversy due to wrong planning and irregularities in the tendering process at various stages of project execution.

City Industrial Development Corporation of Maharashtra (CIDCO) receives the delivery of eight 3-coach trainsets from Chinese rail coach manufacturer CRRC Zhuzhou Locomotive Co., Ltd. on May 15, 2020, for Navi Mumbai Metro Rail project successfully according to the logistics service provider Total Movements Private Limited. Declaring the completion of delivery of metro train coaches to CIDCO, Total

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NEWS HIGHLIGHTS Now Delhi Metro Rail Corporation (DMRC) is also carrying out the sanitization and cleaning work of the Metro coaches, stations and depots for post lockdown services after a green signal from the state government. The Delhi Metro Rail Co put out a tweet indicating that the trains are being sanitized fo r o p e r a t i o n . M o re ove r, s i n ce few companies have been permitted to operate with 33% strength there is a huge demand to start public transportation along with metro services. On twitter DMRC said “DMRC is working out a detailed cleaning & maintenance procedure in terms of the pandemic. The exercise would be extremely exhaustive as it includes 264 stations over 2200 coaches & over 1100 escalators and 1000 lifts. Protocol for social distancing etc. are also being taken on. For a postlockdown services, DMRC placed stickers on the seats to encourage social distancing.

International News Monorail plan for a 9 km revealed by Pattaya City

The administration of Pattaya City intended to develop a 9 km monorail to ease traffic congestion & join the city with the govt’s flagship Eastern Economic Corridor (EEC) project. Manote Nongyai deputy mayor of Pattaya yesterday announced that where Pattaya has a wealth of potential for economic development, it has been troubled with traffic problems due to rapid urban growth and requires an efficient public transport system, especially in its downtown area that is a key commercial & economic centre. Mr Manote told that Pattaya necessitates developing a public transport system to promote travel across the city, adding that a highly effective system would be in high demand to post Covid-19 crisis eases. He further added that for the Pattaya future development, it is important to decrease the use of private cars were moving towards public transport in the terms of an electric rail system to distribute wealth, enhance tourism and support the industrial sector. Pattaya City administration has allotted a

budget of 70 million baht for a feasibility study project, combining the rail project in Pattaya would be created to link with the govt’s infrastructure development in the EEC that spans 3 eastern areas of Chachoengsao, Chon Buri & Rayong. Mr Manote also talk about the Pattaya City has appointed a consortium of consultants to consider designs and environmental consequences and the findings would be bestowed to Pattaya City. Manager of the feasibility study project, Pongtawee Lertpanyawit, a stated that initially 3 types of rail systems were counted tram, monorail & underground rail. Investment might be under the publicprivate partnership model under the EEC’s announcement according to Mr Manote. After a particular study & the public hearings for the first round, it was allowed a monorail system will be the best option due to, it would cost less than the other 2 systems and have a little impact through construction as stated by Mr Pongtawee. The monorail system would include an elevated structure built of steel-reinforced concrete and piers each only 1.8 metres wide holding up the structure. The 9 km monorail will operate from Pattaya railway station by a motorway, Northern Pattaya Road, Pattaya Sai two Road, Thap Phraya intersection to Bali Hai Pier, that is the major route for passengers in Pattaya stated by Mr Pongtawee. He further added there will be no requirement to expropriate enough land along with this route for the organisation that in turn means there will be a less impact on local residents.

Construction to begin on $11 billion Western Sydney airport metro line

By 2026 – the year the airport is slated to open. The Sydney Metro-Western Sydney Airport line has a hefty price tag of about $11 billion. “14,000 jobs will be created in the process. This is a massive jobs creating project for Western Sydney,” said Minister for Cities and Urban Infrastructure Alan Tudge. Prime Minister Scott Morrison said Western Sydney residents will reap the benefits of the investment well before the first train leaves the station. Getting these big projects even more quickly is something we’ve been working together, states and territories and the Commonwealth, he said. The National Cabinet talks about a lot of things and a big part of it is now how we reboot and rebuild the economy.” Mr Morrison said he was pleased to match the Berejiklian government’s investment in the project, which brought the federal government’s investment to $5.25 billion. “This is how Australia makes it way back out of the COVID-19 crisis, infrastructure projects like this one,” Mr Morrison said. Premier Gladys Berejiklian said she could not recall a similar transport investment f ro m t h e f e d e r a l g ove r n m e n t a n d described the job opportunities the project offered as “music to my ears”. “The way through this economic disaster – not an underestimate in terms of what our economy is going through – is through jobs creation, and this project alone … will create 14,000,” she said. “Having those direct and indirect jobs created by this project is fantastic.” The project is expected to include six metro stations, two of which will be within the airport’s boundaries. It also includes an interchange at St Marys to link the line up with the existing suburban railway system. It currently takes about 50 minutes riding on existing rail to get from St Marys to Central Station in the CBD. “What that’s going towards is about six kilometres more tunnelling than we initially envisaged, and putting train stations like St Marys underground,” Mr Tudge said. While the government said construction would start this year, it has not given a date on exactly when shovels will hit the ground on the project.

RRTS

Construction will begin this year on a metro line linking the new Western Sydney airport and St Marys railway station, after a $5.25 billion injection from the federal government announced on 25th May. Two new metro stations will also be built at Luddenham and Orchard Hills as part of the project, which is set to be completed

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Pre-construction activity starts on Delhi–Alwar RRTS Corridor

NEWS HIGHLIGHTS The Delhi residents may enjoy the ride of the much-awaited rapid rail system in the upcoming 2 years, as the National Capital Region Transport Corporation has started the pre-construction on Sarai Kale KhanPanchgaon route under the phase-II of the Delhi-Gurugram-Shahjana-Neemrana Behror RRTS corridor. Delhi would be mainly covered under the phase-II, with 4 stations at Sarai Kale Khan, INA, Munirka and Aerocity being built. The rest stations at Udyog Vihar, IDPL Complex & Panchgaon are in Gurugram. The phase-II construction under the ambitious project is supposed to be developed in 2022. The construction of phase-I of Delhi-Ghaziabad-Meerut corridor is already started. “The main construction work tender among IDPL Complex – Rajiv Chowk has begun and under evaluation. Once the lockdown is lifted, award work would be passed through the centre & construction will start,” told a senior official of the NCRTC. The pre-construction under the Delhi & Gurugram regions like designing, roadwidening, utility diversion, pile load testing, a geotechnical survey amid others has begun. omplex – Alwar would be created.

The NCRTC has floated for the project. The Sarai Kale Khan station is moving developed as the country’s 1st mega transit hub where the 3 RRTS corridors would converge. The corridors would be interoperable for easy travelling & interchange facility so that commuters can travel easily. For line 7 of the DMRC and Hazrat Nizamuddin Railway station and InterState Bus Terminal, The Sarai Kale station would be an interchange station. A DPR of the corridor has already been confirmed by the concerned state govt and is under active consideration of the Central govt. The Delhi-Gurugram-SNB corridor would be executed in 3 stages. In the first stage, the Delhi–Gurugram–SNB Urban Complex would be built. In the second stage, the extension from SNB Urban Complex – Sotanala will be held, and in the third stage, SNB Urban C

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COVER STORY

Alstom built, ‘Made-In-India’ electric locomotives being inducted into Indian Railways

s part of the largest Foreign Direct Investment (FDI) project in the Railway sector, Ministry of Railways (Indian Railways) and Alstom came together in 2015 to transform the heavy freight transportation landscape of the country. A landmark agreement worth Euro 3.5 billion was signed to manufacture 800 fully electric super powered double-section locomotives for freight service and its associated maintenance over a period of 11 years. This project, one of the strongest endorsements of the ‘Make in India’ policy of the government, plays a crucial role in boosting the infrastructure development in the country. This May 2020, Indian Railways added India’s most powerful electric locomotives (designated as WAG-12B) to its freight services. This revolutionary series, built by Alstom, certified by Ministry of Railways and Commissioner of Railway Safety (RDSO), will allow faster and safer movement of heavier freight trains capable to haul ~6000 tonnes at a top speed of 120 kmph. Planned to be deployed for operations on Dedicated Freight

“Alstom is pleased to start delivery of the electric locomotives to Indian Railways. Commencement of induction into the IR fleet, testifies our commitment towards the country. This is a revolutionary product which will be faster, safer and eco-friendly. Also, it is scripting a new chapter for India’s sustainable mobility journey and we are happy to be partnering in this.” said Alain SPOHR, Managing Director, Alstom India & South Asia.

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Corridors (DFCs), these e-locos will increase the average speed of freight trains in India by atleast 20-25 kmph. Equipped with Insulated Gate Bipolar Transistors (IGBT) based propulsion technology and the use of regenerative braking, it would lead to considerable savings in energy consumption. Additionally, this will not only bring down operational costs but also reduce the congestion faced by Indian Railways through its eco-friendly/ sustainability features. A Make-in-India Dream initiative In line with the Make-in-India mandate, all 800 e-locos are being manufactured indigenously. Designed at Alstom’s Engineering Centre in Bengaluru, these e-locos are being built in one of India’s largest integrated greenfield manufacturing facility at Madhepura in Bihar. Spread across 250 acres, with a production capacity of 120 locomotives per annum, the Madhepura industrial site is built to international standards of safety and quality. This project has been a game changer in bringing about the advanced and sustainable transportation solution for Indian Railways and brought advancement to the region by acting as a catalyst for transformation. Alstom has a rich global experience in setting benchmarks for designing, developing and delivering world-class high-speed trains. For the prototype, Alstom ensured technology and knowledge transfer to manufacture critical components. The prototype was a quantum leap in terms of technology, power and capacity and is the most powerful engine to be tested under Indian track conditions ever. There is a strong impetus on indigenous manufacturing with 90% localization and as per the delivery schedule, 100

COVER STORY locomotives will be delivered annually. As per plan, two ultra-modern maintenance depots in Saharanpur and Nagpur will ensure high service availability of the locomotives. The Saharanpur depot is fully functional and the Nagpur one is under construction. Equipped with ultramodern features, these depots will play a critical role in maintaining India’s most advanced freight locomotives at significantly lower costs. The all-mechanised depots are equipped with state-of-the-art OHE cranes and catenaries with interlocking systems. They have set up independent lines that will take care of predictive and corrective maintenance, and other major overhauls. Additionally, these mechanized depots are EHS friendly design with fencing around the electrified tracks and isolation systems which are integrated with floor wheel lathe, bogie wash, paint shops and auxiliary workshops for sub systems. By anticipating precise repair works in advance, the depots will ensure high service availability and minimal breakdown of the locomotives. More Jobs & Skilling A true embodiment of India’s vision, the project will create more than 10,000 direct and indirect jobs in the country (primarily in the states of Bihar, Uttar Pradesh and Maharashtra). The Saharanpur depot also has a ‘Training Center’ which is equipped with loco simulator and smart classrooms to train loco pilots. Till date, more than 500 loco pilots from Indian Railways have been trained and going forward, 500 loco pilots will be trained annually.

signalling and digital mobility solutions. Alstom recorded sales of €8.2 billion and booked orders of €9.9 billion in the 2019/20 fiscal year. Headquartered in France, Alstom is present in over 60 countries and employs 38,900 people. Alstom in India: Has established a strong presence in India. Currently, the company is executing metro projects in several Indian cities, including Mumbai, Chennai, Kochi and Lucknow, where it is supplying rolling stock manufactured out of its stateof-the-art facility in Sri City. In the mainline space, the company is executing Signalling & Power Supply Systems for 343 Km section for the World Bank funded Eastern phase of the Dedicated Freight Corridor. Alstom’s factory in SriCity builds rolling stock for Urban Metros, both for domestic as well as international (Sydney Metro) projects. Today, Alstom employs ~5500 people in India and has 4 manufacturing facilities, located in SriCity, Coimbatore, Madhepura and Kolkata. The company has also setup its second largest Global Engineering Centre in Bengaluru. In line with Government of India’s ‘Make in India’ policy initiative, the company has been investing heavily in the country to produce world class rolling stock, components, design, research and development to serve the domestic as well as international markets.

Nurturing the community Madhepura is a remote village in Bihar which requires additional support for education, employment and even healthcare services. Alstom has been working towards holistically supporting the communities around the Madhepura and neighbouring seven villages. Through a comprehensive CSR support plan that strives to uplift every section of the society—women, children and youth. The CSR efforts also focuses on training the teachers and installing smart classrooms in schools to ensure that students have access to the best education tools. A Life Skill Centre has been established to focus on skill-development and employability of women. Alstom has also hired apprentices from the local communities and trains them before inducting them into their workforce. Efforts are on to train primary school teachers on improving pedagogy and using innovative teaching methods, thus improving quality of education in schools. Additionally, mobile education is being delivered to children. In order to empower the women in these communities, the company has set up several vocational training workshops. This has helped women become independent and even start their own businesses. A variety of short courses on tailoring and beautician has helped many women stay back and work instead of rushing to cities in search of work. Additionally, Alstom has also deployed mobile health clinics with easy access to the public. As a part of this initiative, they also create awareness on cleanliness, nutrition and health. Alstom has ensured environmental sustainability and ecological balance. All the CSR programmes are monitored to ensure that these are long-lasting and has sustained gains in the lives of the beneficiaries. Additional Information on Alstom Alstom: Leading the way to greener and smarter mobility worldwide, Alstom develops and markets integrated systems that provide the sustainable foundations for the future of transportation. Alstom offers a complete range of equipment and services, from high-speed trains, metros, trams and e-buses to integrated systems, customised services, infrastructure, METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

ARTICLE EXCLUSIVE INTERVIEW

Government should provide a detailed list of projects worth Rs 21 lakh crore: Shailesh Pathak, L&T Infra & Development Projects

hailesh Pathak, Member, CII Infrastructure Council, and Chief Executive Officer (CEO), L&T Infrastructure Development Projects Ltd; Sachin Bhanushali, Chairman, CII National Committee on Railways and Director & CEO, Gateway Rail Freight Ltd; and Vinayak Chatterjee, Chairman, CII Infrastructure Council & Chairman, Feedback Infra Private Limited talks about the impact of lockdown amid COVID-19 on infrastructure sector and ways to recover from it, business activities of Indian Railways and liquidity concerns among others during an interview with Swati Khandelwal, Zee Business. Edited Excerpts Infrastructure sector had a major impact of the lockdown amid COVID-19 pandemic. Throw some light on the situation of the sector? Also, tell us the steps that should be taken to bring a recovery in the segment? Vinayak Chatterjee: It is an important question as infrastructure and construction sector has the potential of generating the highest number of employment opportunities after agriculture. And, the government is fully concerned about it. The national infrastructure pipeline plan, which was announced by the government on December 31, 2019, wants to invest around Rs 102 lakh crore in the infrastructure sector in the next 5 years, which means around Rs 20 lakh crore annually. Suppose it can’t be a project of Rs 20 lakh crore in the first year but stands somewhere between Rs 14-15 lakh crore. What is the plan for this Rs 14-15 lakh crore for fiscal 2020-21? However, reaching the mark of Rs 10 lakh crore amid this crisis period will also will be good achievement as little mobilization has started at the sites. But, there are problems related to labour mobilization, material movement, taking permission from the local administration to start the work and everyone has liquidity constraints, which is the biggest problem. And, we are trying to move ahead slowly amid these four constraints. It is a plan Rs 14-15 lakh crore for the year and I think the completion of work worth Rs 8-10 lakh under these situations will be a good achievement. Railway is an important part of the infrastructure and transportation sector and slight activities are happening in the front. What is your view on the business activity of the railway and what the government should do to uplift the segment and help it out? Sachin Bhanushali: Railways has always played an important role

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in the Indian economy. It has taken care of its responsibilities even during the crisis of COVID-19. The passenger services were shut down due to the mobility restrictions as it was an important part of it. It would have been difficult to follow the norms of lockdown if a ban on the transportation of people from different part of the country was not placed. But, when it comes to rail transportation, cargo lifting and transportation, then the railway has played an important role on the front. And in the process, it, railways, took care of transportation of the railway cargo as well as of the container transportation that is meant for the international sector. In this segment, the container train operators, both private and public container train operators, have played an important role by picking the containers reaching to the ports and transporting them to the container freight station and inland container depots. Going forward railway is supposed to work on two-three areas (i) Construction of a dedicated trade corridor, which would have stopped due to unavailability of labour and raw material, should be completed and commissioned at the earliest. (ii) Railway has an important role in the supply chain, domestic or international, and to reinforce the same railways will have to make some adjustments in its commercials and introduce some innovative freight structures. Railways share in the logistic sector has come down from 75% to just 37% at present. If you look at the international sector than you will find that 25-27% share of cargo comes from the manufacturing sector, international manufacturing and consumer manufacturing, and the Indian railways have participation is almost negligible on the front. To bring it back, the railways will have to do certain things like (i) Indian Railways should increase its route capacity on the important routes and increase the work on the dedicated corridor. (ii) It will have to increase the access of the terminals. There is a shortage in the availability of terminals for private operators. That’s why new terminals should be developed and made available to them. (iii) Indian railways share in Indian exports is very low. So some concessions should be granted in the direction because it may not move towards railways in absence of these concessions. Tell us about how the lockdown has impacted the status of the ongoing infrastructure projects in the country and what is its status at present? Your company has its participation in infrastructure projects and that’s why also talk, about how your business has been impacted and view on recovery soon? Shailesh Pathak: Larsen and Turbo Group is very big in itself. And our company, L&T Infrastructure Development Projects Ltd, is a Cog in the Wheel. According to our data, construction work has started at the maximum of our construction projects which were in the development stage. Work has been started at places, where we had labours, for instance, our company has started its construction work in four states. We are facing difficulties like the operators of our technical equipment are facing certain challenges in reaching the site and we will sort them out by holding talks with the local authorities. The second biggest thing is that there are some roads and transmission lines developed by our company and we were getting some income from it. And, I will be happy to inform you that our income has increased 22% in the last one week. The collection we had on last Monday has increased by 22% on this Monday. This indicates that the traffic on our roads is increasing. My friend Vinayak and Sachin were talking about the supply chain, which is starting once again. If seen at the global level, then India has announced a National Infrastructure Pipeline of Rs 111 lakh crore with a 5-year outline. There are talks that a project worth Rs 14 lakh crore were announced last year that ended in March 2020 and projects worth Rs 21 lakh crore were announced for this year. You were asking about what we need from the government then I would

ARTICLE EXCLUSIVE INTERVIEW like to say that it should provide a detailed list of the projects worth Rs 21,000 lakh crore so that companies like us can prepare the outline of the projects where they will like to bid. As far as the matter of migrant labours is concerned who is going back to the eastern states than we can make a virtue out of necessity. As they will reside in Uttar Pradesh, Bihar, Jharkhand, Odisha and Chhattisgarh then we can work on the Nal Jal Yojna of these states. Jal Jeevan is a signature project of the government led by Prime Minister Narendra Modi and it has the capability of providing employment opportunities to all labours. The sector has been facing issues related to liquidity and it has been here even before but the concerns have increased amid the epidemic. What is your view on it and what role the RBI should play for the sector at this juncture? What steps the government should take to resolve the cases of construction projects that are in arbitration or are stuck? Vinayak Chatterjee: You have asked many questions and let me split the problem. The liquidity position of construction and infrastructure companies was very weak even before COVID-19 had an impact. The same was a topic of discussion on different channels including yours in December, January and February. The liquidity position was deteriorating very badly largely because delayed payments by corporate institutions like PSUs and departmental undertakings among others. Money was coming at a slow pace for various reasons. COVID has added on the problem and therefore liquidity is the prime need. The infusion of liquidity at construction sites where work has started in the immediate solution. The banks should be instructed to raise the sanctioned working capital limits of all construction and infrastructure development companies at least 10-15% without engaging things under bureaucracy so that liquidity comes into their accounts. This is a request from the government, the RBI and the banks. They are established players and the increased limit will bring ready cash enabling them to restart the operations at the earliest and get over the pre-COVID handover of the liquidity crisis. Secondly, the period of moratorium granted on loan repayment till May 31, 2020, should be extended for a complete year so that the available liquidity that is available – because payment problem is existing till date, as many of the government authorities are not working amid COVID and are not going to the offices and clearing the cheques - can be used in protecting the salaries of labours and construction workers, order new materials and increase the work at the sites. The moratorium of a year should be granted to increase the country’s GDP and economic activity. It should reset the interest and loan repayment up to one year, March 31. A few days back, the government has issued a detailed note on arbitration saying the arbitration process is being simplified more. There were many complications and so more simplification was needed. At the same time, the government should also release the money of the private sector companies who have won the case. These are my principle suggestions about the sector. You have said that activities have increased on the freight segment of railways. What is your outlook on business opportunities including freight segment in the post-COVID era and how the small and medium enterprises can participate in it? Sachin Bhanushali: The restrictions imposed during COVID pandemic has established a fact that rail sector is more dependable and resilient sector than the road sector. Therefore, every small and big industry should transport some part of their products through railways. Secondly, the trade receivable cycles have got disturbed a bit in this phase. That’s why the receipt cycle of the logistics sectors, as Mr Vinayak has also said, should be reset by providing liquidity support.

The industries MSME industries were not getting the benefits of the Indian Railways and its train container operators, to date, because Indian railways transportation services are still provided in the train mode. And, the inter-modal service provider also provides transportation services in at least one container size. So to bring the goods of this sector to the railways, there is a need to have focused on inter-modal sector and the containerized transportation service. The freight segment was completely dependent on import arrivals in April and it stood around 65-70% of the normal level of activity. The level has depreciated a bit in May because import arrivals have gone down a bit and the export activities which were closed suddenly is reviving but at a small rate. I think it will be stabilized by end of May or mid-June and till then the Indian railways should continue with the 100% waiver on the empty wagon trade, which was assigned earlier to train container operators. It will help them, the train container operators, to bring back the import containers with ease. Besides, Railways can give a boost to its sector by completing the work on trade transit corridor at the earliest as it will allow it to provide a transit time assurance to its clients. It may allow small operators and businesses to bring their business to railways. Quality of services level of road transportation - in terms of short and medium distances - is still better than that of railways. Therefore, Railways will have to start giving transit assurance to improve the quality of their offerings. There are concerns that the private CapEx cycle will be delayed further due to the slowdown. At the same time, experts have a view that focus on infrastructure will increase after the lockdown is lifted and the government will increase its spending on the sector. What is your view on the segment? Do you think that the government’s commitment to spending Rs 100 lakh crore by 2024 on the infrastructure sector is realistic in this situation as well? Shailesh Pathak: There are two aspects of your question and they are (i) what is happening on our sites and (ii) what money will be offered at the national level and how much we can make it happen. I will like to talk first about the second point. The private sector players should also understand that the government’s income has also reduced in the same way as our income has decreased slightly. Either it is a direct tax or indirect tax the government’s income has reduced a lot. Therefore, expecting that the government will provide enough money to us is not practical, yes, what the government can do for us without giving money is practical. As Mr Vinayak has said the government should sit with us and settle the arbitration and resolve the claims and move ahead without wasting 2-5 years in the courts. Secondly, certain relaxations should be provided where we will not have to pay any money to the government like certain flexibilities should be granted to the labours at the inter-state check-posts. It should be granted with certificates mentioning the reason for which they are moving and allow them to go. As far as private CapEx cycle is concerned then private sectors participation in the national infrastructure pipeline that has been announced for 5 years stands at around 28% and the larger portion is divided between the states and centre. We, must not waste much time in these big figures and make efforts to start work at our sites and provide employment to our workers/labours. You had said earlier that infrastructural sector is the second biggest employment provider after agriculture but I would like to add real estate sector with infrastructure and there is a need to find the ways to make this sector, real estate, functional. Top videos Zeebiz (The article first appeared on Zee Business)

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ARTICLE EXCLUSIVE INTERVIEW

Exclusive Interview With Harshita Jain, Director, Consulting Engineers Group Ltd

he is a Strong Women Leader, Business Strategist, and Director of Consulting Engineers Group Ltd. Let’s read more about her inspiring journey so far, here are the edited Excerpts of Interview Talk us through your background and your journey as a women entrepreneur till now I want to introduce myself using these three words – Dreamer, Believer and Achiever. Since my childhood, I have been super-ambitious, passionate and determined. Having a family background of entrepreneurship and business, I always dreamt to do something on my own. I was born & brought up in Jaipur, the capital city of Rajasthan. My elder sister and I were always given freedom by our father to pursue our dreams. Since our parents are Civil Engineers, we already had an exposure to the field, and it was instinctive for both of us to follow their footsteps and choose Civil Engineering as our field of study. However, wanting to change this limited exposure to have a radical view, we decided to go to the UK to complete our education. I completed my education by graduating with a degree in Civil Engineering from the University of Bath, UK and then did an executive management course from the London School of Economics. “Most people who study abroad wish to settle there permanently. However, for me settling there was never an ambition, and I always wanted to transform the face of Indian infrastructure with my international exposure gained in the UK. To accomplish the same, I could find nothing better than joining Consulting Engineers Group Limited, an infrastructure consultancy business founded by my father, Mr. Vishwas Jain.” It has been six years since I have joined CEG as Director, Business Development and I take pride in saying that we have achieved a lot after that. As said earlier, I was given a chance by my father to make independent decisions in the business. With his encouragement and my passion, I contributed to transforming CEG into one of the largest Indian owned infrastructure companies in the country. The turnover of the company has grown from INR 33 Crores to INR 150 Crores with an average annual growth of 30 %. CEG is proud to be currently associated as a consultant with projects of construction value of more than INR 1.5 Lakh Crores which is a significant milestone for the company as well as for my professional journey in expanding the business further. You said you started working in your family business, which was already well-established by your father. So as an entrepreneur how you contributed to grow your business and what challenges did you face? Well, India is a country with the highest percentage of family-run businesses. Having an already established company surely gave me a great platform to work; however, my aim was always to transform our business into a brand and take it to the next level.

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“I always wanted to be known by my work and not my name, as the daughter of the MD. To achieve this, I started from scratch, learned the nitty-gritty of the work and took one step each day.” When my father asked me which cabin I wanted, I chose to let go of the cabin and sat in the middle of all the people, abandoning the cabin system. I gave everyone the freedom to call me by name rather than calling me Ma’am or boss. I wanted to assure them that even though I am the owner of the company, I am also one amongst them. It gave them a sense of feeling that I was working with them rather than just dictating my orders. I could use my presence with the company to induct international work culture. I used my skill to develop a more cordial work environment with freedom to work. I believe in developing leaders and could help my company in doing so. “If I talk about the business development front, I worked vigorously to establish CEG in varied infrastructure sectors. Before my joining, CEG was known as a highway consultancy company. I diversified the business into new sectors like Metros, Water Resources, Water Supply, Rapid Transit Systems, Tunnels, etc. across international borders” Ever since our childhood, we have always been taught to compete with each other, first for the grades in school and college, then for jobs and so on. I, however, work on the principle of collaboration and utilized this to grow my business. We collaborated with various international companies from countries like America, Europe, etc. wanting to work in India and having the ability to execute highly technical and mega infrastructure but had little or no base here. Our collaboration made up of their technical expertise and our strong local presence proved to be a winning combination. As a result, today CEG is the only Indian company involved in the highest number of metro projects in India and is associated with Mumbai, Chennai, Pune and Bangalore Metro. Similarly, we ventured into different other sectors of infrastructure and are now known as the largest Indian owned infrastructure company in the country. We applied the same strategy of collaboration to expand our business in the African sub-continent and worked on several significant projects in Zambia, Mozambique, Tanzania, and Ethiopia. How do you find the industry/niche that you’re in? The world of civil engineering and infrastructure is perceived as a male-dominated bastion. But fortunately, I could break this myth. Both my parents and my elder sister, Ms. Veenu Jain, have been involved in our family business. If I talk about discovering my niche, I was always apprised and fascinated with the magnitude of the Infrastructure Industry, which contributes the second highest GDP in India and gives us ample new opportunities every day. Today I handle a team of more than 1300 Civil Engineers working from our 52 offices globally. CEG is now recognised as a brand synonym with quality, ethics and integrity working in the niche of consultancy business. What comes first for you – money or emotions? ‘Emotional investment in your business drives money’, I believe. When I say emotional investment, it means maintaining a healthy relationship with clients as well as the team members. My team significantly contributes to transforming my vision into reality. Keeping my employees happy, motivated and satisfied is always my priority because only then they would be able to add more value to the company. I also believe that it is more important to chase your passion than anything else. Passion is one kind of emotion that brings you success and ultimately money. How do you handle the pressure and manage stress? We can’t control everything that goes around us. However, what we can manage that goes around in our mind. I believe pressure and stress are negative words which should be deleted from our mind dictionary. If you enjoy what you are doing, you don’t feel the

ARTICLE EXCLUSIVE INTERVIEW pressure or stress to do that. We should stay focused on what we want to achieve with a positive mind set. It might happen that even if you maintain a positive attitude, the others in your team would feel the pressure and stress. It becomes very important for you as a leader to keep them motivated and encouraged. It is also important to find the right balance between work, family life, social activities and solitary pursuits so that the pressure and stress doesn’t get to you. When you are an entrepreneur, there are many ups and downs or you may experience some hiccups along the way, however, in such a situation your perseverance and determination are the things that take you forward. What gets you out of bed in the morning i.e. what’s your source of motivation? My work and my aspirations are the sources of motivation for me. I don’t really get anxious about the future. Rather, I work towards ensuring that my today is better than yesterday. I am someone who likes to embrace the present and be happy in it. I consider my family as another great source of motivation. Even after so many years, my father has a remarkable zeal towards work, and his enthusiasm encourages me to perform better each day. Another thing that my father has ingrained in me is that you should live for your passion. If you are hardworking and passionate, success shall follow. I have always applied the same principles to my life and can say with pride that success has surely followed.

worked as an apprentice in my own company and gradually worked my way up. I have always had a strong belief in myself. I like to meet every challenge with confidence and try converting it into an opportunity to achieve something new. A positive attitude towards work and life has helped me grow, both personally and professionally. Like I said before that keeping talented people around you makes you an even more successful entrepreneur, I believe in the strategy of networking and keeping in constant touch with them. What advice would you give to someone starting out, particularly aspiring women? My advice to all the aspiring women entrepreneurs would be ‘Have faith in yourself and never give up on your dreams.’ If you are passionate and talented enough to bring a change, nothing can stop you. Age & gender do not define your chance at success, but you as an individual do. Also, in my opinion, learning & growth go hand in hand. Therefore, it is always essential to keep updating your knowledge and skills to carve a niche for yourself. One other thing I would like to say, even though women entrepreneurs are now growing in numbers, in today’s scenario there still are a lot of women who have a lot of talent but do not get the support of the family to pursue their dreams. I was fortunate enough to have support from my family. But to the others out there who don’t, please don’t give up your dreams, fight for them and do the things you enjoy in your life. (The article first appeared on brilliantread.com)

In your opinion, what are the keys to success? Like I said earlier, I firmly believe that success comes to those who believe in themselves and work with utmost honesty & sincerity. The reason why CEG has been a frontrunner in the infrastructure industry since the last three decades is that we have always followed the path of Ethics, Integrity & Commitment. I also believe and accept that success can never be achieved alone; it comes when you surround yourself with people who are equally committed & dedicated. I for one have surrounded myself with people who are more intelligent and experienced than me. Being an entrepreneur, it doesn’t mean that you have to be the most intelligent or the most experienced, what that really means is that you find the right talent to work with you and keep them together as a team. We are fortunate to have extremely talented people working with us, who are as ethical, honest and committed towards the company’s growth as we are. What is one strategy that you believe has helped you grow as a person? My never-ending desire to learn is one thing that has helped me evolve as a person. I have always stayed grounded. I initially METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

ARTICLE EXCLUSIVE INTERVIEW

David Pistoni, CEO, Zeleros Hyperloop

What is Zeleros’s hyperloop project? Mr. David Pistoni: Zeleros Hyperloop is a Spanish company working towards the creation and development of the hyperloop, the fifth mode of transportation. Everything started five years ago with a competition organised by Elon Musk where we, the Universitat Politècnica de València, participated as one of the top universities competing for the best hyperloop proposal. We won the Best Hyperloop Proposal prize and the Best Hyperloop Propulsion prize. That was the beginning. Since 2016, we now have 45 people working full-time on the project and we are one of the six companies in the world that focus on hyperloop development. Our focus is to demonstrate how Zeleros technologies can contribute to better global mobility and decarbonisation through the implementation of hyperloop routes.

The future of hyperloop with Zeleros

n 1 June, Zeleros Hyperloop, a Spanish company, has announced the achievement of a €7m investment round to promote a new phase for the development of its hyperloop project. Hyperloop is considered the future of transport as it speeds up to 1,000km/h through a network of lowpressure tubes. David Pistoni, CEO, Zeleros Hyperloop speak about his company’s hyperloop project and what makes it different from the opponents. Goldacre Ventures and Road Ventures provide funding among others that will be used to develop the technology necessary for hyperloop to become a viable high-speed transport alternative to planes and trains Here are the edited excerpts

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What is the rationale behind the project’s development? Mr. Pistoni: The hyperloop is not something new, but it’s a 200year-old idea. There are some reports on hyperloop studies from the UK from 200 years ago while we had some physical prototypes from Russia and France from 100 years ago. So the question is, why now is the moment for the hyperloop if it’s a 200-year-old idea? Today we have the technology needed to develop the hyperloop from other industries, so the challenge is how to integrate these technologies and make the hyperloop safe for passengers and cargo. That was the rationale behind Elon Musk’s decision to launch an international competition to find the solution to this problem. Today, we have our vision of how hyperloop needs to be deployed, and our next big step will be the implementation of the European Hyperloop Research Centre, based in Spain. In this centre, we will integrate our technologies in operation conditions, working side by side with industries and research centres.

ETCS – Eurobalise Transmission Module

29th-30th JUNE

ETCS – Juridical Recording Unit (JRU)

ETCS – Doppler radar for non friction dependent movement detection

ARTICLE EXCLUSIVE INTERVIEW What is unique about Zeleros’s hyperloop project? Mr. Pistoni: We see Hyperloop not only as the fastest mode of transportation, but also a scalable technology to connect long distances. One of our key differential points is to include most of the technology inside the vehicle, instead of the infrastructure, which means around 95% of the overall costs of this project. This way, we achieve an autonomous vehicle that can propel itself and hold cruise speed along the journey, while reducing infrastructure costs as much as possible. Our approach brings two main benefits. The first one is to reduce infrastructure costs and maintenance, while the second is to have some aerodynamic propulsion inside the vehicle, in a way similar to an aeroplane while being 100% electric. Zeleros has completed the financing stage. What are the next steps? Mr. Pistoni: The next steps will require building a complete vehicle, to integrate all the technologies we have already validated at the laboratory scale, and our test track to run it in operational conditions. At the same time, we are working side-by-side with the hyperloop ecosystem, industries and institutions on the future European hyperloop framework, as the creation of the European Technical Committee of CEN/CENELEC. Do you have a potential date of completion for the project? Mr. Pistoni: We’ll start to build the track and centre next year, with our vehicle operating in 2022. What challenges have you encountered so far and which ones lie ahead? Mr. Pistoni: I would say one of the main challenges is the legal framework because, in order to go further, interoperability is key. As in Europe, we need to make sure that we have this interoperability between countries. We are now cooperating with different European companies to finance a standard for hyperloop in Europe. So one of the big challenges will be to coordinate and join forces, at least in the European framework and regulations. On the technical side, one of the biggest challenges is the optimal integration of all the technologies. What are the pros and cons of the hyperloop? Mr. Pistoni: I think one of the points we have to consider is that hyperloop is not a global solution for all the mobility problems we have today – hyperloop is a new tool to complement the current transportation systems. In a range of distances between 400km and 1500km, we believe hyperloop is the optimal solution. In this range of distances, the train starts to be uncomfortable while the plane becomes inefficient, the hyperloop becomes a key tool, also because it aligns with the Paris Agreement and the climate objectives set for the next years. So I would say it’s not about the pros and cons, it’s about finding the best approach for hyperloop. How will hyperloop help achieve the UN Sustainable Development Goals (SDGs) and in general climate targets? Mr. Pistoni: Regarding the UN Sustainable Development Goal (SDG) number 8, decent work and economic growth, the deployment of new sustainable mobility technologies like hyperloop, in terms of infrastructure, makes a significant contribution to the generation of qualified employment, both in design and in material execution. At the same time, its deployment and use have significant social, economic and environmental side effects. It means a multiplying effect on commercial relations, facilitating the transit of passengers and goods, reducing travel and waiting times, without pollution,

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structuring the territory and thus contributing to economic growth. As for SDG number 9, sustainable mobility technologies are key drivers of economic development, and in the case of hyperloop, since this is a new and very disruptive technology. In this case, it is not just a question of boosting an industry, but of creating one, by promoting innovation in both vehicles and infrastructure, thus making a definitive contribution to this objective. In other words, an industry that needs new infrastructures is created via innovation. What predictions can you make about the future of hyperloop? Mr. Pistoni: As a comparison with different industries such as railway or aerospace, we think we will need additional time for the legislation to come about. We estimate around 10 years to have the first hyperloop operational route for passengers. At Zeleros, we divide our roadmap in three big steps. The first one, we already completed the validation of our technologies in a laboratory scale, we developed our key technologies together with our partners. The second step is to integrate all the technology in the hyperloop centre we will build next year. We will also scale the technology in order to certify and go through the legislative framework. Finally, we will be ready for market production and operational routs around 2030. We see opportunities in Europe, the Middle East, Asia, Australia, the United States, Canada… There are many regions with big potential for routes. (The article first appeared on railway-technology.com)

FEATURED PROJECT ARTICLE Bhopal Metro

he Bhoj Metro (also known as the Bhopal Metro) with two lines & 28 stations is an under-construction mass transit system (MRTS) being built to serve the city of Bhopal, the capital of Madhya Pradesh state, by the Madhya Pradesh Metro Rail Co Limited (MPMRCL). Bhopal Metro’s 105 km master plan, prepared by Rohit Associates Cities & Rails Pvt.Ltd, envisions 6 metro lines criss-crossing the city out of which 2 lines (line 2 & 5) have been selected for implementation in Phase 1. Bhopal Metro’s Phase 1 project’s Detailed Project Report (DPR) with routes of 27.87 km was approved by the state government in December 2016 and by the Central Government’s cabinet in October 2018. The project is planned to be partly financed through an official development assistance (ODA) loan from the Asian Development Bank (ADB), and through a 400 million euro loan from the European Investment Bank (EIB) signed on December 20, 2019. Construction work on Phase 1 commenced in January 2019 and is expected to be completed in 2026. The project’s foundation stone was laid was by the state’s Chief Minister in September 2019 and nicknamed Bhoj Metro. On 1 May 2019, the Asian Development Bank (ADB) gave in-principle approval to fund the Bhopal Metro project. The Union Government will stand as guarantor for the loan.

System Specifications Top Speed: 80 kmph Average Speed: 34 kmph Track Gauge: Standard Gauge – 1435 mm Electrification: 750 V DC Third Rail Signalling: Communications-based Train Control (CBTC) Key Figures Operational: 0 km | Under Construction: 6.22 km | Approved: 21.65 km | Proposed: 77.13 km Estimated Cost: Rs. 6941.40 cr Estimated Daily Ridership: 2.20 lakh/day (2027) Network Approved Bhopal Metro Phase 1 Lines In Phase 1, Bhopal Metro will consist of 2 lines and 28 stations Line-2 (Purple Line): Karond Circle – AIIMS (14.99 km) with 16 stations Length: 14.99 km Type: Elevated & Underground Depot: Subhash Nagar Underpass (Jinsi) Number of Stations: 16 Station Names: Karond Square, Krishi Upaj Mandi, DIG Bungalow, Sindhi Colony, Nandra Bus Stand, Bhopal Junction, Aish Bagh Crossing, Bogda Pul (interchange), Shubhash Nagar Underpass, Kendriya Vidyalaya, DB City Mall, Sangam Cinema, Himansarovar / Habibganj Station, Habibgang Naka, Alkapuri Bus Stand, AIIMS Line-5 (Red Line): Bhadbhada Square – Ratnagiri Tiraha (12.88 km) with 13 stations Length: 12.88 km Type: Elevated Depot: Subhash Nagar Underpass (Jinsi) Number of Stations: 13 Station Names: Bhadbadha Square, Depot Square, Jawahar Chowk, Roshanpura Square, Minto Hall, Lily Talkies, Bogda Pul (interchange), Prabhat Square, Govindpura, J.K.Road, Indrapuri, Piplani (BHEL Township) and Ratnagiri Tiraha Proposed Lines Bhopal Metro Line-1 (Green Line): Bairgarh – Awadhpuri Number of Stations: 24 Station Names: Bairagarh, Bairagarh Stadium, Hemu Kalani, Hala Pura Bus Stand, Lal Ghati Square, Idgarh Hills, Collectorate, Cambridge School MG Hospital, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, Jain Mandir, Sharda Mandir, Nutan College, Mansarovar Complex (Habibganj Station), Khushabhau Thakrey ISBT, Anna Nagar, Carmel Convent, Piplani Gurdwara Square, Mahatma Gandhi Square, Awadhpuri Line-3 (Blue Line): Bhauri Bypass (NH12 Junction) – Vasant Kunj Bus Stop Number of Stations: 24 Station Names: Bhauri Bypass/NH12 Junction, Peepainer Village (Aerocity), Airport Road, Gandhinagar, Airport Tiraha, Manubhan Tekri, Lalghati Square, Idgarh Hills, Collectorate, Cambridge School MG Hospital, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, Jain Mandir, Sharda Mandir, Nutan College, Mansarovar Complex (Habibganj Station), Habibganj Naka, 10 No. Square, Sai Board, Vasant Kunj Bus Stop Line-4 (Yellow Line): Ashok Garden Auto Stand – Mother Teresa School Number of Stations: 21 Station Names: Ashok Garden Auto Stand, Krishna Campus, METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

FEATURED PROJECT ARTICLE Railway Station, Jumerati Road, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, MACT Square, Panchsheel Nagar Bus Stop, Ekant Park, Sahapura Lake, Bhoj University (Chunnabhatti), IIPM Sarvadham, Mansarovar School, CI Height Nayapura Bus Stop, Sanskar Marriage Garden, Bhairagarh Chichali, Mother Teresa School Line-6 (Brown Line): Habibganj Naka – Mandideep Number of Stations: 12 Station Names: Habibganj Naka, RRL, BU University, Bagsewania Bus Stop, Ashima The Lake City Mall, Sri Ram Colony, C21 Mall, Scope College (Bharopur), Regional 1 / NH-12, Harigangar Nagar, Regional 2, Mandideep Status Updates October 2018: the central government approves DPR. November 2018: Tendering may start in December. December 2018: Detailed Geotechnical investigation study (soil testing) begins. January 2019: Dilip Buildcon begins construction of elevated viaduct between Shubash Nagar, And AIIMS starts. April 2019: Dilip Buildcon begins pile testing. August 2019: Construction work ongoing. MPMRCL announced metro would start operations in 2023. September 2019: Project renamed to Bhoj Metro by Madhya Pradesh Chief Minister Kamal Nath while laying the foundation stone. Bhopal Metro Contractors

Indore Metro

Indore Metro is an under-construction mass rapid transit system (MRTS) being built to serve Indore, the most populous and largest city of Madhya Pradesh state, by the Madhya Pradesh Metro Rail Co Limited (MPMRCL). Indore Metro’s master plan with 94 kms of routes was prepared by Rohit Associates Cities & Rails Pvt.Ltd and envisions 4 metro lines & 2 spurs criss-crossing the city out of which 1 line (Line-3 – a ring

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line) has been selected for implementation in Phase 1. Indore Metro’s Phase 1 project’s Detailed Project Report (DPR) with 33.53 km of routes was approved by the state government in December 2016 and by the Central Government’s cabinet in October 2018. The project was originally planned to be partly funded through an official development assistance (ODA) loan from the Japan International Cooperation Agency (JICA), but will now be funded by the Asian Development Bank (ADB) for an undisclosed amount and New Development Bank (NDB) for $225 million. In September 2019, the Phase 1 project’s foundation stone was laid was by the state’s Chief Minister. Construction work commenced in February 2019 and is expected to be completed in 2026. System Specifications Top Speed: 80 kmph Average Speed: 34 kmph Track Gauge: Standard Gauge – 1435 mm Electrification: 750 V DC Third Rail Signalling: Communications-based Train Control (CBTC) Key Figures Operational: 0 km | Under Construction: 5.29 km | Approved: 26.24 km | Proposed: 57.18 km Estimated Cost: Rs.7500.80 cr Estimated Daily Ridership: 2.50 lakh/day (2027) Network

FEATURED PROJECT ARTICLE Indore Metro Phase 1 Lines (Approved) Line-3: Palasia – Railway Station – Rajwara- Airport – Bhawarsala – MR10 – Palasia (Ring Line) Length: 33.53 km Type: Elevated & Underground Number of Stations: 30 Station Names: Bhawarsala Square, MR 10 Road, ISBT / MR 10 Flyover, Chandragupta Square, Hira Nagar, Bapat Square, Meghdoot Garden, Vijay Nagar Square, Radisson Square, Mumtaj Bag Colony, Bengali Square, Patrakar Coloy, Palasia Square, High Court / Hotel Residency, Indore Railway Station, Rajwada Palace, Maulana Azad Marg, Bada Ganpati, Ramchandra Nagar Square, Kalani Nagar, BSF, Airport, Gandhi Nagar Nanod, Super Corridor 6, Super Corridor 5, Super Corridor 4, Super Corridor 3, Super Corridor 2 and Super Corridor 1

Status Updates Oct 2018: DPR prepared by Rohit Associates Cities & Rails Pvt.Ltd is approved by the central government. Jan 2019: Soil Testing Start. Feb 2019: Elevated Viaduct Between ISBT/MR10 And Mumtaj Bagh Colony Construction is Started At MR10. Aug 2019: Memorandum of Understanding (MoU) signed between central and state governments for Bhopal and Indore metro. State and central governments will bear 20% of the project cost each and remaining 60% will be funded by international banks. Indore metro to be operational by 2023. Construction work is ongoing as of 21 August 2019.

Proposed Indore Metro Lines Line-1A: Sri Aurobindo Hospital – Collectorate office – Indore Bypass 1 Number of Stations: 18 Station Names: Sri Aurobindo Hospital, Bhawarsala Square, Sanwer Industrial Area, Ganesh Sham Colony, Banganga, Laxmibai Nagar Square, Mara Mata Square, Imli Bazar Chowk, Rajwada Palace, Collectorate Office, Indore Icchapur Rail Crossing, Tower Square, Bhawarkuan Square, Holkar University/IT Park, Rani Bagh, Limbodi, Ralamandal, Indore Bypass 1 Line-1B: Sri Aurobindo Hospital – Collectorate office – Regional Park (1B) Number of Stations: 13 Station Names: Sri Aurobindo Hospital, Bhawarsala Square, Sanwer Industrial Area, Ganesh Sham Colony, Banganga, Laxmibai Nagar Square, Mara Mata Square, Imli Bazar Chowk, Rajwada Palace, Collectorate Office, Central Excise, Choithram, Regional Park Line-2: Dewas Naka – Juni Indore – MHOW Number of Stations: 28 Station Names: Dewas Naka, Niranjanpur Circle, Aranya Nagar, IDA Park, Vijay Nagar Square, Bhamori, Patni Pura/St Joseph Church, Malwa Mill Square, Raj Kumar Bridge, Indore Railway Station, Juni Indore, Collectorate Office, Mhow Naka, Dusshera Maidan, Annapuran Temple, Narmada Public School (Ring Road), Rajendra Nagar, Reti Mandi, IPS Academy, Shramik Colony, Indore Bypass2, Pigdambar, Umariya, Maa Vaishanodevi Hospital, Haranyakheri / IIT Indore, Chinar Residency, MHOW Line-4: MR9 – Indore Railway Station – Indore Bypass 4 Number of Stations: 16 Station Names: MR9, Convention Center, Lahiya Colony, Chandragupta Square, Sukliya, Nanda Nagar Main Road, Mazdoor Maidan, Rajkumar Bridge, Indore Railway Station, Chhavani, Sri Agrasen Maharaj Chowk, Navlakha Bus Station, Teen Imli, Babul Nagar, Musakhedi, Indore Bypass 4 Indore Metro Contractors List

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ARTICLE SYSTEM FOCUSED

Data acquisition

or the rapidly growing urban mobility, the country has been moving for accelerated development of urban public transport solutions in cities. Data acquisition is the method of signals sampling which hold physical conditions of real-world & transforming the resulting samples into digital numeric conditions that can be manipulated via computer. m The components of data acquisition systems combine Sensors which is used to convert physical parameters into electrical signals. Signal conditioning circuitry which is used to change sensor signals in a method that can be turned into digital values. Analog-to-digital converters which are used to change conditioned sensor signals to digital values. This Control device works as a sensor, that is basically a transducer which is a device that turns a physical property into a corresponding electrical signal. All the Metroâ&#x20AC;&#x2122;s are implemented this device to take a record of their commuters. This record helps to keep pace with the rapid expansion of the metro network & growing security scenario along with enhancing the facilities at Metro stations. With the constant development of society in recent years, metro traffic has been getting significant development & application.

Audio & Display system

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The Audio & Display system provides visual & audio broadcasting of computerised route-related information and advertisements. This automated information & display system is help in providing real time route related information about the location status of inside the Metro Rail service or at the metro stations via visible, sound or other media. These are also known as Customer Information Systems. This system indicates the direction of travel, real-time dynamic area of the train, at the present Metro station, next coming station along with other relevant information such as what is the frequency of next train or the number of coaches in the train. This technology helps those people who are differently abled and want to travel by metro.

CASE STUDY ARTICLE Iconic Challenges faced - Creative Destruction of Chatrapati Flyover

The flyover constructed at Chhatrapati Square on the National Highway 44 was 450 m long with the North ramp of length 185 m and South ramp of length 165 m. It consisted of huge 2500 cubic meters of concrete structure and 14000 cubic meters of earth filling. Therefore, it became extremely necessary to dismantle the structures carefully and dispose the debris properly to the location far away from the city.

aha Metro Nagpur has made major strides with the opening of its two lines – Orange and Aqua Line. The work on other two segments is also going on. In fact, of the total Metro length of 38.215 km, construction of more than half of the length has been completed. Though the Maha Metro Nagpur project progress over the years has been robust, it had to surmount many challenges in its initial year. This article speaks of one such challenge. Once the work of construction of Nagpur Metro began by MahaMetro in its wake came many challenges, but three of the challenges were of special import-construction near Ramjhula over bridge, constructing a balanced Cantilever bridge across railway lines near Sitabuldi metro interchange station and demolishing the Nagpur life line, the 15 year old Chatrapati over bridge On the viaduct going from Airport to Sitabuldi station existed the Chatrapati flyover that needed to be demolished. The Flyover was more than 15 years old and had become part and parcel of Nagpurian’s way of life. It was considered extremely important by the citizens as the flyover eased moving towards the city airport, duly avoiding the traffic snarls on the road below. It is not an overstatement to say that the citizens, over the years, had developed deep emotional bonding with the huge inanimate structure made of steel, cement, and sand. When it was decided to demolish the flyover, the bigger challenge for Maha-Metro officials was not to pull the structure down, but it was to convince the citizens of the necessity of why such an action was required in the very first place. Truth beckon, demolishing the structure was rather much easy a task. But Maha-Metro decided to do it with full consent and cooperation of the citizens. Maha-Metro used novel ways to elicit involvement, concurrence and active participation of the citizens to the demolition drivethese included but were not limited to erection of information kiosk near Chatrapati Chowk for dissemination of correct and timely information to citizens, print and visual media, a heavily patronized, exhibition showing details of stations and flyover paintings with a model of double décor coming in its place, erection of a wall at the site where people could pledge support for “Maaji Metro” and more than 7000 people did pledge the support ,a Selfie completion and a video at the site showing the film of Nagpur Metro and that of demolition of the flyover. No work of creative destruction is normally done with such an ease and such all round support of the citizens. It does not happen daily in the history of a city that such a difficult demolition work, was completed in all respects in ten days time. Maha-Metro completed the feat in one third of the 30 days It had given to itself to complete the job. At this stage it is important to recap what type of structure the Flyover to be demolished was.

Heavy equipment such as rock breakers, diamond wire saw, jaw crushers and diamond floor saw had to be used for the demolition. Naturally one of the key challenges of the process was the traffic diversion for the routes in and around the square where bridge was located and team Maha-Metro worked seamlessly in tandem with the stakeholders like Traffic department, Fire department, NMC, PWD, police department and other departments for successful diversion of the traffic and shifting of all utilities along the flyover and for ensuring overall safety of the commuters. A major challenge in the wake of demolition was taming the huge pollution arising from the dust as well as noise arising during demolition. The dust pollution was mitigated by using jet sprayers, foggers and sprinklers to avoid formation of dust clouds. The noise arising from the machines was controlled by planning major activity of crushing the structures during day and removing debris in the night thereby creating lesser disturbance during night time. The debris were cleared using heavy tippers and these activities were carried in such a manner that they avoided the peak traffic and obviated traffic jams due to movement. Crushers were installed at the site of disposal so that the concrete debris were broken down into fine particles to use them for recycling. The old flyover in Chhatrapati Nagar may be a thing of the past and part of the memory of Nagpurians but it has surely paved the way for a brand new 3.5 km long, double decker structure that every citizens will be proud to have. While Metro train has started plying, work on fly-over is in concluding stages.

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OPINION ARTICLE

Indian Railways has never been safer. What next The aim is to have zero accidents with robust safety systems in place. But accidents do happen, fewer than in the past.

f the number of deaths on tracks is a measure of safety performance of Indian Railways (IR), the performance in 201920 is truly commendable. In 2014-15, 292 people were killed in railway accidents. This figure drops to 5 in 2019-20. Overall too, the number of accidents have come down from 135 in 2014-15 to 55 in 2019-20. This is a standing ovation to the sincere and long-drawn safety measures executed intelligently. And there is more. There were no casualties at Unmanned level crossings (UMLC) in 201920, a sharp contrast to 2014-15 when 130 people were killed. The elimination of UMLCs has led to visible dividends. It couldn’t have been better, the best so far since 1853 when Railways started in India. Now what next? The aim is to have zero accidents with robust safety systems in place. But accidents do happen, fewer than in the past. In 2019-20, derailments constituted a significant proportion - as many as 40 out of 55 accidents. The Linke Hofmann Busch (LHB) design of coaches has reduced fatalities during derailments but the railways certainly need to bring down cases of derailments in the first place. A safe rail wheel interaction at normal and high speeds, ensuring copybook rail maintenance parameters as also of coaches undergear should now be the focus of a realizable dream. Infusion of track machines in a big way would provide a much wanted fillip to reliable, quicker track maintenance. Another step would be to eliminate manned level crossings (MLC). This can now receive priority as UMLCs are now almost eliminated. Of course, getting rid of the MLCs is expensive and needs joint action with state governments but it’s time that MLCs are also targeted. But what remains a cause for continuing worry is the high contribution of “Failure of Railway staff “ as a prominent cause of accidents. As many as 40 out of 55 accidents in 2019-20 fall in this category. To be sure, this is a vast improvement over the 135 accidents classified under this category in 2014-15. Continuous

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training for skill upgradation and efforts to match the requirements of new technology will continue to occupy the attention of railway brass across departments.It is also time to take a hard call on deaths that happen because our trains do not require the doors of coaches to be shut before the train starts. Among the world’s major railways, it is only on Indian Railways that a train can start without closing and locking the door. But there is technology available to close this chronic lacunae and it isn’t too expensive. It will have a positive spinoff for passenger security on trains. The Tejas experiment is a welcome step in ensuring door closing before starting a train and needs to be carried forward. Air Conditioned trains are ideal to start with. Yet another effort should be to fence the tracks, especially in congested areas. Habitation near tracks is hazardous and reducing the speed of passing trains is at best, a temporary solution. If need be, people living too close to the tracks should be given alternate accommodation where feasible. It is difficult to fathom the distance of an approaching train when it is close to approach especially at night. Lives can be saved here. The strategy adopted by the current leadership of funding the safety efforts through Rail Suraksha Kosh seems to be working well. Once the funds are in place, safety enhancement is a matter of attitude and patience. The past performance indicators seem to reassure that the railways, under PM Modi’s leadership, are on the right track.

Authored by Arunendra Kumar, former chairman of the Railway Board

(The article first Appeared on HT)

OPINION ARTICLE

Making public transport safe during COVID-19

everal safety measures could prevent mass transmission of the virus and a shift to private modes of transport

Central to India’s lockdown to control the spread of COVID-19 was a complete shutdown of the transport system. Now, as the country emerges from the lockdown, a proper ramping up of the transport system is needed. This should not be done in haste, however. Can COVID-19 spread through public transport systems? It is difficult to answer this question with numbers. A recent paper from the Massachusetts Institute of Technology argued that New York’s subways seeded the epidemic in the city. While the research fails to establish causation from the observed correlation, as the author had admitted, it cannot be discarded as implausible. It is commendable that India shut down public transport before it could. contribute to the spread, with an early lockdown. We now need to consider what can ensue on a restart, especially of metro rail.

COVID-19 and public transport Fearing crowd infections, commuters prefer travelling in private modes like two-wheelers. Cities like Delhi, that resumed services nearly four weeks ago, observed less ridership than the allowed 20 passengers per bus, despite the limited frequencies on many routes. Although bus crowding is seen in some cities such as Mumbai, it is temporary and due to a lack of alternatives. A significant drop in public transport ridership can be expected for months after resumption, based on opinion surveys.

That means measures are needed to gain the public’s confidence in mass transport modes, to avoid a significant modal shift to road traffic. The Delhi Metro Rail Corporation has released guidelines to tackle several social distancing and sanitisation concerns, and to address the possibility of viral transmission through tokens, push buttons on lifts, and handrails at the station elevators. Other metro rail systems are also expected to follow similar guidelines. Are these measures enough to prevent serious viral transmission? Unfortunately, public transit agencies around the world face the problem of a dearth of research by scientists on the specific modality of COVID-19 transmission during public transport commute. Confidentiality laws usually prevent the availability of contacttracing data to extract the precise details of how any individual got infected. There have been some notable research efforts, currently under peer review, that did use detailed contact-tracing data from China and Korea. One study says that SARS-CoV-2 does not seem to get transmitted much outdoors. In fact, only a single cluster of two cases out of nearly a thousand was traced to an outdoor infection in China. Correlation to the effect of air conditioning airflow has also been established based on precise seating locations of those infected at a restaurant and at a call centre. Indian authorities who were already working under similar assumptions on the effects of AC will be proven justified by the conclusion of such research that there is clearly high risk in indoor areas under AC with focused air flow. From the above research we can conclude that a non-AC bus with open windows offers a much less risky outdoor-like environment. METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

OPINION ARTICLE However, it would be wrong to conclude that an AC metro rail coach is risky – for a different reason, in that contact-time is also very important in viral transmission in indoor spaces. A majority of metro rail trips in Indian cities are no more than 20 minutes long, and there is research indicating that this may not be long enough for significant viral densities and inhalation of sufficient viral particles, even without social distancing. It is unlikely for any significant level of public transport infections to happen via inhalation or even crowding and clothed-body contact, though we cannot say it with certainty. However, hand contact with common surfaces must be considered, as it is well-known to cause significant COVID-19 spread. The guidelines being developed in India address some of the related issues. However, they leave out certain key elements that should be taken very seriously – the handgrip rings and handrails from the ceilings, the stanchion poles, and any grabrails on the seatbacks. If an infected asymptomatic person deposits viral particles on such surfaces, and another person grabs the same spot even briefly, the viral particles could be picked up by their hand. The second person could later deposit the particles on his/her face. Probabilities may help, and another person may not hold on to the exact 3-inch long area before the virus dissipates, in all cases but one – that of the handgrip rings. Their surface is potentially the most dangerous inside a coach. Every successive individual who hangs on to the handgrip where one infected person deposited the virus can pick up the virus at a high density from the same spot. Then the probability is quite high that, within an hour, two or three others could pick up the virus left by one person on a handgrip. There is also a high probability that those people will touch their faces soon after.

Suggestions for more safety Considering such possibilities, we offer a few safety suggestions that can be implemented immediately. The first is to employ staff to wipe the handgrips at frequent intervals, constantly moving from end to end in the train. Any handgrips in buses also need to be cleaned often. Another is to give wet sanitising wipes to every traveler entering a metro rail coach with a suggestion to have it in their palms before touching or gripping anything. Wipe disposal bins will be needed in the coaches. The metro rail agencies’ focus may need to shift to the egressing passengers, as it is important to prevent them from transferring what is on their hands to their faces after egress. We should expect a lot of passengers to leave in a hurry and to not bother with cleaning their hands, even if hand sanitiser dispensers are available. Paid staff or volunteers dispensing hand sanitisers on platforms can be an option. Offering contact-less wash basins with soap dispensers at the platform level could be effective. Signs on hand hygiene vis-a-vis touching surfaces are needed.There are possible options in metro trains to create external airflow to dissipate viral particles. Metro rail authorities are planning to leave the doors open at the terminal before the next run of each train. Since a majority of metro rail stretches in India are elevated, there are other creative options, if safety considerations will allow them. One would be to have staff onboard to direct passengers away from a certain coach to other coaches. The doors of the empty coach can be opened during a run for two or three minutes. We are not aware of such operations anywhere, so any attempt must only be after careful experimentation. Eventually, metro rail AC systems could be changed to High Efficiency Particulate Air filters with frequent circulation of fresh air. Actions are needed from both authorities and the public to keep our public transport systems safe. If no such actions are taken and a serious level of viral transmission is later traced to public transit, the result will be a mode shift to private vehicles. As

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pollution and accidents kill more people in India than COVID-19 does now, a mode shift away from public transport will have longterm consequences. Our buses and trains must be perceived as safe, so it is vital to assure ourselves that public transport is for the public – not the virus.

Authored by Ashish Verma, R. Jayakrishnan and S. Velmurugan (The Article first appeared in The Hindu)

WHITEPAPER ARTICLE A new Platform for Rail Communications – adopting 5G for Railways

G offers a major opportunity for rail operators to transform their operations for the better. Its high speed and extreme traffic handling capacity, together with ultra-low response times, highest reliability and support for massive machine type communication (IoT), will allow rail networks to improve safety, optimize costs and make their services more attractive to passengers in many ways. Such capabilities will make the telecommunication network the cornerstone of railways’ ambitions for further Digitization. With the Future Railway Mobile Communications System due to replace GSM-R and other legacy systems, rail operators can begin to plan early how they will prepare and migrate their networks to take advantage of 5G - the leading mobile technology that will serve the world far into the future.

Executive Summary: The Future of Railway Communications will be built on 5G The future of rail transport critically depends on taking advantage of advanced communications systems to increase safety, cut operating costs and improve the experience for rail passengers towards a digital railway. While 4G introduced some functionality for mission-critical communications, 5G is set to go much further in meeting the demands of the Communications Service Provider (CSP) market, as well as, from day one, fully supporting the mission-critical needs of industries and enterprises, including rail operators. As well as providing efficient broadband capabilities, 5G networks will offer measures to build ultra-high reliability networks with ultra-low latency. It will also serve the need of massive Machine Type Communication (mMTC) for sensors and predictive maintenance that train operators will increasingly need in the future to improve and optimize their services. With huge performance improvements over previous generations of mobile technology, 5G delivers high speeds of up to 10 Gbps and very low latency, the time for the network to respond to requests from the mobile device. Furthermore, 5G also achieves such performance at much lower cost than other technologies. Even more important, 5G will bring additional communications flexibility for railway operators that use dedicated networks for missioncritical services and commercial 5G network slices from CSPs for additional capacity for non-critical services. This will bring rail operators new opportunities and applications based on mobile broadband capabilities. Applications can be categorized into three segments: • Critical: applications essential for train movements and safety or a legal obligation, such as emergency communications, shunting, presence, trackside maintenance, Automatic Train Operation (ATO), Automatic Train Control (ATC) and Automatic Train Protection (ATP). • Performance: applications that help to improve the performance of the railway operation, such as train departure procedures and telemetry.

• Business: applications that support the railway business operation in general, such as wireless internet and ticketing support. Led by ERA and UIC, the Future Railway Mobile Communications System (FRMCS) is the single global standard for railway communications. While FRMCS will be functional in nature, 3GPP technologies such as 5G will be best positioned to meet all the needs of railway operators. Rail operators are advised to start planning early to migrate their existing networks to the forthcoming FRMCS standard if they are to make full use of the opportunities. While it has served the rail industry well for many years, GSM is maturing, with support largely terminating by around 2030. 5G is expected to serve railways for much longer, with likely implementation in the mid2020s to provide reliable service extending over the next few decades. However, in Europe the roadmap for ETCS extends to 2050. This means that for several years, GSM-R and FRMCS will run in parallel during the migration period. Current GSM-R networks must be kept up to date to achieve the highest standards of quality andperformance and meet the latest European Train Control System (ETCS) requirements and to free up spectrum for FRMCS. Railway organizations must upgrade trains, which is not a quick task. Additionally, overall harmonization in Europe is needed and a proper legal framework needs to be established. Rail operators currently using GSM-R are recommended to modernize their existing GSM-R networks by introducing IP technology as in the transmission networks for FRMCS, or with ETCS over GPRS for ETCS, ensuring they are prepared for a parallel rollout of 5G for railways starting from around 2025. As a leader in both 5G and radio communications for railways, Nokia is well equipped to provide rail operators with the expertise and advice they need to make full use of these exciting opportunities.

Figure 1. Nokia has a clear vision of the future of railway communications. The Nokia Bell Labs Future X architecture for railways provides an intelligent, dynamic communications and cloud-based platform to support all of the individual systems, processes and activities of the railway

The mobile Broadband Opportunity for Railways The way people live, work, play and communicate is set to be transformed by ultra-fast, reliable mobile broadband. Industries as well as consumers will benefit, and the rail industry is no METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

WHITEPAPER ARTICLE exception. For rail, the benefits will be many, including enhanced safety, improved operational efficiency and innovative passenger Services, helping them achieve further digitization to make the railway more competitive. To meet its priorities, rail needs a communications technology that offers high speed, high security and high capacity to support passenger connectivity needs, as well as safety-critical operational applications such as train signaling, and safetyrelated applications like CCTV and on-board communications. All this can be achieved with a single, converged and flexible network, sweeping away the complexities and inefficiencies of managing a mixture of several network technologies, including GSM-R, TETRA, DMR, Wi-Fi and even analog technologies like VHF/UHF. FRMCS – a global Standard for Rail Communications The FRMCS is intended as a single global standard for railway communications. A successor to GSM-R, FRMCS conforms to European regulations while also meeting the needs and obligations of rail organizations outside Europe. As well as the mainline railways, UITP (Union Internationale des Transports Publics), the International Association of Public Transport, also supports FRMCS. As a mobile broadband-ready technology, FRMCS will support the needs of rail in six ways: Demand for Broadband • Automation for self-driving trains • Increasing operational efficiency • Improving customer experience Optimization of Networks • Further unifying network technology towards IP • Reduce complexity • Increase flexibility Long Term Support • Support for ERTMS/ETCS (as examples) for the next decades • Manage the obsolescence of GSM technology Critical Communication • Voice, evolving to group video calls • Train control, automated train operation • Machine-to-Machine (M2M) and telemetry for critical elements Performance Communication • M2M and telemetry • Predictive maintenance • CCTV for passenger security and train movement control, passenger Information, staff communication, lineside (fixed) Business Communication • Wi-Fi on board One of the main targets of FRMCS is to achieve maximum flexibility by separating the railway functions from the network and radio bearer that carries them. This makes it possible to use standard mobile radio technologies such as 4G and 5G, Wi-Fi, fixed networks or even satellites. In contrast to GSM-R, railway functionality is mainly realized on the application layer. The evolution of 3GPP technology to 5G supports multi access and application centric communications. Although this flexibility is desirable, it is also important to harmonize network technologies across countries, for example for Europe, and avoid deploying too many different solutions. The latest thinking of the UIC and the European Railway Agency shows a clear preference towards 5G, a choice supported by many major European railway operators. However, some railway operators see a solid business case for implementing early broadband technology for rail based on LTE.

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This may give them an opportunity to become familiar with 3GPP broadband technology, followed later by a smooth migration to a 5G FRMCS solution. A compelling Case for 5G There are several reasons for choosing 5G technology as the basis for the future of rail communications. FRMCS based on 5G is expected to be introduced in Europe around 2025, by which time it is likely that the 3GPP will have ceased standardization work on 4G LTE technology. Additionally, 5G can be expected to serve railways for much longer, extending over the next 15-20 years. Many of the future uses for railway communications will demand minimal delay between the radio and the network, known as latency, as well as the ability to work in the Cloud. Examples include automated train operation and broadband M2M communication. Although today LTE provides a high quality of service and broadband capabilities, 5G is specifically designed for these kinds of ultra-reliable, low-latency missioncritical communications, which also include video applications. This is supported by 5G flexible deployment schemes using cloud and mobile edge computing. There is also a huge effort to use 5G technology for the forthcoming Industry 4.0 transformation, and it is expected to become the dominant technology for vertical markets. Using 5G as a common technology will also make it easier for intermodal communication concepts, for cars and other vehicles to interwork with FRMCS to communicate with trains. “Deutsche Bahn expects deployed 5G and Cloud technology to be 99 percent off-the-shelf and ‘mainstream’ technology but sees the need for dedicated research and innovation to optimize 5G and Cloud technology for rail scenarios.” Dr. Patrick Marsch, DB NetzAG -DigitalisierungBahnbetrieb/ Systemarchitektur

Figure 2. 5G offers extremely high performance in many dimensions to support all the communications Needs of rail operators. 5G Capabilities put full automation within Reach One of the major goals of many industries, not least rail operators, is to make greater use of automation,to cut costs but also to remove human error and promote greater safety. With its high speed and capacity, 5G offers the data handling abilities that extensive automation demands. Automation has already made great inroads in rail transport, such as people movers at airports, various metro lines across the globe and in special freight applications like mining trains. Enhancing ETCS, Automated Train Operation (ATO) is being introduced to mainline rail services. Although train control as well as rolling stock solutions are commercially available today, several challenges remain. Solutions that offer precise yet affordable location of trains, obstacle detection and a sufficient and reliable communication system are yet to be developed.

WHITEPAPER ARTICLE When it comes to maintaining rolling stock, the first steps towards automation are complete. However, preventive maintenance is still the most common philosophy, whereas industry generally is moving more towards condition-based maintenance, where interventions are made only when issues start to occur. Even so, this is often too late, so a newer trend is predictive maintenance. So far, few pilot projects have proven successful in this area. This is because solutions are often too siloed - even restricted to vendors of components of rolling stock. Rail operators often face the issue that these solutions are not open, and data cannot be shared. Trackside maintenance is one of the most challenging tasks to automate. However, there are some promising solutions being created by start-ups. In trackside maintenance, more than in any other case, it is important to find solutions where only minor deployments in the field are required. Today, most automation is occurring in railway stations. Elevator and escalator maintenance is often already based on their condition. However, these solutions are siloed, as they are often provided by the elevator vendors. Another issue is that solutions are often driven by large deployments in central or major stations, but the biggest benefits can be achieved by optimizing maintenance at small, unstaffed rail Stations.

What is 5G? An Overview of the Technology Essentially, 5G provides radically new connectivity capabilities that are both agile and sustainable. Networks based on 5G will deliver extreme mobile broadband with unprecedented network speed and capacity, while making use of additional spectrum bands. New services and many Internet of Things (IoT) applications require ultra-low latency connectivity, coupled with ultra-reliability.

Figure 3. Introducing new radio systems and network architecture, 5G networks will be flexible and reliable, offering extreme performance in many ways, to meet a huge range of uses in many sectors. The Key Technologies underlying 5G 5G is a combination of several technologies, but it will not follow the static, one-size-fits-all approach of previous mobile communications generations. Instead, 5G networks will be programmable and softwaredriven. They will be highly scalable to meet the communication demands of consumers and enterprises. The Building Blocks of 5G Architecture There are several ways to deploy 5G. The first phase of a 5G rollout can use dual connectivity, with devices connecting to both 5G and LTE networks. This is practical if the LTE network uses low band spectrum and the 5G network uses high band spectrum that offers limited coverage. 5G can be also deployed as a standalone solution without LTE. Frequencies for all Occasions

5G NR (New Radio) is a new global standard air interface for 5G networks. It is the most flexible way to benefit from all available spectrum options, currently spanning 600 MHz to 90 GHz, including licensed, shared access and unlicensed, Frequency Division Duplex (FDD) and Time Division Duplex (TDD) bands, narrowband and wideband allocations are possible, and new spectrum options are continuously introduced • Low bands (below 1 GHz) are needed for wide area coverage, for ultra-high reliability and for deep indoor penetration. Extensive coverage is particularly important for Internet of Things (IoT) and critical Communication. • Mid bands (3.5 GHz and 4.5 GHz) will be used for 5G coverage and capacity in urban areas by reusing existing base station sites. The spectrum around 3.5 GHz is attractive for 5G because large bands of spectrum are available across the world that could support gigabit data rates. • High bands (mmWave spectrum above 20 GHz) offer extreme mobile broadband capacity with data rates up to 20 Gbps. • Unlicensed bands such as 5 GHz, and in the future 60 GHz, offer additional offload options for besteffort traffic and less critical applications not needing guaranteed Quality of Service (QoS). Even higher Network Capacity with Massive MIMO 5G can offer increased capacity through its use of Multiple Input Multiple Output, or MIMO. This typically uses two transmit and two receive antennas to double the capacity. Massive MIMO goes even further, using many simultaneous transmit and receive streams to create much higher network capacity. Normally, sub-6 GHz bands have smaller bandwidth, but Massive MIMO multistream transmission can achieve gigabit peak data rates. Massive MIMO is also an effective way to use 340 GHz bands to increase peak data rates through multi-stream transmission. Research is ongoing on how these concepts support railway deployments, considering also aspects as available space on trains for complex antenna solutions. Getting Latency below one Millisecond A practical end-to-end latency in typical LTE networks is tens of milliseconds when connected and even longer when starting from idle. For many railway applications, new technologies are needed that can reduce latency by 90 percent, for example when remotely maneuvering trains as in shunting operations.5G networks will use various techniques to reduce latency substantially, such as shorter transmission frames, flexible resource allocation and edge computing to place the processing closer to the user and thus reduce the distances that data needs to travel in the backhaul network. These technologies will help 5G networks achieve one millisecond latency or even less. The 5G Core will be Cloud-native The rise of IoT and the deployment of 5G technologies will require networks to support a much wider range of services. The one-sizefits-all architecture of networks must change and is being led by the evolution to a cloud-native core network that is both programmable and highly scalable. A cloud-native architecture, which is built from the ground up for the cloud, allows operators to support both the scale and performance demands brought by broadband evolution and the introduction of IoT/ Machine Type Communications (MTC) and 5G. New development techniques allow operators to introduce industry specific 5G services more rapidly increasing reliability. Evolving 5G Transport Technologies With the development of the 5G radio network and the 5G core, METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

WHITEPAPER ARTICLE the transport technologies that carry data traffic between them must evolve to meet their demands. A consideration for railways is the diverse locations of radios required to support new use cases, requiring flexible transport technologies to reach Them. These will include a mixture of advanced microwave, IP, Optical, Next Generation Passive Optical Network (PON), and Wireless Mesh relay technologies, all updated to transport 5G traffic securely and resiliently. 5G Network Slicing Different users will have different demands on 5G networks with sometimes very diverse and extreme requirements for latency, throughput, capacity and availability. Supporting all these different uses costeffectively from one common infrastructure can be achieved by network slicing. With network slicing, several different end-to-end, separate networks can be provided and operated independently for each customer, supporting, for example, smartphones, tablets and virtual reality Applications. Network slicing can provide cost-effective and flexible support for the wide range of rail applications that are likely to be implemented in the future. Network Slicing enables separate, dedicated railway operator networks, or the use of public mobile Operator slices for running non-mission-critical services.

Figure 4. 5G network slicing provides the flexibility needed for additional railway services Uses and Benefits of FRMCS and 5G Seamless 5G connectivity, cloudified data and analytics engines will enable railway operators to partner with third parties to offer innovative applications and services. Mission-critical Applications Mission-critical reliability is mainly required by CBTC/ETCS systems, although operational voice services also demand extreme network prioritization as they help to ensure security and provide an essential means of manually sustaining train operations should the CBTC/ETCS system fail. A CBTC/ETCS application will typically tolerate a communications loss of no more than a few seconds, while a mission-critical voice service will usually have higher tolerance of communications loss. Further Automation even increases the Demand. Predictive Maintenance and Operations Intelligence The maintenance and repair of rolling stock, track components, depots and stations, often across large geographies, poses challenges in planning the use of repair equipment and teams. Predictive maintenance applications, using IoT asset management and advanced data analytics promise to reduce costs, increase asset utilization, enhance safety, minimize delays and reduce revenue loss. Digital twin systems can be introduced to increase efficiency through the simulation of trains and rail infrastructure. Video Surveillance for operational Security A typical railway operation has multiple, high-quality CCTV systems generating many video streams.

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This requires a cost-effective and reliable high capacity communications network able to handle traffic of several Mbps per camera and thousands of video streams. Video analytics can automatically discover anomalies in people’s behavior, alerting safety and security personnel so they can intervene. In fully automated mode, video is important for obstacle detection, or provide situational awareness, for example degraded train operation. High-capacity and low latency connectivity will support applications that help improve passenger safety and security. These will include driver video for advance views of platforms and level crossings, as well as remote supervision of passengers through on-board closed CCTV. Such CCTV systems will contain innovative features such as video analytics software to automatically detect intrusions, strange behavior or unattended baggage. On-board CCTV services require high uplink throughput, while the platform CCTV service requires high downlink throughput. Of all types of application traffic for rail operations, CCTV traffic probably takes up the most capacity. The digital Passenger The modern passenger expects to be connected constantly and be provided with personal, bespoke communications and services. Making sure the passenger has full broadband access instation and onboard is only the beginning. Their smartphone and wearables, such as a watch, can provide important information such as directions, alerts and information updates. Railway personnel can provide better services by being equipped with handheld devices that can immediately identify the passenger and provide them with key contextual information. Enhanced Passenger Experience Enhancing the passenger experience can be achieved through passenger information and multimedia entertainment applications. For instance, passenger information applications can provide route information and weather forecasts. Entertainment applications can provide video streaming. This type of “Infotainment” traffic is typically low priority and may consume only a low to moderate amount of network capacity. It also tolerates relatively high network latency. However, passenger Internet services could eventually become the single highest consumer of network capacity. Reducing Operational Costs Lower maintenance and operational costs will be achieved through the efficient operation of rolling stock, based on realtime information and improved communication between moving trains, maintenance staff and track-side systems. Operational costs will also be reduced by introducing new applications (for example remote diagnostics and Augmented Reality (AR) based remote maintenance) and services to simplify and automate operational processes, as well as by consolidating fragmented legacy networks with a unified 5G network capable of running multiple services. Critical Performance and Business Applications The International Union of Railways (UIC) defines three categories of application that may be enabled and supported by FRMCS: • Critical: applications essential for train movements and safety or a legal obligation, such as emergency communications, shunting, presence, trackside maintenance, ATC, etc. • Performance: applications that help to improve the performance of the railway operation, such as train departure, telemetry, etc.

WHITEPAPER ARTICLE • Business: applications that support the railway business operation in general, such as wireless internet, etc. The route to FRMCS/5G for Rail Operators European mainline railway operators are restricted by a legal requirement that the next-generation railway telecommunication system must be standardized. UIC, ERA (the European Union Ag e n c y fo r R a i l way) , E T S I a n d 3 G P P a re d e f i n i n g a telecommunications system capable of replacing GSM-R from 2022 onwards, with the migration phase expected to last until 2030 at the earliest. The first 5G trials and proofs of concept in the mobile operator market have already commenced and are seeing a fast ramp-up over the coming months. 5G-based FRMCS commercial roll out in Europe is expected from 2024/2025 onwards. European frequency standardization and regulation is currently driven by ECC/CEPT, where different options – including the reuse of existing GSM-R spectrum – are under evaluation are expecting lower frequencies to be used for 5G in the EU. The first roll outs of 5G focus on high frequencies, but there is strong interest from all regions to deploy 5G in frequency bands below 1 GHZ. Independent of the radio technology, available spectrum remains the most important challenge facing the railway operator. Because GSM-R and FRMCS will run in parallel during migration, the efficient use of GSM-R spectrum is essential. Current GSM-R networks are not yet wholly updated to GPRS and so must be modernized to meet the latest ETCS requirements and free up spectrum for the use of FRMCS in parallel. For existing GSM-R customers Nokia recommends modernizing existing GSM-R networks by introducing GPRS for IP services within the next two years, ensuring they are prepared for a parallel rollout of 5G for railways starting from 2025. This will also allow them to slowly convert rolling stock terminals to packetbased ETCS components in the train. Also, railway operators are advised to modernize their IP access network and start connecting GSM-R base stations via IP protocol in preparation for the FRMCS base station, which will be IP-native. As it will be difficult to maintain basic GSM-R equipment beyond around 2030, a modernized GSM-R network will need to meet all the basic ETCS requirements by that point. This means the time slot for migrating to 5G for railways to meet ETCS would be between 2025 and about 2030 and beyond. During this period, railway operators may opt to run 5G networks for a short period to cover areas of high broadband demand, in parallel to the GSM-R network used to provide the ETCS mission-critical services. For mainline railway operators outside Europe who currently do not run a GSM-R network and do not have to follow ERA/UIC standardization, the introduction of standard LTE for train control and rail broadband services would be technically feasible and would provide a first step to 5G for railways.

Figure 5. With the deployment of 5G starting in the mid-2020s and GSM-R reaching end of life around 2030, rail operators will need to run both technologies in parallel. Preparations for this period need to be made, principally updating existing networks including transmission and GPRS to support all-IP operation.

Making a Success of Migration Migrating from analog legacy systems or GSM-R to FRMCS is not an overnight task. As well as updating the railway infrastructure, rolling stock must also be modernized. It is especially important that the migration of infrastructure and rolling stock are aligned to support the movement of trains across international borders, as is common in Europe. Implementing FRMCS is also a legal requirement in Europe, requiring careful planning and allowing enough time for the migration to take place. Such issues are currently being investigated by the ERA (European Agency for Railway). With its long experience in deploying GSM-R, Nokia is well placed to support the transition of railway infrastructure to FRMCS, helping to ensure interoperability throughout the migration period. It is vital that the introduction of FRMCS does not disrupt the running of the GSM-R network. There are many benefits for railway operators in adopting the strategies and technologies that have underpinned the successful and smooth migration of 3GPP from 2G to 4G and 5G. For example, the latest Nokia core nodes, like Packet Core, HSS and MSS, are ready to support all access technologies through simple software updates. Distributed radio access networks with flexible deployment options support the easy transition of the radio subsystem by taking advantage of existing sites and transmission Deployments.

Figure 6. From GSM-R to FRMCS – adopting a well-proven path

Nokia – leading the Way to 5G Nokia is the leading railway communications solutions provider and together with Bell Labs is developing the most innovative 5G portfolio. Its networks portfolio is field proven with the major mobile network operators worldwide and it has developed the expertise to modernize and migrate rail networks to the highest safety and efficiency standards . Nokia is the market leader in GSM-R with 21 networks covering more than 109,000 km of GSM-R track and more than 80 missioncritical railway IP/optical networks deployed. As a principal driver of the industry’s standardization work in GSM-R and the evolution to LTE/FRMCS, Nokia can support railway operators as they seek to move from their existing communications networks to ones based on IP. As a member of UNIFE/UNITEL and with close relations to ERA, UIC, ETSI and 3GPP, Nokia is both driving the standards and ensuring that its products are fully compliant.

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

Urban Mobility Redesign and Rethinking During the Coronavirus Pandemic

Situation Analysis he coronavirus pandemic has shown the interlocked nature of the modern world, where what happens in cities, does not stay in cities. With around two hundred countries affected, the Coronavirus disease 2019 (COVID 19) pandemic has wrapped its tentacles around the Indian population. The Government of India took an anticipatory step to break the spread of the virus by declaring a nationwide lockdown on the 21 st of March 2020. The lockdown, now approaching its fourth phase, has brought life to a standstill. In such situations, the Indian public transport has been profoundly affected by this forced social distancing tool.

How has public transport been affected? Across many countries, life as we know it has taken a hiatus. Governments have issued warnings for people to stay at home, away from crowds and infectious environments. The desertion of shared services includes public buses and trains, which has made public transport sector its first casualty. People and goods use transport for what it produces, and not just for its sake. It is a derived demand. Public transport has suffered massive revenue losses since it is typically dependent on fares and subsidies.

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The Covid-19 has crippled the businesses of shared mobility firms, snowballing risks and financial pressure for the gig-economy workers, particularly the drivers. Public transport systems have been considered a high-risk setting due to: l no methods to identify potentially sick people l a high number of people in a confined space l Exposure to common surfaces (handrails, ticket machines, etc.). l It is therefore vital to analytically identify areas of action to abate the risks for public transport staff and passengers.

Role of Public Transport Public transport is essential to provide mobility to critical services and staff as a core function and to allow movement of patients, medical staff and supplies in times of pandemics. Therefore, maintaining the operation of public transport is crucial. Subsequently, public transport operators should focus their pandemic plan efforts on staff safety, and preparing to deal with the shortage of labour. The efforts of public transport can be divided into three phases: l During lockdown l Just after lockdown l Resuming urban transport post lockdown During Lockdown Rail Based Transit

ARTICLE Minimize the Spread of Infection Sanitization of coaches/rolling stock, station area, common areas and staff rooms l Provide safety gear and PPE like masks, gloves and sanitizers l Emergency Services l Enabling the transport of essential staff and healthcare supplies l Transportation of migrant labour back to their hometowns l Usage of train coaches as quarantine and treatment facilities Bus Based Transit Minimize the spread of infection l Operation at lower capacity (30-50%) l Passengers to board/alight from rear doors l Sanitization of buses, bus depots and common staff areas l Providing safety gear for both the passengers and bus operators l Transparent protective barriers placed near the driving area to protect the bus driver and passengers l Introducing changes in operation l Buses to run as per demand, and will be available only to move essential staff and supplies l Information sharing through apps about real-time location and number of passengers in the bus l Any documents from the transport authority to be approved digitall Just after lockdown Rail Based Transit Minimize the spread of infection l Limiting the number of passengers per coach l No cash transactions allowed for ticket purchasing l Maintaining hygiene and sanitation of all common areas l Introducing changes in operation l Issuing refunds of tickets l Increasing the frequency of trains and metros to avoid crowding Bus Based Transit Minimize the spread of infection l Marking seats as unavailable to reduce the number of passengers l

Only digital transactions to pay for the fare, to reduce chances of contact l Sanitization of buses, along with compulsory masks, gloves and other PPE for passengers and drivers l Demarcation at bus stops to maintain an appropriate distance between passengers and bus driver l Introducing changes in operation l Support to transport authorities in terms of relaxation of KPIs and penalties Pedestrianization and Cycling Minimize the spread of infection l Encouraging walking as a new means of public transport and creating new walking zones l Allowing only walking/cycling as a means of transportation

within a certain radius Sanitization of cycles and docking stations while providing protective measures such as gloves, l masks and hand sanitizers l Online registration for rental of cycles l Introducing changes in operation l Closure of roads for vehicles to allow only pedestrians or cyclists l Cycle sale and repair outlets to remain operational under essential services l

Cab and ride-hailing services Minimize the spread of infection l Limiting the number of passengers in a cab to 2 l Sanitization of cabs with compulsory PPE for drivers and passengers l Rides restricted to passenger movement for essential services l Free rides for health workers and transportation of necessary supplies Apart from these measures, disseminating information and safety guidelines for the general public is of critical importance, at all times. Resuming Public Transport Post Lockdown Maintaining thorough sanitization of all kinds of public transport l Ensuring communication of social distancing and hygiene guidelines while introducing modifications to ensure the safety of drivers and passengers l Managing a sudden surge in the rise of demand for PPE. People would be living in a mindset that the person next to them is infected. l Providing urban transportation to labourers and factory workers to return to their work l Building footpaths and cycling bi-lanes, while closing down streets for vehicular traffic to encourage pedestrianization and cycling l A gradual increase in the occupancy capacity of public transport l Renegotiate contracts to support the private sector in terms of penalties, changed working hours and staff salaries l

Future of Public Transport Social distancing measures on public transport will have to be maintained even after the COVID-19 lockdown measures are revoked, and passenger traffic returns. The fundamental basis of transportation will be questioned. People preferably would not want to travel. If they do move, they would want it to be secure and affordable. Post-COVID-19, behaviour will likely change. A vast number of people will try to move away from public transport and will choose safer substitutes in a similar price range, and people who can pay for might upgrade their choice of public transport, or may even buy. Given rules regarding social distancing and safety, consumers would prefer self-drive two-wheelers, along with long-term subscriptions and rentals, and move out of shared transport. As Mr E Sreedharan rightly said, the metro is a social responsibility. METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

ARTICLE It will have to resume operations after the lockdown. But to make the commute safer for people, Delhi Metro will have to enhance capacity six times, while Mumbai trains will have to boost services 14-16 times. Cycling, apart from being a healthy and sustainable mode of transport, is a good way to relieve the burden on public transport systems. There should be a conscious effort to bring about a change from private car usage, including ride-hailing and cabs to cycling but also walking to safeguard the health of people during their day to day life. How to support public transport for economic recovery After the COVID-19 circuit breaker, public transport is bound to face limited demand. It will need support to boost its quality of service, to restore passenger Confidence about its safety. 1. Reconsidering the revenue model: The centre and state governments may need to infuse capital to deliver safe and affordable public transport to ensure that systems do not buckle under once the travel demand surges. This will help maintain vital jobs for workers in a stressed economy. Funding public transport only through fare revenue, with added public funds to close the gap, might not always be a sustainable solution, especially in times like these. Innovative approaches revenue models should be explored, such as parking management and congestion pricing. This will help increase revenue and promote walking and cycling. 2. Invest in Cycling and Pedestrianization Infrastructure: Cycling and walking should be encouraged to post the lockdown, considering safety issues. These modes of transport are inexpensive, boost healthy lifestyles, and can prove essential in providing first and last-mile connectivity to public transport. Investments into building exclusive cycling and walking paths can reduce the chances for road accidents as well. Closure of streets for vehicles to allow for only cycling and pedestrianization can further this cause.

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3. Gather learnings for the future: Urban planning is often fractured and incoherent, which results in unnecessary pressure on public transport. It’s time to improve coordination down to the city level, to ensure that stranded people, patients, health workers and essential supplies reach their destinations safely. The coronavirus pandemic has revealed the interconnected nature of the modern world, where what happens in cities, does not stay in cities. Yet urban planning often remains fractured and uncoordinated,with significant consequences for public transport. Conclusion “You never let a serious crisis go to waste. And what I mean by that it’s an opportunity to do things you think you could not do before.” -Rahm Emanuel The ability to transform the public transport to move stranded people, patients, health workers and supplies, to the extent of converting even the most traditional forms of mobility into quarantine facilities demonstrates its capacity and scope to improve manifolds. Its time we learnt lessons from this pandemic, to improve our Mobility options, and cultivate innovation. Digital payments, increasing automation, improving the service levels of public transport while focusing on customers will go a long way in building a safe and sustainable urban mobility design. Authored by

Devyani is a recent post-graduate in MBA Finance from NMIMS Mumbai. Having interned with the Major Projects Advisory division of KPMG India, she is p a s s i o n a t e a b o u t I n f r a s t r u c t u re Consulting and Project Finance. Previously, she has worked with AECOM India, for the Nagpur Metro Rail Project. She is also a sports enthusiast, and is a university level badminton player.

ARTICLE

How Electronic Ticket Control Database technology (ETCD) is helpful

system for the real-time management of information & ticket exchange technology has been enabled for interfacing with travellers. This new technology is known as Electronic Ticket Control Database (ETCD); this methodology will help in preventing fraud and ease ticketing process smartly. It has been in service since Feb 2020, and already some European ticket issuers & passenger carriers are making bonds to it. Recently, International Union of Railways (UIC) has awarded the Rail IT specialist Hit Rail B.V. a contract for the supply of its Electronic Ticket Control Database. The validation of this contract is up to five years from January 1, 2020. Now the UIC providing a centralised, real-time commuters ticket management system for all the Railways across the world. The major purpose behind this initiative is the online ticket exchange among the ticket issuers and commuters, along with enhancing the security and fortify of e-ticketing. This new technology ETCD offered Software-as-a-Service (SaaS) mode by Hit Rail. The ETCD service matches the demanding scalability, review and security aims created by the UIC. ETCD uses cloud technologies & is designed from the start to meet a large number of tickets and downloads and to be proficient of supporting following UIC services in the future, requiring the collecting or checking of ticket data.

The Technical Director & ETCD Project Manager at Hit rail, Enrique Ruiz says “The ETCD is a significant technological leap forward into utilising leading-edge cloud services, like serverless applications along with cloud databases, to deliver a robust & secure service potentially connecting millions of railway tickets.” UIC Passenger Director, Marc Guigon says: “ETCD technology is a new UIC IT solution that is a major application in UIC’s Rail Distribution ecosystem. Surely, in combination with MERITS (Timetables), PRIFIS (Prices) & Hermes (Reservations), ETCD would make the UIC IT distribution framework to offer all European railways members a cost-efficient, robust with a standard solution for international rail ticket business.” Some Major Benefits of ETCD System: Ÿ It will help to maintain social distancing in crowded places. Ÿ Prevent from scam. Ÿ Real-time ticket control management. Ÿ It creates an easy ticketing process. Ÿ Keep record on Cloud storage of passenger’s information for further queries. Ÿ Online exchange of tickets control information. This new technology is substantially better than contactless ticketing. The ETCD can be used in our transportation sector or any places where a wide range of public interactions are taking place including Shopping malls, Cinema halls, Railways Stations, Metro Stations etc to keep people maintain social distancing as well. Authored by Neha Singh Assistant Editor at Metro Rail News Email- neha.singh@metrorailnews.in

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

ARTICLE

Best Practices in the Sterilization of Mass Transit Property “We all are staring at an unprecedented time wherein the recent pandemic has brought the world to a halt. The safety of the population has become the top priority of the governments across the globe and reactive versus pro-active approach is the way forward to contain the COVID 19 virus”

he Biggest challenge for the Mass Transportation organizations and bus companies, as well as rideshare businesses and airlines, etc. staring at them is gaining the passengers confidence to resume travel. There are significant challenges as there is no “Post Covid Situation ‘in sight. The virus remains active while Scientists are on the job to find the cure. We all are staring at an unprecedented time wherein the recent pandemic has brought the world to a halt. The safety of the population has become the top priority of the governments across the globe and reactive versus pro-active approach is the way forward to contain the COVID 19 virus. At this point, it’s common knowledge that the COVID-19 virus is spread through person-to-person contact. But there is also compelling evidence that suggests the virus can remain active for hours even days on some types of surfaces. And this problem, especially for the transit industry. The New England Journal of Medicine just released a report that investigated claims - “how long the virus can remain viable on different kinds of “surfaces” Their analysis revealed that COVID-19:“Was more stable on plastic and stainless steel than on copper or card board “The fact that COVID-19 is so virulent makes the cleaning and disinfecting (of course the difference between cleaning and “disinfecting” has to be understood) of every mode of transport ¡ ¡ ¡ ¡ ¡

be it train Plane Bus Taxi Or subway, etc. Contact mapping mass transit:

¡ According to current evidence, COVID-19 virus is primarily

transmitted between people through respiratory droplets and contact routes. In an analysis of 75,465 COVID-19 cases in China, airborne transmission was not reported. The mass transit system with huge SS interiors has high exposure to the virus – Coronavirus can survive for two to three days on plastic and stainless steel surfaces ¡ “The virus that causes COVID-19 remains for several hours to days on surfaces and in aerosols, a new study published in the New England Journal of Medicine found” Cleaning versus disinfecting is the answer.

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

The study suggests that people may acquire the coronavirus through the air and after touching contaminated objects. “Scientists discovered the virus is detectable for up to three hours in aerosols, up to four hours on copper, up to 24 hours on cardboard and up to two to three days on plastic and stainless steel” Note:Steel feels clean. After all, hospitals and labs use plenty of stainless steel surfaces in operating rooms and other sterile areas. However, when it comes to coronavirus, it may not be as safe as you think.

Measuring Methodology – How they measured it” ¡ Scientists measured this by laying down a few drops of fluid containing COVID-19 viral particles. ¡ They then collected samples at regular time points to measure how many viruses were still present on the stainless steel surface. ¡ They compared this to other surfaces including plastic and cardboard.

By doing so, they were able to generate the model below: Steel - COVID-19 decay % Virus Alive Time 100% 0h 80% 5h 60% 10h 40% 15h 20% 20h ¡ As evident in the data above, COVID-19 corona viruses can live quite a long time on a stainless-steel surface. ¡ While most corona viruses die quickly, some can live on but on steel it potentially remains infectious, for over a day.

Contact Audit / Mapping: An important part of any program designed to fight the virus is to conduct a “contact audit or mapping” And, while it’s true that the passengers are more likely to be infected by coming into contact with a contaminated surface, it’s worth noting that “80% of bacteria are transmitted by hands which may touch the surface within the subway / planes / trains etc and 76 out of 100 people either don't wash their hands at all or don't use soap2.”

ARTICLE It should come as no surprise then that New York’s Metropolitan Transportation Authority (MTA) announced3 that all of its trains, buses, and other modes of public transports will be sanitized every 72 hours. Plus, they are going to disinfect often-touched surfaces in stations every day. San Francisco's Bay Area Rapid Transit (BART) system also intends to implement similar practices on its vehicles and in stations and bus terminals. A Daily Sterilization Checklist a must We say a ‘daily’ checklist because it is often impractical to clean often-used vehicles more than once a day, even if you have reduced ridership. It takes about three hours to completely clean a city bus, according to the MTA. But they have 1,000 buses on the roads to say nothing of their immense subway system and suburban rail services so you can immediately see how daunting a task this can be. Still, it has to be done, one way or another. As such, transportation organizations and bus companies, as well as ride-share businesses and airlines, etc, need to have ‘to-do’ checklists in place so that every single cleaning assignment can be tracked and proper records kept.Among the tasks a company or organization should accomplish: 1. Disinfecting surfaces (not cleaning) and objects that are often touched. Ÿ On trains you should see to doors, handrails, seat head rests, seats themselves, floors, and windows; plus, in the bathrooms, doorknobs, lights switches, sink handles, toilets, toilet handles, mirrors, sinks and soap dispensers. Ÿ On planes, the same objects should be cleaned, as well as c a r p e t i n g , h e a d p h o n e s e t s , t r a y t a b l e s , o v e r- h e a d compartments, etc. Ÿ On buses, ceilings, windows, window ledges, walls and floors should be wiped down with cleaning agents and disinfectants. Upholstered seats should be vacuumed, and damaged seats replaced. You should include stanchions, entry/exit-way grab rails, pull cords stop buttons, the top of the farebox and the driver’s area. Getting Your Staff on Board Organizations and transport operators companies having their own, dedicated cleaning staff or an outside firm that offers the service on a contract basis will come into effect to clean the mass transit. A word of caution “is it disinfecting? Or is it cleaning!! A question to be asked and thoroughly deliberated “Cleaning cannot be categorized as disinfecting “ For operations that cannot justify the cost of such guaranteed assistance, the onus falls on them to bring the same level of cleanliness and hygiene to their operations. And by the way, this isn’t just a purely desirable goal. It’s a business imperative! Not b e i n g co n s c i e nt i o u s a n d co m m i t te d to a t h o ro u g h “disinfection” regimen can be a recipe for disaster! The reputation you spent years building can disappear overnight if your vehicles become known for their lack of hygiene, or, to put it bluntly, being downright infectious. Options for Operators Many products are available for decontamination of these critical spaces. There are differences in product effectiveness, cost, potential residual damage and operational limitations. Two particular methods, presented below, are being employed to reduce or eradicate hazardous microorganisms and virusesA. Biocidal Properties of Hydrogen Peroxide Vapor ( HPV) based Equipment’s

Hydrogen peroxide Vapor (HPV) is one of the effective way to sterilize and disinfect surfaces that are contaminated with undesirable microorganisms. The United States Environmental Protection Agency (EPA) classifies HPV as a disinfectant by virtue of its biocidal and pesticidal properties. Sterilizing with HPV involves release of a known concentration of vaporized hydrogen peroxide throughout an enclosed space, such as a lab. This is typically achieved with a HPV generator. These generators first remove moisture from ambient air and then pass liquid hydrogen peroxide past a vaporization module to produce a concentrated gaseous form of the chemical. The biocidal mechanism of action for hydrogen peroxide is attributed to chemical oxidation of cellular components. This oxidation rapidly interrupts vital chemical processes vital to microbial survival, and thus sterilizes the environment. For these reasons, HPV is used in many applications when personnel seek to disinfect environments contaminated by virulent microbes. Various manufactures producing range of manual and IR based auto navigation robotic systems which are capable of spraying HPV at desired rate with very small droplet size as good as less than 10 microns which helps to dry the surfaces very fast and no strains on surfaces. B. Shining a Ultra-violet light on Microorganisms (UV-C ) based Equipment’s Ultraviolet germicidal irradiation has been a mainstay for killing and inactivating microorganisms for well over a century. This process utilizes short-wavelength ultra-violet C light to kill microbes. UV-C light encompasses a range of 100 to 280 nm, but the most effective wavelength for decontamination is between 250-260 nm. Exposure to the light inactivates microbial genomic DNA. UV-C light creates lesions called thymine dimers, which cannot be resolved by cellular-DNA repair mechanisms. This injury to cellular DNA impairs vital cellular functions and ultimately leads to the death of the microorganism. Thus, ultraviolet germicidal irradiation can be an effective means of sterilizing surfaces, instrumentation and facilities. Which is better on what surface? UV germicidal irradiation is only effective in sterilizing surfaces that are in the rays’ line of sight. Any portion of a surface that is “hidden” by other objects will not be exposed, and therefore not sterilized. Operator safety is one obvious concern when using UV-C based decontamination systems. In the same way that UV-C light damages microbial DNA, irradiation can also cause DNA damage in humans. Thus, procedures need to include instructions for keeping personnel at a safe distance from these light sources. As ultraviolet (UV) radiation consists of photons with high energy relative to visible light, it can cause degradation in the form of physical and chemical changes in susceptible materials. HPV is arguably the most effective form of surface and facility decontamination, however quite hazardous to personnel. Therefore, carefully calculate and document two important factors: the concentration of hydrogen peroxide used during cycles, and the time allowed for these vapors to disperse. How to overcome this various material surfaces challenge:

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

ARTICLE

With this formula and some experiments one can find out the amount of time required for complete disinfection of target surface and it can be verified with UVC photosensitive paper dosimeters-

UVC- Photodegradation of Materials The UV-C light can be detrimental to organic materials. If vulnerable materials are not shielded, substantial degradation can occur. These damages are observed only after days or weeks of exposure at irradiances 1 mW/cm2 For lower irradiances, very long exposure time (months) are required to damage materials. Some common polymers such as PE show signs of degradation at UV doses (10-100 J/cm2) that are several hundred or even thousand time higher than those required to inactivate microorganisms Thus, It can be concluded that with limited time applications such as the case of UV-C sanitizers, the material photodegradation is not that critical. Comparison between UV-C and HPV

Human Cleaning versus robotic cleaning In the rush to clean and disinfect vehicles, there’s a better than even chance that some folks will forget and in certain cases, ignore some transportation facilities, such as bus and trains, waiting rooms, ticketing areas, and the conveniences they offer: Public seating, toilets and bathrooms, on-site retail stores, fastfood outlets (e.g. McDonald’s, Starbucks, Pizza Hut, Dunkin Donuts, etc.), gift shops, elevators and escalators and so on. The problem: Any one these facilities can become a COVID-19 hotspot. For example, New York’s Penn Station handles some 650,000 passengers every day, while the MTA provides subway services for 5,437,587 riders operating out of 472 stations. And practically everything in their facilities including stations and high-touch surfaces such as turnstiles, ticket machines, handrails, and so forth — have to be thoroughly disinfected at least once a day, more if possible. The reactions to the COVID-19 pandemic and its effects on societies and economies around the world cannot be understated. Although scientists have warned of fast spreading diseases, most governments were underprepared, and companies of all sizes are asking employees to telecommute or are facing Shutdowns . The novel coronavirus has increased interest in robots, drones, and artificial intelligence, even as some testing of autonomous vehicles pauses on public roads. These technologies can help d e a l w i t h m a s s i ve s t a f f i n g s h o r t a g e s i n h e a l t h c a re , manufacturing, and supply chains; the need for “social distancing;” and diagnosis and treatment. We don’t yet know the long-term effects, but here are more examples of how robotics is addressing the challenges posed by the pandemic. MTR Corp., the Hong Kong subway system, is using vaporized hydrogen peroxide (VHP) robots developed with Avalon Biomedical (Management) Ltd. to disinfect rail cars. “With a global pandemic quickly on the rise, government officials will need to act quickly in search of a scalable solution that will help slow down the spread of coronavirus,” Conclusion: “Mass Transit is a critical component of the mobility ecosystem of all large cities, so as cities begin to cautiously re – open , encouraging passengers back will require that organization ensure rider safety and increased confidence is using the transit “ There are and will be many lessons to draw from the COVID-19 pandemic affecting public transit agencies. Looking inward at responses and outward at system actions in service Public transit agencies will need to determine how best to prepare for and respond to various post-peak scenarios, ranging from complete virus eradication to an endemic situation with a low level of community transmission. This “new-norm” is completely uncharted territory and will require cooperation and collective action, including creating a Contagious Virus Response Plan, stockpiling and investing in solutions, technological or other, to offer more resilient to future disruptions. Like flattening the curve, together, we can build back a resilient public transit sector that is vibrant and fit for the post-COVID-19 world. Note : Author could reached at the following mail ids towards further questions or cost benefit analysis 1. ak@railtransindia.com 2. Werner@railtransindia.com 3 deepak@railtransindia.com Authored & Researched By: Ayush Kukreti, CEO – Rail Trans India , SMM, Harvard Business School, Boston, USA, MBA (International Business), CSU, NSW, Australia, Member: American Marketing Association , Werner Baumgartner , Advisor – Strategic Alliance International Relations , Rail Trans India. Deepak Sawant, Chief Technical Officer, Rail Trans India, PGDBA Welingkar Business School, Mumbai and DME from Board of Technical Education Maharashtra, India.

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

POLICY

Associations emphasise the importance of public transport in tackling climate change

he International Union of Railways, International Association of Public Transport & European railway suppliers’ association UNIFE have invited for ‘a new sense of urgency’ in developing a more sustainable transport mix, arguing that decision-makers should look forward the Covid-19 pandemic without forgetting that ‘the rising danger’ of climate change ‘has not stopped during the crisis’. The organisations said in a joint statement on June 3 that Public transport and railways should mandate to have a central place ‘in the world of tomorrow’. Remarking that ‘our world is more interconnected than ever before in history’, the associations stated this come up with new risks with the increased possibility of pandemics accepting that for the transport division the health & climate change objections are closely linked. Mobility services give the connectivity that allows increased trade & the strength of modern economies to create ever greater prosperity, the associations pointed out when recording that unsustainable transport modes account for 22 per cent of all greenhouse gas emissions & reiterating that rail’s carbon footprint is significantly tinier than the other transport modes. Suggesting that the aftermath of the COVID-19 crisis, Director General of UIC François Davenne declared that the railways have demonstrated its resilience and their capacity to deliver basic services in these tough times. We all know that railways and public transport are the keys to a sustainable future. Director-General of UNIFE Philippe Citroen stated that Covid-19 has suddenly brought into focus the necessity for impactful climate action & economic resilience worldwide. He felt that the Multiannual Financial Framework for 2021 to 27 and the Next Generation EU programs put forward through the European Commission will be powerful recovery instruments that may help entire EU Green Deal objectives but they must be mobilised for the decarbonisation of European transport.

However, this will just be possible by a greater multimodal mobility shift along with rail at its backbone. Maintaining that public transport gives a necessary service in our cities throughout the world, UITP Secretary General Mohamed Mezghani told that we must remain to recognise the purpose it plays in delivering action on climate. Cities become healthier and more sustainable as public transport and the environment are completely linked with a strong local network, emissions are decreased. By working with UIC & UNIFE to review the changes due to COVID-19 we can perform to building a sustainable future providing public transport with a central place in the world of tomorrow. Remodelling mobility Performing to resume working for a world shaped by energy efficiency the 3 associations suggested that ‘the experience of a customer must be revolutionised by the creation of a seamless multimodal mobility network which utilises flow management to predict consumer patterns. If we move now then the rail & public transport can be more broadly associated with freedom, flexibility as well as comfort. With concerted effort, they assumed ‘it is likely to reform cumbersome elements of public transport that act as a barrier to usage.’ Remarking that the Commission has named 2021 as the European Year of Rail the associations advised that it must also celebrate sustainable mobility & public transport. The time will surely come when the COVID-19 Pandemic will no more able to be with us. We would once again be able to meet, to talk to each other, and to share a bus, metro, tram or train ride.

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

INDUSTRY NEWS

MMRDA cancels line 7 contracts awarded to simplex infrastructure due delay in works

umbai Metropolitan Region Development Authority (MMRDA) has selected two new contractors to continue the construction works on metro line 7 with a distance of 17 km. It is among Dahisar and Andheri. For the construction of Metro line 7, the MMRDA cancelled the contract of simplex infrastructure as it was provided with a contract for the distance of 5.5 km from Aarey junction on western Express Highway of metro line 7. Metropolitan commissioner of MMRDA, RA Rajeev notified that they were serious of completing the metro projects within time. Simplex infrastructure ltd was provided was Rs 348 cr in April 2016. However, just 75% of the work has been completed. RA Rajeev further added MMRDA is now searching for other 3 months delay with the migrant workers gone. According to media reports, the MMRDA Metropolitan Commissioner, RA Rajeev informed that they were serious about finishing the metro projects in time. However, due to the delay in projects, the contracts have been terminated after following all procedures. Now, the contract has been given to new contractors. J Kumar which has received the contract will work for viaduct while NCC will focus on the station work. MMRDA has already converted the bank guarantee of ₹35 crores from Simplex. The Simplex Infrastructure Limited was given ₹348 crores in April 2016 to contract entire stretch of Metro 7 corridor between Andheri and Goregaon via WEH. However, only 75 per cent of the work has been completed. Earlier, RA Rajeev informed that Mumbaikars will have to wait for three more months than what was scheduled to hope on a ride on Metro 2A (Dahisar-DN Nagar) and Metro 7 (Dahisar East -Andheri East). The two metro rail corridors were to be operational by December this year. Since the lockdown, despite having 11,000 labourers as workforce at various sites, the development authority could not commence any work for a month or two. The MMRDA is now looking at another three-month delay with the migrant worker gone, Rajeev added.

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

J K Infra got a Letter of Acceptance from Mumbai Metro Rail Project

J K Infra projects Limited has notified the stock exchanges that it has got an (LoA) Letter of Acceptance from the Mumbai Metro Rail (MMRCL) Project. For the construction of part design & construction of rest package 1, line 7, elevated viaduct works from chainage Ch (-) 525.903m (Pier P1E) – ch (+) 5801.297m (Pier P 278) Andheri (East)- Dahisar (East) corridor of Mumbai Metro Project of MMRDA,” the company stated in the filing. J Kumar Infra projects Limited is now trading at Rs 82.20, up via Rs1.9 / 2.37% from the previous closing of Rs 80.30 on the BSE. The scrip began at Rs 80.50 and has reached a high & low of Rs 85.20 & Rs78.30 respectively.

MMRDA invites tenders for Mumbai Metro Rail Line-7 work

The Mumbai Metropolitan Region Development Authority has invited 3 different bids for the construction of Mumbai Metro Rail Project Line-7. The scope includes external facade works for 4 elevated stations namely Gundavali, Mogra, Jogeshwari & Goregaon of Line-7. The expected cost of the work is Rs 47.98 cr. Other tender proposed includes external facade works for 4 elevated stations, namely Aarey, Dindoshi, Kurarand Poisar of Line7. The expected cost of the work is Rs 46.79 cr.The 3rd tender is for external facade works for elevated stations, namely Magathane, Devipada, Rashtriya Udyan & Ovaripada of Line-7 with a cost of Rs 44.73 cr. The deadline for the above work is 6 months.

INDUSTRY NEWS

NMRC invites bids to connect Noida Sector 51 with Gr. Noida Sector-2

Eligibility Criteria Joint Ventures (JV) or Consortiums are not allowed to participate in this tender. Work Experience: The bidder must have executed at least one similar works each of the value of Rs 344.55 crore or more/Two similar works each of value of Rs 215.35 crore or more/Three similar works each of value of INR 172.28 crore or more in last seven years. Cash-Flow Liquidity: Bidder should meet cash flow of Rs 36.91crores for this contract. Net Worth: Net Worth of the bidder should be >INR 51.68 crores during the last audited financial year. Annual Turnover: The average annual turnover from the construction of the last five financial years should be > Rs 206.73 crores .

Sam India-Gulermak JV Bags Rs 766 Cr Civil contract of Delhi Metro Phase 4

Noida Metro Rail Corporation (NMRC) Ltd. invites online open etenders from eligible applicants the construction of a 9.605 km extension of Noida Metro’s Aqua Line from Noida Sector-51 to Greater Noida Sector-2 which was approved for construction by Uttar Pradesh government’s cabinet on December 3, 2019. In January 2020, NMRC invited bids for appointing this section’s detailed design consultant (DDC). This project is part of the extension of the Noida Metro Aqua Line which is operational on a 29.7 km distance with 22 stations since January 25, 2019. The 14.958-km long Noida-Gr. Noida extension corridor will connect Noida Sec-71 to Knowledge Park with 9 metro stations. Scope of work Part Design and Construction of Elevated Viaduct and 5 elevated stations viz NOIDA SEC -122, NOIDA SEC-123, GR. NOIDA SEC-4, ECOTECH-12, GR. NOIDA SEC-2, (excluding Architectural finishing Works and PEB works of stations) from Chainage 0.00 m to Chainage 9605 m of Noida -Greater Noida Metro Rail Project. Key Information Tender Notification: NMRC/Civil/NGNC/123/2020 (link) Issue Date: 28 May 2020 Package Name: NGNC-01 Estimate project cost: Rs. 430.69 Cr Completion Period: 20 months Sale of Tender Documents: 28/05/2020 (from 0900 hrs) to 26/06/2020 (up to 1500 hrs) Ÿ Tender Document Cost: Rs 23,600.00 Ÿ Pre-bid Meeting: 10.06.2020 at 1100 hrs Ÿ Bid Submission End Date: 29.06.2020 (1500 hrs) Ÿ Bid Opening Date: 29.06.2020 at 15.30 hrs Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

Pre-bid meeting and contact details A pre-bid meeting is scheduled on 10.06.2020 at 11.00 hrs at the following address: Office of General Manager (Technical) Noida Metro Rail Corporation, Block-III, 3rd Floor, Ganga Shopping Complex, Sector-29, Noida- 201301 Uttar Pradesh, India\

Sam India – Gulermak JV emerged as the lowest bidder (L1) for the third civil construction package (DC -03) of the Delhi Metro Phase IV project. The Delhi Metro Rail Corporation (DMRC) has opened the price bids of the contract package DC-03 of Delhi MRTS Phase IV today. Total of two contractors viz. Sam India – Gulermak Joint Venture (JV) and KEC International Ltd-Longjian (JV) participated in the contract package DC-03 of Phase IV of Delhi Metro Rail Project whereas KEC International Ltd-Longjian (JV) Disqualified in technical bids. The total value of the contract is Rs. 766.12 crores as quoted by a consortium of Sam India – Gulermak. Scope of Work The scope of work of package (DC-03) includes part design and construction of Elevated Viaduct, Elevated Ramp, Siding lines, Viaduct for connection to Mukundpur Depot and four Elevated Stations viz. Bhalswa, Majlis Park, Azadpur and Ashok Vihar (Excluding Architectural Finishing work, Steel FOB (except at Ashok Vihar station which is including) & PEB works of stations) from Chainage 15206.166 m to 22680.000 m of Janakpuri West to R.K. Ashram Corridor (Extn. Of Line-8) of Phase-IV of Delhi MRTS and partly integrated and a partly independent flyover of PWD between Azadpur and Derawal Nagar on G.T. Road DMRC opened technical bids of Civil Contract Package 3 (DC-03) on June 2, 2020, In Which two bidder viz. SAM India-Gulermak JV and Longjian–KEC JV, only SAM India-Gulermak JV is found technically qualified. After cancelling tender which was earlier conferred to Dilip Buildcon Limited, DMRC re-invited tenders for the 7.473 km long Haiderpur Badli Mor–Ashok Vihar section in January 2020. The tender was cancelled by DMRC mentioning high rates quoted by the Dilip Buildcon Limited. Civil Contract Package 1, 2 and 4 of Delhi Metro Phase IV already awarded and construction work started on the respective corridors. METRO RAIL NEWS | JUNE 2020 | WWW.METRORAILNEWS.IN

TECHNOLOGY UPDATE

3M India’s Scotchkote™ RG700 recognised as a ‘World Changing Idea’

uring summers, temperatures in India can soar up to 48degree Celsius resulting into heating of trains, buses, trucks, which causes discomfort to travellers. The heatwaves also bring down the efficiency of cooling methods and becomes a financial burden on transportation providers. With a specific focus on this, 3M India’s R&D team developed a first-ofits kind solution- 3M Scotchkote Polytech Exp RG700. This is a solar reflective coating which reduces heat inside any enclosure and can be applied on various metallic and non-metallic substrates. Highlights Ÿ A Make in India product, designed to cut down infra-red radiation from sunlight which causes intense heat in rail coaches, buses, electrical equipment, oil pipelines etc Ÿ Succeeded in bringing down the temperature in Indian Railway coaches by up to 20% 3M Scotchkote Poly-Tech RG 700 was recognised with an honorable mention for ‘World Changing Idea’ by Fast Company in the ‘Energy Category’ as part of their listing for the year 2020 They called out 3M Skotchkote’s impact on Indian rail coaches in reducing the temperature inside the coach by 15%. This has led to significant improvement in passenger comfort in non-AC coaches. This coating was also applied on the roof of airconditioned coaches to enhance energy efficiency of the airconditioners, thereby reducing its HVAC cost by 20%. Commenting on this innovation, Dr. Mukesh Madhup, ManagerTechnical, Product Development, Electrical Markets Division 3M India, said, “This innovation is a significant milestone in 3M India’s R&D effort. We are greatly satisfied with the impact this solution has had on the Indian rail coaches’ heat reduction so far. Our teams are now scaling up the production as this solution finds prevalent application in the HVAC industry. We are also exploring application of this solution across other countries such as Singapore, Germany and China.” 3M’s Skotchkote Poly-Tech RG700 has so far been applied in over 100 rail coaches. It is believed to have contributed to Indian Railways vision of sustainable procurement, passenger comfort and energy conservation by over 20%. Additionally, it has significantly contributed to passenger comfort. It is estimated that if applied over 15,000 rail coaches in India’s large rail network, this solution can save up to 162 thousand megawatts of electricity which converts to reduction in the amount of CO2 released by almost 132 thousand tonnes per year. This could potentially save

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

approximately $15 million per year in energy costs or reduce it by 17%. 3M has a clearly defined philosophy of applying science consciously. The company believes that science is just science until it can be used to improve the world. With Sustainability being at the core of new products since 2019, 3M has committed that every new product entering the commercialisation gateway must have a clearly stipulated and measurable impact for the greater good. To meet these parameters, the reflective coating product was developed after 2.5 years of extensive research led by 3M India R&D and supported by manufacturing and product stewardship leaders. There are several factors that led to this innovation, such as the growing threat of global warming, urban heat island formation, growing regulation to conserve energy and HVAC industry’s quest for surface temperature reduction. This solution has led to the overall improvement in AC’s efficiency, protecting enclosures and surfaces from the heating due to solar infra-red radiation. The solution finds diverse application across portable cabins, automotive-vehicle exterior, two-wheeler covers, buses, metros, telecommunication, refrigeration, cooling, chemical plants, industrial shed roofing, pavements, Liquified Petroleum Gases (LPG) storage tanks, pipelines and outdoor enclosures that have electronic components. About 3M India 3M was established in India in 1988 and has completed 30 years of operations. 3M’s headquarters in India is based in Bengaluru with branch offices at Mumbai, Gurgaon, Pune, Kolkata, Hyderabad and Chennai. 3M leverages its global innovation expertise to develop homegrown solutions that address the unique needs of diverse customers in Indian markets. 3M’s Innovation Centers at Bengaluru and Gurgaon help boost innovation in India for India and its manufacturing footprint is spread across Bengaluru, Pune and Ahmedabad. Today 3M science is improving the lives of millions of Indians - from products that improve manufacturing efficiency and healthcare delivery to safety solutions that enhance road visibility and worker safety and everyday home cleaning solutions. 3M Design Center at the Innovation Center in Bengaluru is one of five 3M Design Centers in the world where 3M takes a proactive route in developing meaningful brand experiences through design.

TECHNOLOGY UPDATE

Wabtec introduces BlueFilter® to Provide Clean Air for Transit Rail Passengers

abtec Corporation launched an air-f iltration innovation, called BlueFilter, to provide a clean, healthy environment for passengers on metro and trains. The TÜV-tested filter continuously provides fresh and clean air onboard metro and railcars by removing more than 90 percent of contaminants per air cycle. “Transit authorities around the world face a tremendous challenge as the pandemic dissipates and life begins to return to normal,” said Lilian Leroux, President of Wabtec’s Transit Business. “They are looking for solutions that enhance safety, improve the air quality and reassure their passengers of a clean environment in the railcars. The BlueFilter provides transit operators that confidence by dramatically reducing contaminants in the railcars compared to today’s standard filters.” BlueFilter’s design removes contaminants that are .01 to 1,000 micrometers in size. That includes allergens, bacteria, various dusts and viruses. By comparison, today’s standard filters typically only remove particles that are between 10 to 1,000 micrometers in size, which only includes contaminants such as pollen, most dusts and some bacteria. “This feature enables operators to immediately improve the air quality for their passengers and employees,” said Leroux. “BlueFilter is designed for the easy installation and application on current HVAC systems, which minimizes the time needed to add this important safety innovation to an operator’s fleet.” The BlueFilter has been tested by two independent labs, including TÜV North Group. Additionally, Wabtec partnered with transit operators to field test the product. The testing demonstrated that BlueFilter provides transit operators a healthy, safe environment for their fleets without impacting the HVAC performance. It is an air quality breakthrough for the rail industry as riders return to commuter trains.

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

JOB OPENING

Metro & Railway job openings

S. No. 1.

Organization Bangalore Metro Rail Corporation (BMRCL)

Chennai Metro Rail Limited (CMRL)

Delhi Metro Rail Corporation (DMRC)

Description ⦁ Director – 01 Post

Last Date 30/06/2020

⦁ ⦁ ⦁ ⦁

Director -01 Post DGM / JGM / AGM – 10 Posts Chief Vigilance Officer – 01 Post Chief General Manager / General Manager -01 Post

09/07/2020

⦁ ⦁

Chief Project Manager -01 Post General Manager – 01 Post

23/06/2020

08/08/2020 05/08/2020

17/06/2020 4.

National Capital Region Transport Corporation (NCRTC)

⦁

AGM/ Sr.DGM (HR) – 01 Post

⦁

Chief Design Expert – 01 Post

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

24/06/2020 18/06/2020

ARTICLE EVENT

Metro and Railway Industry Events Calender D a te s June 2 9 - 3 0 , 2 0 2 0 O c t. 2 0 - 2 1 , 2 0 2 0 O c t. 1 3 - 1 5 , 2 0 2 0 O c t. 1 3 - 1 5 , 2 0 2 0 O ct 20-22, 2020 O ct 20-22, 2020 O c t. 2 6 - 2 7 , 2 0 2 0 O c t 3 0 - N o v. 0 1 2 0 2 0 N o v 03-06, 2020 N o v. 1 1 - 1 2 , 2 0 2 0 N e w D a te s C o m ing So o n N o v 04-07, 2020 N o v 04-05, 2020 N o v 30-Dec 02, 2020 N o v 30- Dec 01, 2020 Dec. 01-03, 2020 Dec 09 - 10, 2020

Ev en t N am e 4 th Annua l T ra nspo rt Inf ra struc ture 2 0 2 0 B e ntle y Y e a r In inf ra struc ture Aw a rds 2 0 2 0 1 4 th H T S 2 0 2 0 4 th M E T 2 0 2 0 6 th Sm a rt C itie s India 2 0 2 0 E x po T ra nspo rt India 2 0 2 0 E x po R a ilT e c h 2 0 2 0 1 3 th U rba n M o bility India C o nf e re nc e a nd E x po 2 0 2 0 ba um a C O N E XPO IN D IA Inte llige nt T ra nspo rt C o nf e re nc e 2 0 2 0 5 th E ditio n R a il India C O N FE R E N C E & E XPO 2 0 2 0 Asia n M a c hine T o o l E x hibitio n (AM T E X) Asia Pa c if ic R a il 2 0 2 0 Inte rna tio na l R a il Fo rum & C o nf e re nc e R a il L ive C o nf e re nc e & E x hibitio n IT - T R AN S 2 0 2 0 R a il Industry M e e tings

V en u e H ilto n H a no i O pe ra , V ie tna m va nc o uve r, C a na da B o m ba y E x hibitio n C e ntre , M um ba i, India B o m ba y E x hibitio n C e ntre , M um ba i, India Pra ga ti M a ida n, N e w D e lhi, India Pra ga ti M a ida n, N e w D e lhi, India D e lhi, India M a ne ksha w C e ntre , D ha ula Kua n, D e lhi, India H uda G ro und, G urugra m , India e tc V e nue s, 1 3 3 H o undsditc h, L ive rpo o l Stre e t, L o ndo n, U T he L a lit N e w D e lhi Pra ga ti M a ida n, N e w D e lhi, India B a ngko k, T ha ila nd Pra gue , C ze c h R e public M a drid, Spa in Ka rlsruhe , G e rm a ny V a le nc ie nne s, Fra nc e

Ja n 2 7 - 2 9 , 2 0 2 0 M a r. 2 4 - 2 5 , 2 0 2 1 M a r. 3 0 - Apr 0 1 , 2 0 2 1 April. 2 7 - 3 0 , 2 0 2 1 April 0 7 - 0 8 , 2 0 2 1 M a y 11-13, 2021

IE C C , Pra ga ti M a ida n N e w D e lhi, Po w e rG e n India India G e o C o nne c t Asia 2 0 2 0 Singa po re R a ilw a yT e c h Indo ne sia 2 0 2 0 Ja ka rta , Indo ne sia Inno T ra ns 2 0 2 0 B e rlin, G e rm a ny D igita l R a il M a inte na nc e 2 0 2 0 Singa po re 1 3 th Inte rna tio na l R a ilw a y Inf ra struc ture E x hibitio n - Inf ra ra ilN2E0C2,0B irm ingha m , U nite d Kingdo m

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

ARTICLE METRO RAIL PROJECT STATUS

STATUS OF METRO RAIL PROJECTS IN INDIA OPERATIONAL PROJECT

UNDER CONSTRUCTION

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

Total Lenght (km): 968.52

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

ARTICLE METRO RAIL PROJECT STATUS

STATUS OF METRO RAIL PROJECTS IN INDIA APPROVED OR EXPANSION

(As on April 9,2020) Total Lenght (km): 731.52

UNDER-CONSDERATION

Under Consideration Metro Rail Project

Length in KM

Gorakhpur Metro (Uttar Pradesh) Noida Metro (NCR-Uttar Pradesh) Greater Noida West metro (NCR-Uttar Pradesh) Gurgaon Metro (Haryana) Jammu Metro (Jammu & Kashmir) Srinagar Metro (Jammu & Kashmir) Dehradun Metro (Uttarakhand) Varanasi Metro (Uttar Pradesh) Visakhapatnam Metro | Andhra Pradesh

27.41 11 23 25

42.55

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

LIVE TENDER No.

TENDER DETAILS

LOCATION

Corrigendum : Construction Of I) 8.124 Km Elevated Viaducts And 8 Stations From Ch. 17343.443m To 25467.443m, Ii) 5.420 Km Elevated Viaducts And 3 Stations From Gnlu To Gift City And Iii) 0.815 Km Elevated Viaducts And Additional Platform At Koteshwar Road Station For Ahmedabad Metro Rail Project Phase-Ii From Motera To Mahatma Mandir And Gnlu To 1 Gift City (Excl. E&M, Architectural, Finishing And Roofing) – Package – C1 Gujarat, India Construction Of 11.6 Km Elevated Viaduct From Kadarsha Ni Nal To Dream City Dead End Including Ramp For Depot Entry Near Dream City And 10 Stations (Excl. E&M, Architectural 2 Finishing And Roofing) For Surat Metro Rail Project Phase – 1, Package – Cs1 Gujarat, India Corrigendum : Construction Of 6.478km Elevated Viaducts And 5 Stations From Ch. 25467.443m To 31945.443m And 0.679 Km Elevated Viaducts And Ramp For Depot Entry In Connection With Ahmedabad Metro Rail Project Phase – Ii From Motera Satdium To 3 Mahatma Mandir (Excl. E&M, Architectural Finishing And Roofing) – Package C2 Gujarat, India Part Design And Construction Of Elevated Viaduct And 5 Elevated Stations Of Noida -Greater 4 Noida Metro Rail Project Uttar Pradesh, India

VALUE

DEADLINE

1017.32 CR.

22-06-2020

805.36 CR.

31-08-2020

470.03 CR.

22-06-2020

430.69 CR.

29-06-2020

Corrigendum : General Consultancy Cum Project Management Consultancy Works For Construction Of Elevated And Underground Metro Railway Works From Majerhat (Ex.) To Esplanade, Approx. 6 Km In Connection With Joka-Bbd Bag Metro Corridor In The State Of 5 West Bengal

West Bengal, India

139.99 CR.

30-06-2020

Planning & Execution Of Architectural Finishing Works, Public Health Engineering Works For 13 Nos Of Stations In Reach-1 Extensions (R1a & R1b) For Bangalore Metro Rail Project, 6 Phase-2.

Karnataka, India

130.42 CR.

07-06-2020

Architectural Finishing Works And Public Health Engineering Works For 10 Stations Of Reach5 (P1&P2) Viz., Bommasandra, Hebbagodi , Huskur Road , Electronic City-L, Hosa Road , Basapura Road , Chikkabegur, Muneshwara Nagar , Oxford College And Hsr Layout 7 For Metro Rail Project, Phase-2. Karnataka, India

102.06 CR.

22-06-2020

Construction Of Ballast Less Track (Blt) On Elevated Viaduct, Underground Tunnel, Station & Yard And Other Miscellaneous Works From Chainage (-) 90m To 7195m I.E. Noapara To Bimanbandar Yard In Connection With Extension Of Metro Railway From Noapara To 8 Barasat Via Bimanbandar.

89.03 CR.

21-07-2020

40.42 CR.

16-06-2020

West Bengal, India

39.12 CR.

30-06-2020

Maharashtra, India

38.66 CR.

14-07-2020

Maharashtra, India

32.8 CR.

14-07-2020

Maharashtra, India

32.8 CR.

14-07-2020

22.91 CR.

27-06-2020

West Bengal, India

(I)“Detailed Design Consultancy Services For Corridor 1 From Sarthana Dead End (Ch : -450m) To End Of Ug Ramp (Ch : 3950m), Elevated Viaduct, Elevated Station (4 Stations) Including Viaduct Portion Within The Stations And Transition Spans On Either Side Of The Stations” And (Ii)“Detailed Design Consultancy Services For Corridor 2 From Bhesan Dead End (Ch: 949.63m) To Saroli Dead End (Ch: 17791.9m), Elevated Viaduct, Elevated Station (18 Stations) 9 Including Viaduct Portion Within The Stations An..... Gujarat, India Execution Of Finishing, Water Supply, Sanitary, Fire Suppression & Other Allied Works Of Underground Bimanbandar Station In Connection With Extension Of Metro Railway From 10 Noapara To Barasat Via Bimanbandar. External Facade Works Of 04 (Four) Elevated Stations I.E. Goregaon, Adarsh Nagar, Shastri Nagar And D.N.Nagar Of Line 2a On Dahisar (East) To Dn Nagar Corridor Of 11 Mumbai Metro Rail Project, Mumbai. External Facade Works Of 04 (Four) Elevated Stations I.E. Charkop, Malad, Kasturi Park And Bangur Nagar Of Line 2a On Dahisar (East) To Dn Nagar Corridor Of 12 Mumbai Metro Rail Project, Mumbai. External Facade Works Of 04 (Four) Elevated Stations I.E. Don Bosco, Shimpoli, Mahavir Nagar And Kamraj Nagar Of Line 2a On Dahisar (East) To Dn Nagar Corridor Of 13 Mumbai Metro Rail Project, Mumbai.

“Finishing And Architectural Works Including Block Work, Plumbing, Sanitary Fixtures And Other Interior Works Of Two Elevated Metro Stations Viz. Vadakkekotta And Sn Junction For 14 Phase-1 Extension Of Kochi Metro Rail Project. Kerala, India

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

LIVE TENDER No.

TENDER DETAILS

LOCATION

VALUE

DEADLINE

Zonal Contract For Zone No. 1 I.E "Up-Keep Of Track At Noapara Car Depot Yard From Km. (-) 01/3-4 Including Ballastless Track Upto Knap Station, Upto And Including Dakshineswar Station And Link Line From Noapara Car Depot Yard To Belghoria Station Of Eastern Railway Of Metro Railway, Kolkata, UpKeep Of Track And Track Bed Of Both Up & Dn Line From Km.(-) 1/3-4 To Km.7/14 Between Knap (Ex.) To Kcen (In.) Including "Y" Siding At Kdmi & Kgpk Stations Of Metro Railway, Kolkata And Up-Keep Of 15 Track .....

West Bengal, India

7.79 CR.

24-06-2020

West Bengal, India

7.79 CR.

26-06-2020

6.5 CR. CR.

26-06-2020

6.5 CR.

24-06-2020

5.84 CR.

30-06-2020

West Bengal, India

5.47 CR.

19-06-2020

Uttar Pradesh, India

4.65 CR.

24-06-2020

4.57 CR.

26-06-2020

West Bengal, India

4.57 CR.

22-06-2020

Rajasthan, India

4.34 CR.

30-06-2020

Zone No. 8 I.E "Zonal Contract For Arresting Seepage On Track Bed, Treatment Of Expansion/Construction Joints Of Rts Box/Elevated Structures/Circular Tunnel/Stations/Ventilation Shaft, Box Walls, Floors, Mezzanine & Ceilings By Grouting With Cement Admixed With Non-Shrinkable Water Proofing Compound And With Cementicious Grout On Both Up & Dn Track Including Pit Lines And Ballastless Track From Noapara Car Depot Complex (In.) To Kavi Subhas Car Depot Complex (In.) I.E. 26 Upto Km. 25/11 Of Metro Ra..... West Bengal, India

4.2 CR.

26-06-2020

Zone No. 8 I.E "Zonal Contract For Arresting Seepage On Track Bed, Treatment Of Expansion/Construction Joints Of Rts Box/Elevated Structures/Circular Tunnel/Stations/Ventilation Shaft, Box Walls, Floors, Mezzanine & Ceilings By Grouting With Cement Admixed With Non-Shrinkable Water Proofing Compound And With Cementicious Grout On Both Up & Dn Track Including Pit Lines And Ballastless Track From Noapara Car Depot Complex (In.) To Kavi Subhas Car Depot Complex (In.) I.E. 27 Upto Km. 25/11 Of Metro Ra..... West Bengal, India

4.2 CR.

24-06-2020

Zonal Contract For Up-Keepment Of Structures Including Overhead/Elevated Structures & Underground Structures, Sheds, Staff Quarters, Repair & Replacement Of Pipeline, Fire Hydrants, Water Supply Arrangements, Sanitary & Drainage Arrangements Of Rts Box Including All Service Buildings, Sheds, Staff Quarters At Noapoara Car Depot Complex Including Belghoria Station (Via Link Line) Upto And Including Dakshianeswar Station And Upto Km.01/3-4 I.E. Approach Of Belgachia Tunnel Face And Patipukur 17 Store..... 18 West Bengal, India Zone No.2 I.E "Zonal Contract For Up-Keepment Of Structures Including Overhead/Elevated Structures & Underground Structures, Sheds, Staff Quarters, Repair & Replacement Of Pipeline, Fire Hydrants, Water Supply Arrangements, Sanitary & Drainage Arrangements Of Rts Box Including All Service Buildings, Sheds, Staff Quarters At Noapoara Car Depot Complex Including Belghoria Station (Via Link Line) Upto And Including Dakshianeswar Station And Upto Km.01/3-4 I.E. Approach Of Belgachia Tunnel 19 Face And ..... West Bengal, India Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor All Pillars / Portals Along The Viaduct Beyond Vivek Vihar Metro Station To 20 Mansarovar End Of Civil Lines Metro Station Rajasthan, India 21 Standardisation Of Guard Rail In Dum Dum - Tollygunge Section Of Metro Railway, Kolkata Modification/Height Raising Of 220 Kv D/C Panki-Rph & Panki-Bithoor Transmission Line 22 For Metro Rail At Kanpur, Under Etd-I, Kanpur

Supply Of Zone No.5 I.E "Zonal Contract For Up-Keep Of Structures In Rts Box, Over Head Structures, Stations & Allied Service Buildings, Fire Hydrants, Pipe Line Works Etc. From Km.07/14 To Km.16/18 Between Stations Kcen (Ex.) To Kmuk (In.) Including Kmuk Yard And Car Shed, Up-Keepment Of Buildings And Structures, Water Pipe Line Connections & Water Treatment Plants And Gm Bunglow At 8, Belvedere Park, Officers' Flats At 90, Chowringhee Road, 6, Ramesh Mitra Road & 200x, S.P.Mukherjee 23 Road, Offi..... West Bengal, India Zone No.5 I.E "Zonal Contract For Up-Keep Of Structures In Rts Box, Over Head Structures, Stations & Allied Service Buildings, Fire Hydrants, Pipe Line Works Etc. From Km.07/14 To Km.16/18 Between Stations Kcen (Ex.) To Kmuk (In.) Including Kmuk Yard And Car Shed, Up-Keepment Of Buildings And Structures, Water Pipe Line Connections & Water Treatment Plants And Gm Bunglow At 8, Belvedere Park, Officers' Flats At 90, Chowringhee Road, 6, Ramesh Mitra Road & 200x, S.P.Mukherjee Road, 24 Officers' Rest..... Corrigendum : Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor All Pillars_portals Along The Viaduct Beyond Civil Lines Metro Station To 25 Chandpole Metro Station Package

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

LIVE TENDER No.

TENDER DETAILS LOCATION Zone No.4 I.E "Zonal Contract For Up-Keep Of Track And Track Bed Of Both Up & Dn Line From Km.7/14 To Km.16/18 Between Kcen (Ex.) To Kmuk (In.) Including "Y" Siding At Kmdi With Tollygunge Yard And Carshed 28 Lines Of Metro Railway, Kolkata". West Bengal, India

VALUE

DEADLINE

4.04 CR.

22-06-2020

3.87 CR.

22-06-2020

3.87 CR.

26-06-2020

3.26 CR.

24-06-2020

2.07 CR.

30-06-2020

1.95 CR.

27-07-2020

1.7 CR.

30-06-2020

Alteration, Modification, Testing & Commissioning Of Existing Electronic Interlocking System At Noapara 35 Carshed In Connection To Modification Of Yard Layout At Noapara Carshed YardMetro Of Railway, Kolkata. West Bengal, India

1.48 CR.

16-06-2020

Detailed Design Consultancy Services Including Alignment Finalization For Approx. 3.50 Km Length Of Metro Viaduct, Ramp Down, Underground Portion& Related Works And Approach Spans Of The Stations (Including Common Pier Of Viaduct & Station At Both Ends Of Station), But Excluding Station Areas From Pier No. P760 (Near Titurmir Station) To Airport Metro Station In Newgaria-Airport Corridor Of 36 Kolkata Metro Railway Lineâ&#x20AC;?.At Kolkata West Bengal India . West Bengal, India

1.4 CR.

17-07-2020

1.19 CR.

07-03-2020

1.03 CR.

26-06-2020

Zone No.6 I.E "Zonal Contract For Up-Keep Of Track And Track Bed Of Both Up & Dn Line From Km. 16/18 To 29 Km.25/11 Between Kmuk(Ex.) To Kkvs (In.) Including Kkvs Yard And Carshed OfMetro Railway, Kolkata. West Bengal, India Zone No.6 I.E "Zonal Contract For Up-Keep Of Track And Track Bed Of Both Up & Dn Line From Km. 16/18 To 30 Km.25/11 Between Kmuk(Ex.) To Kkvs (In.) Including Kkvs Yard And Carshed OfMetro Railway, Kolkata West Bengal, India Modification/Height Raising Of132 Kv D/C Panki-Azadnagar Transmission Line ForMetro Rail At Kanpur, 31 Under Etd-I, Kanpur Uttar Pradesh, India Corrigendum: Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor New Aatish Market And Vivek ViharMetro Stations And The Pillars Below TheseMetro Stations Package Od32 04 Rajasthan, India Supply, Installation, Testing And Commissioning Of Cctv Systems In Parking Areas In Aluva-Petta Corridor Of 33 Kochi Metro Rail Limited Kerala, India Corrigendum: Licensing Of Exclusive Rights For Outdoor Advertisement Along The Jaipur Metro Rail Corridor [Shyam Nagar& Ram NagarMetro Stations And The Pillars Below TheseMetro Stations] [Package: Od-05] 34 Shyam Nagar And Ram NagarMetro Stations And The Pillars Below TheseMetro Stations Package Od-05 Rajasthan, India

Ultrasonic Testing OfRails & Rail Welds By Usfd Machine Between Stations Knap To Kkvs And From Km (-) 37 2.091 To Km 25/11 On Up & Dn Line Of Metro Railway, Kolkata. West Bengal, India Zone No.3 I.E "Zonal Contract For Up-Keepment OfMetro Rail Bhavan At 33/1, J.L.Nehru Road, Kolkata With Water Treatment Installations, Fire Hydrants, Pipe Line Works Etc. And Officers' Rest House At New Delhi 38 Of Metro Railway, Kolkata. West Bengal, India Zone No.3 I.E "Zonal Contract For Up-Keepment OfMetro Rail Bhavan At 33/1, J.L.Nehru Road, Kolkata With Water Treatment Installations, Fire Hydrants, Pipe Line Works Etc. And Officers' Rest House At New Delhi 39 Of Metro Railway, Kolkata Multi Location

1.03 CR.

24-06-2020

Zone No.7 I.E "Zonal Contract For Up-Keep Of Elevated Structures, Over Head And Underground Structures, Station And Allied Service Buildings, Fire Hydrants, Pipe Lines Work Etc. From Km.16/18 To Km.25/11 40 Between Stations Kmuk(Ex.) To Kkvs (In.) Including Kavi Subhas Yard& Car Shed Of Metro Railway, Kolkata." West Bengal, India

1.03 CR.

26-06-2020

41 Fire Safety Works To Obtain Fire Noc For Tapan Sinha Memorial Hospital Metro Of Railway, Kolkata.

1.01 CR.

19-06-2020

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

West Bengal, India

NEC, BRMINGHAM

11-13 MAY 2021

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