Metro Rail News May 2017 Edition

MAY 2017 / Monthly / Vol. I / Issue 5

A Symbroj Media Publication NEWS | PROJECT UPDATES | TENDERS | EVENTS | JOBS | INTERVIEW | ARTICLES

City public transportation developments in India

Rs.299.00

Contents 10 News Highlights

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Metro Rail News | May 2017 | www.metrorailnews.in

23 Four major projects shaping the future of rail transport in India

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Standardization of broad parameters of Signalling Systems for Metro Railways in India

33 City public transport development in India

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Editors Note

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Our Editorial Advisory Board

21 Corporate Updates 4

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41 Interview with Sanjay

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45 Interview with Ben

Kumar, Chief Engineer, KMRC

Dunlop, Director Digital Railways at Atkins

49 Interview with Vipul

53 Dr. E. Sreedharan :

Kumar, Executive Director/ Track, Indian Railways

India’s First Metroman

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Current Tender Notices

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Upcoming Events / Exhibitions 5

| Metro Rail News | May 2017 | www.metrorailnews.in

Editor’s Note In the popular imagination, the metro is the answer to all transport problems. But metros need to meet certain criteria to be successful. They are capital intensive and can only be effective solutions for cities with large populations, where people have the ability to pay and ensure a high density of commuter traffic.

Not all Indian towns can sustain a metro. There is a view that for a metro to be a viable option, the city concerned should have a population of at least five million along with high commuter traffic.

There is a whole range of urban transport solutions possible for a country like India. Positive change can be brought about by improving the quality and efficiency of public bus transport systems, making them of the kind one sees in western cities where buses arrive on time and have digitised displays; there can be bus rapid transit systems (BRTS) with dedicated corridors; electric tramways; electric trolley buses; monorails; light rail systems. Then there could be metro rails of different intensities. Along with mainline solutions there can be a range of eco-friendly feeder systems. There are also green solutions, such as implemented in some cities of Europe, which have cycling tracks all over. One system feeds into another, which determines the efficacy of the overall urban transport solution.

Given the rate at which India is growing there will have to be more and more satellite towns, from which people commute to the main centre and go back, what in the United States are known as "sleeper towns". ]

A plan for a Regional Rapid Transport System (RRTS) has been approved in principle for the National Capital Region. Three lines have been approved under RRTS at an estimated cost of Rs 72,000 crore. They will run between Delhi and Sonepat/Panipat, Delhi and Alwar, and Delhi and Meerut, via Ghaziabad. These will be commuter trains like the metro, but they will not be under the Delhi Metro or the Railways. The urban ministry and the respective state governments will coordinate to run them.

This edition will explore our readers a lot of information on current development in Mass Rapid Transit Systems in India.

We would like to thank all the contributors and companies who are associated with the Metro Rail News. We highly appreciate your support and hope to continue our collaboration further.

Mamta Shah Managing Editor Metro Rail News

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EDITORIAL ADVISORY BOARD (MAY 2017)

Vol. I / Issue 5 | MAY 2017 Managing Editor Mamta Shah Group Editor Shashi Prabha

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

Associate Editor Lallan Prasad

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

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Shailendra Kumar Shahi Line Manager WS Atkins India Pvt. Ltd., Gurgaon (India)

The Editorial Board may or may not concur with the views expressed by various authors in this publication.

Edited and Published by Mamta Shah on behalf of Symbroj Media Pvt. Ltd., Plot# 64, Gyan Khand-I, Indirapuram, Ghaziabad – 201014, Uttar Pradesh, INDIA

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Divakar B. Design Manager ETOE Rail Bengaluru (India)

NATIONAL Ghaziabad Metro | GDA to complete metro rail project in city on time The Ghaziabad Development Authority (GDA) is poised to speed up the Ghaziabad Metro project with the old funding pattern in the stipulated time, new GDA Vice Chairperson Kanchan Verma has said.

After presenting the GDA report before the government, the GDA Vice Chairperson sounded enthusiastic as she told IANS that “No project would be allowed to suffer for want of funds. The Metro and elevated road are our prestigious projects. These project would enhance the image of Ghaziabad on the world map.�

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Lucknow Metro | Addl Secretary MoUD visited Lucknow Metro Rail Project Shri Durga Shanker Mishra, Additional Secretary, Ministry of Urban Development (MoUD) visited the Lucknow Metro Rail Project.He was accompanied by Mr. Kumar Keshav, Managing Director, Lucknow Metro and other senior officials of Lucknow Metro Rail Corporation (LMRC).

Delhi Metro | High Courts slams DMRC, CISF after girl goes missing Taking suo moto cognizance of a media report about a 19-year-old mute and hearing impaired woman going missing at the Adarsh Nagar Metro station, the Delhi High court slammed the Delhi Metro Rail Corporation (DMRC) and the Central Industrial Security Force (CISF)

Kochi Metro | CMRS starts inspection of Kochi Metro Rail Project Even as the commissioner of metro rail safety (CMRS) begins inspection of Kochi Metro Rail Project from Aluva to Palarivattom on Wednesday, the Delhi Metro Rail Corporation (DMRC) speeds up the works between Palarivattom and Maharaja’s College. A team of DMRC officials inspected the progress of the work on this stretch.

Rapid Metro Gurgaon denies entry to “shabbily dressed” kids in Metro On 4th May 2017, when it courted limelight with the chief minister officially launching its second phase in Gurgaon, Rapid Metro also found itself dragged into a controversy when it was accused of denying entry to “shabbily dressed” kids.

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Delhi Metro | DMRC revised metro fares min. Rs10 and Max Rs.50 After eight years, the Delhi Metro Rail Corporation (DMRC) has revised its fares bringing up the minimum ticket price from Rs. 8 to Rs. 10. The maximum fare will be Rs. 50 instead of the current Rs. 30. The new fares, which cuts down the existing 15 fare slabs to six, will come into effect from 10th May 2017. A second fare revision will take place on October 1.

The hike – which is up to 66 per cent — was announced by the Delhi Metro Rail Corporation or DMRC after a board meeting today. It brings Delhi metro’s fare on par with Chennai and Bengaluru. With a base fare of Rs. 5, only Kolkata now pays less.

Delhi Metro | Reliance Infra wins arbitration against Delhi Metro Airport Express Line case Delhi Airport Metro Express (DAMEPL), a subsidiary of Reliance Infrastructure, has won an arbitration against Delhi Metro Rail Corporation (DMRC) of Rs 2950 crore.

The award to the company has been granted on the basis of termination provisions of the Concession Agreement where the arbitration tribunal has held termination by DAMEPL as valid.

The three member arbitration tribunal, formed out of a DMRC nominated panel as per the Concession Agreement in September 2013, gave its award after hearing the case for almost four years.

Vijayawada Metro | Centre refuses to approve the Rs 6,847 crore proposed metro project The Union finance ministry has refused to approve the Rs 6,847 crore proposed Vijayawada Metro Rail project till such time the Centre finalises the Metro rail policy while raising questions whether it is financially viable.

The Andhra Pradesh government is pushing for the Vijayawada Metro project, citing how the city is the gateway to the new capital of Amravati and is expected to see a spurt in population and traffic in the near future

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Centre to come out with new Metro Rail policy for future metro rail projects The Centre will come out with a new Metro Rail policy for future projects, in line with the government-approved National Policy on Transit Oriented Development (TOD).

According to MoUD, the Centre is formulating a new Metro Rail policy to enable innovative finance such as land value capture, transitoriented development for new Metro Rail projects.

Guwahati Metro | Assam Govt. not hopeful of starting metro project soon Informing the current status of the project on May 8, 2017 in the Assam Assembly, Guwahati Development Minister Himanta Biswa Sarma said the state government has decided to trim the network proposed in the Detailed Project Report.

The DPR, was prepared by the state under the previous Congress government but was not sent to the Centre for approval. The Congress government had laid the foundation stone of the project.

Kochi Metro | KMRL appoints transgenders for office support & ticketing work The upcoming Kochi Metro will employ 23 transgenders to push for the welfare of the marginalised and neglected community.

They will be deployed in different sections, including housekeeping and ticket counters based on their qualifications, said sources at the Kerala Metro Rail Limited.

This is for the first time a governmentowned company in the state is providing bulk employment to members of the third gender.

While educated among them will be deployed in key posts others will be deployed in housekeeping and cleaning sections.

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Delhi Metro | Commuters protest metro fare hike, say people will be burdened A group of Delhi metro commuters boycotted the metro on Saturday and protested outside Delhi Metro Rail Corporation (DMRC) office against the recent fare hike.

The Delhi Metro Commuters’ Association (A unit of Metro Yatri Club) submitted a memorandum to DMRC. They said if Metro doesn’t accept the demand for an immediate reduction of fare, other measures will be taken in the coming days.

Another group of activists gathered at Jantar Mantar and burnt an effigy of Union Urban Development Minister M Venkaiah Naidu. They accused DMRC and the UD ministry of working for the Japanese with utter disregard for common people of Delhi.

Chennai Metro | CMRL opens its first underground metro corridor for public Chief Minister Edapaddi Palaniswami and Union minister for Urban Development Venkaiah Naidu flagged off a train and inaugurated the 8km underground line between Thirumangalam and Nehru Park on 14th May 2017.

Passenger services will begin 2pm onwards. A few free services were run between Thirumangalam and Nehru Park.

The underground line has seven stations, which are in turn linked to the elevated corridors through a ramp between Thirumangalam and Koyambedu.

Delhi Metro | Train Operators on Strike against the ‘discriminatory’ policies of DMRC A surprised visit by our team, the train operators of Delhi Metro Rail Corporation (DMRC) were found on protest at Yamuna Bank Metro Station platform.

These train operators continue their protest on the 27th day but insensitive DMRC Management seems in no mood to hear their voices.

The entire operations staff including train operators of DMRC were protesting by wearing black ribbons in their arms since April 17 against the ‘discriminatory’ policies of the Delhi Metro Rail Corporation (DMRC).

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Kochi Metro | Kerala Govt. approves Metro Phase-II extension The Kerala government given the nod for extension of phase II of Kochi Metro from Jawaharlal Nehru stadium to Infopark, which is estimated to cost Rs. 2,577 crore.

The decision in this regard was taken at the State Cabinet meeting chaired by Chief Minister Pinarayi Vijayan.

The extension will be from the Nehru stadium to Infopark via Kakkanad, a government press release said.

E. Sreedharan writes PM Modi to complete indigenisation of Metro projects in India India’s ‘Metro man’ E Sreedharan has urged Prime Minister Narendra Modi to make Metro a complete ‘Make in India’ project to bring down costs and benefit commuters, who got a jolt when fares were hiked steeply in Delhi recently.

The Prime Minister’s Office (PMO) has now sought views from the Union urban development (UD) ministry on Sreedharan’s letter, which calls for complete indigenisation of Metro projects across the country.

Ghaziabad Metro | project battling funding issues, held up by land issues Three out of eight metro stations under the proposed 9.41km metro route in Ghaziabad are facing land issues and the same may delay ongoing construction of stations. The Ghaziabad Development Authority (GDA) officials said that the land for the fire escape route at three stations (four locations) is yet to be acquired and handed over to Delhi Metro Rail Corporation.

According to officials, land-related problems have cropped up at three stations — Shyam Park, Shaheed Nagar and Raj Bagh. At Shyam Park in Sahibabad, a portion of the land earmarked for the Metro project is occupied by Sahibabad police station, while the lands identified at two other stations belong to private individuals who have demanded more compensation.

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INTERNATIONAL Bombardier Sifang Transportation bags contract to build 40 high speed coaches to China Rail technology leader Bombardier Transportation announced today that its Chinese joint venture, Bombardier Sifang (Qingdao) Transportation Ltd. (BST), has been awarded another contract from China Railway Corp. (CRC) to supply 40 CRH1A-A new generation high speed train cars to the Nanning Railway Bureau. The new trains will become part of the ongoing integration of Guangxi’s regional high-speed railways into the national high-speed network.

This new contract for five 8-car trainsets is valued at approximately 543 million Chinese RMBs (73 million euro, $79 million US) and follows a separate contract for 144 high speed cars announced by the JV in early March. Bombardier owns 50% of the shares in BST, and the JV is controlled by BT’s partner CRRC Sifang Co., Ltd. This latest contract is the fourteenth high speed train order that BST has been awarded since 2004.

Alstom commissions ATO system for Parisian RER A network in France The Alstom-developed Automatic Train Operation system has commenced operations on the central section of the Parisian RER A between NanterrePréfecture, Val-de-Fontenay and Fontenay-sous-Bois in France.

A double-deck MI09 train began operations on the line last month, which has also been developed and supplied by Alstom.

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Delhi Metro | DMRC celebrated its 23rd Foundation day The Delhi Metro Rail Corporation (DMRC) today celebrated its 23rd Foundation Day with the annual Managing Director’s awards being presented to deserving employees for their outstanding contribution to the Delhi Metro.

Hon’ble Lieutenant Governor of Delhi, Sh. Anil Baijal presented the awards in the presence of DMRC’s Managing Director, Dr. Mangu Singh and other senior officials.

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Four major projects shaping the future of rail transport in India - Emily O'Dowd | Global Transport Forum

T

he way that India travels is about to change with news this week of two exciting rail projects which are about to get underway; both the Lucknow metro and the next generation of maglev trains will be in operation in less than a decade.

There are 26 cities in India proposing to build high-capacity metro systems, and to help you keep up to date on the latest developments, SmartRail World today brings you a list of the latest projects making the biggest headlines. Slow services and dangerous overcrowding are making India’s railways the largest, yet most precarious network on the planet spanning over 67,312 km with 7,112 stations. It may shock you to know that in 2015 it was reported that around 15,000 people died on India's rail network.

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But with stretched funding, organisational challenges and kilometres of ageing track to make safe, it is now time to reinvent the future of India's railways. Now, they are becoming a priority for ministers who realise that upgrading these tracks is essential to deal with the country’s overcrowding issues and health and safety standards. SmartRail World have researched into the the future of India’s railways and what passengers can expect over the next decade.

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Metro Rail News | May 2017 | www.metrorailnews.in

Mumbai Metro

Lucknow Metro The Lucknow Metro development has successfully undergone its first vigorous three month trial and has been confirmed that it will be open to the public on March 26. Work started on the Mass Rapid Transit System in 2014. This news came after the growing urban population combined with congested roads led to the decision made by Chief Minister Akhilesh Yadav. In his haste to begin the project, many had questioned his real motives for doing so if it was not a political one. Addressing the public, Akhilesh said that the “Metro was not in our manifesto but we initiated the project. The work for the same has also been started in Ghaziabad, between Greater Noida and Noida, and also in Kanpur. If we come to power again, we will start work in Varanasi too,” as reported by the Indian Express. Either way, the transit will be built to cater for the Uttar Pradesh region. This will be the most expensive transport system in the state of Uttar costing ₹6,928 crore ($1 billion). Akhilesh said it was a challenge to start the project on time, and added that they have “set an example before the country.”

The 23km track will have a North-South corridor serving 21 stations and eight of these will be elevated. 3.5 km underground stretch connecting the Hazratganj, Sachivalaya and Hussainganj Metro Stations.

The Mumbai Metro has been one of the most talked about projects to impact the future of India’s rails. Its construction could dramatically improve the most populous city in India. 88% of the city rely on public transport in their commute to work. The current infrastructure connecting the city is the Mumbai Suburban Railway which is the oldest in Asia and founded in 1867. It has the highest passenger density in the world with 6.3 million using the service daily, amounting to more than half of the daily capacity of India's Railways. Deliberations on this have been part of the government’s agenda since 2004. It was finally announced that this year the project would start to be constructed with an expected completion date of 2020. This will become the city’s first underground metro corridor to connect Colaba with Seepz via Bandra. The total cost is predicted to be ₹23,136 crore.

The project's master plan has been planned in three phases. Phase I covers a total distance of 62.68km. It includes the 11.07km VersovaAndheri-Ghatkopar route, the 20km ColabaBandra section and 31.8km Charkop-BandraMankhurd route. Phase II has been planned to cover the 7.5km Charkop-Dahisar route, the 12.5km Ghatkopar-Mulund route and 19.5km BKC-Kanjurmarg via Mumbai Airport sections.

Phase II will be executed in 2012-2017. Phase III will include the development of the 18km Andheri East-Dahisar East route, the 21.8km Flora Fountain and Ghatkopar and an underground section route. Phase III will be executed in 2016-2021. When it opens, the new system will slash journey times on the 11km east-west corridor from 90 minutes to just 21, crossing densely populated areas and major industrial locations.

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India’s First Bullet Train This next proposal has also caused some controversy as the final cost of the project is expected to amount to three times the size of India’s annual health budget. However, there is no doubt that the infamous high-speed bullet train is expected to revolutionise passenger journeys in India by 2023. Reaching speeds of up to 350kmh – whilst not as impressive as developments China and Japan are working on, will still travel between Mumbai and Ahmedabad in just two hours. The line also involves some complex engineering as a 21km tunnel will need to be built under the sea.

Plans estimate that this will cost around ₹97, 636 crore with 81% of the funding being provided from a Japanese loan. The estimate includes possible cost escalation, interest during construction and import duties. As part of this agreement, rolling stock and other equipment like signalling and power systems will be imported from Japan. Construction work is likely to begin by the end of 2018.

One key aspect about the train is that it will be the cheapest high-speed rail in operation designed to be cost effective for common people to be able to buy a ticket. The semihigh speed routes are planned to connect: Delhi-Chandigarh, Chennai-Bengaluru-Mysore, Delhi-Kanpur, Nagpur-Bilaspur, Mumbai-Goa, Mumbai-Ahmedabad, Chennai-Hyderabad and Nagpur-Secunderabd.

Maglev Trains News out this week however, sets to challenge the speeds of even high-speed rail in India with the latest Maglev proposal. The railway ministry has already taken steps forward to having these implemented within the next three years. A trial track is due to be built to start the testing process.

Additionally, Indian Railways have requested Rail India Technical and Economic Service to prepare a detailed project report in the next six months.

Maglev technology whilst not a new idea is yet to be used for commercial operation. The train uses electrically charged magnets which pull the train from the front and push it from behind. They are then controlled by alternating currents which propel the train forward.

Hovering 10cm above the tracks, the maglev does not need to be fitted with wheels or traditional rolling stock technology. As a result, this design allows it to achieve speeds of up to 500 km/h.

A railway board official said the mechanical wing of the railways has sent a formal proposal to the finance department to work out the expenditure on the project. Since, the project would require huge investment, the government has no option but to develop the same on PPP model. An expression of interest was issued by the ministry to which six private companies including two global firms have responded so far. Top sources in railway ministry said once the project estimate is prepared, the railways may offer its vacant land for the construction purpose and also bear the cost partially. Since the Maglev train system will be entirely different from the existing railway network, the operation of these trains could be handed over to private agency.

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Standardization of Broad Parameters of Signalling System for Metro Railways in India

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n 21st April 2017, Ministry of Urban Development (Govt. of India) has published a document which lays down the broad mandatory parameters of rolling stock for metro rail systems in India. It will be applicable with immediate effect to all new metro systems in India which are being implemented with financial support from Government of India.

Existing metro rail systems, their extensions and projects in progress prior to the publication of these specifications are not bound by the requirements of these specifications as long as they are technically required to continue as per their existing specifications.

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M. Venkaiah Naidu Urban Development Minister Government of India

Here are the mandatory guidelines for standardization of broad parameters and indigenization of Metro Railways Signalling and Train Control:-

| 1.0 Applicability

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2.4 CBTC system shall be capable of providing bidirectional movement.

1.1 The intent of these guidelines is to facilitate and incentivize local sourcing and local manufacturing of signalling and train control solutions.

1.2 The requirements defined in this document are based on IEEE Std. 1474.120041. Wherever the requirements given in these guidelines exceed or limit the specifications given in IEEE 1474.1-20041, the requirements of these guidelines shall prevail.

1.3 These guidelines have been formulated in keeping with “General Guidelines for Signalling and Train Control Systems for Metro Railways� approved by Railway Board, Ministry of Railways.

1.4 These guidelines shall be applicable to the full range of transit applications for rail based mass rapid transit system.

1.5 These guidelines shall be applicable to all metros with immediate effect from the date of publishing. Existing signalling and train control installations, their extensions and projects in progress prior to the publication of these specifications are not bound by the requirements of these guidelines.

2.0 System of Working 2.1 The Continuous Automatic Train Control system of working based on communication based train control system (CBTC) shall be adopted on the metro railway for movement of trains between stations. CBTC system shall be based on moving block. The choice of CBTC as a technology is based on the present technocommercial evaluation and is subject to periodic review as decided by MoUD from time to time.

2.2 Depot area may be equipped with similar CBTC system or a suitable interlocking system as per requirement of the metro railway.

2.3 Wireless communication system shall be used for communication between the wayside and train borne CBTC system.

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3.0 Grade of Automation / Modes of Operation 3.1 CBTC system shall be able to operate the train at different grades of automation viz. (i) Unattended Train Operation (UTO)/GOA4 (ii) Driverless Train Operation (DTO)/GOA3 (iii) Automatic Train Operation (ATO)/GOA2 (iv) Semi Automatic Train Operation (STO)/GOA1 (v) Automatic Train Reversal Mode (ATR) 3.2 The grade of automation is specific to individual installations and based on traffic requirements, headways and availability of trained manpower.

Therefore, the decision of grade of automation is left to the metro railway.

3.3 Higher level of automation shall necessitate provision of commensurating functions to ensure adequate level of safety and availability such as platform screen doors, automatic public announcements in the trains, train borne passenger surveillance from centralized location, remote rescue etc.

3.4 Centralized Operation Control Centre (OCC)shall be setup to monitor and control Signalling and Train Control system of a line including associated auxiliary systems. Backup Control Centre (BCC) shall also be setup for UTO/ DTO operation.

3.5 CBTC shall be designed to be upgradable to higher automation level, i.e. the hardware and software shall be of modular design so that additional functionality can be added later as and when required.

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4.0 Degraded Modes of Operation

7.0 Headway

4.1 CBTC system shall support degraded modes of operation in the event of failure and shall continue to provide train protection with minimum reliance on adherence to operating procedures.

4.2 CBTC system shall support following degraded modes of train operation(i) For CBTC system failure affecting a particular train, Restricted Manual mode (RM/ROS) and Cut-out mode shall be provided. (ii) For CBTC system failure affecting ATP working within a particular area of control, a fall back system shall be provided. This fallback system, as a minimum, shall consist of fixed colour light signals located such that safe route setting at points and crossing is assured.

7.1 The headway of the system shall be decided by the metro railway after taking in consideration additional factors outside the control of CBTC system viz. track alignment, gradients, civil speed limits, train acceleration and braking rates, station dwell times, terminal track configurations, driver reaction times etc.

7.2 Following should be optimised so as to obtain the stated headway of the metro railway: (a) maximum speed on the section and crossover (b) timers for release of sub routes within section/ siding / reversal platforms (c) length and release time of overlap (d) platform entry speed of trains etc .

5.0 Train Configuration

8.0 Design Life

5.1 CBTC system shall support fixed length bidirectional 3 car / 6 car / 9 car train configuration.

5.2 CBTC system shall support mixed operation of 3 car, 6 car and 9 car train configuration (as per requirement of the metro railway).

5.3 CBTC system shall be capable of supporting a mixed fleet of trains, where specific trains and/ or classes of trains have different performance characteristics.

8.1 CBTC equipment shall have design life of 30 years.

6.0 Train Operating Speed 6.1 CBTC system shall be capable of meeting the performance requirement of these specifications over full range of possible train operating speeds.

6.2 The UTO/DTO/ATO system shall interface with the rolling stock system and provide control for acceleration, deceleration and coasting of trains in such a manner that it is possible to achieve specified schedule speed with minimum energy consumption.

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“

The UTO/DTO/ATO system shall interface with the rolling stock system and provide control for acceleration, deceleration and coasting of trains in such a manner that it is possible to achieve specified schedule speed with minimum energy consumption. _______________________

| 9.0 Train Location Determination

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12.0 Train (TWC)

9.1 Primary train location determination shall be done by CBTC, independent of track circuit/axle counter.

9.2 Secondary Train location determination for facilitation of fallback arrangement shall be done using track circuit/axle counter, as specified by the metro railway.

10.0 Implementation of Vital CBTC Functions 10.1 Vital functions of CBTC system that provide fail safe protection against collisions, excessive speed and other hazardous conditions shall be designed and implemented in accordance with fail-safe principles.

11.0 CBTC System Architecture 11.1 The architecture of CBTC system should be such that various sub-systems viz. Interlocking, ATP and ATS are physically and logically separate.

11.2 The architecture of ATS sub-system should be such that ATS core function and ATS non-core functions are physically and logically separable.

Wayside

Communication

12.1 CBTC train to wayside communication shall preferably use commercially off the shelf product (COTS) wireless communication equipment.

12.2 TWC interface shall be sufficient to support required ATP, ATO, DTO, UTO functions.

12.3 TWC shall provide continuous geographic coverage within CBTC territory and shall support train operations in tunnel, tubes and cuts, on elevated structures and at grade.

12.4 TWC shall support bidirectional data transfer and shall exhibit sufficiently low latency to support the defined performance requirements.

12.5 TWC shall include a protocol structure to support safe, timely and secure delivery of train control messages.

13.0 Power Supply 13.1 Uninterrupted Power Supply provision is a must for the Signalling system to have high availability.

13.2 The uninterrupted power supply system shall have sufficient backup time and built-in redundancies to ensure very high level of Availability and Reliability.

Metro railway may specify the extent of redundancy required.

14.0 Platform Screen Doors 14.1 Platform screen doors, where provided, shall be interfaced with the CBTC system to ensure opening and closing of the Platform doors based upon train positioning/docking and commands from the signalling system.

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• • • • • •

Time table generation Time distance graph Fault reporting Control traction power Manage operational disturbances Manage rolling stock and staff resources (crew management) • Support maintenance by interfacing with external maintenance management system • Supervise infrastructure external to CBTC system b) Preparation of signalling plan, control table, application drawings c) Site installation, testing and commissioning d) Safety assurance e) Integration for the sub-system/ modules sourced from India f) Life-time spares management g) Data preparation of ATP, Interlocking and ATS (recommended)3 h) Extension, modification and re-signalling works in future as lead partner (recommended)3 15.3 Different metros shall try to synchronize their procurements to bundle volumes whereby (a) local companies are encouraged to set-up manufacturing facilities in India and (b) adequate volume of business is generated for the Indian partner for it to develop capability and competence.

14.2 The CBTC system shall be able to provide suitable inputs to the PSD system for the above functionality.

15.0 Indigenisation 15.1 Metros shall try to procure maximum possible items from local sources. In this direction, following equipment shall be procured indigenously: a) Point machine for depot b) UPS, Power Distribution Cubicle and associated system c) Cables d) LED based signals e) Direct Line Projectors f) Site accessories viz. computers, workstations and servers g) Point machine for mainline h) Track circuit/ Axle counter i) Electronic interlocking 15.2 Metros shall try to develop maximum possible local competence so that knowhow and technical support is available locally within India as far as possible. The Signalling and Train control project implementation shall have Indian partner(s), who would take up following works: a) ATS non-core functions4 comprising of the following: • Interface for public announcements and passenger information system • Provide interface with passenger surveillance systems (for DTO/UTO operation) • Provide interface with the communication system for passengers and staff (for DTO/UTO operation) Besides, metros may decide indigenization of following additional functions:

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City public transportation developments in India - Jaspal Singh, Head – UITP India

India, one of the fastest growing economies in the world, is achieving a growth rate of 7.5% per annum. With a growing population too, the country is working hard to transform itself over the next few decades. Improving public transportation is high on the agenda and Jaspal Singh, Head of the UITP India Office, writes that although private-vehicle ownership in India is growing and therefore causing major congestion problems in cities, there are however many plans to revamp bus systems and invest in metro networks.

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The cities of this diverse country and its urban population play an important role in the growth of the country. As per the 2011 census, 31.2% of India’s population (377 million) is living in urban areas. As the UN estimates, this numbers will grow to 40% (590 million) by 2030 and 58% (875 million) by 2050. While only 30% of the total population live in urban areas, approximately 63% of India’s Gross Domestic Product (GDP) is contributed by those urban areas.

currently-estimated 195.6 million in 2016.

Seventy-five per cent of these registered vehicles (147 million) are motorcycles.

Furthermore, the physical infrastructure hasn’t been able to keep pace with the growth in demand. The urban road length has increased from 252,001km in 2001 to 411,840km by 2011. In the last decade registered vehicles per million population has increased by 219% while urban road infrastructure per million only increased by 124%.

Even with the current size of the urban population, Indian cities are facing a multitude of issues such as severe congestion; deteriorating air quality; increasing greenhouse gas (GHG) emissions from the transport sector; increasing road accidents; and an exploding growth in the number of private vehicles (largely motorcycles). With the urban population projected to more than double in the next generation, the situation could easily get out of control and thwart India’s economic development efforts unless remedial measures are soon taken.

This rapid motorisation has led to severe congestion, longer journeys and higher per capita trips. Indian roads are also popular for heterogeneity of vehicles sharing the same road space. There are around 32 different vehicle types in India such as bicycles, cyclerickshaws, auto-rickshaws (‘tuk-tuk’), motorcycles, cars, buses and trucks.

In a move to recognise and act upon urban mobility issues, in 2006 the federal government of India introduced the National Urban Transport Policy (NUTP), setting the policy framework for providing sustainable mobility for the future. In 2015 the government unveiled its new plan to upgrade 100 cities into ‘smart cities’ and to ‘renew’ 500 cities.

Congestion The rapid growth in private-vehicle ownership has led to increased congestion problems in cities. The average speed of a vehicle on Indian roads is just 17-19km/h between 9:00 and 21:00, with the slowest times witnessed during the evening hours. The average speed of traffic in key Indian cities is just 17-23km/h while the average cycling speed is 1516kmph.

Growth of private-vehicle ownership The growth of vehicles has been much faster than that of the population. The number of registered vehicles increased from 55 million in 2001 to 142 million by 2011, with a

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| Road accidents India recorded a total of 501,423 road accidents and 146,133 road accident deaths in 2015; this equates to 1,374 accidents and 400 deaths on India’s roads every day. Sadly, 54.1% of people killed in road accidents are in the 15-34 years age group. It is estimated that the economy lost around 3% of GDP (1999-2000) due to road mishaps.

Air pollution In the Global Burden of Disease 2010 (GBD) study, ‘outdoor air’ pollution is among the top 10 risks worldwide and the top six risks in the developing countries of Asia. Air pollution has greater impact on developing countries such as India, as 1.4 million people lost their life due to air pollution; US$ 505 billion towards welfare losses; and US$ 55.4 billion towards lost labour.

Declining share of public transport The share of public transport is decreasing in India. The federal government has recently published the results of the mode of transport people take to commute to work for the latest Census 2011 data in March 2016. According to the survey more than 50% of the workforce (excluding domestic and agriculture) continue to work at home or travel to their workplace by foot in the absence of adequate transport facilities.

Citizens are largely dependent on private transport. The share of public transport is just 18.1% of work trips.

Metro Rail News | May 2017 | www.metrorailnews.in

number of daily trips using a motorcycle for commuting was 35 million (excluding personal trips); this is based on the increase in vehicle registration.

Development of ‘smart cities’ The federal government of India has launched two flagship programmes – 100 Smart Cities and Atal Mission for Rejuvenation, and Urban Transformation (AMRUT) for 500 cities that have a population of 100,000 or more, with funding of $8 billion and $8.3 billion, respectively. The smart cities initiatives focus on core infrastructure service, whereas, AMRUT will adopt a project approach to ensure basic infrastructure services.

A ‘smart city’ is an urban region that is highly advanced in terms of overall infrastructure, sustainable real estate, communications and market viability. It is a city where information technology is the principal infrastructure and the basis for providing essential services to residents. Until now the federal government has shortlisted the establishment of ‘109 smart cities’ in India. The key idea of smart cities is the alliance of public services with an integrated public transport system. Information Technology, therefore, will play a crucial role in both integrating and automating these services.

The data indicates that there is lack of public transportation facilities and citizens are largely dependent on private modes of transport, such as bicycles (26.3 million) and motorcycles (25.4 million) in rural and urban India. More people use motorcycles than travel by bus (22.9 million). In 2015 the

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| The 20 cities in the first stage will receive INR 2 billion (US$ 30 million) in 2015-2016 and INR 1 billion (US$ 15 million) every year for the following three years; a total of INR 5 billion (US$ 75 billion). State governments and respective urban local bodies will also contribute the same amount. Many foreign countries, including Japan, France, Germany, Singapore etc. have come forward to support the federal government’s plan to develop smart cities.

Metro Rail News | May 2017 | www.metrorailnews.in

The emergence of metro systems After the success of the Delhi Metro, lots of Indian cities are exploring the option of implementing metro rail networks. The Ministry of Urban Development (MoUD) estimates that there is approximately 316km of metro lines currently in operation and more than 500km of metro lines under construction across the country. This includes metro/mono rail systems promoted by state governments and private bodies.

Delhi Metro is the largest metro system with a total length of 213km, carrying 2.8 million passengers a day. Some of the new metro systems are still facing issues with building ridership; for example, Jaipur Metro carries only 20,000 passengers per day, incurring a loss of INR 30 million (US$ 500,000) every month.

Smart cities cannot be built without smart public transport. Under the smart cities programme, the cities are required to build efficient urban mobility and public transportation by creating walkable localities, as well as promoting a variety of transport options. However, there is no clear guideline for developing a sustainable public transportation system. An urban transport system is subject to planning, execution and development by the states and union territories; hence, under the smart cities programme each city can prepare its ‘Smart City Vision’ document, highlighting the city’s vision and funding proposal.

Most of the systems are developed by public authorities with external funding and support from federal government. However, some of the cities have developed the system in partnership with private players e.g. Gurgaon (operated by IL&FS), Mumbai (operated by RATP) and Hyderabad (operated by Keolis – under development). In the Union Budget 2014-2015, the government emphasised that the planning of metro projects must begin now.

The federal government has earmarked INR 100 billion (US$ 1.5 billion) for metro projects in the fiscal budget 2016-2017.

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| Revamping city bus system Buses are the most popular and convenient mode of transportation in urban cities. More than 1.6 million buses are registered in India, and the public bus sector operates 170,000 buses carrying roughly 70 million people per day. However, bus transportation has not been able to cater to the growing travel demand. There are only 30,000 buses serving the city areas, out of which approximately 3,500 buses are operated under a public-private partnership agreement. All bus operators are incurring huge losses and do not have funds for the capital investment needed to procure new vehicles and technology. The average age of the fleet ranges from two years to 11.8 years for state bus transport undertakings.

The National Sample Survey Office (NSSO) carries out an annual survey of household expenditure on service and durable goods in India. As per the details of expenditure on transport, buses are the most preferred mode of transport in both rural and urban India, followed by auto rickshaws.

The federal government launched National Urban Renewal Mission (NURM) in 2009 and embarked upon a massive programme of revitalising urban areas by allocating national funds to speed up the creation of much-needed infrastructure.

The programme was split in two phases and was concluded in 2015. Approximately 222km of Bus Rapid Transit (BRT) systems are operational and the remaining 282km are under construction. MoUD has provided financial assistance to 11 cities for the construction of 504km Bus Rapid Transit System (BRTS).

Metro Rail News | May 2017 | www.metrorailnews.in

require approximately $15.4 billion to procure 150,000 new buses and upgrade ancillary transport infrastructure. It will be difficult for state governments or local bodies to invest such a large sum without further federal government support.

In order to generate more investment in the sector, the federal government has proposed to open the public bus sector to private companies. This will allow buses to operate on nationalised routes. According to the Road Transport Ministry, the opening of the sector will increase the passenger ridership to 120150 million per day Future bus technology The federal government has unveiled an ambitious project to replace all public bus transport fleets with hybrid technology. The government launched the full indigenous retrofitted electric bus, converting existing conventional fuel buses into electric buses, developed by KPIT Technologies and Central Institute of Road Transport (CIRT).

A main hindrance to the adoption of new technology is the financial implication and capital cost. The average cost of a hybrid bus in India is around INR 23 million (US$ 375,000),

According to estimates from ICRA Limited (2016), 100 of the largest Indian cities.

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| compared to INR 9 million (US$ 150,000) for a premium diesel bus. In order to incentivise the operators to procure electric and hybrid buses, the federal government has launched the ‘Faster Adoption & Manufacturing of Electric and Hybrid Vehicle (FAME)’ scheme to provide a subsidy of INR 6.1 million (US$ 100,000) for electric and hybrid buses.

Currently Navi Mumbai Municipal Transport (NMMT) has procured five hybrid city buses from Volvo and MMRDA has procured 25 hybrid buses from Tata Motors. There are currently no fully electric buses in commercial operation. BYD has completed a pilot in Bangalore (2014) and Delhi (2016) to demonstrate electric bus technology.

Innovative technology IT solutions are important for public transport systems and information is becoming critical for any service planning.

The key factors such as passenger demand; journey demand; service hour; and service frequency have great impact on the expenditure and revenue of any authority or operator. IT tools can also help to refine processes and improve efficiency. Smart transportation systems should have fleet management, ticketing, security surveillance, traffic management and realtime passenger information.

The recent ‘Policy Road Map for City Bus Systems in India’6 study identified that most of the city’s bus operators are still lagging behind in the implementation of an IT system. The survey revealed that nine out of 12 cities have implemented a vehicle tracking system and 11 out of 12 have implemented electronic ticketing machines (ETMs). However, no cities have yet implemented ‘planning and scheduling’ or

Metro Rail News | May 2017 | www.metrorailnews.in

‘depot management’ systems; with the majority using manual systems for such operations. The availability of real-time information is equally important for commuters to plan their journey. In the absence of good quality data, commuters aren’t able to obtain accurate service information. However, there are some third party mobile app providers that provide offline information to users such as Trafi and Moovit.

Smart ticketing has been slow to gain popularity in India. All metro systems have implemented smart ticketing solutions for its ‘closed’ environment; Delhi Metro sells approximately 16,000 smartcards a day and 1.8 million commuters use the card daily. However, the smart ticketing systems are not yet integrated with the bus system. The federal government did make plans to introduce a Smart National Common Mobility Card (NCMC) to enable seamless travel using different modes of transport across the country as well as having retail purchasing benefits. However, the initiative did not take off. In July 2015 the government established a committee to recommend an inter-operable smartcard.

In June 2016 Bengaluru Metropolitan Transport Corporation (BMTC) became the first city in India to launch the Axis Bank BMTC Smart Card – an open loop EMV contactless smartcard.

However, the system is not integrated with other modes such as metro. Mumbai is another example that has various modes of public transport including suburban railway lines, metro, buses, taxis and auto-rickshaws. The Mumbai Metropolitan Region Development Authority (MMRDA) has appointed London’s Transport for London (TfL) to prepare a detailed plan for an integrated ticketing system in the Mumbai Metropolitan Region. An integrated system is planned to be rolled-out by 2018.

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| New measures to strengthen public transport The federal government has recently ratified COP21 (Conference of Parties) agreement in Paris, France on 2 October 2016. India currently accounts for approximately 4.5% of global greenhouse gas emissions. Although the key focus is on clean energy generation, the federal government is also looking to reduce emissions from the transportation sector. Some of the key measures include the following:• Movement in India The Ministry of Road Transport and Highway (MoRTH) has launched the “Passenger Mobility Enhancement” project in partnership with the World Bank. The federal government will be launching a scheme to encourage state bus transport undertakings to reduce their losses by investing in the technology. The operators will need to commit the reduction in the loss and the federal government will give funding.

• Switching to Euro VI by 2020 The federal government has decided to shift to Bharat Stage VI (the equivalent of Euro VI) emission standards for various category vehicles by 2020. The decision has been made to leapfrog directly from Euro IV emission norms for petrol and diesel to Euro VI standards. This is a great move and demonstrates the commitment of the federal government to curbing air pollution.

Metro Rail News | May 2017 | www.metrorailnews.in

• Strengthening water transport The development of waterborne transportation is one of the key priorities of the federal government in India. The 2016 National Waterway Act was enacted in March 2016 to regulate the development of 111 national waterways, out of which 106 are new national waterways. Currently India is conducting only 3.5% of trade through waterborne transport, compared to 47% in China; 40% in Europe; 44% in Japan and Korea; and 35% in Bangladesh.

India still has much ground to make up to achieve efficient and sustainable city public transport systems. The public infrastructure will improve the mobility of people and will open the door to new economic opportunities for the country. Investment in public transportation has a multiplier effect for the economy.

(This article was first published in Euro Transport Journal)

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Taking place between 22-25 August in Singapore, 6th Rail Engineering & Maintenance Summit 2017 is the World’s leading dedicated conference greatly emphasizing on best practices in maximizing rail asset life, operational reliability through engineering, maintenance and asset management programs. Such practices are to be exclusively shared by the panel of distinguished guest speakers selected from leading rail operators around the world.

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ncreased public and private investment on rail infrastructure in response to unceasingly growing inland traffic demands for higher reliability, safety, speed, loads and productivity; as well as efforts to minimise operational expenditure on maintenance, replacement programmes and rail asset management, are some major driving affecting railway

industry like never seen before.

With massive rail engineering, maintenance, replacement and capital investment projects across all nations, stakeholders are finding themselves more and more involved in finding better practices and solutions to overcome technical, contractual, project management challenges.

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| The challenges that need to be addressed include improvement in maintenance planning; implementation of conditionbased monitoring & predictive maintenance; track load capacity enhancement; components supply chain management; legacy infrastructural renewal; systems engineering & integration; highspeed rail maintenance; tracks’ real-time geometry & condition measurement and digitised analytical monitoring; improving signalling and electrification systems; and many more… The Rail Engineering & Maintenance Summit series are held annually to keep rail operators and solution providers accurately updated with industry advancement, challenges, technologies and ever-improving practices.

As part of Equip Global’s exclusive interviews featured at the Annual Rail Engineering & Maintenance Summit in its 2017 edition, we are honoured to introduce and share an interview conducted with our distinguished guest speaker Mr. Sanjay Kumar, Chief Engineer (Signal & Telecom), Kolkata Metro Rail Corporation Ltd. (KMRCI) Kolkata. Mr. Kumar is also an officer for Indian Railway Services of Signal Engineers (IRSSE).

Kolkata Metro Rail Corporation Ltd (KMRCL) is a CPSE under central Government having major share of Ministry of Railways.

Implementing a first-of-its-kind Metro project in India, the rail infrastructure would connect Howrah and Sealdah Railway stations, two of the busiest Railway stations in the world and which would pass through under the River Hooghly – the first such river crossing in the country. A journey whose end is in the sight, a journey which will give Kolkata its 2nd Metro, a Metro the residents would be proud of.

Metro Rail News | May 2017 | www.metrorailnews.in

Sanjay is responsible for planning, ICB testing, execution, testing & commissioning including all mandatory approvals for the Kolkata EastWest Metro Rail Project (KMRCL) for the Signal & Telecom, Automatic Fare Collection Systems Equip Global (EG): Tell us more about your experience with Kolkata Metro (KMRCL)? Any recent notable achievement and exciting projects in your career you’d like to share?

Sanjay Kumar (SK): I am the officer of Indian railway cadre having experience of over 24 years in multi-functional range of Railway Engineering skills which includes planning, tendering, design, execution testing & commissioning and maintenance of Railway signal & Telecom and train control systems in India and abroad. Kolkata Metro Rail Corporation (KMRCL) is implementing latest state of Art Signalling & Train control system, Platform Screen Door and Automatic Fare collection system. During my 2&½years tenure in KMRCL my achievements are finalization of tenders for Automatic Fare collection, Independent Safety Assessment & Platform Screen Door works packages (each package involves minimum of 3 stages): its execution, design approvals, interface management etc. I was instrumental in obtaining SACFA approval from Communication Ministry and framing of KMRCL General Rules & Opening rules and business rules.

My other notable achievements include the successful completion of S&T enabling works of SGDET Malaysia project. I was instrumental in commissioning of India’s first Wi-Fi internet in running train (Howrah-Delhi Rajdhani express).

I have also introduced 1st computerised Train Control charting system & real time train enquiry in Nagpur Division of SECR Zone. This has increased the train control & monitoring efficiency, better crew management and

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| enhanced passenger satisfaction.

While working as Divisional Engineer(S&T), I have commissioned FOIS (Freight Operation Information System similar to PRS) and first Electronic Interlocking in CKP Division of SER. EG: What are the objectives on operational readiness, efficiency, reliability on rail infrastructure of Kolkata EW metro projects? Any challenges you anticipate in achieving them?

SK: Safe, efficient and reliable mass transportation is a priority issue for governments around the world. Rail transit is widely viewed as sustainable solution, yet its development always comes with a multitude of challenges to bring projects to completion in time, while ensuring that stringent safety and technical standards are adequately met. KMRCL project is still under implementation stage. However, we have made the operational strategy which includes various working maintenance models, level of training and staff requirements. As far as the reliability and efficiency is concerned, the system is being implemented by considering the international standard RAMS requirement.

The only challenge being anticipated is for getting the approval of various statutory authorities without which the operations cannot be started. The solutions came into light by interacting with various signalling contractors and metro authorities across the country.

EG: Are there any specific plans for Rail Asset Management frameworks that Kolkata EW metro will be pursuing upon completion that you would like to share with us?

Metro Rail News | May 2017 | www.metrorailnews.in

SK: KMRCL is in implementation phase.

However, the assets with its main components are having their normal life cycle of about 20 years with regular maintenance. Moreover, there will be manual and auto-checking system in place for monitoring the performance requirement of these equipment/assets. This will further suggest suitable action to be taken to retain, repair or replace the assets before codal life.

EG: What are your perspectives on adoption, and future applicability of Predictive maintenance and condition based monitoring at Kolkata EW metro? What technologies are being considered?

SK: In fact, the day of preventive maintenance has gone for Main Line/Metro Rlys, because we all know that most of the Metros are lifeline of the city and even a short duration of failure will create a big problem on revenue traffic. In a nutshell, any failure is not tolerable. Therefore, the time has come for predictive maintenance and condition based monitoring of assets. I feel that technology for predictive maintenance and condition based monitoring is still in evolution stage here and could see better implementation for selected equipment.

EG: You will be delivering a presentation on rail infrastructure readiness toward Kolkata’s EW Metro CBTC system, what will be major focus on your presentation?

SK: The major focus of my presentation will be for explaining the signaling & Telecom system as per the present contractual scope, interfacing requirement with Rolling Stock, Power Supply , Track and other sub systems including its challenges and problem encountered while interfacing. The proposed technical solutions for these problems,

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Functionality of CBTC system, technical and operational benefits of CBTC, contractual challenges for incorporating these solutions and its overall benefit to the Project.

EG: At 6th Rail Engineering & Maintenance Summit 2017 we are observing exciting panel of speakers around the world including representative speakers from London Underground – Transport For London, MTR Hongkong, CrossRail Project, Road and Transport Authority Dubai, MRT Corporation (Malaysia), Indian Railways etc. What will you expect to learn from this conference?

SK: I would expect to learn from the experience of the leading professionals in the Rail and Metro fields in various Countries, especially on the signalling & train control system, Platform Screen Door & AFC etc. I would also expect to hear few case studies of facing the interface and integration challenges during design, installation, testing and commissioning of Metro project. In addition, I would like to hear the views of experts to simplify the various mandatory approvals from the statutory (Govt/Non Govt) authorities for commissioning of the Metro/Light Rail/Mainline Rail Projects. This event will bring the innovative ideas being adopted across the world for sustainability of the metros. In fact, today it is a big challenge in the industry to maintain the grade of service without compromising RAMS requirement, stringent safety and technical standards. The expert speakers will help address these issues. I believe that 6th Rail Engineering & Maintenance Summit 2017 will help to formalise the policies, innovative ideas and procedures for the ongoing & future metro project.

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Safe, efficient and reliable mass transportation is a priority issue for governments around the world. Rail transit is widely viewed as sustainable solution, yet its development always comes with a multitude of challenges to bring projects to completion in time, while ensuring that stringent safety and technical standards are adequately met. __________________________

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Interview with Ben Dunlop, Director Digital Railways at Atkins Put yourself in the shoes of Network Rail. How would you cope with a year on year increase of 4% if you cannot physically put more trains on the rail? Atkins is one of the world’s leading design, engineering and project management consultancies, employing some 18,000 people across the UK, North America, the Middle East, Asia Pacific and Europe.

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ver the past 75 years, Atkins has gone from post-war regeneration and the advent of nuclear engineering to high speed rail and the integrated sustainable cities of the future. As a result, the breadth and depth of expertise and drive to ask why, has allowed Atkins to plan, design and enable some of the world’s most complex projects. .

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Ben Dunlop is Director, Digital Railways at Atkins and responsible for leading the development of strategy and value propositions that will enable the business to capitalise on the transition towards a digital railway. In this interview, Fanni Vig, Business Unit Director of Logicalis asks Ben about the role of data in driving this radical and far-reaching transformation to the established operating model of railways.

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Metro Rail News | May 2017 | www.metrorailnews.in

Before we jump into the details, can you give us a bit of background about the UK Railway?

Ben: The UK railway has been a real success story. It was privatized in the early 1990s at a time when it didn’t have a good reputation with the public or within the industry, and as a result it was in slow decline.

After privatization, the influx of more innovative, customer - focused train operators such as National Express and Virgin produced a slight change in perception. Unfortunately the focus on certain drivers of growth were slightly skewed. The view is that they started to concentrate more on profit and so they started to sweat their infrastructure a lot more, which resulted in a number of very high-profile accidents.

The industry then went through a tough period during the late 1990s and early 2000s, when once again confidence was lost. Rail Track was put into early administration and the outcome was Network Rail; which although government controlled, acted like a private company. As a result, the industry saw improvements across areas such as: performance, growth, passenger ridership (journeys), freight and subsequently many issues were addressed.

How many journeys are we are talking about?

Ben: Statistics show that UK Railway has become Europe’s fastest growing railway; measured mainly by passenger ridership (the number of journeys completed every year). We are now at record numbers and

will soon be approaching the 2 billion passenger a year journey mark, compared with 600 – 700 million in 1994 prior to privatization.

How has the industry responded to this increase in demand?

Ben: The industry recognised that it needed to change its strategy. As a direct result, in 2012, the Railway Technology Strategist document was written which stated that four critical areas needed to be addressed: cost, capacity, customer and carbon. The 4 Cs. One of the main objectives is to reduce the carbon footprint in order to meet national and environmental targets. With customers in mind, we are seeking to create more enjoyable travel experiences. Furthermore the rail industry is expensive so there is a need to reduce costs, in particular with regards to the government’s subsidised contributions. With £38 billion from the government allocated as a funding package for the Network Rail, the industry now has to prove its efficiency. There is also the challenge of capacity, as more and more people travel and the amount of freight being transported continues to increase.

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| How are you coping with ever increasing demand?

Ben: This is definitely a problem. The number of people using trains is continually increasing due to more leisure activities, flexible-working hours, sporting events etc. which unfortunately has resulted in people having to stand.

If you think about it, over the past 180 years, there hasn’t really been a dramatic change with regards to how the Railway System is operated.

There has always been somebody who is looking out in front of the train, controlling the speed via visual indications (signals). This puts huge limitations on a system that relies so heavily on reaction speeds.

There is now a new method of train control, the European Train Control System (ETCS) where the person driving the train is simply there to supervise. With ETCS, the train itself knows when to slow down or accelerate and does so based on the level of data it receives. This will substantially increase efficiency from 20% to 40%.

What measures are you taking to implement new control systems?

Ben: In the UK, we are currently running trial lines using newer technology which enables trains to run with just a driver operating as a supervisor, as opposed to literally driving the train. These trial lines run between Kings Cross to Edinburgh and Paddington to Swansea.

With regards to Eurostar, there are 4 different signalling systems which means the trains need to be fitted with 4 different systems.

Unfortunately this has led to an increase in the risk of failure.

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Metro Rail News | May 2017 | www.metrorailnews.in

What about future demand?

Ben: The problem we face today, is nothing compared to what we will face in 20 years’ time due to a projected 3% per annum growth rate.

The 4 Cs need to be achieved with minimal disruption. The traditional approach to solving this problem is by improving the tracks to allow more trains, or the more radical approach of building a whole new track such as HS2, which has proven to be expensive and disruptive.

There’s only so much more you can do with traditional methods, data is enabling thought leaders in the industry to tackle the problem of ever growing demand So how does data help you get more out of your existing network?

Ben: As an example, with trains operating remotely the information fed back to the train will dictate when to change the speed and direction. Since the trains will know their exact location and their position in relation to other trains and their destination; trains will be able to run closer together and reduce the stopping distance. This ultimately improves efficiency by allowing more trains on the tracks. For the High Speed Rail, a 1.5 mile distance between trains is needed for the High Speed Rail, a 1.5 mile distance between trains is needed for safety reasons, here computers are far more predictable than humans and have a much smaller margin of error. (As a point of interest, whenever there is an announcement made about ‘signalling problems’ this is largely down to the signal indicators used by train drivers being stuck on red).

| So how does data help you get more out of your existing network?

Ben: At the moment, we run trains when we want to, and customers have to fit this around their scheduled time. It would be better if we had trains when people wanted to use them, rather than when we dictate. Trains that allow both work and play will put the industry in a unique position and disruptive technologies, such as driverless cars, will encourage the rail industry to put the main focus on the customer.

Furthermore, at the moment timetables are written 2 years in advance, and in the world of data 2 years is an eternity. This makes it extremely difficult when responding to customers’ needs. I want to reach a stage where there are paperless tickets across the board.

Also I would like to provide customers with informed choices, i.e. letting customers know of a train that has more capacity and if they decide to use a certain train they will receive a 20% discount.

Also, there’s no reason why we can’t gauge the weight of every carriage to estimate their capacity and then send push notifications to inform customers of where the train is busiest along the platform. By notifying customers of any delays, or by customers inputting their preferred means of transport using software, the railway can create bespoke travel itineraries for individual customers to help plan their journeys.

We should always aspire to improve customer travel experiences, because it will forever change the way in which they perceive the service.

What needs to happen to implement these changes?

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Metro Rail News | May 2017 | www.metrorailnews.in

Ben: We aren’t currently implementing all of these changes, simply because we do not have the extra revenue. Hopefully with disruptive substitute solutions (like driverless cars), it will force us to evolve; but funding for this still needs to be generated.

Taking into account the cost element, removing the need for people to maintain the infrastructure manually can be quite emotive; but by employing self-monitoring technology that can report back, I don’t see why assets can’t eventually do this.

It seems that everybody is looking at how they can make better usage of asset generated data. What’s your view on this?

Ben: With asset generated data you can have a bridge that can feed data back on whether the bridge is performing well. But this is retrospective, I want to be able to go further than that. If you can equip a bridge with sensors telling you when a bridge is not doing well, there is no reason why you cannot apply self healing material.

To summarise, data and the digital railway is the answer to the 4 Cs question. While trying to safeguard its future, you can also enable technology to provide a much better customer experience, at less cost and also address the capacity challenge.

Hopefully this will encourage a mobile shift, ultimately getting more people travelling in a more carbon-light environment. This is what digital rail is all about and where it can end up.

Exclusive Interview with

Vipul Kumar, ED/Track, Indian Railways As part of Equip Global’s exclusive interviews featured at the Annual Rail Engineering & Maintenance Summit in its 2017 edition, we are honoured to introduce and share an interview conducted with our distinguished guest speaker Mr. Vipul Kumar, Executive Director (Track) with Indian Railways (IR). The operator of the 4th largest railway network in the world, IR manages over 120,000 kilometres of track, responsible for the transit of just under 10 billion passengers and over 1 trillion tons of freight annually. Mr. Vipul is involved in railway track renewal, maintenance, expansion, modernisation as well as increasing load capacity and break detection performance of one of the most massive rail network in the World!

Tell us more about your experience with Indian Railways and trackwork? Any recent achievement you’d like to share?

Vipul Kumar (VK): I hold a bachelor degree in civil engineering from reputed Delhi College of Engineering passing in 1983. After obtaining experience in construction of Oil field installation through 4 years work with Oil India Ltd., I joined Indian Railways in 1988.

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I have worked in various capacities in Indian railways as a Track maintenance and Rehabilitation Manager designated as Divisional and Sr Divisional Engineer, Construction Chief Engineer; in R&D organisation of Indian Railways as Director for Track and Executive Director for Track as well as SBU head of Bridge and Tunnel wing of M/s RITES Ltd.

| My notable achievements include the honour to work as International Expert on Elastic fastening & Sleeper for Uzbek Rlys (ADB funded assignment) for deciding new track structure for Tashkent-Samarkand rehabilitated line; Design & Development of high toe load elastic clamp for IR; Design and Development of Ballastless Track for IR; Design & Development of wider sleeper for IR, etc.

Recently, I have been posted to function as Executive Director/Civil Engg. with Indian Railway Board, in charge of track renewals and decision making process on policies on track matters for IR. Without doubt, Indian Railways operate one of the most massive and busiest rail network in the world by passenger volumes, freight tonnage. How do you plan various many capital investment and maintenance activities around the clock? And How do you see the future practices to overcome common challenges in the works that are shared by your counterparts around the world such as, total operational costs, track management systems, overburdened & obsolete tracks, regional inequalities‌?

VK: We have annual track renewal planning based on identification of track stretches that have complete track or some of its components due for renewal, based on Gross million tonnes (GMT) of traffic; or based on wear (particularly rail); and/or condition basis, for instance in corrosion-prone areas where GMT criteria are overshadowed by corrosion. In short, regular and assured track possessions and adequate Time Allowance for track maintenance remain to be the most pressing issues on IR. In average IR has been carrying out renewal of 2500-3000 kilometres every year out of arising

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of around 4000 km per year, thus adding to the arrears on a cumulative basis. There is no easy answer to meet the challenges a P-way owner faces today as the problems cannot be solved by additional funding alone. Renewals also need to match track possessions, speed restrictions and industry capacity in order to cater increased demands of various elements of track e.g. ballast, rails, sleepers, fastenings, frogs, switches, etc Part of the challenges are being met through faster methods of renewals e.g. more deployments of automated means e.g. Track relaying trains (TRTs), clubbing various track machine operations in a single-track possession time, wherever feasible. The challenges remain much higher for IR where there exists time-tabling of trains on 24 hrs basis and there is no system of regular track possessions. We keep on approaching the train operating department convincing them for planned possessions which not only bring down costs but also ensures quality of execution.

IR has recently developed a comprehensive web based track management system which is helping matters as far as planning maintenance inputs are concerned. However, the availability of funds for maintenance and assured track possession continue to remain challenges.

Rail transport today is facing unprecedented challenges due to difficulty in adding line capacities, huge issues in new land procurement, rising costs and declining domain expertise at competitive price. The competition against road and aviation sector has been adding to these issues as it puts market-oriented cap on charging the customers despite railway system enjoying ‘natural monopoly’ tag.

| Each country has its own sets and sub-sets of problem-solution matrix, IR is trying to get past some of the problems through more involvement of stake-holders e.g. various states and territories while adding new line capacities not only for funds mobilisation but also for faster land possession involving the local agencies.

Underground – Transport For London, MTR Hongkong, CrossRail Project, Road and Transport Authority Dubai, MRT Corporation (Malaysia) etc. What will you expect to learn from this conference?

How did solutions to these issues come into light? And what advice you may have for rail operators facing same issues regarding track possession management and time constraint in rail asset renewals?

VK: It is a difficult task for operators to come out of traditions of train operations on any given system. Probably constant dialogue and assurance on part of infrastructure owner to provide more reliable and safer services through regular regime of maintenance is the only way.

Additionally, investment in most modern system of train control e.g. moving train block system with shorter head-way, can provide a paradigm change in train operations philosophy.

Are there any specific modernisation plan for Rail Asset Management frameworks that Indian Railways are pursuing that you would like to share with us?

Metro Rail News | May 2017 | www.metrorailnews.in

VK: Rail Summit organised by Equip Global have always been very enriching experience as I have attended last two summits. It was surprising to see that across the globe the problems faced by infrastructure owners are more or less the same e.g. incompatibilities due to varying specifications due to different agencies involved at the initial stages of funding and planning; Pressures to enhance capacities in a very short time; Administrative pressures for technical aspects leading to possibilities of compromises in final product; etc - just to name a few. The annual summit provides excellent opportunity to deliberate among participating experienced decisionmakers on these problems and the solutions envisaged by them. The summit contribution cannot, as such, be quantified.

“

VK: IR is planning to go for Vehicular USFD system than manual testing system so that testing can be done faster and more frequently.

Besides this, a rail break detection system developed by IMT, S.A. has already been put on trial. IR has been seeking further proven technologies in these domains.

At 6th Rail Engineering & Maintenance Summit 2017 we are observing exciting panel of speakers around the world including representative speakers from London

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It is a difficult task for operators to come out of traditions of train operations on any given system. Probably constant dialogue and assurance on part of infrastructure owner to provide more reliable and safer services through regular regime of maintenance is the only way.

Book Review : India’s Railway Man, A biography of E. Sreedharan Title of the book: India’s Railway Man, A biography of E. Sreedharan Author: Rajendra B. AKlekar Publisher: Rupa Publication India Pvt Ltd Pages: 253 Price: Rs. 295.00

O

ne peculiar aspect of Indian bureaucrats and their projects is that most of them fail to get the work done within the stipulated deadline and budget. The offering at hand brings us face to face with one man who defeated the tangles that beset our bureaucracy and governance, allowing room for excellence and becoming part of railway engineering folklore.

Elattuvalapil Sreedharan, popularly known as the "Metro Man", is largely credited for changing the face of public transport in India by his leadership in building Konkan Railway and the Delhi Metro, when he served as its managing director between 1995 and 2012.

A celebrity in his own right, there is ample information about this technological genius in the public domain. There are detailed works on his life that seem to cover his professional

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| efforts, methodology, the problems he faced, and the unique solutions he offered while completing key projects on time and within budget, as well as his ensuing success and glory.

What new information about this man -- known, revered and respected throughout the country - could be presented in this book? But as the biographer Rajendra B. Aklekar dug deeper, he came to realise that there was much that was unknown about Sreedharan.

"There were many hidden aspects of his life; aspects never discussed or documented in the public domain, though there are official records and notes regarding a few," Aklekar mentions in the preface while reminding readers that this biography - mainly based on personal interactions with Sreedharan at his residence in Kerala -- focuses on little-known stories that have made him what he is today.

Consider the national railway strike in 1974 for instance: The 20 day-strike by 1.7 million workers is perhaps the largest strike to hit Indian Railways till date but at that time, Sreedharan was busy designing a Metro rail network in Calcutta (now Kolkata) and therefore refused to halt his work.

Then, in the build-up to the first Gulf War, there was fuel shortage in several countries around the globe, including India. The only project that managed to stand up against all odds at that point of time was the construction of Konkan Railway, headed by Sreedharan.

"He had factored in all permutations and combinations, insulating the project from any hurdles by setting up petrol pumps with backup supplies," Aklekar writes.

One would assume that Sreedharan - a man so dedicated to his cause and service - must have

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had a tough family life. But surprisingly, the "Metro Man" maintained a cordial balance between his work and family.

In the biography, his daughter Shanthi Menon shares personal insights about her father, including how Sreedharan values family life and is involved in every small decision that is taken, paying attention to even the smallest needs of his grandchildren.

And then there are critics too. A chapter titled "Bouquets and Brickbats", provides enough space to his critics too. The biographer points out that not even one of his critics was willing to speak on record, but there were enough cases in the public domain for him to put together their points of view. The fundamental argument of his critics revolves around the fact that Sreedharan was given an unduly free hand, violated all established norms and, despite all of this, has been glorified.

More than anything else, this biography holds significance particularly because Sreedharan himself sat patiently with the author to clear all his doubts and almost proof-read the draft of this book, giving it the status of an authorised biography.

Finally this book is not a guide to the process that marked the construction of Konkan Railway or Delhi Metro. While these aspects are touched upon in the offering at hand, it is primarily the amazing story of one man -- his perseverance, beliefs and public and private battles.

Highly anecdotal and sufficiently endnoted, "India's Railway Man" is an inspirational book that opens up a life well-lived, against all odds and at constant service to the cause Sreedharan was involved in.

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Metro Rail News | April 2017 | www.metrorailnews.in

Company Name

Location

Description of Work

Date of Sale of Tender Documents

Last date of submission

Delhi Metro Rail Corporation

New Delhi India

NIT for miscellaneous maintenance facilitation works at Najafgarh Metro Depot

29.05.2017 to 28.06.2017

28.06.2017

Delhi Metro Rail Corporation

New Delhi India

NIT for selection of Licensee (s) for Contract No.0716A0005 Licensing of commercial space admeasuring of 578 sqm(approx.) at concourse level of Shivaji Stadium metro station on Airport Express Line

17.04.2017 to 28.06.2017

28.06.2017

Delhi Metro Rail Corporation

New Delhi India

NIT for Leasing of commercial Space measuring 12080 sqm. available at Sarai Metro Station of Badarpur-Faridabad Corridor for 25 years.

05.07.2017 to 17.07.2017

17.07.2017

Delhi Metro Rail Corporation

New Delhi India

DMRC Invites Open tender through e-tendering system (i.e Technical and Financial bid) from eligible applicants who fulfill qualification criteria as stipulated in clause 1.2 of NIT for Kota stone flooring at Okhla Metro station for CISF use.

16.06.2017 to 10.07.2017

10.07.2017

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Metro Rail News | May 2017 | www.metrorailnews.in

Company Name

Location

Description of Work

Date of Sale of Tender Documents

Last date of submission

Delhi Metro Rail Corporation

New Delhi India

NIT for Maintenance Contract of PTM line from ITO to Jungpura of Line-6 and GTB Nagar to Central Secretariat Station of Line-2.

16.06.2017 to 10.07.2017

10.07.2017

Delhi Metro Rail Corporation

New Delhi India

NIT for painting work of roof structure of station at Kaushambi and Vaishali Metro Station

19.06.2017 to 12.07.2017

12.07.2017

Delhi Metro Rail Corporation

New Delhi India

NIT for miscellaneous Civil Maintenance work at Vidhan Sabha Staff Quarters

21.06.2017 to 13.07.2017

13.07.2017

Delhi Metro Rail Corporation

New Delhi India

NIT for ARC for Refilling & Hydrostatic Testing of Fire Extinguishers Installed in Airport Line for three years

16.06.2017 to 06.07.2017

06.07.2017

Delhi Metro Rail Corporation

New Delhi India

NIT for Engagement of Training Institutes/Agencies for conducting Customer Care Training, Communication Skills and Spoken English for DMRC officials at Training Institute ,Shastri Park Train Depot

17.06.2017 to 11.07.2017

11.07.2017

Mumbai Metro Rail Corporation Ltd.

Mumbai India

Turnkey project of Design, Supply, Erection, Testing & Commissioning for modification & raising of height of 110KV Transmission line Span 41 & 42 and Span 1 & 2 Maharashtra State Power Corporation infringing at the entry route of Charkop Depot using multi circuit utility steel monopole structures.

19.06.2017 to 27.07.2017

27.07.2017

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Metro Rail News | April 2017 | www.metrorailnews.in

Upcoming Events/Exhibitions Event Date

Event Name

Location

June 06, 2017

Smart Railway Conclave

NEW DELHI, India

June 12-13, 2017

East Africa Transport & Infrastructure Conference

KEMPINSKI, Nairobi, Kenya

June 14-17, 2017

RailLog Korea 2017

BUSAN, South Korea

June 14-15, 2017

Global Smart Rail Conference 2017

BUSAN, South Korea

June 22, 2017

UK Rail Station Development and Regeneration 2017

LONDON, UK

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