Metro rail news november 2017

November 2017 / Monthly / Vol. I / Issue 11

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CONTENTS 11 News Highlights

16 Mass Transit System – Security Challenges (By Onkar Thakur, Chief Security Expert, PADECO)

24

Smart Ticketing System in Metro Rail (By IJAREEIE)

31

Hyperloop Technology : Future of Smart Public Transport (By Matthew Field, The Telegraph)

3

Metro Rail News Magazine Subscription Form

7

Editorial Advisory Board

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Editor’s Note

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35 First Bullet Train in India: All 39 New Metro Rail Policy : features you must know Setting Credible Goals?

(By Metro Rail News)

(By Pooja Chatterjee, ELP)

43 Meet Annie Roy : The Only Women Tunnel Engineer in India (By Metro Rail News)

45

Live Tender Notices

47

Upcoming Events

48

Metro Rail Current Job Openings

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Metro Rail News Print/Digital Advertising Booking Form

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EDITORIAL BOARD (November 2017) Vol. I / Issue 11 | November 2017 Managing Editor Mamta Shah Group Editor Shashi Prabha IFS (Retd.) Kishor Dudani Advocate, Ex. Dy. Secretary Ministry of External Affairs, Govt. of India New Delhi (India)

Director Advertising Rajesh Maheshwari

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

Director Digital Media N. K. Shah Editorial In-charge Aradhana Patel Circulation In-charge Priyanka Sahu 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 © Symbroj Media Pvt. Ltd., New Delhi Subscription 3 Years (12 Issues) 2 Years (24 issues) 1 Year (12 Issues)

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

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

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

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

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

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 Delhi110019 on behalf of Symbroj Media Pvt. Ltd., 32B, J.P. Complex, Patparganj, Mayur Vihar Phase-I, New Delhi – 110091, INDIA Yadav Bharanidharan Consultant Riyadh Metro Rail Project Riyadh (UAE)

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

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Editor’s Note

Dear Readers,

Seasonal greetings from Metro Rail News !

The government of India will spend Rs 2.5 lakh crore to implement metro rail projects in various Indian cities. The spending will be over the next five years, eventually helping not only the stressed infrastructure companies to present stronger financial results, but also companies involved in manufacturing and supply of rolling stock, said ratings agency ICRA. The government of India has standardized specifications for rolling stock and signalling systems for metro rail so that ‘Make in India’ can be promoted.

Prime Minister Narendra Modi, during the inauguration of Kochi Metro, had said that a number of initiatives have been taken to enhance public transport in the cities. Foreign investment has been invited in this sector. Fifty cities in India are ready to implement metro rail projects.

In fact, in September 2017, the Union government also issued a new Metro Rail Policy to transform cities, from being transit dependent to being transit oriented.

Due to differences between the government and private players over Concession Agreement clauses, PPP metro projects have had a failed start.

In India, there have been five metro projects with private equity participation, namely Delhi Airport Metro Express (which is now managed by Delhi Metro Rail Corporation), Reliance Infrastructure-led Mumbai Metro One, Hyderabad Metro with majority owned by Larsen & Toubro and two wholly private Rapid Metro in Gurugram by IL&FS. There has also been a demand by certain sections of the state government, particularly, Maharashtra to amend the Metro Railways Act to make it more relevant for PPP metro rail projects. The existing regulation was formed with a view of government-owned metro lines, said a state official. Going by the developments in PPP metro projects, it is better to opt for EPC projects. Right of Way and clearances are among the major issues in executing such a project.

Many large Indian construction companies have taken up metro rail projects. While ITD Cementation has bagged the highest number of EPC projects, Larsen & Toubro has exposure to both EPC and PPP contracts. Other companies like Afcons, NCC, IL&FS Group, Simplex Engineering, J Kumar, etc. also have sizeable metro contracts.

Over the next three to five years, with a sizeable pipeline of projects in these segments, the order book of construction companies with strong track record and healthy balance sheet are expected to have sufficient order inflows.

I would like to thank all the contributors and companies who are associated with the Metro Rail News.

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

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

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OPERATIONAL METRO RAIL PROJECTS IN INDIA As on November 15, 2017 (Metro Rail News) State/UT West Bengal Delhi & NCR

Project Date of Begin Kolkata Metro Rail Project (An Indian Railways October 24, 1984 initiative) Delhi Metro Rail Project December 24, 2002

Karnataka

Bengalore Metro Rail Project

Haryana

Gurgaon Rapid Metro Rail Project (An initiative November 14, 2013

by IL&FS)

11.60

Maharashtra

June 8, 2014

11.40

February 2, 2014

9.00

June 3, 2015

9.60

Tamilnadu

Mumbai Metro Rail Project (PPP Project by MMRDA) Mumbai Mono Rail Project (An initiative by MMRDA) Jaipur Metro Rail Project (An initiative by State Government) Chennai Metro Rail Project

June 29, 2015

27.36

Kerala

Kochi Metro Rail Project

June 17, 2017

18.30

Uttar Pradesh

Lucknow Metro Rail Project

September 5, 2017

8.50

Rajasthan

Length (km) 27.39 217.90

October 20, 2011

42.30

Total operational length (in KM)

383.35

Metro Rail Operational Network in India Total operational length (in KM)

383.35

Uttar Pradesh

8.50

Kerala

18.30

Tamilnadu

27.36

Rajasthan

9.60 9.00

Maharashtra

11.40

Haryana

11.60

Karnataka

42.30

Delhi & NCR

217.90

West Bengal

27.39 0

100

200

300

400

500

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NEWS HIGHLIGHTS NATIONAL OCT 1, 2017

•

UD Ministry to examine issues raised by CM Kejriwal on metro fare revision by Delhi Metro Rail Corporation (DMRC).

OCT 2, 2017

•

Maha Metro Rail Corporation’s Nagpur Metro reaches trial stage in two years.

OCT 3, 2017

•

Kochi Metro Rail Limited (KMRL) opened second reach for public, now cover 18 km Institution of Civil Engineers (ICE) awarded East West Metro Rail Project of Kolkata Metro Rail Corporation (KMRC).

• OCT 5, 2017

• • • • •

Delhi Govt. wanted to stop metro fare hike of Delhi Metro Rail Corporation (DMRC).

Kochi Metro Rail Limited (KMRL) Board submitted Kochi development plan to Central Government for approval.

Uttar Pradesh housing board released Rs 31 crore fund to Delhi Metro Rail Corporation (DMRC) for Ghaziabad metro rail project.

Govt. of India signed contract with European Bank for lending of Rs2293 crore for Bangalore Metro Rail Project.

Central Government to review DPR of proposed Chandigarh Metro rail project.

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OCT 6, 2017

•

Central Government shown their inability to put Delhi Metro fare hike on hold, said Union Housing & Urban Affairs Minister.

OCT 7, 2017

•

Hardeep Singh Puri said, Around 50% of India would be urban by 2030.

OCT 9, 2017

•

Delhi Govt ready to takeover DMRC project, CM Arvind Kejriwal said on Fare Hike issue.

Ambassador of Czech Republic to India visits Lucknow Metro and takes metro ride.

DMRC rejected Kejriwal’s request, fare hike to be effective from tomorrow.

• • OCT 11, 2017

• •

Dr. E Sreedharan suggested Lucknow Metro Rail Corporation (LMRC) to cut down on operational cost.

Alstom started production of electric locomotive manufacturing in India.

OCT 13, 2017

•

DMRC’s Kalkaji-Botanical Garden Magenta Corridor (Line-8) ready for commissioning

OCT 15, 2017

•

PM Narendra Modi will inaugurate Hyderabad metro train services for public on Novemebr 28, 2017

OCT 16, 2017

• •

China delayed India’s Chennai-Bangalore-Mysore high-speed rail project Maha Metro Rail Corporation Ltd. sought latest tunneling technology for Pune metro rail project Noida Metro Rail Corporation (NMRC) to received first metro train in end of December.

• OCT 17, 2017

•

Chennai Metro Rail failed to ‘break through’ after long wait.

OCT 21, 2017

•

Amaravati Metro Rail Corporation (AMRC) canceled MoU signed with DMRC for Vijayawada metro rail project.

OCT 22, 2017

• Lucknow Metro Rail Corporation (LMRC) planning to generate revenue from property business.

• Pillar collapses during ongoing construction of Mumbai Metro Rail Project-7, one worker injured • IITian Silpy Agrawal helped map MEGA Metro rail project

OCT 24, 2017

• Delhi Metro Rail Corporation (DMRC) planning to start clock room and porter facility at some metro stations

OCT 26, 2017

• Maharashtra State cabinet approves Swami Samarth Nagar-Vikhroli Metro link of Mumbai Metro Rail Project.

OCT 27, 2017

• NGT warns Delhi Metro Rail Corporation (DMRC) of halting metro services over extracting ground water without taking permission from competent authorities.

OCT 29, 2017

• Delhi Metro employee came into electrocution grip at DMRC’s Faridabad RSS • Metroman Dr. E Sreedharan shown his pleasure with Hyderabad metro rail project works

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OCT 29, 2017

• • • •

OCT 30, 2017

• •

OCT 31, 2017

14

•

Mumbai Metro Rail Corporation (MMRC) planning to integrate Metro 3 with bullet train terminal at BKC Dwarka expressway sectors residents sought metro rail connectivity in area Delhi Metro Rail Corporation (DMRC) finalized DPR of Navi Mumbai Metro Rail project to connect two city airports with metro rail DMRC staff demanded rectification of pending issues, threatens strike from Monday Another Delhi metro employees came with electrocution grip at Indraprastha RSS Delhi-Ghaziabad-Meerut Rapid Rail to get connectivity with three Delhi Metro stations Bentley Systems planning to expand engineering and infrastructure business in India

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Mass Transit System: Security challenges

P

rime Minister Narendra Modi and Japanese Prime Minister Shinzo Abe on September 14, 2017, laid the foundation stone for India's first bullet train project, connecting Mumbai and Ahmedabad, in Ahmedabad. The 508-km MumbaiAhmedabad High Speed Rail Project will entail an estimated cost of Rs.1.10 Lakh Crores, thus by far the most expensive transit project in India. The 508-km stretch will have 468 km of elevated track, 27 km inside tunnel and the remaining 13 km on the ground. The distance of 508 km will be covered in two hours and seven minutes. According to railway ministry officials, the operating speed of the bullet train will be 320 kilometers per hour and maximum speed will be 350 kilometres per hour. The High Speed Rail Corporation of India Ltd (HSRC) has already planned for five more high speed corridors including a Diamond Quadrilatral (Delhi-Kolkata, Delhi-Mumbai & Mumbai-Chennai).

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Onkar Thakur Chief Security Expert, PADECO

After metro, the high speed corridor is next big thing is the Indian mass transit system. Currently there are 10 operational metro systems (also known as mass transit system) in 8 cities in India covering a distance of 370 km. A further 520 km of lines are under construction. In May 2015, union government approved the Union Urban Development Ministry's proposal to implement metro rail systems in 50 cities. The majority of the planned projects will be implemented through special purpose vehicles, which will be established as joint ventures between the Union and respective State Government. The Union Government will invest an estimated â‚š5 Lakh Crore (US$78 billion).

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In August’17, central government approved new metro policy, according to which, the Metro rail projects will be approved and aided by the Central government only if there is private participation and the projects ensures last-mile connectivity for commuters. The policy allows respective states to formulate rules and regulations and it empowers them to establish permanent fare fixation authorities. This opens up multiple avenues for investment by private players in mass transit systems.

System Associated Challenges In all the metro systems, which are operational, in India we have different security agencies providing security cover, it’s pertinent to mention here that metro systems across the globe are the second most threatened entities after aviation industry.

The level of security arrangements in all the metros in India are just secondary to airports on technical capabilities but when it comes to man guarding, baring DMRC, all the metros are secured by various private and state owned security forces with no unified command or well defined security regulation.

There have been multiple attacks on metro systems across the globe, the most recent was in April 2017 at Saint Petersburg Metro Train in Russia, where a briefcase bomb packed with shrapnel exploded on a the train between

Sennaya Ploshchad and Tekhnologichesky Institut stations. A total of 14 people were killed, and 64 others were injured. While transportation security officials had been aware of the possible threat of terrorist attacks on transportation networks for some time, these tragic events exposed both vulnerabilities in security systems and the previously unimaginable consequences of such breaches. The extensive use of metro transit systems by many sections of the public makes them highly attractive targets for terrorists wanting to maximize commotion and destruction. Accordingly, concerns about metro transit security rank high among metro authorities and transit passengers. The vulnerability of metro systems lies in the fact that they are very open and accessible, with fixed, expectable routes and access points. Their openness and inconspicuousness make it easy for potential terrorists to fleece in crowds without arousing suspicion. Securing such open and public systems presents a series of problems. The volume of passengers makes it impossible for metro operators to employ many of the security procedures used in the aviation security. Preventive security measures on metro, such as the screening of passengers and luggage with X-ray scanners and metal detectors, hand searches, passenger profiling, sniffing dogs, and armed guards, lead to painful delays and costs.

The need for metro operators to offer mass transit systems that are accessible, convenient, and affordable for daily users therefore conflicts with many security objectives. Attractive, convenient public metro transit systems help to mitigate many of the problems of widespread auto/bus/local train use, and provide mobility for those who do not have access to cars, including the young, elderly, disabled, and poor. Therefore, balancing metro riders’ desire for convenience, accessibility, and affordability with security measures presents a challenge to transit operators.

International Security Scenario Security of mass transit systems is a global issue.

Indeed, many transit systems around the world have been victimized by terrorists, including the metro systems of New York, London, Paris, Tokyo, Madrid, Saint Petersburg and Moscow. An analysis of

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terrorist attack trends indicates that their lethality has increased over time. In addition, the number of attacks against mass transit systems increased in the 1990s and 2000s. A 1997 survey sponsored by the Transportation Research Board (US) assessed both the perceptions of transit system managers regarding terrorism and security as well as the status of agencies’ existing emergency preparedness, planning, and response procedures. Metro systems ranked the highest in terms of the perceived risk as targets of terrorism.

Detonation of explosive devices was perceived to pose the greatest threat to transit systems.

regulated like the air transport system. The challenge is especially daunting given a growing wave of suicide bombers who are willing to risk capture or death to execute an attack. We must admit that there is an innate vulnerability to the system, and if you want to run an open mass transit system you live with the vulnerabilities and try to wrestle them through intelligence and stopping these people before they actually get in. At the very least, they reflect formidable challenges to security planning for open, accessible transit systems.

International case studies of surface mass transit systems, mainly mass transit systems that have suffered terrorist attacks can offer examples of both vulnerabilities to terrorist threats, and effective measures for their prevention, mitigation, and response. Such case studies offer lessons on preparedness, response, and recovery that may apply to other transportation systems with similar physical and organizational characteristics. The existing literature on transit terrorism does not identify and compare the social and environmental characteristics of the mass transit systems that have been hit by terrorism, or the strategies that transit agencies around the world are adopting to offer protection to their riders. While intelligence systems have globalized rapidly in response to recent terrorist attacks, planning to prevent and mitigate terrorist attacks on transit systems is far more insular.

Additionally, most research on transit terrorism has centred on the role of policing and technology in mitigating terrorist attacks. There has been far less investigation of how system design and public education may be employed to both reduce the likelihood of attacks and minimize the impact of attacks when they occur.

Metro operators are struggling to balance the costs and (uncertain) benefits of increased security against the costs and (certain) benefits of attracting passengers. Metro operators endeavour to provide safe, fast, and reliable service at a reasonable price.

Thus, from the perspective of transit system planners and operators, safety and security are important, albeit intermediate, means to the end goal of carrying passengers. There comes a point at which the businessman (metro operator) will say that the security measures will cost him more than the revenues. The key issue for addressing risk is to get things down to ‘ALARP’ as we call it, ‘as low as reasonably practical.’

Learning From Best Practices: • Open nature of Metro systems

• Return on Investment

• Lack of Coordination Given the varying roles and mandates of agencies of the central government (MoUD & MHA), security agencies, intelligence services, police agencies, and metro operators on matters of security, close coordination and cooperation are critical to effective metro security planning. There is a need for a multilayered and multipronged system of security in which various agencies play very different roles. The mass transit industry, because it’s public, is very mutually supportive. Resilience is about coordinating and facilitating efforts of all the disparate, separate agencies to ensure better quality of performance, aiding and leading to a more effective prevention or recovery than might otherwise be the case.

Public metro transit systems are an essential part of urban life. They are, by definition, open, dynamic systems that cannot be closed and

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• Standardization of Security Plan An important benefit of improved coordination is standardization of security protocols, security technology, emergency training, security audits, and disaster preparedness procedures, and the issuance of common guidelines about security.

While the airline industry has adopted common international security standards and procedures, many other modes—and in particular metro transit—have not done so. While many transit agencies typically operating in larger municipality areas have planned to develop reciprocal integrated fare (like national common mobility card – More developed by MoUD) and passenger information protocols, efforts to integrate and standardize security practices and procedures among metro systems in our country are relatively new. Standardizing safety guidelines and signage, the structure and content of security announcements, and the marking of emergency exits on trains and in stations can all help passengers avoid confusion in times of emergency. Likewise, standardizing security training of personnel—drivers, supervisors, and managers—can improve coordination with police, fire, and intelligence officials in times of emergency.

• Significance of CPTED The role of Crime Prevention Through Environmental Design (CPTED) in security planning is growing. The importance of CPTED— which considers how the physical design of spaces can affect both the likelihood and impact of criminal or terrorist activity—as an important longer-term strategy to address both crime and terrorism on mass transit systems has to be understood by the planners. This classification of effectiveness is similar to both policing and security hardware and technology strategies, and well ahead of public education and outreach. Security is based on prevention, and prevention begins with design. A station designed without security criteria would be much more insecure and expensive to protect.

Hence it’s imperative to bring on board security

expert(s) during the detailed project report (DPR) and should be made part of the project planning and execution.

• Controlling Petty Crimes Terrorist attacks on transit systems have increased in recent years in both frequency and severity. The fact remains, however, that metro passengers remain far more likely to be victimized by petty crime than a terrorist act. Further, studies have repeatedly shown that fear of crime is a significant deterrent to transit use for many people. So while political attention and public resources are currently focused on transit terrorism, reductions of personal and property crimes on public transit systems could prove to be a significant collateral benefit of safer, more secure public transit systems. Coincident with new security measures on the Tokyo Metro, both robberies and thefts are down substantially. Delhi Metro is planning to deploy security staff in plain clothes inside metro coaches to counter pick pocketing, harassing and other petty crimes. Likewise, fewer crimes were reported in the period following the implementation of random parcel inspections in Madrid. Such complementary benefits, however, are not assured without careful attention to congruency between anticrime and antiterrorism measures, anticrime and antiterrorism efforts worked very much hand in hand.

It’s easier for a terrorist to operate in an environment that is disorderly, that does not give the appearance that someone is in charge; the area does not look secure. Actually taking care of the little things, and insuring that there is order and maintenance, sends a signal that it’s hard to operate illegally or carry out an attack in this environment, this creates a deterrent effect.

Response Mechanism: 1. Planning, Designing, and Construction: It is imperative to incorporate into the planning and physical design of a metro transit system the best current knowledge of terrorist threats, thereby minimizing through system design the probable damage of incidents that could happen at any time, even years later. The choice of materials for the

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(Picture: A typical underground metro station)

construction of stations and trains, for example, should be made on the basis of full consideration of terrorist attacks; the provision of ventilation systems should include considerations of fire suppression, anthrax, and possible chemical attacks; the selection of computerized communications, CCTVs and control systems should be informed by their potential vulnerabilities and maximize their ability to continue functioning under difficult circumstances, and facilitate responses by emergency personnel.

2. Incident Response Mechanism:

respond. In addition to the actions of metro transit operators and their funding agencies, police and intelligence efforts by local security agencies charged with counterterrorism should be on-going. If and when an incident occurs, the immediate response— including clearance, search, rescue, recovery, and the restoration of service— constitutes a critical stage.

While these actions may last only a few weeks, they provide invaluable information for security planners as terrorist incidents are such infrequent events, deconstructing the role of system design and operations in worsening or minimizing the effects of the attack can be used to help plan and operate safer public metro transit systems in the future and provide for continuity of operations in emergency situations.

3. Long-Term Recovery: The final stage in responding to a terrorist incident may last for years, and constitutes the redesign, reconstruction, and operation of the system under new rules and procedures that are influenced by the incident and what has been learned during the planning and rebuilding process. This stage also involves restoring public trust in the security of the transit system.

The vulnerability of metro transit systems to terrorist attacks should be reviewed periodically throughout the operational life of a metro transit system so security officials can refine planning in response to evolving threats. For example, interagency cooperation should be encouraged and staff training should be updated. Sufficient information also must be provided to passengers so, in the event of an incident, they will know how to

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Smart Ticketing System in Metro Rail

R

adio Frequency Identification (abbreviated as RFID) has been an emerging technology in recent years. RFID technology can be effectively employed in number of applications due to its penchant for efficiency. Radio Frequency Identification (RFID) is a generic term for technologies that use radio waves to automatically identify and track product, animal, or person by means of using RFID tags that are applied or incorporated on them. An RFID system consists of a tag, basically a microchip with an antenna and an interrogator or reader with an antenna. A fundamental system of RFID consists of two primary components: The reader circuit and tag. The RFID tag and the reader circuit set up communication via waves of electromagnetic nature.

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In most RFID tags contain at least two parts. i). First one is an integrated circuit for storing and processing information, modulating and demodulating a RF signal, and other specialized functions. ii). Second is an antenna for receiving and transmitting the signal.

The data is stored in RFID tags which respond to the reader by transforming the energy of radio frequency queries from the reader and sending back the information. A computer hosting a specific RFID application pilots the reader and it processes the data it sends.

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transparency and offer a suitable platform for preventing any fraudulent practices.

RFID TAG RFID tags are the components which are uses for the purpose of identification. The tag has a sequential arrangement of metal pins. The most significant feature of this, is the uniqueness exhibited by each of them. Depends on the power source applied to the tag and the maximum range, the tags are divided into: a) Active tag: An active tag has an internal battery circuit that supplies power to magnetize the tag. b) Passive tag: Passive tag is completely dependent on the reader for the required power.

The major advantage of the use of this active tags is that these tags can broadcast the signals efficiently up to a distance of 100 feet whereas the latter is limited to a maximum distance of 200 feet. The tags can further be classified depending on the signal transmitted. The active tags transmit signals independent of the reader, whereas passive tags are completely dependent on the signal from the reader to transmit information.

RFID READER The unique digital data of the tag is decoded with the help of RFID reader. The RFID reader transmits an electromagnetic wave which is the input to the tag. The unique arrangement of metallic pins is energized due to these electromagnetic waves. It results in the production of a confined magnetic field. The confined magnetic field has an interference pattern which is again unique to each metallic arrangement of the tag. This interference pattern which when read by a RFID reader would produce the unique number assigned to the RFID tag and thus the address of the tag is obtained . It should be noted that the address defers from each RFID tag and hence it offers complete resistance to duplication.

With respect to the concepts of RF Identification discussed above, the use of the same technology in the ticketing system would induce an enhanced

TERSE INTRODUCTION The primary requirements for the implementation of ticketing system using RFID are: i) RFID tags and reader circuit. ii) Database system iii) door controlled by the system.

The main advantage of the RFID tag is that each tag has a unique sequence number and hence there is no possibility of duplication. Also, the cost of manufacturing a RFID tag is appreciably less. Hence it makes the availability of RFID Tags to the public a viable option. For the implementation of this ticketing system, a common database system should be maintained by the designated authorities. The common database has information about its entire registered users. The users should recharge their account with a certain “minimum” credit from any "Value added machine", that would be installed by the concerned authorities.

The RFID tag is such designed that it has all the information regarding the users account which is being maintained in the database (which includes the credit). The deployment of the suggested system would also greatly reduce the prevalent malpractice and hence would discourage the authorities from any fraudulent practice.

PROPOSED SYSTEM RFID Tag Unique ID

RFID reader reads the Unique ID and connec t it to the Databa se

Passen ger ID

Credit

Other Info

Table 1: Structure and precise working of RFID tag.

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60:40

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100000.00

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First Week/Month

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Side Bar Square - 250x250

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Returning Visitors

35 %

Side Bar 250x500

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Bottom 750x100

12000.00

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Passengers entering into the railway station, they need to swipe the RFID tag to open the gate to entering into the concern platform. Once the tag is placed in front of the RFID reader circuit, the latter energizes the tag and reads the unique digital data stored it. Then the tag reveals relevant information to the reader circuit. The RFID reader will have the internal memory, which stores the information about the RFID tag and it also links it to the Common Database. The Display in the RFID reader will display the Source and balance information.

When the customer reaches the destination, they need to swipe the card to leave from the platform.

If the customer have low balance in his card, there may be a "Value Added Machine" available in that platform itself can added the value.

the reader circuit placed at the exit point. The platform door will open while entering and leaving from the platform. The cost equivalent to the distance travelled by the user is hence calculated and the same is updated in the common database system. The detailed operation of the system is further explained below.

RFID Card

RFID Reader

UART

Relay Drive

Relay

Keypad

Buzzer

GENERAL LAYOUT OF RFID SYSTEM INSTALLED IN THE TRAIN

DC Motor

(Operational Principal)

The passenger entering the platform should display/place the RFID tag in front of the reader ).

When the tag is placed before the reader circuit, the tag gets energized and the reader reads the unique digital data behind it. Hence the tag reveals relevant information to the reader circuit. The reader circuit stores this information in its internal memory temporarily and also links to the common database system which has all the details of the particular passenger. If the information's are correct then the door will open. If the user don’t have the enough balance then the alert tone will be given by the buzzer.

Station

Rupees

1

A

2

B

3

C

Table 2: Station Vs Rupees

28

LCD Micro Contr oller

In this proposed system, the passengers need not to wait in the ticket counter to get the ticket. It saves the time for the passengers. By this system, we can reduce the fraudulent activities and accidents.

The RFID reader circuit is installed at the entry point and at the exit of the platform gate. When the passenger enters the platform gate, the passenger should display the tag in front of the reader circuit placed at the platform gate.

Similarly, the passenger, while getting down at the desired station, should display the tag in front of

Power Supply

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As mentioned previously, instead of each and every user manually entering the point of entry and destination, the user just has to place the tag before the reader circuit while entering and getting down at the destination station.

It should be noted that the database system has programmed information regarding the fare deduction corresponding to the distance travelled by the user . When the passenger displays the tag in front of the reader while getting down, the reader (which has previously stored the information regarding the same tag/user) equates the fare corresponding to the distance travelled by the passenger . Hence the fare corresponding to the distance travelled by the passenger is deducted from the user’s account and the same is updated in the common database.

ACKNOWLEDGMENT TO THE USER The travel/transaction details will be instantly sent to the user with the use of GSM via Simple Mail Service (SMS). This notification is done with the help of the database system which has the contact details of all its registered users. Hence whenever a transaction is carried out using the tag, the database system automatically transfer the information to the concerned user. This would allows the user to know about their travel and transactions details.

FOR LOST TAGS As mentioned previously, each RFID tag has a unique id. The proposed system is designed that the user can be assigned with a new unique id if the person loses the tag. This can be done by the information provided by the user to the authorities. The authorities restore the information of the user in the database system to the new unique RFID tag which the user can use for their future transactions.

ADVANTAGES

The proposed model of ticketing system would reduce the complexity of the passengers In this

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proposed system, the passengers need not to wait in the ticket counter to get the ticket. It saves the time for the passengers. By this system, we can reduce the fraudulent activities and accidents. .Because of the existing system the passengers faced more problems like waiting in the line, missing the train and so on. In the existing system, the users should manually enter the place of entry and destination.

But in this proposed system, the users need not manually enter the place of entry and destination.

Instead of that, the user just place his unique RFID tag in front of the reader while entering and leaving the platform and corresponding fare is deducted from the user’s account and the door will opened.

Hence the whole system is fully automated and reduces the complexity.

In comparison with the old system (printed tickets), the proposed model would induce several advantages. The conventional system uses tickets made by paper. These paper tickets are printed everyday on a large scale to meet the requirements. “Global warming” and deforestation is the primary reason behind it. The proposed model would greatly reduce these disadvantages and also would prevent the fraudulent practices which gives great losses to the government. Considering the advantages of RFID technology, the RFID tags have almost 100% read rate. It is known that the RFID tag and reader communicate via transmission of radio waves.

CONCLUSION The proposed ticketing system is presented in this paper, the operation would be fully automated, efficient, enhanced and cost-effective. The proposed system can also be implemented in other places like toll gates , bus ticketing and others. The efficiency of the RFID system, as mentioned in this paper, would make the implementation practical and effective.

This article is written by R. Valarmathi and G. Karthika, ME Communication Systems, Department of Electronics and Communication, Agni College of Technology Chennai, India and first published in International Journal of Advanced Research in Electrical, Electronics and Instrumentation Engineering (IJAREEIE).

© METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN

Hyperloop Technology: Future of Smart Public Transport

T

he futuristic transport system Hyperloop has come a long way since entrepreneur Elon Musk proposed a "fifth mode of transport" in 2012. The concept, in which commuters are whisked through a tube at speeds in excess of 700mph, has developed rapidly with inventors and investors giving their backing.

While it may have seemed like fantasy, and there are still lots of reasons to be skeptical about this "future of transport", plans for Hyperloop and the companies behind it are making progress towards their first operational tunnels.

But what is a Hyperloop? Why does Musk back the idea? Who are the companies pushing the tech?

Read on to get beyond the hype and see if you are a Hyperloop believer.

- Matthew Field Technology Journalist The Telegraph, Tonbridge (UK)

What is Hyperloop and how does it work?

Hyperloop is a proposed system of transport that would see pods or containers travel at high speeds through a tube that has been pumped into a near-vacuum. The train pods would either float using magnetic levitation technology or float using air caster "skis", similar to how pucks travel across an air hockey table.

With so little friction in the tunnel, the pods would be able to travel at immense speeds with a projected top speeds of 760mph.

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The pod would initially launch using an electric motor before levitation takes place and the pod can glide at cruising speed in the low-pressure environment. Tunnels for the Hyperloop would be built either above or below ground, at only around 3m in diameter, taking up a smaller ground footprint than traditional rail and road.

Many of the current designs feature autonomous pods that can be launched on demand as frequently as every 20 seconds. Others suggest eco-friendly designs, powering the pressure pumps with clean energy such as solar.

weather, twice the speed of a plane and have a lower power consumption. He later went on to describe his technology as a cross between a railgun, Concorde and an air hockey table.

Musk claimed high-speed rail was too expensive and too slow in a paper he released in 2013. For distances of around 900 miles, a Hyperloop tube would be a more efficient means of transporting people and transport, he claimed.

From an early stage, Hyperloop's design was made open source. Musk's own commercial re-

FAQ | Hyperloop What is Hyperloop?

A mode of transport that propels a pod through a low-pressure tube at theoretical speeds of up to 760mph. The low air resistance allows the pod to travel faster than conventional trains.

Who invented it?

Elon Musk popularised the idea in a white paper in 2013 although the idea of using air pressure to move transport has been around since the 18th century.

When will it be built?

One company, Hyperloop One, says it plans to build the first functioning Hyperloop systems by 2021. It completed and tested its first 500m prototype track in the Nevada desert.

Where did the idea come from?

The idea of travelling through a vacuum tube and been around for more than 100 years. In fact, some of the very first underground railways in the UK ran using an air pressure system. But the current idea for the Hyperloop came from Elon Musk, the entepreneur behind PayPal, Tesla and SpaceX in 2012.

Speaking at an event in California, he proposed a system of transport that would be immune to

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Photo Credit: thenewsgeeks.com

Will there be one in the UK? Possibly. Hyperloop One has proposed routes for the UK, although its first targets have been in the Netherlands, Finland and Dubai, where it has backing from the governments to explore the potential of the system.

usable rocket venture Space X would have input in researching and funding the ideas, but would not directly make the first Hyperloops. That would fall to private investors and entrepreneurs.

Who is developing the first Hyperloop?

There have been several companies looking to create the first commercial Hyperloop and competitions to develop the technology that will make the transport system a reality.

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Space X has held initial design competitions for teams to build and test pods which could be used on the Hyperloop. Running since 2015, there have been more than 1,000 team entries to the competition to work on system, including a team from the University of Edinburgh which has reached the finals, to be held in August.

Other proposed routes include a Hyperloop that would cut the time from London to Edinburgh to 50 minutes, while other speculated routes include several US Hyperloops and an Indian track.

Since the launch of the competition, companies have joined the race to develop the technology. The main runners include Hyperloop Transportation Technologies and Hyperloop One.

Hyperloop One

Where will the first tracks be built?

• • • • • • • • • • •

There are tests already underway in Nevada from Hyperloop One, which built a 500m test track to launch its first pod. But the first Hyperloop may not be built in the US, as initial routes first suggested by Musk from Los Angeles to San Francisco have failed to take off.

Much of the demand for Hyperloop development and testing has come from outside of the US. The Netherlands and Finland in Europe have expressed interest as becoming the next locations for testing tracks by Hyperloop One. Dubai and Abu Dhabi are also in the mix, as Dubai's DP World group is a major investor in the technology.

Some other proposed routes are:

• Estonia-Finland, 56 miles • Vienna-Budapest, 150 miles

The Netherlands, 266 miles Corsica-Sardinia, 280 miles Helsinki-Stockholm, 300 miles Liverpool-Glasgow, 339 miles Spain-Morocco, 391 miles London-Edinburgh, 414 miles Poland, 415 miles Cardiff-Glasgow, 657 miles Germany round trip, 1,237 miles Five proposed routes in India 11 other proposed routes in the US

Hyperloop Transport Technologies • Brno-Bratislava, 80 miles • Abu Dhabi-Al Ain, 107 miles

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SpaceX/Elon Musk

Will Hyperloop actually happen?

San Francisco-Los Angeles, 380 miles

While the project may seem far-fetched, ventures backed by Musk have gone surprisingly well so far.

Plenty of people back the theory behind Hyperloop, which has support from several governments and funding from transport behemoth General Electric and French rail giant SNCF, but the potential cost and feasibility of the technology are still to be tested.

How much will it cost?

One of the main points stressed by Hyperloop converts is the potential cost saving of the technology. Compared to high-speed rail travel, Hyperloops potentially need far less ground space to construct their tunnels and far less energy to transport the pods than conventional trains.

Musk projected that his proposed Los Angeles route would cost around $6bn, or $11.5m per mile, compared to $68bn for a high-speed rail link. However, leaked documents from Hyperloop One suggested even a shorter 107mile loop in California would still cost up to $13bn, or $121m per mile.

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In 2017, Hyperloop One began some of its first tests on the new technology, firing its pod down a 500m test track in Nevada which saw the module reach 70mph in 5.3 seconds.

The company's lofty ambitions include having three functioning Hyperloop systems in service by 2021. If the developers can keep to their schedule the first Hyperloop could be ready sooner than you think.

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First Bullet Train in India: All features you must know !

I

ndia’s first bullet train dream will soon be a reality with Prime Minister Narendra Modi and his Japanese counterpart Shinzo Abe laid the foundation stone for the ambitious project on September 14, 2017. Not just that, if Indian Railways has its way, you may get to travel on the Ahmedabad-Mumbai bullet train in less than 5 years time!

The Narendra Modi government has set an ambitious deadline of starting the bullet train on August 15, 2022 – the day that India marks its 75th year of Independence.

The gigantic infrastructure project that is going to cost India approximately Rs 1,10,000 crore.

____________________ The Narendra Modi government has set an ambitious deadline of starting the bullet train on August 15, 2022 - the day that India marks its 75th year of Independence. ____________________

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We are adding new columns in Metro Rail News Magazine upcoming editions to ensure your participation in growth of metro and rail fraternity Dear Metro & Rail Professionals and Readers,

From next editions we are adding four new interesting column for you:1. Metro Rail Project of the Month Under this column, we provide detailed coverage on a limelight metro rail project of India. This will provide you detailed information from project beginning to current development with reliable inputs.

2. Allied industry of the Month Under this column, we provide detailed coverage on a limelight corporate / industry being involved in metro rail projects of India and abroad. This will provide you detailed information from company structure to current turnover including major milestone achieved by the Company.

3. Interview with Industry Expert Under this column, we provide an exclusive media interview with the Industry Expert including CEO/MD/CMD/Directors of the various Metro Rail Authorities.

4. Metro Rail Expert of the Month Under this column, we provide detailed information as well as professional journey of a metro and rail expert which inspire you to set your milestones.

If you want to be get benefited with the above useful and interesting information, subscribe our Print or Digital Edition today!

Interested to see your company profile in Magazine?

If YES, please send a note on subject “participation in Metro Rail News Magazine’s Special Columns”, along with your company profile to editor@metrorailnews.in

The bullet train or high-speed train project was originally scheduled to be completed in 2023, but Railway Minister Piyush Goyal has been quoted as saying that PM Modi is confident that Indian engineers will achieve the feat in lesser time. The bullet train project, which has been in works for some years now, was given the clearance by Modi government in 2015.

officials, quoted by PTI, have said that the fare would be comparable to that of Rajdhani Express AC-2 tier.

2. Seating capacity and frequency:

The unprecedented scale of the infrastructure projects assumes special significance given the fact that it comes under ‘Make in India’. Not only that, Piyush Goyal is confident that once India absorbs the technology of making bullet trains, it will be able to export to the world as well! That’s just one amazing fact about the project, though! From a 7 kilometre long under-sea tunnel to a maximum speed of 350 kmph – we take a look at 10 mind-blowing facts about India’s first bullet train project:-

Japan’s Shinkansen E5 series of bullet trains have been identified for the project. The bullet train – with executive and economy-class seats – will have 10 coaches that will be able to seat as many as 750 passengers. Later, Indian Railways proposes to add 6 more coaches to take the seating capacity to 1,250 passengers. Initially, 35 bullet trains will be operated. By 2053 this number is likely to go up to 105. The bullet trains are expected to do 70 Ahmedabad-Mumbai sorties in a day. While 24 bullet trains will be imported from Japan, the rest will be manufactured in India, reported IANS.

1. Cheaper than flights?

3. Train features:

The government, in its own words, aims to keep the bullet train ride “affordable for all”. Railways

Earlier in the year, PTI had reported that Shinkansen bullet train for India will have two

© METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN

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extra-spacious toilets for wheelchair-bound passengers, multi- purpose room for breast feeding and sick passengers, wall-mounted type urinals, baby toilet seats and western style toilets.

4. Stations: Covering a distance of 508 kilometres, the bullet train between the two business hubs of Ahmedabad and Mumbai will cover a total of 12 stations; Mumbai, Thane, Virar, Boisar, Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand, Ahmedabad and Sabarmati.

5. Travel duration and speed: Two trip options will be offered by Indian Railways. With stops at limited stations – Surat and Vadodara – the train will take 2 hours 7 minutes to travel between Mumbai and Ahmedabad. However, the train that will stop at all stations will take 2 hours and 58 minutes. The bullet train will run at an operating speed of 320 kmph and a maximum speed of 350 kmph!

6. Under-sea tunnel: Passengers will get to travel in a 21-km long tunnel while riding the bullet train – 7km of which would be under the sea.

7. Peter not paying for Paul?

That’s what Indian Railways claims. The bullet

train project is being made at a cost of Rs 1,10,000 crore. Out of this, the Japanese government is providing a loan of Rs 88,000 crore at a “miniscule” interest rate of 0.1%. The loan can be repaid over a time span of 50 years, with the repayment beginning 15 years after disbursement. The loan interest ranges between Rs 7-8 crore a month and the government claims it will not put any strain on existing financial resources. “Clearly Peter is not paying for Paul,” the government claims.

8. Make in India & Transfer of Technology objectives: One of the biggest benefits of the bullet train project will come from the fact that Indian engineers and labour will gain knowledge and skills to ‘Make in India’ the parts and rolling stock. This, in turn, would be beneficial for future high-speed rail projects that are being planned for other routes in the country – and as Railway Minister Piyush Goyal said – we may even start exporting!

9. Jobs and Skill India: According to the Modi government, the project is likely to generate employment for about 20,000 workers during the construction phase. These workers will be trained specially to take up construction of such projects in India. “Some of the new areas where construction skills would be developed are ballast-less track, under sea tunnel etc,” says the government, adding that a dedicated High-Speed Rail Training Institute is being developed at Vadodara.

10. Safety:

The train delay record of Shinkansen is less than a minute with zero fatality, says Japan. Not only that, the technology for disaster predictions and preventions will also be acquired. This would make sure safety is maintained in case of any natural calamity such as an earthquake etc. Modi government hopes that with this technology, India will leapfrog to the cutting edge of latest train developments.

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New Metro Rail Policy: Setting credible goals?

T

he metro policy (Policy), released by the Ministry of Housing and Urban Affairs, offers a framework for urban rail projects in India.

Drawing inference from the national urban transport policy, the Policy offers a brief, but important outline, of key expectations from metro rail projects. The comprehensive mobility plan finds its way into the Policy, serving as a prerequisite for metro rail projects in any city. Further, service providers involved in various kinds of transport are required to collaborate with each other through a memorandum of understanding, and a duty is cast on the State Government to constitute a unified metropolitan transport authority as a statutory body, which would not only prepare the aforementioned mobility plan but also manage an urban transport fund. Additionally, the Policy also discusses among other things the need for project reports, an analysis of alternate models for the transit mode selection, diverse opportunities for maximizing revenues and options for private sector participation and central assistance for metro rail projects.

-

Pooja Chatterjee Associate Manager Economic Laws Practice

New Metro Rail Policy will focus on giving clarity on development of projects, collaborations, participation, standardizing norms, financing and creating a procurement mechanism so that the projects can be implemented effectively.

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In light of the above, it would appear that the Policy is a major step up from the metro policy of 2013, which offered the bare minimum in terms of selection of metro projects, financing pattern,

to work with great enthusiasm, many of these projects end up languishing or distressed.

institutional mechanism, legislative cover and the approval procedure. The Policy is also beneficial, as it indicates the mindset of the Government towards metro rail projects; it wants traction but sustainable growth. This can be observed from its emphasis on development of a comprehensive mobility plan, urging transport service providers to work together and expecting an analysis of alternate models for transit mode selection to be included in the detailed project report. It would seem that these efforts may put the brakes on mindless urbanization of cities where a particular mode of transport, for example a metro rail project, may not be justified or even necessary.

Private section participation in operation and maintenance has also been highlighted; this gives the Government (and the private players) the opportunity to cherry pick and allocate risks that each of these parties are best suited to manage.

the policy provides the necessary momentum or just remains an aggregator of ideas offering solutions for sustainable growth. There is a void in the metro rail sector in terms of policy or guidelines on bid structuring and documentation and project preparedness (such as land acquisition, right of way, clearances and approvals, public support and financial closure). It is important to have clarity on these issues given the Policy also focuses on commercial/ property development, value capture financing, transit oriented development and non-fare box revenue.

Attempting to fit an infrastructure project within the four corners of a concession agreement has often lead to parties knocking on the door of renegotiation.

Metro rail projects has also seen its fair share of disappointment and learning by trial and error.

Therefore, it would be interesting to see whether

These ideas read together would offer solutions to improve the image of metro rail projects as capital guzzlers and attract more private players. However, if the bids and the projects are not structured appropriately, the Government may still end up with bidders who may have the technical expertise but are not able to achieve financial closure or bidders who Having said that, India has had a chequered history will play the odds and bet on real estate development in infrastructure projects. Although the around these projects, and then fail to achieve Government has launched projects and continues financial closure. Mumbai metro phase 1 and the first

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round of bidding in the Hyderabad metro projects serve as best examples of trial by fire. While these setbacks did not deter the development of metro rail projects in Mumbai and Hyderabad as well as other cities, an appropriate bidding framework and project preparedness would definitely go a long way in the smooth implementation of Public Private Partnership (PPP) projects.

Speaking of PPP projects, the Government has made it compulsory for State Governments seeking central financial assistance to explore the possibility of having a PPP arrangement. The Policy gives an impression that the Central Government is more concerned about its money rather than the development of all types of metro projects; there is an emphasis throughout the Policy on the prerequisites of seeking central assistance. There might be a grey area where the metro project is entirely funded by the private sector or the State Government; it would appear that it is entirely at the discretion of such projects to comply with some of these requirements.

While there are many questions that are yet to be answered and we use the wait and watch strategy for the bid documentation and (more) policies reforming infrastructure projects (the Public Utility (Resolution of Disputes) Bill and guidelines for renegotiation of PPP Concession Agreements, to name a few, are still in the pipeline), this Policy is a definitely a step in the right direction towards tackling one part of urban development.

“

Speaking of PPP projects, the Government has made it compulsory for State Governments seeking central financial assistance to explore the possibility of having a PPP arrangement. _________________________

About the Author: Pooja Chatterjee is an Associate Manager at ELP and is focused on project development and M&A transactions in the energy, mining and infrastructure sectors. She graduated from Symbiosis Law School, Pune and also holds a masters degree in Energy Law and Policy from Centre for Energy, Petroleum, Mineral Law and Policy, U.K. She is also a member of the Nuclear Law Association, India and Association of International Petroleum Negotiators.

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Š METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN

Meet Annie Roy: The Only Woman Tunnel Engineer of India

S

he must be a visitor. That's the murmur she heard when Annie Sinha Roy walked into the construction site of Delhi Metro on the first day of her job. "There were about 100 men, most of them labourers and a few engineers. They thought I would not last long. There were no toilets, no place to sit and debris all around," the country's first and only woman tunnel engineer recalls.

"After a couple of hours, I was standing in front of a huge machine that had to break the ground but it was stuck. A German engineer and my boss asked me to get inside it and open a nut.

Even before I realized what I was doing, my face was gushed by hydraulic oil. The colleague said my face would glow for the rest of my life.

Today tunnelling is my life," says Annie, 35, ahead of the inauguration of Bangalore Metro.

In Bengaluru, she alone steered Godavari, the tunnel-boring machine that recently finished boring underground from Sampige Road to Majestic. She calls it her tunnel because the machine had got damaged just when she joined as assistant engineer in Bangalore Metro Rail Corporation (BMRC) in May 2015. After that, she used to spend eight hours in the tunnel every day. "Sometimes when people see me with the helmet and jacket and learn that I work for Namma Metro, they would only ask when the work will get over," she says. Recalling her long journey, she said she wanted to pursue her masters after completing degree in mechanical engineering from Nagpur University.

"But I lost my father and I had to get a job to bail out my family from financial crisis. I got a job offer from Senbo, a contractor with Delhi Metro

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Metro, and took it up in October 2007," says Annie, who hails from a middle class family in north Kolkata.

In 2009, she joined Chennai Metro. And then went to Doha for six months in 2014. "My visa application was rejected thrice by Qatar because they do now allow unmarried women to go and work there. But the fourth time, I fought it out with them," she laughs.

Annie is proud of her work in the tough male world around her, which has helped her "not bother about what is going to happen tomorrow".

She wants women to break stereotypes and work in the male-dominated professions. "I want women to drive a tunnel boring machine. I want them to work in the tunnel," said Annie who lives in HSR Layout with her husband, a techie.

“

I want women to drive a tunnel boring machine. I want them to work in the tunnel. __________________________

Contact for registration and sponsorship details: Terrapinn Holdings Ltd Wren House, 43 Hatton Garden, London, EC1N 8EL Tel: +44 (0)20 7092 1000 Fax: +44 (0)87 1233 9263 enquiry.uk@terrapinn.com For more details log on to https://www.terrapinn.com/conference/rail-festival

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LIVE TENDER NOTICES Company Name & Location

Description of Work

Tender Cost (INR)

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Facility Management Service at IT Park (Block1, 2 & 3), Shastri Park

04.12.2017

Maharashtra Metro Rail Corporation Ltd, Nagpur, India

NIT for Design, Manufacture, Supply, Installation, Testing & Commissioning of 4 Wheeler Catenary Maintenance Vehicle for Nagpur Metro Rail project and Training of Personnel.

05.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for license out exclusive advertisement rights inside selected Metro Stations from Samaypur Badli to Arjangarh on Line-2 of DMRC network.

06.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Maintenance contract for controlling leakage / seepage in Viaduct, Tunnel & Stations section of Airport Line.

06.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for cleaning/maintenance of façade and other miscellaneous civil works of Airport Line (NDRU –DSTO) including D-21, Corporate Park.

06.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Comprehensive Annual Maintenance Contract of 137 nos. Door Frame Metal Detector of Garrett Make for three years.

07.12.2017

Jaipur Metro Rail Corporation, Jaipur, India

RFP for engaging placement agency for providing Manpower Services to JMRC

07.12.2017

© METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN

Closing Date

45

Company Name & Location

Description of Work

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for license out exclusive advertisement rights of Delhi Metro Trains on Line No. 7 & 8 in DMRC Network.

11.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Comprehensive Annual Maintenance Contract (CAMC) of ACs (Split ACs, Window ACs, Packaged Units and VRVs) installed in DMRC Airport line.

11.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Annual Rate Contract for repairing/maintenance of Gas flooding system (SVS/Southern electronics make) installed at Line-3 Extension Metro Stations between Yamuna Bank (YB) to Noida City Centre (NCC), Line-4 Metro Stations between Laxmi Nagar (LN) to Vaishali (VASI) and Yamuna Bank Depot (YBD) for three years

11.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Comprehensive Annual Maintenance Contract for Notifier make Fire detection and Alarm system of Airport Express Line for three years.

12.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Annual Repair and Maintenance Contract of Metro Enclave at Pushp Vihar, New Delhi.

13.12.2017

Maharashtra Metro Rail Corporation Ltd, Nagpur, India

NIT for supply, installation, testing and commissioning of fans 1524mm (60 inches) diameter, 7353 CFM for 03 stations of Nagpur Metro Rail project.

13.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Maintenance contract for Fire Fighting system in Line-5 from Kirti Nagar-5/Inderlok-5 to Mundka Metro station of line-5 (including Mundka Depot and Mundka Staff Quarters & RSS building).

14.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Annual Maintenance Contract of all Fire fighting system and borewells in Line-3 and Line-4 section.

14.12.2017

Maharashtra Metro Rail Corporation Ltd, Nagpur, India

NIT for Design, Manufacture, Supply, Installation, Testing & Commissioning of Rail cum Road Vehicle for Nagpur Metro Rail project and Training of Personnel.

15.12.2017

Mumbai Metropolitan Region Development Authority, Mumbai, India

NIT for Part Design and Construction of elevated viaduct and 6 elevated stations viz. Kapurbawdi, Manpada, Tikuji-Ni-Wadi, Dongari Pada, Vijay Garden and Kasarvadavali Excluding Architectural Finishing and Pre-engineered steel roof structure of Stations from Chainage 25035.251m to 31872.088 m of Line- 4 Corridor Wadala-Ghatkopar-Mulund-ThaneKasarvadavali of Mumbai Metro Rail Project of MMRDA.

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Š METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN

Tender Cost (INR)

547.63 Crore

Closing Date

20.12.2017

UPCOMING EVENTS Event Date

Event Name

Location

Nov. 13-15, 2017

World Rail Festival 2017

AMSTERDAM, The Netherlands

Nov. 20, 2017

FICCI Smart Mobility Conference

NEW DELHI, India

Nov. 30, 2017

GMS Rail Expansion Summit 2017

NAIROBI, Kenya

Dec. 4, 2017

ET Smart Mobility Summit 2017

NEW DELHI, India

Dec. 7-8, 2017

2nd Annual Future Rail India Summit 2017

NEW DELHI, India

Dec. 11-12, 2017

E-Mobility & Charging Infrastructure

NEW DELHI, India

Dec. 15-16, 2017

UITP India Seminar on Metro Rail Projects 2017

NEW DELHI, India

© METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN

47

Metro Rail Job Openings Organization & Location

Position Name

Last Date

Noida Metro Rail Corporation, Noida, India

•

Company Secretary – 1 post

29.11.2017

Bangalore Metro Rail Corporation, Bangalore, India

•

Graduate Engineer (Civil) – 80 posts

15.12.2017

Delhi Metro Rail Corporation, New Delhi, India

•

Director (Rolling Stock) – 1 post

22.12.2017

Uttarakhand Metro Rail Corporation, Dehradun, India

• • • • • •

General Manager (Civil, Project & Planning) – 1 post Dy. General Manager (Civil) – 1 post Dy. General Manager (Finance) – 1 post Manager (Corporate Communications) – 1 post Office Superintendent – 1 post Accountant – 1 post

22.12.2017

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