Metro Rail News March 2018

March 2018 / Monthly / Vol. I / Issue 15

A Symbroj Media Publication

NEWS | PROJECT UPDATES | TENDERS | EVENTS | JOBS | INTERVIEW | ARTICLES

Alstom to make World’s First Zero Emission Hydro Train

Mrs. Ashwini Bhide

MD, Mumbai Metro [ METROWOMAN OF THE MONTH ] Follow us at:

Scan to read Metro Rail News Online

w w w . m e tr o r a i l n e w s . i n

Main Topics of Conference • • • • • • • • • • •

Urban Mobility Culture, Promises and Challenges Urban Transport Planning and Commuting Integrated Multi-Model Transport Mass Rapid Transit Solutions Electro and Low-Carbon Mobility Intelligent Traffic Management & Safety Smart Parking Solutions IoT – Mobility Standards Supply Chain Logistics Big Data in Mobility Business Legal – Economic Coordination of Mobility Development

Sponsorship Opportunity • Platinum Sponsor: INR 7.5 Lakh | USD 15000 • Gold Sponsor: INR 5.0 Lakh | USD 10000 • Silver Sponsor: INR 2.5 Lakh | USD 5000 • Bronze Sponsor: INR 1.0 Lakh | USD 2000 • Lunch Sponsor: INR 0.75 Lakh | USD 1500 • Delegate Kit Sponsor: INR 0.5 Lakh | USD 1000 Speaking Opportunity We invite Key Opinion Leaders (KOLs) from all over the world to share your ideas on how to develop urban mobility for the future? Please give your contribution and submit abstract(s) for presentation as part of our Conference programme by or before 30 April 2018.

Target Audience • • • • • • • • • • •

Central & State Government Authorities Key Ministries i.e. Ministry of Railways, Ministry of Housing & Urban Affairs, Ministry of Road Transport & Highways Metro Rail & Public Transport Operators, Indian Railways and Rail Coach Factories Smart Cities Development Authorities Public Sector Undertakings Research & Development Organizations Technical Institutes and Universities Urban Planners and Consultants Solution Providers, OEMs, Contractors and Suppliers End users Private and Public Companies Like-minded Citizens and Urban Mobility Experts

Invitation • We invite nominated smart cities and present urban transport operators to share their mobility challenges and to find solutions.

• We invite the private sector and solution providers to present its solutions, ideas and technologies for future urban mobility.

• We invite research institutions and think tanks to present their findings and to provide insight on technological mobility services.

• We invite citizens’ groups to speak about their needs and requirements for a livable environment.

Registration open till 30th September, 2018. Registration will be on ‘first come, first serve’ basis. Limited seats available!

• Early Registration (up to 31 July 2018): INR 10000 | USD 500.00 • Late Registration (1 August 2018 onwards): INR 12500 | USD 625

For more information about sponsorship, association, speaking and media partnership opportunities please log on to www.urbanmobilityevents.com Narendra Shah Conference Director m: +91 9990454505 e: narendra.shah@urbanmobilityevents.com

Priyanka Sahu Conference Coordinator m: +91 8076369858 e: priyanka.sahu@urbanmobilityevents.com

CONTENTS 29 Exclusive Interview

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12 Noida Metro –

16 iLint: the world’s first

Greater Noida Metro

hydrogen-powered train

with Achal Khare, MD, National High Speed Rail Corporation Ltd. (NHSRCL) Special Edition on Hydrogen Trains and Noida Metro project

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From the desk of Managing Editor

6

Editorial Advisory Board

7

Status of Metro Rail Projects in India

8

News Highlights (January 2018)

26

Indian Railways Integral Coach Factory hits reset for the high-speed age

29

India Bullet Train Project: the future of inter-city transport

35

Advanced high-speed data communications for railways – an integrated approach for all rail Communications & Signalling

21 Exclusive Interview with Henri Poupart-Lafarge Chairman and CEO, ALSTOM

38

Maharashtra Govt. decided to fund Metro Rail and infrastructure projects through off-budget borrowings

40

Corban Trading & Corban Credit – All about

46

Female metro train operators who are breaking gender barriers

48

Safety of Women in Delhi Metro: It's as safe as you would like to make it…

50

Corporate Updates

51

Tender & Contracts

43 Being a woman can never

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Upcoming Industry Events

be an excuse – Ashwini Bhide, MD, Mumbai Metro

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Metro & Railway Job Openings

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

From the desk of Managing Editor

Dear Readers & Contributors, Mamta Shah Managing Editor

Greetings from Metro Rail News !

Narendra Shah Founder & Director

Coradia iLint is the world’s first low-floor passenger train powered by a hydrogen fuel cell, which produces electrical power for traction. This zero-emission train is silent and emits only steam and condensed water. Coradia iLint contains a special combination of different innovative elements: Clean energy conversion, flexible energy storage in batteries and smart management of traction power and available energy.

The hydrogen train is particularly suited for operation on non-electrified networks, enabling sustainable train operation while maintaining high train performance. The first two trains are currently undergoing tests in Germany and are expected to be transporting the first passengers, in the second half of 2018, in Lower Saxony; the first region to have ordered 14 hydrogen trains.

Noida Metro has completed almost civil and other works of aqua line (phase-I) and successfully conducting test trial runs of metro trains from the beginning of this year. This project is expected to be opened in next month for public, if CMRS clearance received.

In this issue we have focused on future of hydrogen trains in world so that our readers can understand the importance of green transport systems. We also covered progress of Noida Metro project and Mumbai-Ahmedabad High Speed Bullet Train project of India.

I would like to express my deepest appreciation to you, our valuable authors, reviewers, and readers, for your contributions, service, and interest.

I highly appreciate your support and hope to continue our collaboration further.

Mamta Shah Managing Editor E-mail: editor@metrorailnews.in

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EDITORIAL BOARD (March 2018)

Vol. I / Issue 15 | March 2018 Managing Editor Mamta Shah editor@metrorailnews.in Group Editor Shashi Prabha metrorailnews@gmail.com

IFS (Retd.) Kishor Dudani Advocate, Ex. Dy. Secretary Ministry of External Affairs, Govt. of India New Delhi (India)

Business Development Narendra Shah, Director narendra.shah@metrorailnews.in

Sunil Srivastava Member Governing Council Institute of Metro & Rail Technology Hyderabad (India)

Production Aradhana Patel metrorailnewsmagazine@gmail.com Percy Bernard Brooks Project Management Specialist Faiveley Transport Rail Technologies Bengaluru (India)

Sales & Circulation Priyanka Sahu sales@metrorailnews.in Editorial & Business Office: Metro Rail News Symbroj Media Pvt. Ltd. 32B, J. P. Complex, Patparganj, Mayur Vihar Phase-I, New Delhi – 110091, INDIA Tel: +91 9990454505, 9716454505 E-mail: editor@metrorailnews.in Web: www.metrorailnews.in, www.metrorailnews.net

Haru Imam Project Control Engineer Persons Corporation Saudi Arbia (UAE)

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

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

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Ismail Sariman MEP Construction Manager Louise Berger Egis Rail JV Qatar (UAE)

Journalist, Md. Tariq Khan Special Correspondent Hindustan Times Lucknow (India)

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

Printed, Published and Edited by Mamta Shah at Friends Digital Color Solutions, G-8, 57, Manjusha Building, Nehru Place, New Delhi-110019 on behalf of Symbroj Media Pvt. Ltd., 32B, Patparganj, Mayur Vihar Phase-I, New Delhi – 110091, INDIA

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Yadav Bharanidharan Consultant Riyadh Metro Rail Project Riyadh (UAE)

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

Sanjay Kumar Agrawal Dy. General Manager Metro One Operations Pvt. Ltd. Mumbai (India)

STATUS OF METRO RAIL PROJECTS IN INDIA (As on March 15, 2018)

Operational Projects Total Length (km): 447 Hyderabad Metro (Telangana) Lucknow Metro (Uttar Pradesh) Kochi Motro (Kerala) Chennai Metro (Tamilnadu) Jaipur Metro (Rajasthan) Mumbai Metro (Maharashtra) Gurgaon Metro (Haryana) Bangalore Metro (Karnataka) Delhi Metro (Delhi-NCR) Kolkata Metro (West Bengal)

30.00 8.50 18.30 27.36 9.60 20.40 11.60 42.30 251.00 27.39 0

50

100

150

200

250

Length (km)

Under-construction Total Length (km): 496.15 Hyderabad Metro (Telangana) Lucknow Metro (Uttar Pradesh) Kochi Motro (Kerala) Chennai Metro (Tamilnadu) Jaipur Metro (Rajasthan) Ahamadabad Metro (Gujarat) Pune Metro (Maharashtra) Nagpur Metro (Maharshtra) Mumbai Metro (Maharashtra) Gurgaon Metro (Haryana) Bangalore Metro (Karnataka) Delhi Metro (Delhi-NCR) Kolkata Metro (West Bengal)

71.00 14.40 8.00 46.65 2.50 36.00 31.25 38.00 44.50 7.00 72.00 108.00 16.5 0

20

40

60

80

100

120

140

Under-consideration Projects: 595 km Delhi Metro Phase-IV, Vijayawada, Indore & Bhopal, Kochi Metro Phase-II, Greater Chandigarh, Patna, Coimbatore, Guwahati and Kanpur. * The above data is inclusive of Monorail projects.

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NEWS HIGHLIGHTS

NATIONAL FEB 1, 2018

• •

Delhi High Court fined Rs.5000 on Delhi Metro Rail Corporation (DMRC) for filing late reply Union Budget 2018: Finance Minister announced Rs 1.48 lakh crore as railway capital expenditure

FEB 2, 2018

•

Lucknow Metro Rail Corporation (LMRC) received around Rs 2,000 crore in this fiscal year

FEB 5, 2018

•

State Industries Minister M. C. Sampath visited Chennai Metro’s underground construction sites Noida Metro Rail Corporation (NMRC) extended train trial run to Alpha-II metro station

• FEB 7, 2018

• •

Union Budget 2018: Center allocated Rs 7,000 crore for high speed bullet train project Delhi Metro Rail Corporation (DMRC) started trial test runs on Pink Line between I.P. Extension and Maujpur

FEB 8, 2018

•

Kochi Metro Rail Limited (KMRL) signs power purchase agreement for 2.3 MWp solar plant

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© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

FEB 9, 2018

• •

IGBC given platinum rating to Chennai Metro’s four under ground stations.

Bihar Govt. planned to run Mini Bullet Train between Patna and Bodh-Gaya

FEB 10, 2018

•

Bangalore Metro Rail Corporation (BMRC) suffering from huge losses due to stolen tokens by commuters

FEB 11, 2018

•

Delhi Metro Rail Corporation (DMRC) deployed Ex-servicemen to guard some metro stations

FEB 12, 2018

•

Maharashtra Metro Rail Corporation (Maha-Metro) board given nod to install PSG and PSD on all metro stations Bidders quotes 65-75% higher rates for Bangalore Metro’s phase-2 underground metro package

• FEB 13, 2018

• • • • •

Mumbai Metro Rail Corporation (MMRC) completed 15% construction work in Colaba-Bandra-SEEPZ corridor Delhi Metro Rail Corporation (DMRC) completed metro trial run on Pink Line stretch (Line-7) RITES to study feasibility of cable cars and metro rail in Varanasi Jaipur Metro Rail Corporation (JMRC) and Mobycy jointly started an initiative for dockless bicycle facility Japanese company Hitachi seeks tie-up with BEML for high speed bullet train projects of India

FEB 14, 2018

•

Bangalore Metro Rail Corporation (BMRC) received three more coaches from BEML

FEB 16, 2018

•

Mumbai Metro Rail Corporation (MMRC) planned to start Metro-4 corridor (Wadala-Thane-Kasarvadavali) work in April 2018 Amaravati Metro Rail Corporation (AMRC) exploring PPP model for Vijayawada Metro Rail Project Chennai Metro Rail Limited (CMRL) planned to invest Rs 400 crore in phase-II metro project State cabinet given approval for floating tenders for Silk Board-K.R. Puram line of Bangalore Metro Rail Corporation (BMRC)

• • • FEB 17, 2018

• •

FEB 19, 2018

• •

Maharashtra Metro Rail Corporation (Maha Metro) expended Rs 300 crore on Pune metro rail project State cabinet allocated Rs 5000 crore for Bangalore Metro Rail projects Maharashtra Govt. signed MoU with Virgin Hyperloop group to build first Hyperloop route between Mumbai-Pune in India Lucknow Metro Rail Corporation (LMRC) bagged CSR Leadership Award 2018 for Smart Transport initiative

FEB 20, 2018

•

Delhi Metro Rail Corporation (DMRC) invited tender for supply of 36 standard gauge coaches for Delhi Airport Express line

FEB 21, 2018

•

Commissioner for Metro & Rail Safety (CMRS) scheduled final safety inspection of Delhi Metro’s Pink line corridor between Majlis Park-South Campus

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FEB 21, 2018

•

L&T bagged contract for electrification works of Mumbai Metro-3 project

FEB 22, 2018

•

Bombardier teaming with Siemens to explore its product development processes

FEB 26, 2018

•

NCR Transport Corporation invited tenders for construction of elevated viaduct of Delhi-Meerut RRTS corridor

FEB 27, 2018

•

Noida Metro Rail Corporation (NMRC) received Rs. 688 crore from Central Government for Aqua line metro projects Delhi High Court pulled Delhi Metro for not providing water and toilets facilities for commuters at stations

• FEB 28, 2018

• • •

Amaravati Metro Rail Corporation (AMRC) shortlists five firms to execute metro rail project in Visakhapatnam State Govt. instructed Hyderabad Metro (HMRL) to start work on 6 km metro stretch in the Old city Systra Consulting to submit DPR for Vijayawada Metro Rail project in six months

INTERNATIONAL FEB 01, 2018

•

RB Rail has launched the tender for the detailed technical design of the Rail Baltic high-speed railway line in Latvia

FEB 02, 2018

• •

GE Transportation takes new approach for locomotive manufacturing BNSF Railway Company is set to invest $3.3bn under its capital investment plan for 2018

FEB 08, 2018

•

Spanish firm Talgo has secured a €107m contract to convert a number of Series 7 overnight trains into very-high-speed vehicles Motorola Solutions has secured a contract to supply a TETRA two-way radio communications network for Malaysian Rail Network

• FEB 12, 2018

•

Alstom has received a €130m contract to supply 30 electric Prima M4 locomotives to Morocco's national railway operator, ONCF

FEB 13, 2018

•

Hydrogen-powered train expected in UK by 2020

FEB 14, 2018

•

Egis wins Bangkok Pink Line project consultant contract

FEB 15, 2018

•

UK's Network Rail has published £47bn five-year plan from 2019 to 2024

FEB 19, 2018

•

Cleveland and Chicago signed first Hyperloop agreement

FEB 21, 2018

•

Vinci Construction-led consortium and Spie batignolles have secured a €400m contract from France-based RATP for Paris Rail

FEB 22, 2018

• •

Sweden’s SJ to deploy Trimble solutions to improve rail operations Asian Development Bank (ADB) has approved a $360m loan to Bangladesh Railway

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PROJECT OF THE MONTH

Noida – Greater Noida Metro link to expand metro services beyond the boundary

T

he principal objective of Noida Metro Rail Corporation (NMRC) is to plan, design, develop, construct, maintain, operate and finance mass rapid transit and other road based public transport in the Noida and Greater Noida sub-city. Pursuant to this Noida Metro Rail Corporation is developing a metro rail system connecting the twin cities of Noida and Greater Noida.

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To provide better public transport for Noida – Greater Noida residents, Uttar Pradesh government approved the construction of a 29.707 km metro line linking Noida with Greater Noida in October 2014. The government also appointed the Delhi Metro Rail Corporation (DMRC) as the turnkey consultant for the project.

Total length of Noida – Greater Noida Metro corridor is 29.707 km. The corridor covers total 22 metro stations starting from Noida Sector 71 in Noida and ends up at Delta Depot Station in Greater Noida. Two stations at Knowledge Park-I and sector Delta-1 in Greater Noida are planned for future expansion.

The line was estimated to cost Rs 5,064 crore. It will have 22 stations, of which 13 will be constructed atgrade while seven will be elevated.

Work on the 29.7.7 km elevated metro line is in full swing and the corridor is likely to be opened to the public by next month i.e. April 2018.

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

SALIENT FEATURES OF THE PROJECT •

• • • • •

The entire metro corridor is being constructed by Delhi Metro Rail Corporation (DMRC) on a turn key consultancy basis. For this Noida and Greater Noida entered into an Memorandum of Understanding with DMRC in October 2014.

There will be seamless passenger transfer to the DMRC Network like Rapid MetroRail Gurgaon.

Planning and implementation of Common Mobility Card (One City – One Card).

The Noida – Greater Noida City Bus Services will roll out soon, well integrated with Metro rail system.

The metro will be also user friendly for Divyang (Handicapped) people.

An MoU for support of Operation & Maintenance has also been signed with Delhi Metro Rail Corporation (DMRC).

•

•

• •

The Government of India and UP will each bear 20% of the costs and loans from external agencies would be taken to fund the rest 60% of the project. 20% funding from UP will be shared by Noida and Greater Noida Authorities, based on the length of track that passes through the two areas Estimated 10 MW solar power generations planned by installation of solar panel on roof tops.

Rain Water harvesting provision is available at all the stations and along the viaduct.

Apart from the Noida – Greater Noida Metro Corridor (from Sector 71 to Delta Depot), two other corridors are proposed: a) Noida Sector 71-72 to Greater Noida Knowledge Park (14.95 km) having 9 stations. b) Okhla Bird Sanctuary (Delhi) to Noida Sector 142 (10.922 km) having 8 stations.

Major Contract Awarded

NOIDA METRO ROUTE MAP • • • •

•

•

•

• •

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Contract NCDD-01: Ayesa India Pvt. Ltd. appointed as Detailed Design Consultant for 21 elevated stations.

Contract NRS1: Chinese firm CRRC Nanjing Puzhen awarded contract for supply of standard gauge 76 coaches (Rolling Stock).

Contract NE-01/02: Siemens for providing Overhead Electrification & SCADA system.

Contract NS01: A Joint Venture (JV) consortium of Ansaldo STS – ZTE Corporation – ZTE Telecom for providing CBTC Signalling and Telecommunication Systems Contract NC-01: A Joint Venture (JV) consortium of CEC – SAM India Build Well for construction of viaduct & 8 stations from Noida Sector 71 to Sector 137.

Contract NC-02: A Joint Venture (JV) consortium of CEC – SAM India Build Well for construction of viaduct & 7 stations from Noida Sector 142 to Sector 149.

Contract NC-03: A Joint Venture (JV) consortium of CEC – SAM India Build Well for construction of viaduct & 6 stations from Knowledge Park-II to Delta Depot.

Contract NC-04: Anupam Construction Company for construction of Depot & Workshop Buildings.

Contract NC-05: Jindal Buildsys Limited for design, fabrication & erection of Pre-engineered Steel Buildings at Depot.

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

First Metro Trial Run begun from 2nd January

Expected to open for public in April 2018

COVER STORY

iLint: the world’s first hydrogen-powered train

Alstom is making progress on its Coradia iLint train, the world’s first hydrogen-powered passenger train, expected to launch in Germany this year. The train, which emits no carbon and is capable of operating in near-silence, could be set to revolutionize the future of rolling stock while improving air quality.

A

s the world looks to curb carbon emissions, rail operators’ continued focus on diesel has put a spotlight on the industry. Rail electrification projects have been ongoing, while industry players have been looking for green fuel alternatives that will allow trains to continue running autonomously. Nevertheless, a huge number of noisy, CO2-emitting diesel multiple units (DMU) are still on the tracks – Germany, for example, has more than 4,000 still in operation.

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However, French rail vehicle manufacturer Alstom believes this could all change with the launch of Coradia iLint, the world’s first zero-carbon train using hydrogen as its energy source. The train is based on the company’s Coradia Lint DMU and has been developed in partnership with German and Canadian companies.

Powered by hydrogen fuel cells, the vehicle’s only emissions are steam and condensed water, and it is capable of operating in near-silence.

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

Alstom’s so-called ‘train of the future’ was first introduced to the world at industry trade fair Innotrans in 2016, and it is set to begin its first passenger trials in Germany from early this year.

The company hopes the train could be highly marketable to rail operators looking to replace their DMUs on nonelectrified lines.

During a press event at Alstom’s test facility in November 2017, company representatives said Coradia iLint could highlight the start of an industry-wide shift towards hydrogen as a sustainable fuel.

“We think it’s really a breakthrough in the technology,” said Alstom’s regional vice-president of products and innovation Wolfram Schwab at the event. “Fuel cells have been developed for other applications, but now is the time to get this done in the railway sector. Now we are just at the starting point of the migration phase to zeroemission trains.”

The train will be able to travel up to 800 km on a single tank of hydrogen and be capable of holding up to 300 passengers. (Photo Credit: Joe Baker)

Zero-emission trains At the core of the iLint system is a fuel cell situated on top of the train.

Hydrogen is supplied to the cell and then combined with oxygen taken from the ambient air inside it. The two products of this chemical reaction are electricity, which is used to power an electrical traction drive controlling the train’s movements, and water, which is emitted as steam.

Any electrical energy that’s not immediately used for traction can be stored in lithium-ion batteries on the train’s underside.

An auxiliary converter will also be used to adapt the energy for various on-board applications, including air conditioning, door systems and passenger information displays.

Aside from its clean output, iLint’s key advantages are its smart power management and flexible energy storage. Electrical energy is supplied on

demand, meaning the fuel cell is only required to work in full operation when the train is accelerating over sustained periods.

When the train brakes, the fuel cells are almost completely powered down, saving on hydrogen consumption.

Alstom claims that because energy being produced or recovered from braking is intelligently managed, iLint will be able to match the top speed of its latest generation of Coradia Lint DMUs at 140km/h, while being more energy-efficient. The company also says the train will be able to travel up to 800km on a single tank of hydrogen and be capable of holding up to 300 passengers.

Hydrogen generation and infrastructure The first test run of an iLint prototype took place at Alstom’s Salzgitter facility in March 2017, and trials have been ongoing since.

During the test phase, hydrogen has been sourced from industrial emissions.

Alstom claims that because energy being produced or recovered from braking is intelligently managed, iLint will be able to match the top speed of its latest generation of Coradia Lint DMUs at 140km/h, while being more energyefficient. ____________________

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Nevertheless, there’s still the question of how trains will be refuelled and where the hydrogen will come from in the long term. Alstom has pledged that it will make things easier for operators by providing maintenance services and hydrogen infrastructure – in particular, filling stations – alongside its partners.

The company is currently looking to green methods to produce fuel for iLint. One existing example is electrolysis, which involves splitting water into hydrogen and oxygen i.e. the iLint formula in reverse. Another is natural gas reformation, which involves combining methane contained in natural gases with high-temperature steam. Regardless, the company aims to mitigate CO2emissions from hydrogen production through the use of wind energy.

Germany’s recent investment in Energiepark Mainz, a plant designed to generate hydrogen from wind power, makes it a suitable location for the launch of iLint. The country has also committed to reducing its CO2 emissions by 40% by 2020 compared with 1990 levels and to using 80% renewable energy in power supplies by 2050. ____________________

Germany’s recent investment in Energiepark Mainz, a plant designed to generate hydrogen from wind power, makes it a suitable location for the launch of iLint. The country has also committed to reducing its CO2 emissions by 40% by 2020 compared with 1990 levels and to using 80% renewable energy in power supplies by 2050. It’s therefore unsurprising that Alstom signed letters of intent with four German states in 2014, under which it committed to provide 60 trains in total.

Getting passengers and operators onboard Alstom’s first big test began in November 2017, when the company signed a deal to build 14 iLint trains for the Local Transport Authority of Lower Saxony (LNVG). After the new vehicles have been built in Salzgitter, LNVG will lease them to a contracted train operator for use on the region’s Buxtehude-Cuxhaven route from December 2021. However, the French rail giant has claimed that the first iLint could be tested on the network as soon as the first quarter of 2018.

As part of the deal, Alstom will provide maintenance for the trains over a 30-year period. Meanwhile, leading gas company Linde will supply hydrogen for the new trains and erect the first-ever hydrogen filling station for trains in Bremervörde. The plan is that hydrogen will be produced onsite via electrolysis and wind energy at a later stage of the project.

“The use of hydrogen for rail vehicles is a milestone in the application of fuel cells for emission-free transport,” said Linde executive board member Bernd Eulitz in a press release. “This development will push the establishment of a hydrogen society and will create new solutions for the storage and transport of energy.”

Ambitious climate protection goals and the expense of electrification could help bring the iLint to other European countries in the future. In July 2017, the UK’s Department for Transport cancelled a number of electrification schemes in Wales and England, which is expected to increase demand for non-electric trains. Following this, Alstom has been in talks to run trials in Liverpool, UK, as well as establish a source of hydrogen from refineries in the region.

“There has been dialogue with [the] Liverpool city region and various rolling stock operating companies about how we can develop a demonstrator,” said Alstom UK managing director for trains and modernisation Mike Hulme in an interview with The Engineer magazine. “It is an option which we’re pushing quite heavily, and we seem to be getting some traction.”

Depending on the success of its implementation in Germany, iLint could prove to be an important proof case for the use of hydrogen fuel cells on trains. Until then, Alstom is on the charm offensive to attract further European partners. ***

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MEDIA INTERVIEW

Eco-friendly hydrogen trains to replace ageing dirty diesels

A

lstom is a leading supplier of train control systems for metros in India. In the past, under a transfer of technology agreement, Alstom provided rolling stock for India’s fastest trains Shatabdi and Rajdhani – which include the Alstom-designed LHB coaches. Since then, Alstom has partnered in the development of several metros and has established a strong presence in India.

Alstom India is comprised of four businesses: Rolling stock & Components, Systems & Infrastructure, Transport Information Solutions and Train Life Services.

Our focus is to add new technologies, and engineering capabilities in India. In the last 10 years, we have reached a stage where everything that’s needed is done in India.

- Henri Poupart-Lafarge Chairman and CEO ALSTOM _________________________

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French railway major Alstom, which has completed building the first of 800 planned Electric Locomotives in a joint venture with the Indian Railways in Madhepura, is looking at making India a supply base for its global market.

Chairman Henri Poupart-Lafarge told in an interview that Alstom’s proposed merger with Siemens Mobility will bring more investments and solutions to India, its fastest-growing market outside France.

Edited excerpts:

Do you spot some changes in India?

The first time I visited was in 2000 and I have been here many times since then.

There has been a tremendous change in terms of size and scale of what we do in India. What we do in transportation has been multiplied by 10. Speed of implementation has improved.

urban, infrastructure, services as well. So this is for the Indian market and worldwide.

What is driving so much activity from Alstom in India?

In our world of public transportation, urban transportation, we need to be very close to all our customers, to be locally based to better serve our customers. This is definitely the case in India. At the same time, we need to be competitive. So the huge Indian platform is also a strong enabler for global competitiveness and it’s not only a question of cost but also of innovation. The urban transportation will require more and more digital technology in order to reach a greater level of efficiency.

“

Hydrogen is the most sustainable and efficient way of eliminating pollution on nonelectrified rail lines and Alstom’s hydrogen technology is already being proven in Germany.

- Nick Crossfield Managing Director (Alstom UK & Ireland)

How has the investment climate in India changed over the past few years?

In the past few years, we have invested tremendously in India. I think we have grown and multiplied investments by a factor of three to four. In terms of people, we have 3,600 where a couple of years ago, we were a couple of hundred. So it shows the momentum of India and the business friendliness in India is increasing.

It is important not only for the Indian market because it is booming in this sector, but also as a global platform and we are exporting from India to places like Australia, Europe.

Do you plan to make India a leading supply base for your global market?

We had standard product ranges in India in the past, then we diversified into signalling, which is very important for India. The factory at Madhepura is the entry into mainline – the locomotive world. We are also now increasingly entering into infrastructure activities and we are implementing a project in the dedicated freight corridor, but all this infrastructure is helping meet the needs of the Middle East. So India is growing a full range of activities – from mainland to

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Interior view of World’s first Hydrogen driven train

What are your plans for Madhepura factory?

We have achieved this with some scepticism, to begin with. Now we need to go from producing a fantastic product to addressing the pollution problem. That will require heavy investment in Madhepura, but also, as importantly, a lot of investment in the supply chain. We want to develop a smooth supply chain in order to produce the remaining 799.

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

Can you put a timeline to it?

At full speed, we will deliver 100 per year, so on the whole it’s a 10-year contract and then, of course, we have the full maintenance. Of course, we see it as a main challenge but we see also this factory as a beginning of an extremely long history. The need for locomotives is huge in India.

As part of global restructuring – Alstom’s merger with Siemens – how does it change the India strategy given the financial stronghold of the merged entity?

The merger itself is here to speed up our strategy. So basically, the merger will allow us to be even closer to our customers and you can see this example in India where Siemens is also strong in terms of rail electrification. We need to think about our positioning and what we can bring to our customers in terms of global solutions, financing. We want to be the technological provider and the partner not only to the operator but to the railway authorities.

So does it translate into more investments along with new business models in India?

Absolutely! In terms of being the origin of engineering, everything will mechanically double in size, in terms of exports from India, in terms of engineering forces, etc.

In addition, because of the changed business models, we need to invest more in India in terms of global solutions.

Indian Railways is investing a lot of money in upgrading its infrastructure and modernising it. What do you see as the major roadblocks?

We have this huge modernisation challenge and environmental challenge but in addition to that, you also have the safety challenge which comes into play.

Environmental challenge is basically the electrification and its huge work to be done.

There is safety challenge, which requires huge level of investment in terms of signalling. Indian Railways is planning a signalling contract. What kind of business does it mean for Alstom?

Europe has been probably one of the pioneers of technology for signalling and similar to Europe, India has a high-density network, so I think there are some discussions around bringing the European

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technology to India and, of course, we will be more than happy to bring that. There are two elements – the pure technology, which is extremely important in the Indian context, but also it is an extremely ambitious project of management challenge because you need to install on mainline – it’s a little bit more complex.

Are you looking at more JVs in India?

We are discussing setting up joint ventures with some of our suppliers in order to balance the approach. Today, we cannot name the players. We are encouraging international players like ABB to localise in India the products we need for supporting our project in Madhepura. This also indirectly brings a lot of investments, skills to the country.

But there are railway projects going on for 40 years. Has execution actually changed?

Delhi Metro started more than 15 years ago and it has grown. The momentum has changed from one city to a large number of cities. For Indian Railways, in two years, we have developed locomotives in Madhepura, set up a new factory and manufactured.

The speed of implementation has been fantastic. We built it in joint venture with Indian Railways and they did everything from certification onwards.

Any other areas that you are interested in?

Electrification, of course. It is the future — whether you talk about electrification using catenaries, or the introduction of hydrogen trains, which is a terrific product to get rid of diesel. It has been worked out in Germany and a lot of countries have tested it out, including Canada. The cost of this train is similar to a cost of a normal train. But then, there is a cost of infrastructure which is difficult to estimate. We need to have hydrogen tanks on the poles, etc. It is a very good combination with renewable energy. Because when you have excess power, you transform that into hydrogen.

Talking about high-speed trains.

India went with Japan partly because of the funding. How do you compete with these kinds of models?

We are totally dedicated to the ‘Make in India’ policy. We want to leverage that, localise and probably get some local financing. Of course, if you have external financing tied to loans, then, they will not comply with a ‘Make in India policy’. That’s another way of doing business but we are not there.

What are the focus areas for you?

Our focus is to add new technologies, and engineering capabilities in India. In the last 10 years, we have reached a stage where everything that’s needed is done in India — we have a factory in Coimbatore, for metros in Chennai and now one for locomotives in Madhepura. We will add manufacturing capabilities. Engineering is growing 20-25% every year. Now, we have 1,500 engineers in Bangalore, which is more than 20% of all engineers in Alstom. Manufacturing capability for India and global operations is 50:50. On engineering, it is 80:20.

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

How do you compete when technologies are pushed based on funding?

In the case of Japan, you have seen that in some situations an input from Japan can at the end of the day, cost more to the Indian authority than making locally with local financing. What is being bought through Japanese financing from Japan might at the end of the day be more expensive than products being made by Japan in India. [ Source: TOI ]

HIGH SPEED RAIL PROJECT

Indian Railways Integral Coach Factory hits reset for the high-speed age Upon entering the premises of the Integral Coach Factory (ICF) in the southern Indian city of Chennai, what meets the eye first is not train coaches being built.

Instead, it is frenzied construction activity with large landmoving and drilling equipment that blocks the view of the manufacturing lines, which roll out nearly 2,300 coaches a year.

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system and modernize have been piecemeal and mostly non-starters.

This overhaul is indicative of where the ICF stands today: on the cusp of a transition.

From being a builder of railway coaches using foreign technology, the ICF is turning itself into the builder of India’s first indigenous, high-speed, self-propelled trainsets.

This is a considerable leap, given the state of the country’s railways.

While India has one of the world’s largest rail networks, it is mostly creaky and outdated in terms of speed, technology, safety, and passenger comfort. The trains are mostly filthy and overcrowded.

Accidents, caused by both human and technical factors, are frequent.

Past attempts to overhaul the

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

So will this renaissance of sorts finally make the ICF, an organisation that has built over 54,100 coaches over the last six decades—the most by any such facility in the world—world class?

The projects Since its inception in 1955, the ICF has been running on technology from Switzerland’s Swiss Cars and Elevators Manufacturing and Germany’s Linke - Hofmann - Busch (LHB).

Now, with some handholding by experts, the ICF is setting out to make indigenously - designed coaches using components procured in India.

The first of this kind, Train-2018 or Train18, is expected to roll out in June this year. These 16-coach, semi-high speed trainsets—a trainset is a group of coupled coaches individually powered by a propulsion system without a separate locomotive—will boast quicker acceleration and world-class passenger amenities, including better seating and improved toilets.

Train-18 is said to be a part of the Indian government’s Rs10 lakh crore (approximately $1.5 trillion) plan to construct 10,000km of high-speed railway corridors between major Indian cities.

Its production officially began on Feb. 09 and the ICF currently has around 30 design experts devoted to this project. It will gradually deploy more workers on this project, Mani said. The trainset should be “The entire design and manufacture is in ready for use by October. the hands of ICF, except (for) some areas where we felt we needed some help for However, what could be key is its next it to be capable of 160km per hour project: Train-2020 or Train-20. operation,” Sudhanshu Mani, the ICF’s general manager, told Quartz. This project, according to the ICF chief, is Interestingly, the 160km per hour speed aimed at achieving what Train-18 could not: Mani refers to is also that of India’s primarily a body made of aluminium which fastest train, the Gatiman Express. is much lighter and more energy-efficient than stainless steel. “Train-18 would be The ICF has also employed a consultant near world standard, Train-20 would be to work on the interiors. world standard,” Mani said.

The Train-18 and Train-20 projects are making way for modern equipment and robotics, reducing manual work to a large extent. The ICF’s training arm is working with experts to train and skill employees so that they are prepared for the new designs. ___________________

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Speed breakers Yet, given the many-armed behemoth that Indian Railways is, several pieces must fit in for such a transformation to succeed.

The ICF intends to procure the first couple of the Train-20 trainsets from an international firm and then gradually begin manufacturing them in Chennai.

Yet, to make its railways truly worldclass, India needs to go beyond just manufacturing, say experts.

“Design activity also needs to be undertaken within the country. As far as the state of R&D (is concerned) we do have the know-how. It just needs to be synergised,” said Nalinaksh S Vyas, a mechanical engineering professor at the Indian Institute of Technology Kanpur and chairman of the government’s Technology Mission for Indian Railways.

Indeed, for the ICF to get it right, there are several variables it needs to synergise.

Hit refresh “We are the world’s biggest manufacturer of coaches. I say it with pride. But to really get counted…we have to improve our quality (in terms of aesthetics and longevity of products),” Mani said.

Today, the ICF’s 473-acre Chennai township has two main manufacturing divisions: the shell division, where the bogies and coach shells are made, and a furnishing division, where the seats, fans,

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The support system for the newage coaches is one such. “You take a new system and introduce it into an existing one, then the rest of the ecosystem must be upgraded. The signalling system needs to get upgraded, the tracks will need to be ready to handle higher speeds,” Manish Agarwal, a partner at consulting firm PwC India, pointed out.

and other fixtures are attached. Their capacities are now being expanded from Logistics will have to be looked at in 2,500 coaches a year to 3,000. more detail and the connectivity between conventional trains and The Train-18 and Train-20 projects are the high-speed trains remains a making way for modern equipment and factor, Vyas pointed out. robotics, reducing manual work to a large extent. The ICF’s training arm is working Besides, the fact that Indian with experts to train and skill employees so Railways will be the sole buyer that they are prepared for the new designs. could lead to complacency. “That becomes a constraint in Then there is the overall work culture. development, innovation, R&D, and so on,” Agarwal said.

The ICF employs over 11,000 people, and many of them come with the usual All in all, the ICF’s is undoubtedly a drawbacks of a government job. “There are daunting task. But the good bit is certain baggages and rules which at times that it has set forth nonetheless. pull (the organisation) down,” Mani said without expanding. The workers, he said, *** are capable of good work, but require motivation and a good work environment.

For instance, with no scrap-disposal system earlier, the factory was badly littered and there were few safety measures in place.

All that has now been done up. The organisation has also introduced employeeengagement activities, improving employee loyalty. As a result, it now sees fewer protests. More employees show up for work on time and stay back longer than earlier. So much so that the existing workforce itself is expected to meet the ICF’s raised target of 3,000 coaches a year, Mani said.

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

MEDIA INTERVIEW

India Bullet Train Project: the future of inter-city transport

Mr. Achal Khare, Managing Director, National High Speed Rail Corporation Limited (NHSRCL), is a man with big responsibility of realizing India’s dream of running a high speed bullet train.

Five months after Prime Minister Narendra Modi laid the foundation stone for the ambitious MumbaiAhmedabad bullet train project, Mr. Khare shares details of the Shinkansen technology, the upcoming Vadodara Railway Institute and what the project will mean to the future of inter-city transport. The model of BandraKurla Complex (BKC) station and E5 coaches to be used in the train was on display at the Magnetic Maharashtra Conclave held from February 19 to February 23.

Achal Khare, MD, National High Speed Rail Corporation Ltd (Photo Credit: Kumar Anshuman)

Rs 1-lakh-crore project being implemented with a soft loan from Japan would create a huge number of jobs besides making travel faster. Those opposing the bullet train are free to roam around in bullock cart. We will work as per our potential, you can do as per yours.

- Narendra Modi Prime Minister of India

_____________________

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The model of BKC station was a part of the exhibition in the Magnetic Maharashtra Conclave. Does this mean that a consensus on the land for building a terminus and Maharashtra government’s International Finance Service Centre (IFSC) has been arrived at?

acquisition in Thane and Palghar. How long before NHSRCL acquires this land for starting work?

Each and every PAP will be taken care of, according to law. For the first time, we have introduced the concept of Entitlement. A card will be given to each PAP to inform them on what they are In every system, things take time. The getting (amount and compensation). In BKC station terminus has to be this way, we will monitor what is being amalgamated with the IFSC building. The given and how much is left. consultants are to review it. It is not that anybody is objecting to it.The technical We are still counting the number of due diligence has to be reviewed by both project affected families in the project. the sides (Railways and Maharashtra Land acquisition has not delayed the government). project. We know that it takes some time to convince people and we are doing the What is Shinkansen technology and how same. The Maharashtra government is will it be used to design coaches, helping us with the land acquisition. As determine speed of the bullet train the company is a joint venture of the service?

Government of India, Maharashtra, Gujarat, the land acquisition costs will be It is the oldest high-speed technology. shared by all the three parties.

This is comparatively the most established, reliable technology because there has not been any fatality while using this technology. In Japan, train services using this technology are not delayed beyond 40 seconds. This train will run at an operating speed of 320 km per hour as compared to a Shatabdi Express which is 130 kilometers per hour. The design is different and a lot of care has been taken for passenger comfort. The train has sensors which will align the respective bogie arrangement in a way to avoid jerks. Another important feature is that the train is running at 320 km per hour, equivalent to aircraft flying. While usual passenger trains are not airtight, each of the coaches of the bullet train would be airtight which will not cause pain in your ears.

They have different series of coaches from which the E-5 series ( it is a Japanese Shinkansen high-speed train type used in two train services in Japan) would be used as it matches the requirement of India. As the chairs are rotating, the face of the passenger is in the direction of the movement.

The project entails significant land

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Is the project on track to meet the 2022 deadline?

The (bullet) train will be pressed into service from August 15, 2022. We are likely to float the first civil tender in June this year. We are on schedule.

Š METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

What are the other challenges in implementation of the bullet train project on the MumbaiAhmedabad route.

There are technical challenges. We are building a 21-km underground corridor (tunnel) from BKC to Thane.

Another challenge is making the railway line at Vadodara and at Ahmedabad because we are constructing the highspeed station above the existing station.

Vadodara would be the biggest challenge as we would have to work above the existing railway tracks when trains are running.

Our consultants are in place. While Japanese consultants are helping us with environmental clearances, the social aspect is being taken care of by Indian consultant agency.

What is the nature of the tie-up with the East Railway Company in Japan? What is the percentage of resources, manpower, cost India would use of theirs and for how long?

We have a co-operation between the

government of Japan which has asked the East Railway Company to give us the hand-holding. The company is working as the representative of the government of Japan. Coming to the component part, the Japanese share is 18.6 per cent of the total work. To clear it further, all civil construction will be with the Indian companies which will cost around Rs 45,000-50,000 crore.

Ahmedabad and Mumbai will be 1.5 times the fare of the first class AC of a premium train. The footfall of the train is expected to be around 40,000 people in the starting year, a lot of which will come from air and road travel. Till 2053, there will be 1,66,000 passengers, using the bullet train.

This project is being financed at a very low cost. I am confident that we should We need the expertise of Japan on be able to manage the project and matters involving signalling and rolling recover our operating and maintenance stock (train equipment). They are going to costs. train 350 of our people in due course and they will receive on-job training. They will prove ambassadors for us who on return will train the people at the upcoming Vadodara railway institute.

The institute will be an exclusive highspeed training institute. Five hectares of land has been carved out on the campus for National Academy of Indian Railway and we have already awarded some tenders. It will be completed by 2020 and people will be trained on the working of the train. We will have all those training facilities which are available at the high speed institute of Railway Technical Research Institute (RTRI) in Japan. The Japanese are helping us out with its profile and we are taking their advise on the same.

What is the total break-up of the cost of Are we likely to see more high speed the project? corridors in the country in the near future?

From the total project cost of Rs 1.08 lakh crores, the capital cost of the project is Rs In the last two years since the formation 85-88,000 crores. Out of that, Rs 20,000 of NHSRCL, we have come a long way. We crores are coming from India and rest is have almost frozen all our design from Japan. What India is funding parameters, submitted land acquisition involves land, utility relocation, PAP requirements and also gone for awarding resettlement and taxes, the rest will be two tenders for high speed institute. Till funded by Japan. As much as 81 per cent now, the bullet train project is on of the total cost will be borne by Japan. schedule and is not delayed. The decision on introduction of other high speed What are the estimates for fare, footfall corridors is not my domain and I will not and speed of the train? be able to comment on it.

The final fares of the train will be decided *** only when the service starts. As of now, we are guided that the fare between

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Š METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

The footfall of the train is expected to be around 40,000 people in the starting year, a lot of which will come from air and road travel. Till 2053, there will be 1,66,000 passengers, using the bullet train. ____________________

ADVANCE TECHNOLOGY

Advanced high-speed data communications for railways – an integrated approach for all rail Communications & Signalling

A

Paul Ward International Sales Director ETELM

s new LTE Mission Critical (MC) standards are being established by 3GPP, there is a major opportunity for the rail industry to obtain significant benefits. Communications requirements within the transport sector involve advanced, mission critical voice and data services along with integration with other applications such as signalling, CCTV, dispatching and passenger information. Traditional narrowband services offer a secure network solution for both voice and data, however data capacity is limited and the integration to high bandwidth services is a challenge for traditional narrowband LMR systems.

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Mission Critical LTE offers the perfect solution for transport communications as it can provide high capacity data services and mission critical voice services over a single communications backbone network. As the new international standards for LTE’s Mission Critical [MC] services are being implemented, the timing is perfect for the transport sector to take advantage of the exciting new voice, data and video services being made available to professional users. A single, secure method of trackside and station communications is an ideal approach for railway systems. Instead of having several disparate systems, all requiring independent maintenance and support methodologies, LTE allows all systems to be integrated into a single eco-system capable of supporting communications now and in the future.

As MC Services are implemented, the model for railway operators could be to provide a private solution combining operational services with additional consumer services and applications or to outsource the MC operational services to a mobile network operator that will benefit from the additional consumer services onboard and in stations.

As LTE offers mission critical services, this represents an exciting opportunity for railway operators to provide a single solution for operational and maintenance services. This includes passenger information applications, traffic management, ticketing and other services. This unified network would help railway operators to optimize infrastructure and even provide new revenue streams for operators, such as through broadcasting advertisements.

ETELM is a Paris based manufacturer of mission critical communications infrastructure, and has been supplying advanced, reliable communications for the transport sector for more than 35 years. ETELM specialise in supplying advanced communications for several sectors and has significant experience in transportation sectors, including supplying all track side TETRA

communications for the flagship V150 Project in France, in which the World Train Speed Record for wheeled trains was achieved at 574.8km/h.

To meet the communications needs of the transport sector now and in the future, ETELM has introduced 4GLinked, the most advanced hybrid solution based on LTE & TETRA communications services.

The solution is based on international standards for transmission networks based on the LTE Core providing seamless communications between both technologies and allowing them to operate seamlessly over a single, fully distributed network.

ETELM is also following the definition of Future Railway Mission Critical Standards [FRMCS] closely.

FRMCS is based on LTE and will be an improved, next generation standard after GSM-R. ***

About the Author Paul Ward is Director of International Commercial & Marketing activity for ETELM, a manufacturer of TETRA infrastructure technology based in Paris, France.

He has over 15 years experience in designing and implementing digital infrastructure for public safety, transport and security sectors worldwide. Paul has an honours degree in Electrical & Electronic Engineering from Nottingham Trent University.

In late 2016, ETELM launched a new LTE eNodeB base station e-LBS, which provides long range 4G Services. This product is suitable for Public Safety, Security and Operators providing mission critical services and for professional communications. The e-LBS complements ETELM’s 4G Linked Series of TETRA, DMR & Analogue products which all connect directly to the LTE Core network.

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

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PROJECT FUNDING

Maharashtra Govt. decided to fund Metro Rail and infrastructure projects through off-budget borrowings

W

ith debt further mounting on the state’s exchequer, the Bhartiya Janata Party-led government in Maharashtra has decided to fund big-ticket infrastructure projects through off-budget borrowings, keeping them outside the balance sheet of the government.

The government’s fiscal policy statement for 2018-19 states, “For implementation of Metro projects for Mumbai, Pune and Nagpur, the Mumbai Metro Rail Corporation shall raise funds through multilateral and bilateral financial institutions. It is aimed at completing Metro projects in Mumbai and the Trans Harbour Link Project without creating financial liability on the state government and without schedule delays to avoid any cost overruns.”

State’s fiscal managers said that as part of the new expenditure policy, the government aims at availing sizeable offbudget external commercial borrowings for infrastructure projects relating to mass urban transport systems. The past approach has been the government borrowing money and providing funds to nodal agencies implementing these projects. The Centre has recently cleared the decks for borrowing funds through Special Purpose Vehicles (SPVs).

To improve public transportation in the Mumbai Metropolitan Region, the government has planned to build 266 kilometres of Metro rail network. Out of this, works for 163 kilometres of Metro rail has already been undertaken.

According to Finance Minister Sudhir Mungantiwar, work for the remaining 103

38

kilometre-rail route will also be initiated within three or four years.

Metro rail works are also ongoing in Pune and Nagpur. Mungantiwar has only provided for subsidiary loans for the Metro rail routes in these three cities in his 2018-19 Budget.

An off-budget route is also being planned for the chief minister’s pet Mumbai-Nagpur Samruddhi Corridor project, expected to cost Rs 46,000 crore, and the Rs 19,000-crore Mumbai Trans Harbour Link project. Earlier, Union Finance Minister Arun Jaitley had spelt out a similar route for infrastructure projects taken up by the Ministry of Railways and the Ministry of Road Transport in the Centre’s budget.

Incidentally, while off-budget borrowings route will be used for ongoing big-ticket projects, the government has decided to raise funds for future projects through land securitisation. The Budget document concedes that off-budget borrowings for infrastructure projects may result

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

in a substantial increase in the contingent liabilities of the state, but defends the move. “Such an approach will avoid thin spreading or paucity of funds, enabling faster completion of projects,” a senior finance official said.

“If the projects are executed without time and cost overruns, they themselves will yield adequate revenues allowing the concerned SPV to service debt without creating financial liability for the state government,” the official added.

Faced with fund shortage, the government has also decided to prioritise additional investments in ongoing development and infrastructure projects.

Mungantiwar also announced on Friday that the government would attempt to curtail non-productive expenditure by reviewing the staffing pattern across various departments, using direct bank transfers for subsidy payments, and streamlining the distribution of grants.

GREEN TECHNOLOGY

Corban Trading & Corban Credit – All about Rapid industrialization is the outcome of modern civilization.

Industrialization is undoubtedly necessary for the socioeconomic development of the country but it should not be done at the cost of the environment.

Fortunately, the profit seekers now have understood the true essence of environment within which they work, compete and keep their existence going.

Therefore, it is their duty to save the planet and maintain industrialization to an optimum level to keep the environment green and safe to avoid their extinction.

Ranjesh Kumar ASC Rapid MetroRail Gurgaon

What is Carbon Trading?

Who would buy Carbon Credits?

The Idea of Carbon trading is that every company who is registered to Carbon trading program by United Nations, they are given a limit to emit the carbon in the atmosphere. When they produce a lesser amount of Carbon than the given limit, they are awarded the amount of Carbon credit. The Organizations can sell these credits to make money from it.

The companies who are supposed to exceed the given limit would purchase the carbon credits to avoid paying the penalty for exceeding the given limit.

What is Carbon Credit?

One carbon credit is the one ton of Co2 prevented from getting emitted in the atmosphere.

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How did it start?

There was a widespread belief that due to the constant emission of Green House Gases, the global warming is likely to increase day by day. Therefore, In 1992, at the Earth Summit in Rio de Janeiro, 166 nations mutually agreed to set a limit on the emission of Green House Gases. Later, Kyoto Protocol signed in 1997, to promote the Idea of emission trading.

Why is it a money plant for Metro Rail Organizations and Power companies?

The Powerhouses and energy companies are making a huge profit with this emission trading program.

According to an article published in New York Times, the power companies of European Union is expected to gain over 90$ billion with the carbon trading program in over next 4 years. If talking about the Indian reference, Delhi Metro themselves claim that they will be earning 47 crores rupees annually for next seven years with the emission trading programs of United Nations. The figure is expected to Increase with the growth in the number of passengers.

How are they earning Carbon Credits?

Regenerative Braking: Now, Metro rails are getting equipped with the regenerative braking systems which allow them to regenerate energy while braking. This not only allows them to prevent the carbon getting emitted into the atmosphere but also helps in generating energy which again reduces the carbon emission. Therefore, the regenerative braking system is the very important tool to reduce the carbon

Solar Powered Stations: Now, Metro rail Organizations are switching to Solar Powered Metro Station, to earn the Carbon Credits for the trading purpose.

Choosing Regenerative Sources of Energy: The power companies are also now switching to an alternative source of energy to earn the carbon credits.

What should all Metro Organizations learn from DELHI METRO? Delhi Metro is using an Innovative model to measure the Carbon Credit. According to a press release by Delhi Metro [4], every person is taking a metro for a trip of 10KM journey helps reduce the emission of 100 gms of Carbon dioxide. In my opinion, this

emission in Metro Rails. can be the easy measure for all the Metro Organizations to calculate their contributions in reducing the carbon emission.

Author is working in Rapid MetroRail Gurgaon Limited as Asistant Station Controller. He can be contacted at Ranjesh.Kumar@asu.apeejay.edu

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METROWOMEN OF THE MONTH

Being a woman can never be an excuse

A

shwini Bhide, a 1995 batch IAS officer is the managing director, Mumbai Metro Rail Corporation. She heads the organisation which is executing the fully underground Metro-3 corridor (Colaba-BandraSeepz). She has also worked as the additional metropolitan commissioner in the MMRDA.

I remember when the Milan and Dahisar railoverbridges were being executed, a major part of the work was to be done at night. I used to be at the site from 11pm to 3am for days.

- Ashwini Bhide MD, Mumbai Metro

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She is heading a project which Metroman E Sreedharan has termed the “most difficult, most challenging and the most complex Metro project the country has ever undertaken”.

Dealing with the project, being in a field considered to be male-dominated and not having a background in engineering nothing has dithered Ashwini Bhide’s passion for her work. The one principle that the managing director of the Mumbai Metro Rail Corporation (MMRC) has followed in her career spanning more than two decades is “being a woman can never be an excuse”.

“My first e counter with urban infrastructure was when I was appointed at the Mumbai Metropolitan Regional Development Authority (MMRDA). I was an arts graduate, I had no engineering background and here I was heading several major infrastructure projects in a completely male-dominated arena,” says Bhide. “But I didn’t hesitate to learn on-field. Through the years, I also learnt that projects are not always about engineering, there are a lot of social aspects involved. It needs managerial skills and good co-ordination to complete an infrastructure project.”

Aarey, tree-cutting across the city and complaints of damage caused to old buildings owing to the works. Family support has given the strength to carry on in her long journey, she says.

“My family always understood that the job as an IAS officer in this mega city can be demanding.”

Bhide recalls an incident when she had to take her two young children to Mussoorie, where she had to attend a month-long training programme. “I took special permission to bring my children, my mother-in-law and a house help because my children were very young,” she says. However, Mussoorie was followed by a threeweek programme in South Korea, for which Bhide had to seek help from her extended family to look after her children in Mumbai. “I remember when the Milan and Dahisar railoverbridges were being executed, a major part of the work was to be done at night. I used to be at the site from 11pm to 3am for days,” she says. (Source: HT)

An IAS officer from the 1995 batch, Bhide is credited for the execution of several infrastructure projects in the city, including the 16.8-km Eastern Freeway, the Mumbai monorail and the city’s first Metro from Versova to Ghatkopar. Her contribution towards rehabilitating 5,000 families, affected by many infrastructure projects, is also considered to be a case study.

Today, Bhide heads a company that is executing a 33.5-km underground Metro corridor from Colaba in South Mumbai to Seepz in the western suburbs. Once commissioned in 2021, it is expected to change the way the city travels.

Since its inception, however, the project has also been mired in controversy, including resistance to a car-depot in

44

Ashwini Bhide at a Mumbai Metro construction site in BKC, Mumbai. (Photo: Aalok Soni/HT)

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N

imisha, who has an expertise in tunnel technology is playing a big role in designing, and managing the project. She joined the Mumbai Metro Rail Corporation as deputy engineer (civil) in August 2015 and has turned her nights into days to complete a stretch between Mumbai Central and Acharya Atre Marg.

What made her choose this?

“I always wanted to be a civil engineer as my family members are associated with the field. As a kid, I used to visit construction sites to observe the work,” she said, tucking her long hair behind her ear.

Nimisha also shares how taxing a job in a male-dominated area can be. She said that initially, it was difficult and hard for his male colleagues to take orders from her - a woman - but over a period of time she built a rapport with them, and things are working out just fine.

She initially began working on Delhi Metro through a private firm back in October 2013. That project widened her horizon because, before that, she only had experience in irrigation and canal projects. With dedicated years in the technology and strenuous working hours, now nothing comes in the way of her work.

Her ultimate aim is to be an expert on mechanized and conventional tunnelling.

“I want to have a post-graduate degree in tunnelling technology and underground construction,” said Nimisha.

Women like Nimisha show the world that there is literally nothing a woman can't do.

Impossible? What's that?

I give a lot of credit to my parents as they have always encouraged me. _______________

WOMEN EMPOWERMENT

Female metro train operators who are breaking gender barriers Next time when you board in a Metro Train, don’t be surprised to find a female train operator in the driver’s cabin.

These women of steel work hard to match up to the expectations of the passengers on board, and feel happy when their parents feel proud of them.

A

s a child, Gayatri Singh never travelled by Indian Railways but little did she know that after growing up she will take up the profession of being a train operator.

“Ek train operator ko train operate karni hai toh apni responsibility pe karni hoti hai,” says Gayatri, who is from Meerut. She underwent a sixmonth training and joined Rapid Metro Gurgaon a year back, immediately after she completed her education at DN Polytechnic, Meerut.

Back home, her choice of profession surprised many of her friends and relatives. “There has always been a curiosity about my job among people in my home town. My family knew about metro trains operational in Delhi-NCR but they had never travelled in it till I took up this job. My extended family was also happy with my choice of profession since they always wanted me to become a successful, independent woman.

46

Gayatri Singh and Priya Sachan: Train Operators for Rapid Metro Gurgaon (PC: HT)

Today, it feels wonderful when I take my parents for a ride, whenever they visit me from Meerut,” says Gayatri.

When asked about the kind of reactions she gets from the commuters, her face brightens up and she says, “Achcha, ladki chala rahi hai! (Oh, it’s a woman driving the train) — this is a very common reaction that I get from passengers.” And there are many other incidents that have stayed with her.

“Once a group of friends took turns to cross-check if I was the one driving the train. It was as if they couldn’t believe their eyes... Hum apni job kar rahe hain, ladke bhi toh drive karte hain (We are just doing our job. Men drive too). It will take some time to change perceptions.”

So, what keeps her going? “When I drive a train, it’s not just my life that’s at stake but also the lives of thousands who ride with me. And that is my main motivation. Safety and coordination is immensely important in my job. I also ensure that my focus is on point, at all

© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

times. We have to drive keeping the passengers’ safety in mind, and also other aspects such as departing timely.

A smooth functioning of a train requires coordination from station staff and operation control as well,” adds Gayatri, who is loving her independent life.

F

or 25-year-old Priya Sachan from Kanpur, her profile of a train operator, in Rapid Metro Gurgaon, is like any other job that requires dedication, focus and confidence.

“It’s been five years now,” says Sachan, who joined Delhi Metro as a trainee train operator in 2012, “I never planned it but whatever I have experienced has been an emotional journey. It’s very difficult, you need to concentrate for more than six hours. I grew up on the job. It has taught me to be patient, and has made me grow mentally strong and confident. We are working at a very crucial public system of transportation, and safety is of utmost importance here,” adds Sachan, an

alumna of Delhi University’s Rajdhani College.

Supriya Sanum: Train Operator in Hyderabad (PC: Hrudayanand)

S

upriya Sonum hailing from Nizamabad, the post graduate in mechanical engineering had undergone rigorous training for 18 months with Hyderabad Metro Rail.

She has the experience of completing 2,500 km of loco-piloting and also travelled in Bangalore metro train.

Though she had the option of making a career in software development, Supriya chose to work in core engineering field and this drew her to HMR to work as a loco pilot.

O

n December 1, 2016, that Lucknow became the first Indian city to launch its metro with women drivers in control. This decision was taken by the Lucknow Metro Rail Corporation (LMRC) to encourage women to join this field.

While Pratibha has a degree in engineering in the Electronics and Communication field, Prachi has earned a diploma in Electrical engineering. Both started working as station controllers for LMRC in the month of June.

She to cleared the required exams and medical tests post her training, which reminds her of her disciplined school days. “We were given first-aid training along with fire and safety trainings. We also got trained in simulators and signalling systems,” she recalls.

What was her family’s reaction? “My family is quite cool but it has always been education-first in my home. They [My parents] said it was up to me to either pursue masters or take up a job. I chose a field that was new and different, and my parents feel proud because of the [kind of] attention I receive,” says Sachan, who is happy to work in shift timings of 7am to 3pm: “It gives me time to pursue my hobbies in the evening, and I can fuel my passion for dance.”

“We have chosen two women operators to drive the Metro train before the CM and public for the first time. Our women train operators are so confident and excited to drive it that they wished to take lead in the trials. They have undergone rigorous training, both at the Centre of Excellence of LMRC and hands-on training at the DMRC.” - Kumar Keshav, MD/LMRC Pratibha and Prachi were honoured with the prestigious Rani Lakshmi Bai Bravery Award, 2016, by the Uttar Pradesh government. ***

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COMMUTER SAFETY

Safety of Women in Delhi Metro: It's as safe as you would like to make it…

M

y friend from Mumbai phoned me one day and screamed excitedly that her company is shifting her to Delhi by April this year.

Following is an excerpt from the endless conversation that happened between us after she shared this news:

Ankita Borthakur Director-PR Samadhan Abhiyan (NGO)

She: Yay Anki I’m coming! Where are you taking me for shopping? I need some new clothes man.

Me: Come na, I will first take you to Sarojini Nagar- the paradise for girls.

She: I have heard about it. But is it too far away from Malviya Nagar?

Me: No man. No place is far away in Delhi if you travel via metro! It’s just a 5 mins auto ride from the nearest metro station.

She: Oh yes, about that. My mom was worried about how safe it is to travel in Delhi after darkness. You do already know about how my mom reacts when she hears about Delhi NCR, right?

Me: Yeah yeah I know. But tell Aunty that you are about to step into the amazing world of Delhi Metro. By far, the safest mode of transport for Delhiites.

She: This I have already told her, that’s why I have dared to accept this transfer.

This conversation that I had with her about safety in Delhi Metro happened without me crossing my fingers, because it is true! To be honest, thanks to the high level of security that Delhi metro provides, my parents, who stay

48

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thousands of miles away from me, allowed me to work and reside in Gurgaon at the first place. And it can’t be just me who feels like this, particularly when I see lakhs of females thronging the Delhi Metro every day.

The insane number of people that travel by the metro at any given time of the day makes a person feel safe and comfortable always. This is why, the Delhi metro has become an important mode of transport to pretty much anywhere within the capital region, especially us females.

I still remember that when my mom visited me for the first time in Delhi, she was so impressed to see the vigilance maintained by the Delhi Metro. The sight of endless number of CCTV cameras inside and outside the stations made her heave a big sigh of relief. She told me with such satisfaction that the DMRC has maintained security like that of an airport- checking each and every bag. In fact, she noticed that a man was asked to open his bag when the X-ray machine showed something fishy inside it. Just imagine the look on my mom’s face!

To top this crazy amount of security already available outside the platforms to check anything doubtful, Delhi Metro has dedicated a whole separate compartment for ladies in each train.

Taking the women safety a notch higher, the security and alertness towards this particular compartment remains quite high. We can find a security person at almost every station who scouts for any mis-entrant male body inside this allfemale coach. How many times have I noticed even gentlemen scolding guys who unfortunately sits or stands inside the sacred coach. It seems as though after so much of screening, everyone inside the metro is filled with matured and gentle people. Feels safe already.

I would like to mention an in-metro incident which makes me feel proud of myself even today. One fine day, a teenager girl sitting next to me in the metro spotted an old lady carrying a

child who was crying constantly. The teenager girl whispered into my ears that she had serious doubts about the child being related to that old lady anyway. On being questioned, the old lady started hurling abuses stating that it should not concern us and even tried to get down at the next station. Her activities seemed so suspicious that we did not allow her to step out from the compartment and in the meantime, I dialed the vigilance helpline number to complain about the old lady. At the next station, three security people came and took the old lady with them as per the call received from me. Maybe my call was instrumental in avoiding a major crime that day!

Photo: Emily K., British Columbia, Canada

With the hell lot of helpline numbers written on the interior walls of the metro, daily metro travellers can become two times more responsible towards ourselves and our copassengers. Any new or old Delhi Metro traveller can find all kinds of helpline numbers for his/her and others protection. If this is not safety, then I fail to understand what else can be! Also, you won’t find any unnecessary advertisement inside the metro which makes the helpline numbers easily visible to everybody inside it.

Having said that, I believe that any place is as safe as we would like to make it. We need to keep our eyes and ears open at all time as we never know where danger may come from, plus Delhi NCR is infamous for its notorious crimes.

There was a story in 2016 about a woman bringing an axe inside the metro and threatening fellow travellers. Though the situation was promptly handled by the Delhi Metro, credits should also go to the people who raised the complain about it. Moreover, given that the metro is always so crowded, there are innumerable cases of teasing, groping and indecent touching inside the metro which are either reported or are let go by the victims.

Women should take care of their own safety as these cases cannot be avoided by Delhi Metro until and unless we raise an alarm or report it.

We need to be the eyes, ears and nose of the Delhi Metro too.

If you ask me, I would say that I have never had any bad experiences in the Delhi Metro so far, other than overreacting and screaming ladies, people running to take the empty seats ignoring who they hurt in the process and people eating food despite of the constant in-door announcements to not eat anything etc . But if a (wo)man is to commute within the capital, then I would any day vote highly in favour of the metro. If needed to rate the Delhi Metro on a scale of 10, then it easily deserves a 15 in comparison to other modes of transport available here, the extra 5 points are for keeping my mom back home satisfied that her daughter is safely travelling!

Thank You Delhi Metro!!

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CORPORATE UPDATES Appointment Shri Sudhanshu Shekhar Joshi has been appointed as Director (Rolling Stock) in Delhi Metro Rail Corporation (DMRC). Sh. Joshi was earlier working as Executive Director (Rolling Stock) in DMRC where he has been working since June, 2007. He has also worked with Indian Railways in various capacities and has over 34 years of experience. In Delhi Metro, he was in charge of introduction of Unattended Train Operation (UTO) of Rolling Stock. He had earlier been associated with the introduction of the first Standard Gauged Rolling Stock in DMRC besides various other Rolling Stock procurements for DMRC’s internal requirements as well as for Kochi & Jaipur Metros.

Honor & Awards The Lucknow Metro Rail Corporation (LMRC) bagged an award for undertaking and implementing Lucknow Metro – one of the smartest transport initiative of the Government. LMRC has been awarded with the ET Now CSR Leadership Award 2018 under the “Smart Transport Initiative”.

Participate in upcoming editions of Metro Rail News Magazine An exclusive opportunity to contribute and express your ideas and views in Urban Mobility, Smart Public Transport, Metro & Rail Industry .

You are humbly invited to contribute an article, story, interview, advertisement focusing on the public transport, smart cities, construction & infrastructure, metro & rail industries which will be covered in our upcoming issues.

E-mail: editor@metrorailnews,in Call: +91 9990454505, 9716454505 For more details, please visit www.metrorailnews.in

METRO RAIL NEWS (A Symbroj Media Publication)

32B, J.P. Complex, Patparganj, Mayur Vihar Phase-I, New Delhi-110091, India

RECENT CONTRACT AWARDED Contract Winner

Description of Work

Project

ALSTOM Transport India and Alstom Transport S.A. JV

Design, Detail Engineering, Manufacture, Supply, Installation, Testing and Commissioning of 25 KV AC Traction (Rigid OHE), 33 KV Auxiliary Sub Stations (ASS), Associated Cabling and SCADA Systems for Underground Corridors of Jaipur Mass Rapid Transport System Project Phase-1B at Jaipur, Rajasthan, India

Jaipur Metro

ALSTOM Transport India

Supply of standard gauge (Rolling Stock) 40 coaches (10 Train sets)

Chennai Metro

ALSTOM Transport India and Alstom Transport S.A. JV

Detailed Design, Engineering, Supply, Installation, Testing and Commissioning of Rigid Overhead Conductor System (ROCS) , Auxiliary Substations, 33 kV Cable Distribution Network, and Integration with other Systems (Package-11A)

Mumbai Metro

Larsen & Toubro Ltd

Detailed Design, Engineering, Supply, Installation, Testing and Commissioning of Power Supply works including Receiving Substations, 110 kV Cabling works, Traction Substations, Auxiliary Main Substations, Switching Stations, SCADA System, and Integration with other Systems (Package-11B)

Mumbai Metro

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51

LIVE TENDER NOTICES Company Name & Location

Description of Work

Tender Cost (INR)

Closing Date

Bangalore Metro Rail Corporation Ltd., Bengaluru, India

NIT for engineering, supply, erection, testing and commissioning of 33kv distribution, 750 v DC third rail traction electrification including traction sub stations, auxiliary substations and SCADA system for four extensions and integration with the existing system of Phase-I

NA

20.03.2018

Kochi Metro Rail Ltd., Kochi, India

RFP for Semi- Naming Rights in 13 Metro Stations

NA

23.03.2018

Maharashtra Metro Rail Corporation (Maha-Metro), Nagpur, India

Design and Construction of Elevated Viaduct of Length 6.776 Km from CH:6526 to CH:6785, CH:7215 to CH:10105 and CH:10614 to CH:14240.0 between Civil Court and Ramwadi AND Construction of Elevated Viaduct on BOQ basis of Length 0.430 Km from CH:6785 to CH:7215 Near Sangam Bridge and Length .509 Km from CH:10105 to CH:10614 Near Bund Garden on Corridor-2 of Pune Metro Rail Project

432.00 Crore

27.03.2018

Lucknow Metro Rail Corporation Ltd., Lucknow, India

NIT for construction of elevated viaduct and 9 Nos. elevated station including special span on Priority Section of Corridor-1, Phase-I of Kanpur Metro at Kanpur, Uttar Pradesh.

734.00 Crore

30.03.2018

Chennai Metro Rail Limited, Chennai. India

Station Management Services

75.84 Crore

05.04.2018

Delhi Metro Rail Corporation, New Delhi, India

Awarding Exclusive Advertising Rights Inside Selected Metro Stations on Line No. 2 in DMRC Network in two separate schedules i.e schedule 1 from Samaypur Badaly to Rajiv Chowk and schedule 2 from Patel Chowk to Arjangarh.

NA

12.04.2018

Delhi Metro Rail Corporation, New Delhi, India

Track Maintenance of Line-7 including Mukundpur and Vinod Nagar Depots and Line-8 including Kalindi Kunj Depot

5.14 Crore

12.04.2018

Bangalore Metro Rail Corporation Ltd., Bengaluru, India

Construction of Elevated Structures (Viaduct &Stations) of length 7.086 Km (approx.) from Silk Board(ORR) to Bellandur Station (excluding) (Chainage 0.00m to 7086.00 m) including road widening & allied works and 4 Numbers of Metro Stations viz, Silk Board (ORR), HSR Layout(ORR), Agara lake, Ibbalur in ORR line of Bangalore Metro Rail Project, Phase2A.

427.29 Crore

13.04.2018

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© METRO RAIL NEWS | JANUARY 2018 | WWW.METRORAILNEWS.IN

17

Company Name & Location

Description of Work

Tender Cost (INR)

Closing Date

National Capital Region Transport Corporation (NCRTC), New Delhi, India

Construction of elevated viaduct from start of elevated ramp near Sahibabad RRTS Station up to end of Ghaziabad RRTS Station [including special spans at ROB Crossing, Hindon River Crossing] and two Nos. of elevated RRTS Stations viz., Sahibabad and Ghaziabad [excluding Architectural Finishing & Roof structure of Stations] of Delhi – Meerut Regional Rapid Transit Systems (RRTS) Corridor

488.00 Crore

16.04.2018

National Capital Region Transport Corporation (NCRTC), New Delhi, India

Construction of elevated viaduct from end of Ghaziabad RRTS Station up to EPE crossing [including elevated Ramp for Duhai Depot] and two Nos. of Elevated RRTS Stations viz., Guldhar and Duhai [excluding Architectural Finishing & Roof structure of Stations] of Delhi – Meerut Regional Rapid Transit Systems (RRTS) Corridor.

568.00 Crore

16.04.2018

NA

16.04.2018

Mumbai Metro Rail Corporation, Mumbai, India

Supply, Installation,Testing and Commissioning of Standard Gauge Track work along with Ballasted /Ballastless Tracks in Charkop Depot in Line 2A Dahisar (East) to D. N. Nagar Corridor, of Mumbai Metro Rail Project of MMRDA

Metro-Link Express for Gandhinagar& Ahmedabad (MEGA) Company Ltd., Gandhinagar, Gujarat, India

Design, Supply, Installation, Testing and Commissioning of Two Sets of Fully Automatic Train Wash Plant for Ahmedabad Metro Rail Project Phase-I

5.5 Crore

20.04.2018

Delhi Metro Rail Corporation Ltd, New Delhi, India

Invitation for Expression of Interest (EOI) for providing static frequency converter (SFC) on lease basis for line- 3 & 4.

NA

23.04.2018

Mumbai Metro Rail Corporation, Mumbai, India

Part design and construction of viaduct and 5 elevated stations viz. Swami Samarth Nagar, Adarsh Nagar Jogeshwari(W),JVLR and Shyam Nagar from chainage -822.508m to 5257.400 m of Metro Corridor (Line - 6) of Mumbai Metro Rail Project.

NA

26.04.2018

Dedicated Freight Corridor Corporation of Indian Ltd, New Delhi, India

Design and Construction of RFO and Viaducts, related works for single line on D B Lump Sum Basis connecting New Boraki DFC to Dadri yard approx. length 4.54Kms from Ch.0.00m (Rly Km 1410.436) to Ch.4540m (Rly Km 1414.955) and related Diversion works.

NA

03.05.2018

54

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UPCOMING EVENTS Event Date

Event Name

Location

May 1 - 3, 2018

Infrarail

London, UK

May 8 – 11, 2018

10th UIC High Speed Rail World Congress

Ankara, Turkey

May 16 – 17, 2018

The 8th International Conference on Railway Engineering (ICRE 2018)

London, UK

May 17 – 1, 2018

5th International Conference on Road and Rail Infrastructure (CETRA 2018)

Zadar, Croatia

May 23 – 25, 2018

3rd Transport India 2018 Expo

New Delhi, India

May 29, 2018

The Rise of IoT & Big Data in Rail

Munich, Germany

June 07, 2018

Big Rail Diversity Challenge 2018

Peterborough, London

June 11-12, 2018

SafeRail

Washington D.C., USA

June 11-12, 2018

Transport Security & Safety Expo

Washington D.C., USA

June 12-13, 2018

Africa Rail 2018

Johannesburg, South Africa

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55

Metro & Railway Job Openings Organization & Location

Position Name

Last Date

Lucknow Metro Rail Corporation, Lucknow, India

•

27.03.2018

• • • • • •

Assistant Managers (Civil, Electrical, S&T, Architect, Operations, IT, Finance, HR & Public Relations) Assistant Company Secretary Station Controller/Train Operators Customer Relations Assistants Junior Engineers (Civil, Electrical, S&T) Assistants (Office, Accounts, Public Relations) Maintainers (Civil, Electrical, S&T)

Maharashtra Metro Rail Corporation Limited (MAHA Metro), Nagpur, India

• • • •

Deputy General Manager (Finance) Assistant Manager (Finance) Account Assistant Office Assistant

27.03.2018

Dedicated Freight Corridor Corporation of India (DFCCIL), New Delhi, India

•

SAP Consultants

27.03.2018

Metro Link Express for Gandhinagar and Ahmedabad (MEGA) Company Limited, Gujarat, India

•

Director (System, Electrical & Rolling Stock)

28.03.2018

Railway Energy Management Company Limited, Gurgaon, India

• •

Dy. General Manager (Electrical) Engineer (Electrical)

30.03.2018

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© METRO RAIL NEWS | MARCH 2018 | WWW.METRORAILNEWS.IN

Organization & Location

Position Name

Last Date

Indian Railways (Railway Recruitment Board), New Delhi, India

• •

Assistant Loco Pilot and Technicians Group D - Track Maintainer Grade IV (Trackman), Gateman, Pointsman, Helpers, Porter etc.)

31.03.2018

National High Speed Rail Corporation Limited (NHSRCL), New Delhi, India

• • •

Assistant/Social Development Officer Assistant Manager (Marketing & Communication) Sr. Manager/Manager (Utilities & Contract) or Manager (Utilities & Contract) Senior Manager (S&T) or Manager (S&T) Deputy General Manager- Design CAD Designer Deputy Chief Project Manager / Rolling Stock Joint General Manager (Human Resource) or Deputy General Manager (Human Resource) Joint General Manager (Contract) Senior Manager (Design) or Manager (Design) Assistant Manager (Architecture) Deputy General Manager- Architecture or Senior Manager (Architecture)

02.04.2018

• • • • • • • • •

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