Metro Rail News Dec 2020: RRTS Special

ISSN 2582-2330 / Vol. IV / Issue 48 / Monthly / December 2020

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EDITOR’S NOTE

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MANAGING EDITOR

Dear Readers, Finally, the works for the first RRTS project of the country is gaining pace. Civil construction works are underway at different locations of the proposed Delhi-Ghaziabad-Meerut RRTS, first of its kind in India and South Asia.

We all know that the NCR region is a very fast-growing area. The people aspiring to reach better heights in their professions come here to fulfil their aspirations. There are geographical limits of the NCR region, Keeping in mind all these developments, the RRTS is a brilliant step for providing better and efficient public transit system to the people of the area. As the first RRTS is coming up, there are two more projects which will ease up connectivity in the area.

The project under the aegis of NCRTC is of enormous importance, and we have covered it as our cover story.

The year has been devastating. However, everything has an end and the year 2020 is going to end in few days. Although times have been challenging, the pandemic has also taught us many lessons.

We are committed to bringing you the news and insights straight to your desk from the Metro and Rail Sectors, and we remain dedicated to our readers.

I would also like to express my most profound appreciation to all our readers for your constant support, and our valuable authors, reviewers, for their contributions, service, and interest. As Christmas has already come and New year is approaching, we hope that everything is fine in the New Year. We wish you a Merry Christmas and a Very Happy New Year.

I highly appreciate your support and hope to continue our collaboration further. Please feel free to provide your valuable feedback and suggestions on this issue to my email address mentioned below.

We encourage everyone to take extra precautions necessary to safeguard their health and that of others.

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

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NEWS HIGHLIGHTS

Metro Rail

Lieutenant Governor Manoj Sinha on M o n d ay c h a i re d a m e e t i n g a t C i v i l Secretariat to steer Light Metro Rail Projects for Jammu and Srinagar.

plans and their implementing frameworks, focusing on transitoriented development and multimodal integration.

The Jammu Light Rail System will have a 23kilometre length with 22 stations between Bantalab and Bari Brahmana whereas Srinagar Light Rail System will have a 25kilometre length.

The representatives of MAHA-Metro gave a PowerPoint presentation regarding the works related to the project, besides highlighting the key issues on Jammu and Srinagar Metro Rail corridors, according to an official release.

Delhi Metro to assist NMRC on phase 2 project PM Modi inaugurates construction of 29 km Agra Metro rail project

The Delhi Metro Rail Corporation on Dec 4, 2020 signed an agreement with the Noida Metro Rail Corporation under which the DMRC will provide services to NMRC as General Consultants (GC) or Project Management Consultants (PMC) for its Phase 2 project from Noida Sector 51 to Greater Noida Sector.

Prime Minister Narendra Modi inaugurates the construction of the first phase of the Agra Metro Rail Project virtually on Dec 7, 2020. Uttar Pradesh Chief Minister Yogi Adityanath will also be present on the occasion. the Agra Metro project comprises two corridors with a total length of 29.4-km and connects major tourist attractions such as Taj Mahal, Agra Fort, Sikandra with railway stations and bus stands A statement issued by the Yogi Adityanath government on Saturday said that the total cost of the AMR is â‚š8,379.62 crore and in the first phase, the Sikandra -- Taj East Gate corridor will be constructed.

The Metro Rail Project will benefit 26 lakh people of the city and it will also prove to be a better option for movement by providing a state-of-the-art Mass Rapid Transit System (MRTS) to over 60 lakh tourists who visit Agra every year, the statement added.

Jammu, Srinagar to get metro rail soon

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ADB approves $500 million loan for two metro rail lines in Bengaluru The Asian Development Bank (ADB) has approved a $500-million loan to construct two new metro rail lines in Bengaluru.

Bengaluru has attracted people from other areas seeking employment and its population is estimated to reach over 16 million by 2030. The Bengaluru Metro Rail Project will establish two new metro rail corridors to augment an efficient and safe transportation system.

The Bangalore Metro Rail Project will establish two new rail corridors The project will construct two new metro lines, mostly elevated, with a total length of 56 km along the outer ring road and National Highway 44 between Central Silk Board and Kempegowda International Airport.

It will also establish 30 metro stations, which will include multimodal facilities such as bus bays, taxi stand, motorcycle pools and pedestrian walkways and bridges. The needs of vulnerable groups like the elderly, women, children and differently-abled persons will be integrated into the design of the facilities.

An additional $2 million technical assistance g r a n t f ro m A D B w i l l h e l p t h e s t a t e government formulate urban development

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DMRC will assist and guide NMRC in preparation of completing bid documents for various system packages contract award process, management of system contracts and proper integration of all new line systems with the existing Aqua-Line [Noida-Greater Noida] metro systems.

DMRC will also provide suggestions to the NMRC in value engineering and cost optimisation for all work contracts along with proof checking and approval of designs.

The DMRC will also be responsible for construction supervision, and independent quality and safety monitoring of all contract packages besides testing and commissioning of the entire systems work and equipment and guiding for re g u l a t o r y c l e a r a n c e s fo r sys t e m s contracts.

The Phase 2 project of the NMRC will be an extension of the Auqa Line from Sector 51 to Greater Noida Sector 2. The corridor is proposed to be 9.6 kilometre-long consisting of five stations.

NEWS HIGHLIGHTS The Chennai Metro Phase-II project with a total length of 118.9 km with estimated completion cost of Rs.61,843 crore has been approved by the Tamil Nadu government.

The Centre had suggested to provide only 10 per cent cost as grant instead of providing 15 per cent as share capital.

Now, you can carry your cycles on board Kochi Metro

Since the contribution of Centre as grant will affect the present shareholding pattern and such grant is also revenue expenditure, the State government has been requesting the Centre to consider the support as share capital, which is taken as capital expenditure with a sharing pattern of 50:50 between Centre and State.

T h e M u m b a i M e t ro p o l i t a n Re g i o n Development Authority (MMRDA) has received the Italian model road-cum-rail mover locotractor at its Charkop metro depot on Saturday. MMRDA commissioner R A Rajeev and other metro officials inaugurated the loco tractor and Ms Adeshree Thakare became the first female train operator to start this machine.

The service is completely free of charge Kochi Metro Rail Ltd has decided to permit commuters to carry their cycles inside the metro.

The decision came in the wake of the increase in usage of cycles in the city. The service is completely free of charge.

Initially Kochi Metro will permit cycles from six stations. The entry is allowed at Changampuzha Park Metro Station, Palarivattom, Town Hall, Ernakulam South, Maharaja's College and Elamkulam metro stations.

At present, the entry and exit will be limited to these six stations. Kochi Metro will consider the passenger turnout, and if there is a demand surge, the service will be extended to all stations.

MMRDA Flags Off Italian Model Road-Cum-Rail Mover Loco-Tractor

According to the MMRDA, the diesel shunting loco can haul eight-car train sets (360t), with radio remote control and hydraulically actuated braking system Three firms bid to construct phase facilitating the shunting operations and II stretch of Chennai maintenance work in the depot area. And with this, the MMRDA has initiated its first Three firms have bid to construct one of the step towards the start of trial runs of Metro key sections of Metro’s phase II project, the Line 2A (Dahisar to DN Nagar, Andheri) and stretch from Poonamallee Bypass to Porur Line 7 (Andheri East to Dahisar East) scheduled from January 14 onwards, said Junction. an MMRDA official.

Hindustan Construction Company Ltd.–KEC International joint venture, Larsen & Toubro Ltd. (L&T) and NCC Ltd. have shown interest in the construction of this 26.09 km elevated stretch.

This section forms part of the Light House to Poonamallee Bypass corridor, which is one of the three in the 118.9 km phase II project. The other two are Madhavaram to Shollinganallur and Madhavaram to SIPCOT.

TN CM seeks equal participation from Centre for Chennai Tamil Nadu Chief Minister Edappadi K. Palaniswami has sought the help of Union Home Minister Amit Shah in getting approval for equal equity participation between Centre and State for the Chennai Metro Rail Phase-II project, and financial support for setting up industrial parks in Tamil Nadu. Shah is on a two- day visit to Chennai (on Saturday and Sunday) to launch various infrastructure projects worth over Rs 61,000 crore.

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Poonamallee Bypass, Poonamallee Bus Terminus, Mullai Thottam, Karayan Chavadi, Kumanan Chavadi, Kaatupakkam, Gulermak-TATA Projects JV Celebrate Iyapanthangal Bus Depot, Ramachandra Pune Metro Breakthrough Hospital and Chennai Bypass will be the stations on the Poonamallee Bypass to Porur The major milestone saw Gulermak-TATA Junction corridor.

Projects JV complete twin-tube tunnels, using two EPBMs, between the start of the ramp at chainage 10950 and a NATM section at the start of Civil Court Station at chainage 12600, a total of approximately 1650m of TBM tunnelling. The TBM’s excavated through Shivaji Nagar Station.

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NEWS HIGHLIGHTS It was a good achievement considering the hard rock and being in a densely populated area. Also, during the difficult time of lockdown, Terratec’s field service team was available at the jobsite to support the JV team and the JV team achieved the best monthly progress of 301 metres.

In 2019, Maharashtra Metro Rail C o r p o r a t i o n L i m i t e d ( M a h a M e t r o) announced that the joint venture had won both of the twin-tube tunnel packages on the new 16.56km-long north-south metro corridor. The 5km underground section – which runs from the College of Agriculture in Shivajinagar to Swargate and has five s t a t i o n s – i s c o n s i d e re d t h e m o s t challenging portion of the line, as it passes under the densely populated areas of Kasba Peth, Budhwar Peth and Mandai market.

Larsen and Toubro bagged the contract for this work after emerging as the lowest bidder, quoting ₹1,035 crore for building nine stations and the viaduct, sources said.

The 8 km Power House-Porur stretch will have nine stations that include Power House, Saligramam, Avichi School, Alwarthirunagar, Va l a s a r ava k k a m , K a r a m b a k k a m , Alapapakkam Junction and Porur Junction.

Regional Rapid Transit System (RRTS)

According to CMRL officials, the letter of acceptance will be issued in a week or two, after which the contractor will be expected to commence construction sometime next year.

Civil Construction Gets a Boost for Delhi-Meerut RRTS

Metro linking Dehradun with Haridwar & Rishikesh likely by 2024 Pumta proposes Neo Metro service for Pune The Pune Unified Metropolitan Transport Authority (Pumta), at a meeting held on Thursday, has proposed running a “Neo Metro” service on the city’s existing bus rapid transport system (BRTS) roads, mainly from Katraj to Swargate and Hadapsar.

L&T gets first contract for Chennai Metro phase II

The upcoming metro rail project in Uttarakhand, expected to be completed by 2024, will connect Dehradun-RishikeshHaridwar in its inception. The 33-km route will be the inaugural line according to sources.

L a r s e n & To u b r o h a s s t a r t e d t h e construction works for the 33 km Duhai – Modi Nagar North – Shatabdi Nagar section of the Delhi – Meerut RRTS and the work is gaining rapid pace with time.

According to an official, L&T has been carrying out piling works, tying up rebar on-site for piers and they have already been casted 12 of them between Shatabdi Nagar and Partapur on NH-34. The firm was awarded Package 3 worth Rs 1797 crores in March this year after it emerged as the lowest bidder.

“The detailed project report has been submitted to the state government, which is likely to get the nod soon”, Jitendra Tyagi, the Uttarakhand Metro Rail Corporation MD was stated saying.

Package 3 – Lot 1: Elevated viaduct from Duhai (EPE) to start of Modi Nagar North and 2 elevated stations viz. Murad Nagar & Modi Nagar South

Locals have welcomed the decision whether it be Rishikesh or Haridwar stating that this would improve connectivity and increase the footfall in these two cities which have greater religious values.

Package 3 – Lot 2: Elevated viaduct from the start of Modi Nagar North Station to Shatabdi Nagar Station and 5 elevated stations viz. Modi Nagar North, Meerut South, Partapur, Rithani & Shatabdi Nagar.

L&T has a deadline of 910 days for the project and it has already begun piling works for the viaduct’s foundation at two different locations. The RRTS is supposed to get operational by the year 2023 which will make travel in the entire NCR area much better and smoother.

In a big step before starting construction for the phase II project, Chennai Metro Rail Ltd. (CMRL) has issued the first major contract for building of stations from Power House till Porur METRO RAIL NEWS | December 2020 | WWW.METRORAILNEWS.IN

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NEWS HIGHLIGHTS

High Speed Rail (HSR)

Ayodhya is all set to get bullet train connectivity. According to a report, the Delhi-Varanasi corridor, for which the detailed project is being chalked out, will connect popular spots such as Mathura, Ayodhya, Varanasi, Prayagraj, Kanpur, Agra, Jewar airport.

Regional Rapid Transit System (RRTS)

According to the National High-Speed Rail Co r p o rat i o n Lt d ( N H S R C L ) , w h i c h i s responsible for preparing the detailed report, the train will also connect Lucknow, Etawah, Bhadohi, and Raebareli. Reports state that the corridor will cover highways, ghats, densely populated urban and rural areas, roads, and green fields.

Bullet Train Connectivity Between Delhi and Ayodhya Soon

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COVER STORY

India's First RRTS Project

Authored By..

Manoranjan Kumar Senior Editor METRO RAIL NEWS

Finally, works for the country's first RRTS Project have started gaining pace. The first look of the train for the upcoming Delhi Ghaziabad - Meerut RRTS was recently unveiled with the new design being made public to the people. The first look of the RRTS train was unveiled by Mr Durga Shanker Mishra, Secretary, Ministry of Housing & Urban Affairs (MoHUA). He is also heading as the Chairman of National Capital Region Transport Corporation (NCRTC). The NCRTC is the nodal agency responsible for the development of this project. As of now, the NCR region is confined to Gurugram, Faridabad, Noida and Ghaziabad but with the coming of the this RRTS project, the circumference of the NCR region will reach to the boundaries of areas which are adjacent to Meerut. This project will not only help in reducing the travel time between Delhi and these two cities namely Ghaziabad and Meerut but they will also help in improving connectivity in the entire area which will further help in growing businesses in this area.

Once the RRTS becomes operational, there will be many changes in the public transport system of the area. Today, it will take more than two and a half hours for a traveller who is travelling from Delhi to Meerut. The RRTS is supposed to reduce the distance to an hour or so. It is thus a greater initiative to boost up connectivity in the National Capital Region. According to a statement by NCRTC, the Delhi-Ghaziabad-Meerut RRTS corridor is one of the three prioritized RRTS corridors being implemented in phase-1. The 82 km long Delhi– Ghaziabad–Meerut Corridor is the first RRTS corridor being implemented in India. The corridor will bring down the travel time between Delhi to Meerut by around 1/3rd. The

commute time from Delhi to Meerut will be reduced to less than an hour from 3-4 hours by road at present. "The other two Phase-I RRTS corridors are Delhi-Gurugram-SNB and Delhi-Panipat.

Preconstruction activities are in full swing for the DelhiGurugram-SNB corridor and its DPR is under active consideration of the Government of India for sanction. The DPR of the Delhi to Panipat RRTS corridor is also under active consideration of the respective State Governments for approval", an official adds.

Let me tell something about the NCRTC. The National Capital Region Planning Board, a statutory body under the Government of India, in its Functional Plan on Transport for NCR2032. Out of these, three corridors were strategically prioritised for implementation in Phase 1. The responsibility of designing, developing, RRTS has been assigned to the National Capital Region Transport Corporation (NCRTC).

The NCRTC is a joint venture company of Union Government and State Governments of Delhi, Haryana, Rajasthan and Uttar Pradesh. It is mandated for implementing the Regional Rapid Transit System (RRTS) project across the National Capital Region, ensuring a balanced and sustainable urban development through better connectivity and access. The NCRTC has many more projects to work on while this ongoing RRTS Project is the first one among all and thus it is indeed challenging for the organisations as it is first of its kind in the whole nation.

The National Capital Region Transport Corporation is led by Mr Vinay Kumar Singh as its Managing Director. Mr Singh was METRO RAIL NEWS | December 2020 | WWW.METRORAILNEWS.IN

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COVER STORY appointed as the first regular Managing Director of NCRTC in July 2016. NCRTC is not a very old organization rather it's very new. It is formed within a span of less than two years and the organisation has already started civil construction works for the project. RRTS is being implemented in India for the first time starting with the Delhi - Ghaziabad - Meerut RRTS and it is not an easy task at all.

The NCRTC is working very smoothly with dedication and it is hopeful of timely completion of the project. If everything goes well, the first RRTS Project of the country will get operational by the year 2023.

The organisation is working for developing different projects in the NCR area for the near future and a way ahead in attaining self sustainability as the Union Government sets rhetoric for Atmanirbhar Bharat Initiative. The team led by Mr Vinay Kumar Singh is leaving no stone unturned to completely transform the regional transportation system of NCR. Civil construction work on about 50-km long section between Sahibabad and Shatabdi Nagar, Meerut is in full swing including the construction of four stations - Ghaziabad, Sahibabad, Guldhar and Duhai. The priority section of the corridor is targeted to be commissioned in 2023, while the entire corridor will be commissioned in 2025. Timely completion of all the pre-construction activities like geotechnical survey, pile load test, utility diversions among others is helping NCRTC in the maintaining works within set timeline and further helping the construction of this corridor to get done on a fast speed.

Details About The Rolling Stock The first look of the RRTS (Regional Rapid Transit System) train was recently unveiled by Mr Durga Shanker Mishra, Secretary, Ministry of Housing & Urban Affairs (MoHUA) & Chairman, National Capital Region Transport Corporation (NCRTC) in presence of Shri Vinay Kumar Singh, Managing Director, NCRTC, all the members of the Board of Directors of NCRTC and other senior officials of MoHUA, NCRTC, and Bombardier India.

The state-of-the-art RRTS rolling stock will be first of its kind in India with a design speed of 180 kmph. With radiating stainless steel outer body, these aerodynamic RRTS trains will be lightweight and fully air-conditioned. Each car will have six automatic plug-in type wide doors, three on each side (Business Class will have four such doors, two on each side) for ease of access and exit. The RRTS trains will have transverse 2x2 seating with adequate legroom, optimized aisle width with grab handles and grab poles for a comfortable journey for standing passengers, overhead luggage rack, mobile/laptop charging sockets, and onboard Wi-Fi among other commuter-centric features.

"New Delhi’s iconic Lotus Temple is an epitome of sustainability as its design allows the flow of natural sources of light and air

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circulation. On the similar lines, RRTS rolling stock will have lighting and temperature control systems to enhance the passenger experience with less energy consumption. Equipped with modern amenities, the RRTS rolling stock will be a unique amalgamation of new-age technology and India’s rich heritage", the NCRTC said in a statement.

“Infrastructure is one of the five pillars of Atma Nirbhar Bharat envisioned by our Hon’ble Prime Minister, Shri Narendra Modi. It is a matter of great pride that these high-speed, high-frequency commuter trains for RRTS are entirely being manufactured under the government’s ‘Make in India’ policy. The environment friendly, energy-efficient trains will improve the quality of life in and around NCR by accelerating economic growth, creating economic opportunities and at the same time reducing air pollution, carbon footprint, congestion, and accidents", Mr Durga Shanker Mishra, Secretary, MoHUA had said while unveiling the first look of the RRTS train.

“The rolling stock of India’s first RRTS has been designed with a vision to fulfil the aspirations of the New India. RRTS rolling stock will be energy-efficient with about 30% regeneration during braking. NCRTC has awarded the rolling stock work with an integrated long term comprehensive maintenance by the manufacturer, thus leveraging the benefits of life cycle costing.

I am confident that RRTS will prove to be transport backbone for the people of NCRand will define a new benchmark in the transport sector enabling the overall growth of the region”, Mr Vinay Kumar Singh, the Managing Director of NCRTC said.

"The prototype is scheduled to roll off the production line in 2022 and will be put into public use after extensive trials. NCRTC will procure 30 train sets of 6 cars each for operating regional rail services on the entire corridor and 10 train sets of 3 cars each for operating local transit services in Meerut. The entire rolling stock for the Delhi-Ghaziabad-Meerut RRTS corridor will be manufactured at Bombardier’s Savli plant in Gujarat", the statement adds.

The RRTS is coming up with many more features for the passengers. Aa we have already discussed, the rolling stock for the whole project is going to be designed, developed and manufactured by Bombardier Transportation, it is already going to be wonderful. The experience to travel through the RRTS is really going to be very exciting and many are waiting for the first ride. However, the wait is indeed not over and it is going to be possible only at the end of the year 2023. As the project is underway and the first look of the train already out, let us discuss

COVER STORY

here about some key features of the trains and the project.

8. Proven lightweight and compact propulsion system with high reliability and performance requirements.

Key Features 1. RRTS train coaches will have transverse 2x2 seats.

2. Optimized aisle width with grab handles and rails for a comfortable journey for standing passengers, overhead luggage rack, mobile/laptop charging sockets, adequate leg room and on board Wi-Fi. 3. Double glazed, tempered large safety glass windows that offer passengers a panoramic view of the outside.

4. Equipped with public announcement & display system, dynamic route map display, infotainment display, along with emergency communication facilities. The train is designed for modern visual and audio announcements which orient passengers with information about the next stop, final destination, etc.

5. Automatic plug-in type wide doors reducing air-friction and noise.

6. CCTV, fire & smoke detector, fire extinguisher, and door indicator.

7. Universally accessible- Dedicated wheelchair space located near to the train doorway for easy access.

9. Innovative Train Control Monitoring System (TCMS) technology, as well as its predictive and condition-based monitoring features, which will enhance the fleet’s performance by providing extensive train-to-ground diagnostics.

10. Designed keeping in mind high-acceleration and highdeceleration that the train needs to undergo given the maximum operational speed of 160kmph and stations at every 5- 10km.

11. Trains would run under Automatic Train Operation (ATO) to provide a smooth ride with precise stopping accuracy and will also save energy.

12. These modern trains will have push buttons for the selective opening of doors on need basis. This eliminates the requirement of opening all doors at every station, thus leading to energy saving.

13. RRTS trains will also have business class (one coach per train) with spacious, comfortable and reclining seats which will be accessible through a special lounge at the platform-level.

14. An automatic vending machine will be installed in the business class area.

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COVER STORY 15. One coach in every train will be reserved for women passengers as well.

16. Given the high-speed train operations, all RRTS stations will have Platform Screen Doors (PSDs) for the safety of the passengers. The train doors will be integrated with PSDs. With a project cost of Rs 30,274 crore, the 82-km-long corridor is one of the three high priority corridors to be built by the NCRTC, carrying 100% India-made, aerodynamic trains with a design speed of 180 kmph. The Meerut RRTS is estimated to have a daily ridership of more than 7,40,000 passengers by 2024 and 1.1 million passengers by 2041.

The project received a shot in the arm in November when the Centre signed a loan agreement worth $500 million with the New Development Bank (NDB) for the project. In August, the Asian Development Bank had approved a $1-bn loan for the purpose.

The ADB signed an agreement with the Centre for the loan’s first tranche of `500 mn in September. The agreement on cofinancing the project also includes the Asian Infrastructure Investment Bank (AIIB), which committed $500 mn for the corridor on March 24.

The multilateral funds would go into advanced technologies such as ETCS Level-2 signalling systems, ballastless tracks and track fastening systems, which are to be used in India for the first time.

The proceeds of the ADB loan would be used to finance civil works, tracks, station buildings, multi-modal hubs, etc. The NDB loan comes as a major boost to the Centre’s vision of an Atmanirbhar Bharat as it would aid development of indigenous capacity and be utilised to finance rolling stock, signalling system, operational structures, train control, telecommunication system and other miscellaneous works on the corridor.

NCRTC has taken a step ahead towards ‘Atmanirbhar Bharat’ by taking up a mandate of indigenous development of Platform Screen Doors (PSDs) "Taking a step forward towards realising Hon’ble Prime Minister’s vision of an ‘Atmanirbhar Bharat’, NCRTC signed an MoU with Bharat Electronics Limited (BEL), (A Government of India Enterprise under Ministry of Defence) for indigenous development of PSDs", the NCRTC said.

Right from the planning and designing stage of the project RRTS, NCRTC has accorded utmost importance to passenger safety.

Given the high-speed train movement at rapid frequencies, NCRTC has planned the provision of PSDs at all the RRTS stations “NCRTC is working continuously towards identifying items that are presently being imported for MRTS/RRTS/High Speed Rail projects and make strategies to bring such technologies to India through RRTS project to trigger domestic capacity development.

Indigenous development of PSDs is one such step towards realising the vision of an Atmanirbhar Bharat. Made in India PSDs will not only benefit the upcoming RRTS corridors but will also benefit the upcoming and existing BRTS/metro rail systems/high speed rail projects of the country", Mr Vinay Kumar Singh, Managing Director, NCRTC said.

Updates on the Progress of Civil Construction The civil construction of 82km long Delhi- Ghaziabad –Meerut RRTS corridor is on a fast track. In less than 12 months of starting the construction, NCRTC has successfully undertaken the civil construction work on 50km stretch from Sahibabad to Shatabdi Nagar, Meerut. The meticulous planning, expertise and hard work of the NCRTC team has put the Delhi-GhaziabadMeerut corridor work on a fast track. On 8th March 2019, Prime Minister of India, Mr Narendra Modi laid the Foundation Stone of India’s first regional rail. NCRTC initiated the civil construction work on the 17-km long priority section between Sahibabad and Duhai to meet the challenging target of operationalizing it by March 2023. The civil construction work was initiated within a span of 3 months of foundation stone ceremony.

As of today, over 2615 piles, 349 pile cap have been laid and 219 piers have been erected on the priority corridor. Construction of all the four station of the priority section– Sahibabad, Ghaziabad, Guldhar and Duhai is in progress. In the 17 km priority section from Sahibabad to Duhai, NCRTC is building a 7.3 km viaduct, from the Sahibabad Ramp (located east of Anand Vihar Station) to Ghaziabad Station, with two elevated stations at Sahibabad and Ghaziabad. And on the remaining 10.3 km, viaduct from Ghaziabad Station to the Duhai Eastern Peripheral Expressway (EPE) crossing, with 2 elevated stations at Guldhar and Duhai.

The MoU was signed by Mr Navneet Kaushik, Director/Systems, NCRTC and Mr Manoj Kumar, Executive Director (National Marketing), BEL. NCRTC and BEL will indigenously develop PSD system for the upcoming MRTS/RRTS/ high-speed rail projects of India as well as abroad.

The PSDs act as a safety barrier between the passengers on the platform and the train/track. Besides helping in better crowd management at the stations, PSDs also prevent any untoward incidents like jumping or falling on the track. It not only helps in reducing the risks of accidents but also prevent suicides.

Till now, the PSDs used in India have been imported. There exists a huge demand for affordable PSDs in upcoming BRTS/Metro/RRTS and high-speed rail projects in India. Existing metro systems are also realising the need to install PSDs for ensuing passenger safety.

NCRTC and BEL in collaboration will design and develop PSDs for different rail-based systems in India and abroad. This will be a first and one of its kind initiative where indigenously developed PSD system will be used in India and will be exported globally as well.

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Simultaneously, NCRTC has kick-started civil construction work on the 32 km section from Duhai to Shatabdi Nagar, Meerut.

A state of the art casting yard has also been established at Shatabdi Nagar, Meerut. In this 32 km section there will be construction of an elevated viaduct from Duhai (EPE) to Modi

COVER STORY

Nagar North with 2 elevated stations, Murad Nagar & Modi Nagar South in package 3 Lot 1 and elevated viaduct from the start of Modi Nagar North Station to Shatabdi Nagar Station with 5 elevated stations viz. Modi Nagar North, Meerut South, Partapur, Rithani & Shatabdi Nagar in Package 3 Lot 2.

A very recent development in the project is signing of a loan agreement. The Ministry of Housing and Urban Affairs, National Capital Region Transport Corporation Limited and the New Development Bank have recently signed a loan agreement for lending 500 million dollars for the said Delhi-Ghaziabad-Meerut Regional Rapid Transit System Project. The loan will further help in faster works on the corridor.

The fast transit system which is coming up in the area has been designed keeping in view the needs of the future generations. As the NCR region is continuously expanding, the three RRTS Projects will support in achieving the goal of sustainable urban development in the NCR region including the National Capital Territory of Delhi. Indeed, it will enlarge the radius of the NCR. The concept of RRTS once operational will physically enlarge the NCR region. The NCR region will then even reach upto Rajasthan. As the RRTS will reduce the travel time, the people from these cities and adjoining areas will not need to come and reside in Delhi rather they will be able to come from their homes as the people of Gurugram, Faridabad, Noida and Ghaziabad do today in situations when they are working in Delhi.

It will also activate processes which will enable sustainable economic and social development with environmental protection, for future generations as I can see. The adjoining areas may see a situation which can be something like the present London. The RRTS will really show, how can a public transit system change the whole concept of an area.

Work is now in full swing on a more than 50-km stretch– from Sahibabad to Shatabdi Nagar (Meerut), including the construction of Ghaziabad, Sahibabad, Guldhar and Duhai stations – of the project. While a 17-km priority section between Sahibabad and Duhai is scheduled to commence operations in 2023, the entire corridor would be opened to the public by 2025.

The RRTS is going to revolutionize the transit system of this area in similar way as the Metro did to the City of Delhi. The future awaits for India. The twentieth century is going to be ours and we need our transportation system which are at par when it comes to excellence. The Delhi - Ghaziabad - Meerut RRTS is going to bring a lot more things not only to this area but the whole nation.

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EXCLUSIVE INTERVIEW

“ In a conversation with Mr. Steve Cockerell and Mr. Dan Vogen of Bentley Systems ” Our Managing Editor Mr. Narendra Shah held a conversation with Mr. Steve Cockerell and Mr, Dan Vogen, both of whom are associated with Bentley Systems.

Mr. Cockerell is industry marketing director of rail and transit at Bentley Systems while Mr. Vogen is vice president of road and rail asset management at Bentley Systems.

Here are some edited excerpts from the Interview:Narendra Shah – Bentley Systems is a very fast-growing company with a worldwide presence. How do you feel today after contributing more than two decades to the organisation?

Steve Cockerell – I am excited, I am proud, ready for a good few more years, and stand ready to help our users realize the full potential of digital twins in rail.

Dan Vogen – I am really excited and proud of what we have accomplished. And, I am looking forward to the future. With the power of digital twins, we have more capabilities, meaning we can do things now that we could only dream of doing only a few years ago. Given the funding constraints that our users are constantly facing, I am confident that our software capabilities will help them achieve high-quality project delivery on time and under budget.

Narendra Shah – What is Bentley doing to help project owners and other stakeholders during the pandemic, especially to combat various project challenges?

Dan Vogen – Early in the pandemic we initiated a campaign called ‘Bentley Has Your Back’, and as part of this we have done a lot to make our software accessible to anyone, anywhere, and in the case of our cloud-based collaboration offering ProjectWise 365, have even waived subscription fees for a period of time. In this way, we are helping organisations to remain productive throughout the pandemic. We have worked hard to further increase our support levels, and increase the accessibility of our teams working with those users on project implementations, licensing, and deployment timeframes. We really have tried to be very flexible throughout the whole process.

Mr. Steve Cockerell Marketing Director of Rail and Transit Bentley Systems

Steve Cockerell – In addition to the ProjectWise 365 offering that Dan mentions, we also introduced a similar option in relation to pedestrian simulation in stations. Whereas ProjectWise 365 is really aimed at helping organisations to carry on doing what they need to do on projects, Open Buildings Station Designer, which includes LEGION Model Builder and its pedestrian simulation capabilities, targets helping rail and transit owners return their networks, and in particular their stations, safely back into operation.

There are of course other examples, including here in the UK, with Network Rail’s innovation throughout the lockdown we experienced in the first part of 2020. They used a combination of applications including ContextCapture, MicroStation, and OpenRail Designer, to pull together data from multiple sources and in the space of only a few days, create digital twins of Exeter and London’s Paddington stations. This really did help to ensure

EXCLUSIVE INTERVIEW

Mr. Dan Vogen VP of Road and Rail Asset Management Bentley Systems.

their work of delivering a safe and reliable railway could continue without interruption. With the help of our technology, they remained agile enough to deliver services above and beyond what was required and expected by their client and stakeholders.

Narendra Shah – The station redevelopment plan of Indian Railways is gaining rapidly. How can Bentley solutions help in this project?

Steve Cockerell – This is a really interesting question as it is not just in India that we are seeing either the expansion or redevelopment of stations, in line with – if we put COVID-19 to one side for a moment – the growing demand for rail and transit. I would like to answer the question in two parts if I may.

Firstly, in the middle of 2019 Bentley announced the general availability of OpenBuildings Station Designer, which provides our users with a multidiscipline application for the design, analysis, simulation, and visualization of rail, metro, or other transit stations.

We developed the application to help owner-operators and their supply chains streamline the design and necessary collaboration between the different disciplines involved – particularly architects and engineers – when delivering new and/or upgraded stations and related facilities.

A key element of the OpenBuildings Station Designer release was the inclusion of LEGION Model Builder’s industry-leading pedestrian movement modeling and simulation capabilities, which Bentley acquired in October 2018. I’d urge your readers to take a closer look at this application, which has all the capabilities of OpenBuildings Designer, plus a station-specific work set that includes functional space definitions, design components such as furniture, fixtures, and equipment, and several computational design templates.

The combination of BIM advancements OpenBuildings Station Designer delivers are, in my opinion, unrivalled in the industry.

No other single solution offers a design environment capable of modeling the simplest to the most complex of stations, together with the ability to analyze their real-world performance in terms of pedestrian movement, annual energy consumption, carbon emissions, and fuel costs. The capabilities it provides means owner-operators can ensure their stations are fit for purpose not just on day one, but throughout their operational life.

Part two of my answer relates to how other open and integrated applications in Bentley’s portfolio support the redevelopment of stations in the wider context. To highlight this I would like to draw your attention to an incredible project currently under construction in Jakarta, Indonesia.

Jakarta is expected to become the world’s largest city by 2030, and its Manggarai Station will replace Gambir Station as the terminus for long-distance trains serving the city in late 2021. In a joint venture with PT. Pijar Utama, PT. WASKITA Karya (Persero) Tbk was appointed as a contractor for phase II of the railway facility from Manggarai to Jatinegara. WASKITA’s work on the project includes constructing a new bridge connecting the second floor of the station’s main building with the existing mainline at grade, together with new track panels above and below the bridge, as part of its revitalization.

WASKITA faced many challenges on the project. In addition to construction, their client required them to take on the designreview of the existing contract drawings due to discrepancies with current standards and existing conditions. As a result of the high amount of train traffic in Manggarai Station, the team also faced constraints on the method of construction they could use, meaning they ran the risk of incurring additional time on their contract.

The project’s success hinged on three main objectives: quality compliance, cost, and time efficiency. So, to ensure every decision

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EXCLUSIVE INTERVIEW made throughout the 720-day contract period was both timely and accurate, WASKITA decided to adopt BIM workflows and a digital twins approach using Bentley technology. WASKITA combined design information for track, civils, bridges, and structures, with a 3D reality mesh of the existing ground, in a BIM coordination model that helped team members and other stakeholders on the project make better, more informed decisions. Their BIM coordination model also allows them to clearly visualize different alternatives in terms of project scope and cost, and is proving to be a critical part of their ongoing work and negotiations with the client for project amendments.

The team’s use of Bentley’s OpenBridge Designer, OpenRail Designer, and ContextCapture for clash detection and resolution has meant that WASKITA has avoided issues that might not have been discovered until construction commenced. As a result of identifying potential problems earlier, WASKITA avoided additional time and cost overheads of approximately 0.3% per month. WASKITA’s use of geometry control functionality in OpenBridge Designer has also helped mitigate risks and avoided any unnecessary cost and delays associated with incorrectly cast bridge spans.

Finally, in response to demands for more clarity on construction sequences, WASKITA’s use of SYNCHRO has helped shorten the construction schedule by optimizing the resources available.

Adoption of this digital workflow enabled right-first-time construction, as well as provided valuable insight for WASKITA and other stakeholders on the project.

Narendra Shah – Can you share some of the latest solutions for rail offered by Bentley? Can you share some of the rail or metro projects in India that are using OpenRail solutions?

Steve Cockerell – For me two submissions in our Year in Infrastructure Awards this year standout as examples of how our rail solution is delivering different and improved outcomes on rail and metro projects in India.

The first is Sarvada Engineering and Project Management Private Limited (SEPM) and the work it is doing on the Ahmedabad – Rajkot Semi High Speed Rail Project. The elevated, 200kilometer-per-hour railway will connect Gujarat’s economic capital of Ahmedabad with one of its quickest growing cities, Rajkot, reducing transportation time by two-and-half hours.

SEPM was hired to deliver multiple design alternatives and price approximations, and produce cinematic quality videos of the project to expedite government approval. In particular, SEPM used OpenRail ConceptStation and OpenRail Designer to help them understand the terrain and structures along the proposed route, produce alignment alternatives and 3D models, saving them time and increasing accuracy.

The second is LKT Engineering Consultants work for Delhi Metro Rail Corporation (DMRC) who wanted to build a walkway interchange connecting the Green and Pink lines of the capital territory’s metro system. To fix this connectivity issue, DMRC proposed adding platforms next to the Green Line for boarding and disembarking and attaching a 230-meter pedestrian footbridge to the Pink Line’s Punjabi Bagh West station, and engaged LKT Engineering Consultants to design this unique interchange facility.

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LKT Engineering decided Bentley’s BIM solution offered the speed and flexibility it needed during design to produce alternative scenarios. In this project they used a combination of OpenBridge Designer (formerly RM Bridge) and STAAD, to generate 3D models, drawings, and simulations, saving significant time by creating and comparing multiple design options of the footbridge and viaduct platform next to the Green Line. Of note to me was the fact that LKT used the software to improve the structural arrangement, lowering costs and shortening the construction schedule.

Dan Vogen – My focus is in the operation and maintenance of road and rail. And, here, the focus is on big data engineering.

There have been large advancements in how we understand track geometry changes and their implications. Typically, owneroperators make three to four data collections every year. Now, we have users that collect data every month, every week, and they are moving toward a daily update. The increasing frequency of data updates allows us to provide much better insight into what is happening on the user’s system.

Artificial intelligence and machine learning helps our users make real-time decisions through data analytics. We are working with data sciences, both textual and visual, that might help, for example, in a larger processing scenario, to bring enhancements in the field of transportation. We had a number of fairly large users deploying these kinds of solutions in the past, and we are working to make them accessible to small and midsized owner-operators.

One of the finalists in the Year in Infrastructure Awards, which we mentioned in our press briefing, was SMRT of Singapore. They have made great advancements in the reliability of their network with the help of our analytics solutions.

Narendra Shah – The RRTS and bullet train are the two major projects the Indian government is focusing on today. Is there any plan for Bentley to participate in these projects? How can your existing products help engineers when it comes to the development and construction of the bullet train project?

Steve Cockerell – I hope my answers to other questions have demonstrated our ability, through a range of open and integrated applications in our OpenRail solution, to help the organisations who will be engaged on these and other projects across the country. A major advantage of our OpenRail solution is that it covers everything from concept through completion and onwards to operations and maintenance of the railway.

Dan Vogen – We hope to participate in everything like that. We want to be the software solution that engineering design and construction firms use for their ongoing analytics. Whether contracting directly with the owner, or through a third-party operator that is involved in the project as a consultant to the owner, we can offer them the software they require for that part of the lifecycle.

Narendra Shah – Bentley offers a product called OpenRail Designer. What are its key features? How can it help in the development of metro networks and semi-high-speed rail corridors?

Steve Cockerell – OpenRail Designer is a comprehensive modeling environment for streamlined project delivery of rail assets for all types of rail networks. It is suitable for everything from

EXCLUSIVE INTERVIEW rapid transit, through metros, to standard commuter lines, freight, and high-speed rail.

The application unifies the disciplines and phases involved in the design, construction, commissioning, and completion of assets within the railway corridor including track, civils, drainage, and underground utilities, overhead line, bridges, and related infrastructure.

Narendra Shah – How does Bentley’s solutions in rail asset management help owner-operators improve collaboration and project delivery? Can you share some examples?

Steve Cockerell – Rail and transit owner-operators need to manage data and information from multiple sources, often in many formats, and be able to combine it in a way that is easy to understand, visualize, and analyze. Then, with the insight gained from that information, make faster and more informed decisions.

Largely recognised as the industry standard for track design to different international and sector specific design standards, OpenRail Designer delivers the high performance, immersive, 3D modeling environment that engineers and designers need today to plan, design, and enable right-first-time construction of new and upgraded railways.

Bentley’s AssetWise Digital Twin Services does just that, providing the immersive visibility and analytical capabilities needed to ensure timely decisions about where, when, and how they should target maintenance activities to ensure the safe, reliable, and compliant operation of their networks.

Narendra Shah – You already have the technology for the design of overhead lines. What are the key features of this? Is there any possibility of bringing any system for designing the third rail system as it gains popularity?

A great example of an organization benefiting from the use of AssetWise Digital Twin Services is SMRT Trains Limited in Singapore, a finalist in our Year in Infrastructure Awards for road and rail asset performance this year.

Steve Cockerell – OpenRail Overhead Line Designer is, in fact, a new Bentley offering developed jointly with Siemens Mobility. The combination of our OpenRail Designer technology with Siemens Sicat Master functionality solves a key challenge faced by engineers and designers – namely, ensuring that both disciplines can efficiently and effectively share the data they need.

To meet its 1 million-kilometers-between-failures (MKBF) target – the equivalent of travelling over the entire network more than 7,000 times between five-minute delays – SMRT has initiated numerous initiatives including the deployment of what it calls its Predictive Decision Support System (PDSS) based on Bentley’s AssetWise Digital Twin Services Linear Analytics capabilities.

With OpenRail Overhead Line Designer, the local standards and geometry of the underlying track can be used directly in the same modeling environment to make span calculations, locate foundation locations, and calculate height and stagger values for wire runs.

PDSS supports SMRT’s engineers by bringing together all relevant data, analyzing it to find the optimal decision, and presenting it to the user intuitively. Simply put, AssetWise Digital Twin Services is enabling SMRT to find features in their data relating to track

The software’s parametric design capabilities enable OLE engineers to model cantilever sets, masts, portals, and wires, as well as produce schematics and 3D models of all assets within the rail corridor. Advancing traditional 2D plan-based workflows to this 3D world of digital workflows not only reduces the time and effort needed to create the required construction deliverables, it further enables downstream activities like signal sighting, stakeholder engagement, project approvals, and driver route learning.

Whether you are building brand new electrification projects or upgrading your existing networks, as we move toward a time in which digital twins in rail are commonplace, these types of digital workflows will be relied upon not just in project delivery, but through handover/handback of assets, and onwards in the operational life of railways to increase the reliability and performance of critical network assets.

Narendra Shah – What is the main rail-segment business that you intend to focus on in the next decade? Where do you see Bentley’s rail business in India going?

Dan Vogen – We have shown the breadth of our solutions that we can now offer. We want to work in design, simulation, construction, and operations. We have to focus on the safe design of metro and rail station with a focus on social distancing. Bentley and its innovative software applications will play an important role in building our urban transport system infrastructure.

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FEATURED PROJECT

Nashik Metro NEO In a recent move, the Maharashtra government has entrusted the task of implementation of an efficient Mass Rapid Transit System (MRTS) to Maha-Metro in Nashik. A Detailed Project Report (DPR) was prepared by RITES Limited and after approval from the State Government, it has been sent to Government of India for sanction.

The Report has identified a 32 km main route and 24 km feeder routes for implementation of this project.

The concept of Metro-Neo was formulated after a very extensive and comprehensive technical consultations, interactions and due diligence with several stakeholders/technical experts. The system is eco-friendly, energy efficient, cost-effective and capable of providing an efficient mass public transport system which is ideally suitable for the traffic need of TIER 2/ 3 cities in India as well as similar cities abroad.

congestion as well as provide direct connectivity to Nashik city from its Suburbs. The Nashik Metro NEO will connect suburbs of Nashik city like Deolali, Nashik Road, Upnagar, Nashik Airport, Sinnar, Igatpuri, Gangapur Road, Traimbakeshwar, Dindori, Bhagur, Niphad, Adagaon, Ghoti and Girnare. "Overall system capacity is estimated at 15000 PPHPD (Passengers Per Hour Per Direction). Coaches will draw power from an overhead electrical (OHE) system on the elevated portions and use battery-power while operating on the at-grade (road) sections", an official said.

"The state government hopes to receive a loan for its development from the European Investment Bank (EIB)", he added.

Project Highlights Project Name: Nashik 'Metro Neo' Light Metro Rail Project Operator: Maharashtra Metro Rail Corporation Limited Owner: Govt. of India, Govt. of Maharashtra & CIDCO Project Type: Mass Rapid Transit System (MRTS) Total Network: 32.0 km No. of Phases: 1 (Two corridors) Project Cost: INR 2,100.60 Crore Completion Target: 2025 Nashik Metro NEO is a proposed rapid transit system in the Nashik metropolitan area. The system is proposed to reduce traffic

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The project is being seen as a crucial one which will transform the whole transit system of the city of Nashik. As stated earlier, the project will be developed under the aegis of Maha Metro which is currently developing and operating Metro Services in Nagpur. The Pune Metro is also being developed by the same organization.

FEATURED PROJECT Proposed Nashik Metro Routes

3) Electric Bus features: The length of Electric Bus Coaches will be 25/18 meter and carrying capacity 200/300 passengers. The buses will have rubber-tyre and draw power from the overhead electric wire having 600-750 V DC supply. The buses will take power from overhead electric wire through railway/tram like system.

4) Passenger Facility: The buses will be air-conditioned with automatic door closing system, level boarding, comfortable seats, passenger announcement system, and passenger information system with the electronic display.

5) Stations Infrastructure: The stations will have a staircase, lift, and escalators with a passenger information display. The station entry and exit will be provided on both sides of the road to avoid road crossing by passengers.

Line-1: Gangapur – Mumbai Naka 1) Length: 10 km 2) Type: Elevated & At-Grade 3) Depot: Satpur (7.5 acre) 4) Number of Stations: 10 5) Station Names: Gangapur, Jalapur, Ganpat Nagar, Kale Nagar, Jehan Circle, Thatte Nagar, Shivaji Nagar, Ashok Stambh Panchavati, CBS, Mumbai Naka CBS and Gangapur Stations will serve as an interchange between both lines.

Line-2: Gangapur – Nashik Road Railway Station (22 km) 1) Length: 10 km 2) Type: Elevated & At-Grade 3)Depots: 2 along Nashik Road (5.70 & 4.0 acres) 4) Number of Stations: 20 5) Station Names: Gangapur, Dhruv Nagar, Shramik Nagar, Mahindra, Shaneshwar Nagar, Trimbak Rd, Satpur Colony, MIDC, ABB Circle, Parijat Nagar, MICO Circle, CBS, Sharda Circle, Dwarka Circle, Gayatri Nagar, Ambedkar Nagar, Upnagar, Nehru Nagar, Datta Mandir, Nashik Road Railway Station Nashik Metro Feeder Bus Lines Two feeder corridors have been planned to provide seamless travel and wider coverage. The feeder corridors will run between Satpur Colony via Garware to Mumbai Naka and between Nashik Road via Nandur Naka to Shivaji Nagar on the existing road network. Feeder AC electric coaches will be 12-13 meter long with a carrying capacity of 60-70 passengers.

• Line-1: Mumbai Naka via Garware to Satpur Colony (12 km) • Line-2: Nashik station to Shivaji-nagar via Nandur Nakka (12km) Other Salient Features of Project 1) Connectivity: Two corridors are planned initially. Corridor one, Gangapur to Mumbai Naka, length 10 km and 10 stations. Corridor two, Gangapur to Nashik Road, length 22 km and 15 stations. CBS will be an interchange station where both the corridors meet.

6) Feeder Bus Routes: Feeder Bus (12 m) battery-powered will run on the existing road on the 2 feeder routes i.e (i) Mumbai Nakka via Garware to Satpur Colony (12 km) and (ii) Nashik station to Shivajinagar via Nandur Nakka (12 km). The feeder bus batteries will get charged while operating on the main corridors that will enable seamless travel with wider coverage. No separate charging facility will be required.

7) Energy-efficient & Environment-friendly system: Metro-Neo system is a UNIQUE concept being adopted for the 1st time in this country. It is comfortable, rapid, Energy efficient, less noisy (compare to diesel buses) and environment-friendly. The capacity of the main corridors will be 15000 PHPDT (Peak Hour Peak Direction Traffic). The system has been designed for headway (peak hour) 2 minute i.e. a new service after every two minutes.

8) Project Cost & Funding Pattern: The total cost of the project is Rs 2100.6 crore. Govt. of Maharashtra, CIDCO and NMC share (Rs 552.19 crore) and Govt of India share (Rs 307.06+80.5 cr), total govt share Rs.939.3 crore and remaining Rs.1161.3 will be loan component.

2) Feeder Services: There will be two feeder corridors. Feeder corridor one will run between Satpur colony – Garware - Mumbai Naka. Feeder corridor two will run between Nashik Road – Nandur

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NEWS IN FOCUS

India Gets Its First Solar-Powered Miniature Train Kerala’s Chief Minister Pinarayi Vijayan launched the country’s first solar energy-driven miniature train. This endeavour is part of a string of projects worth Rs. 60 crore to elevate the facilities at the tourist village to international standards. The Chief Minister, via video conference, also inaugurated the Urban Park and swimming pool at the eco-friendly tourist village, located on the outskirts of the state capital where the Veli Lake meets the Arabian Sea. The Miniature Rail has all the features of a fully-equipped rail system including a tunnel, a station and ticket office. The train has three bogies that can accommodate around 45 persons on board at a time The Chief Minister said, “Artificial steam spouted by the engine of the train, modelled after the vintage steam locomotive, will stir nostalgic feelings. The station house is also designed in a traditional style. The surplus energy generated by the system will be routed to the KSEB’s grid.” “A tourist facilitation centre, Convention Centre and Art Cafe will be opened at Veli soon. The Convention Centre will have an art gallery, a digital display facility to feature major tourism and cultural centres of the state and an open-air theatre. These world-class facilities will impart a new look to Veli”, he added.

Kerala Tourism Minister Kadakampally Surendran said that the government had allotted around Rs.120 crore for developing and enhancing infrastructure facilities in tourism destinations in one year alone.

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“Of these, administrative sanction has been given to Rs. 60 crore worth of projects for Veli itself. This showed the government’s determination to transform Veli into one of the most attractive destinations for domestic tourists”, he further added.

Among the projects for Veli, Rs. 20 crore worth of work has been completed, and other schemes are progressing. The Tourist Facilitation Centre will be opened in January next year.

NEWS IN FOCUS

Jammu and Srinagar to Get Metro Projects Soon: Here are the Details

Lieutenant Governor Manoj Sinha recently chaired a meeting at Civil Secretariat to steer Light Metro Rail Projects for Jammu and Srinagar.

economy and quality of life. Mr Sinha said that the Metro project for the two cities will be cost-effective and a leap towards sustainable public transport.

The Jammu Light Rail System will have a 23-kilometre length with 22 stations between Bantalab and Bari Brahmana whereas Srinagar Light Rail System will have a 25-kilometre length. The representatives of MAHA-Metro gave a PowerPoint presentation regarding the works related to the project, besides highlighting the key issues on Jammu and Srinagar Metro Rail corridors, according to an official release. “It was informed that the Jammu Light Rail System will have a 23kilometre length with 22 stations between Bantalab and Bari Brahmana whereas Srinagar Light Rail System will have a 25kilometre length which included 12.5-kilometre length from Indira Nagar to HMT Junction and 12.5-kilometer length from Hazuri Bagh to Osmanabad with 24 stations (12 stations on each corridor),� it said.

The Lieutenant Governor stressed upon speedy implementation and directed that the project once approved should be completed within two years from the date of commencement.

He observed that the elevated Metro Rail System will not only facilitate the people but also have a positive impact on the

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NEWS IN FOCUS

PM Modi likely to flag off Delhi Metro’s first driverless train soon India may soon get its first driverless metro train by December end with Prime Minister Narendra Modi flagging it off on the Delhi Metro’s Magenta Line.

As per sources quoted by a news agency, the train will be flagged off on the Janakpuri West-Botanical Garden line of the Delhi Metro Rail Corporation (DMRC).

It is being said that the driverless trains are to operate on the Magenta Line and eventually the Pink Line, that was made as part of the Phase-III of the DMRC.In September 2017, the Delhi Metro had started trials of its new ‘driverless trains’ along the 20-km stretch on Pink Line. Notably, the line was yet to be commissioned back then. The trials were to test the automation of the new metro trains, that were equipped with Unattended Train Operations (UTO) and CBTC (Communication Based Train Control) signalling systems.

The new driverless trains have undergone several technological upgrades and are equipped with several advanced features. To increase passenger comfort, many additional features have been added to them. The DMRC trains are designed for a maximum speed of 95 kmph and an operational speed of 85 kmph.

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Initially, drivers will be deputed for operating the trains but they will be gradually withdrawn.”These trains would be more energyefficient than the earlier trains of the Delhi Metro because of improved design features such as better regeneration of energy during braking, energy-efficient subsystems like LED lighting and air conditioning systems,” the DMRC had earlier said.

NEWS IN FOCUS

ADB Approves Loans Worth $500 Millions for Construction of New Metro lines in Bengaluru The Asian Development Bank (ADB) has approved a $500m loan for the construction of new metro rail lines in Bengaluru, India.

To boost the transportation system, Bengaluru Metro Rail Project will develop two new metro rail corridors.

ADB South Asia senior transport specialist Kaoru Kasahara said, “This will enhance the economy, improve the urban environment, and make the city more livable. The project supports urban transformation of Bengaluru city through a multidimensional approach of urban public transport and urban development.

bridges and footpaths.

While designing the facilities, the needs of vulnerable groups such as the elderly, women, children, and differently abled persons will also be incorporated.

ADB will help the state government in formulating urban development plans and their implementing frameworks, and help in focusing on transit-oriented development and multimodal integration by granting an additional $2m for technical assistance.

“The new metro lines will ease daily travel of commuters and decongest traffic across the city, contributing to overall productivity. The project will provide efficient, punctual, and safe transportation in the city and promote a clean urban environment”, he added.

Under this project, a total of two new metro lines of 56km, with most of the line being elevated, will be laid down along Outer Ring Road and National Highway 44 between Central Silk Board and Kempegowda International Airport.

It will also feature 30 metro stations, which will include multimodal services such as taxi stand, bus bays, motorcycle pools, pedestrian METRO RAIL NEWS | December 2020 | WWW.METRORAILNEWS.IN

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NEWS IN FOCUS

Kanpur Metro: First I-girder placed near IIT-K station Uttar Pradesh Metro Rail Corporation (UPMRC) has erected the first ‘I-girder’ near IIT-Kanpur Metro station and the erection of four I-girders has been accomplished between Pillars no 9 and 10 near IIT-K station.‘I-girder’ is an arrangement used in place of Ugirder on the elevated corridor for creating scope for track crossing or platform switching for Metro trains.

“Total of 178 I-girders will be placed on the 9km long elevated Primary Section. Terminal Metro stations – IIT-K and Motijheel and the Polytechnic Metro Depot are the three designated spots where I-girders are to be placed. Approximately 27 meters long Igirders will be placed at the three designated spots”, the UPMRC said in a statement.

The width of one I-girder is about one meter while the weight would be around 58 tons.‘I-girder’ is used instead of ‘U-girder for the arrangement of cross-over or track change on the elevated corridor. Two U-girders can be placed above the Pier Cap between two piers or pillars while at the same space, there is an arrangement for the placement of four ‘I-girders’. There is no wall or boundary between I-girders and because of this competence, the train can easily move from one track to another.

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The ‘I-girder,’ shaped like the alphabet ‘I’ are also pre-cast and placed with the help of cranes on the corridor after which slabs are prepared on them while the U-girders are complete structures along with base and sidewalls. The parapet of ‘I-girder’ is prepared in the casting yard separately and then placed to side edges.

ATMANIRBHAR BHARAT

DMRC And CEL To DevelopVarious Indigenous Rail Engineering & System Technologies Under ‘Make In India’ Initiative Under the ‘Atmanirbhar Bharat’ initiative of the Government of India, the Delhi Metro Rail Corporation (DMRC) and Central E l e c t ro n i c s L i m i te d (C E L ) s i g n e d a Me m o ra n d u m of Understanding (MoU) today for developing various indigenous rail engineering & system technologies.

Dr. Mangu Singh termed this development as a major step forward towards the development of indigenous technologies. He added that this association will not only achieve Obsolescence Management but will also add value in operations meeting reliability & punctuality of Metro rail systems.

The MoU was signed between CEL’s Chairman and Managing Director (CMD) Shri B. N. Sarkar and DMRC’s Director (Operations) Shri A K. Garg at Metro Bhawan in the presence of DMRC’s Managing Director, Dr. Mangu Singh and other senior officials from both the organisations.

To take the project forward, dedicated teams of DMRC and CEL will work together to inch towards the concept of ‘Atmanirbhar Bharat’.

Under this MoU, both the organisations will take up indigenous development for mutual benefit under ‘Make in India’ initiative, for the following major activities:-

Central Electronics Limited, Sahibabad (U.P) is a Govt. of India Enterprise under the Ministry of Science & Technology, Govt. of India working in the field of research and development of various technologies etc.

i. Broken Rail Detection system ii. Theft Intrusion Detection System iii. Concrete Health Monitoring system iv. Remote Health Monitoring of Point Machines v. Multi Section Digital Axle Counter (MSDAC) vi. MSDAC with ATP to replace older technologies METRO RAIL NEWS | December 2020 | WWW.METRORAILNEWS.IN

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FOCUSED SYSTEM

Metro Automation and UTO In metro systems, automation refers to the process by which responsibility for operation management of the trains is transferred from the driver to the train control system. There are various degrees of automation (or Grades of Automation). These are defined according to which basic functions of train operation are responsibility of staff, and which are the responsibility of the system itself. For example, a Grade of Automation 0 would correspond to on-sight operation, like a tram running on street traffic. Grade of Automation 4 would refer to a system in which vehicles are run fully automatically without any operating staff onboard. The implementation of UTO systems allows operators to optimise the running time of trains, increasing the average speed of the system, shortening headways up to 75 seconds, and reducing dwell time in stations (in optimal conditions) to 15 seconds.

Greater flexibility in operation By taking the human factor out of the driving equation, operators gain flexibility and can make better use of assets. UTO systems offer a more tailored service coverage, reducing overcapacity supply at off-peak hours and enabling operators to inject trains in response to sudden surges in demand, for example, in the case of big events.

record. Platform and track incidents aside, there has been only one operational incident in Osaka, at the end of the 80s, when a train did not stop at the terminus and hit a bumper stop, provoking injuries in a few dozen passengers.

Increase in quality of service Overall, passengers perceive an increased quality of service, thanks to the enhanced reliability of trains and shorter waiting times in platforms. The re-deployment of staff in stations also increases passenger’s level of subjective safety and security.

Financial feasibility For new lines, automation costs have a relatively low comparative weight within the overall budget. Main cost factors are mainly connected to the rolling stock, the signalling and control systems and platform and track protection systems.

Rolling stock – An increase in commercial and average commercial speeds, reduced headways and the optimal distribution of reserve train sets along the lines translate in gains in the fleet. Thanks to higher reliability, it is possible to achieve more capacity with the same (or even reduced) fleet size; the technical reserve (spare vehicles) can also be downsized.

Impressive safety records UTO systems also offer safer operations by reducing the humanrisk factor; well designed UTO systems have proven to be more reliable than conventional metros and hold an impressive safety

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Apart from these benefits, there are many other benefits as well.

We present here a list of such benefits:-

FOCUSED SYSTEM Signalling and control systems – Full UTO represents a higher cost than traditional ATP systems. However, the current trend is to install CBTC systems on new lines – even with drivers (GoA2). The signalling technology is basically the same, the cost difference is marginal in the case of a new line.

Platform & track protection systems – The need to replace the role of the driver in preventing platform and track incidents represents the highest civil engineering cost increase.

Metro also becomes affordable for smaller cities: when trains run more frequently, the system does not need to be “oversized” to cope with peak demand. Accordingly, civil structure works can be of a smaller scale. Line conversion poses a more complicated business case. It is necessary to factor in extra costs due to the technical difficulties connected to the modification of the existing signalling and control systems and the need to replace or retrofit existing rolling stock, as well as the increased cost and complexity of installing platform and track protection systems in older stations. To minimise its impact, conversion projects should be timed to the end of the life cycle of the existing equipment.

In general terms, staff in a UTO line acquires a deeper knowledge of all the key systems, as well as a global overview of the functional interactions among them, allowing for professional growth. In automated lines, operational staff tasks also evolve towards maintenance. Two fields of activity separated in a traditional line merge, having a positive impact in the staff (who has a more diverse profile) and the line.

As a consequence, UTO raises the attractiveness of the job profiles, and the operator company as an employer, contributing to staff motivation. In those systems where it is possible to compare with conventional lines, the indicators show that UTO line staff are more satisfied with their job and translate into reduced levels of absenteeism.

For conventional lines that upgrade to UTO in parallel with the renewal of rolling stock or signalling equipment, it is estimated that the return on investment period is around 10 years.

Operational cost factors When factoring in operational costs, automated lines come ahead of conventional lines; some studies indicate a halving in operational costs. Staff costs are greatly reduced thanks to the abolition of the drivers’ function, even in cases of line conversion, when staff is likely to be retrained and deployed to other functions. Acceleration and deceleration patterns can be adjusted to reduce energy consumption and maximise energy recovery, thus significantly reducing energy costs. While maintenance costs are marginally increased due to the introduction of platform and track protection systems, the overall balance is positive thanks to the gains in personnel and energy costs.

Holistic efficiency and organisation opportunities.

Implementing UTO (as a new system or retrofit of an older line) is a major milestone in the life of the operating company. The introduction of a more sophisticated computerised system and Operation Control Centre (OCC) should be an opportunity to review most operation processes and assess how they can be improved and “plugged in” to the system to extract maximum benefit from the data process capabilities installed, and also yield better performance at optimised costs. The main operation areas likely to be affected are operation resource planning, staff training, rolling stock management, maintenance management, quality management.

Job profile change The introduction of UTO requires some significant changes to the qualifications of staff. Routine driving work disappears, and staff is no longer locked inside a cabin, but deployed along the line and in contact with customers. Front-line staff needs a customeroriented profile and some technical knowledge to be able to reset defective equipment (e.g. escalators) or drive in case of failure.

OCC staff requires demanding qualifications and skills to be able to perform an emergency operation without the support of onboard staff.

Technical progress has made train control systems capable of supervising, operating and controlling the entire operational process.

The key elements for this are: Automatic Train Protection (ATP) - It is the system and all equipment responsible for basic safety; it avoids collisions, red signal overrunning and exceeding speed limits by applying brakes automatically. A line equipped with ATP corresponds (at least) to a GoA1.

Automatic Train Operation (ATO) - It ensures partial or complete automatic train piloting and driverless functionalities. The ATO system performs all the functions of the driver, except for door closing. The driver only needs to close the doors, and if the way is clear, the train will automatically proceed to the next station. This corresponds to a GoA2. Many newer systems are entirely computer-controlled; most systems still elect to maintain a driver, or a train attendant of some kind, to mitigate risks associated with failures or emergencies. This corresponds to a GoA3.

Automatic Train Control (ATC) - It performs automatically normal signaller operations such as route setting and train regulation. The ATO and the ATC systems work together to maintain a train within a defined tolerance of its timetable. The combined system will marginally adjust operating parameters such as the ratio of power to coast when moving and station dwell time, in order to bring the train back to the timetable slot defined for it. There is no driver, and no staff assigned to accompany the train, corresponding to a GoA4.

As of March 2018, there are more than 1,000 km of metro lines in Fully Automated Operation (FAO) worldwide. FAO lines are running in 42 cities, becoming a common site among metro systems, with nearly a quarter having at least one automated line.

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FOCUSED SYSTEM This new Statistics Brief from UITP explores the characteristics of automated lines, analyses the growth of the past decade, and offers a perspective on the future of FAO lines. Chinese cities are set to power a tremendous growth in FAO, with an expected tripling of all the automated metro kilometres worldwide by 2022 if all confirmed projects advance according to plan.

Grade-of-Automation 3 (GoA3) In this system, trains run automatically from station to station, but a staff member is always on the train, with responsibility for the handling of emergencies. In a GoA3 system, the train cannot operate safely without the staff member on board.

Examples include the Docklands Light Railway.

Degrees of Automation

Grade-of-Automation 2 (GoA2) In this system, trains run automatically from station to station. Still, a driver is in the cab, with responsibility for door closing, obstacle detection on the track in front of the train and handling of emergencies. As in a GoA3 system, the GoA2 train cannot operate safely without the staff member on board.Examples include the London Underground Victoria line. In upgradation of these newer technologies, a global player like Alstom and Bombardier are playing crucial roles. Full Automation will not only help in increasing security, but it will also make the future travels hasslefree and efficient. The next future of public transport depends upon Automation and UTO.

Grade-of-Automation 4 (GoA4) In this system, trains are capable of operating automatically at all times, including door closing, obstacle detection and emergencies. On-board staff may be provided for other purposes, e.g. customer service, but are not required for safe operation.

Controls are often provided to drive the train manually in the event of a computer failure. Examples include the Paris Metro Line 14, Barcelona Metro line 9, Sydney Metro, and the Copenhagen Metro.

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ARTICLE

Authored By..

Narendra Shah Managing Editor METRO RAIL NEWS

Localisation in Metro & Railway Following the standoff at Galwan Valley in Ladakh, there is an overall atmosphere of discontent towards China in India. Several Chinese apps were recently banned as the Indian government deemed that they posed a threat to India’s sovereignty, security and public order. Though a software ban curbs Chinese aspirations of expanding its digital silk road to India, there are demands that Indian firms and government agencies scrap contracts awarded to Chinese firms in all sectors like power and transportation. Several public sector undertakings, including the Indian Railway, have already cancelled mega contracts given to Chinese companies.

construction of the metro routes and other infrastructure works in the Mumbai Metropolitan Region (MMR). There are five other Chinese firms working on the MMR metro, conducting civil, tunnel works, and system works for the various metro routes. These firms work alongside their consortium partners from all over the world, including firms from India, Japan, France and Germany. As metro projects are funded directly or subsidised by multilateral agencies who do not endorse or allow discrimination against bidders from a particular country, keeping Chinese firms out before the bidding process begins could be the only way out to keep the Chinese away from India’s sensitive public transport networks.

Providing indigenous options to China made equipment, heavy engineering and manpower will also have a greater impact in the government’s bid to turn ‘Atmanirbhar (Self Sufficient)’, especially in the transportation, power and infrastructure industries. Within few days of the altercations along the LAC, Chinese firms were shunted out of the bidding process for the Mumbai Monorail project. However, another Chinese firm was awarded a contract worth INR 1,126 crore for the Delhi Meerut Regional Rapid Transit System (RRTS) project. Since the contract award, there have been several outcries to cancel the contract, both from within the ruling party organisations and opposition groups.

While the government was quick to launch the Atmanirbhar Bharat app challenge to indigenise India’s digital experience, such steps have long been in the works for its metro and rail transportation sector. Back when the Metro railway systems were being developed and planned for cities with two million plus population in 2013, the Union Ministry of Urban Development (MoUD) of the erstwhile UPA government set up a committee for ‘standardisation and indigenisation’ of metro railway coaches.

Earlier, only rolling stock (coaches) and signalling and communication systems were under the ambit of the standardisation framework. The move to standardise metro rail equipment and components was necessary to bring down costs and bring in uniformity in manufacturing and maintenance of components across various metro systems. Indigenisation of the metro component industry would help in encouraging skill development, manufacturing and job creation for under the Make in India campaign; which has now received renewed focus under the Atmanirbhar Bharat campaign in light of Covid -19 economic

However, banning Chinese firms from taking part into a project that they have entered through a competitive bidding process may not be as easy as an app ban. Currently, there are several Chinese companies working on Metro projects all over the country. The Shanghai Tunnel Engineering Company Limited (STEC), which has won the above contract, is also involved in

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ARTICLE

downturn.

MSDAC with ATP to replace older technologies

The Delhi Metro’s strides in indigenisation have provided amazing results, with 90 percent of DMRC coaches being made in India.

When the first train of DMRC was launched, the country imported coaches from Germany and South Korea. Stipulation in contracts where less than 25 percent of the rolling stock can be manufactured outside of the country has led to foreign infrastructure companies like Bombardier (Germany) and Alstom (France) to set up manufacturing units in India. Due to standardisation, these coaches can be used as rolling stock in metros across the country. Now, these made in India coaches are also exported to the metro systems of Sydney and Queensland in Australia. The government owned Bharat Earth Movers Limited (BEML) which earned a INR 3,015 crore contract to manufacture rakes for Mumbai Metro, will begin supplying its completely indigenised coaches by the end of 2020, manufactured in its Bengaluru factory. In addition to these, the Indian railways itself through its Integral Coach Factory (ICF Chennai) and Modern Coach Factory (MCF Rae Bareilly) have begun producing metro railway coaches, since there is an expected countrywide demand for 2,000 metro trains between 2015 -2000. The coaches produced by the railways are significantly cheaper by INR 3-4 crore than foreign manufactured coaches. Thus, indigenisation through contract stipulation, knowledge sharing and technology transfers have resulted in creating an industry of metro coach manufacturing that benefits the burgeoning metro railway sector in India.

Similar steps can be taken to establish home grown original equipment manufacturers (OEMS) that provide metro components at a cheaper cost and adapted to Indian conditions.

The first step to do so is to standardise and establish parameters to adopt these systems for the Indian context. Merely banning Chinese firms from competitive bidding and service provision won’t help in view of the lack of Indian equipment and manpower required to build Indian Metro systems. The government has to take conscious steps to provide impetus to home grown and external entrepreneurs along the lines of domestic arms and ammunition manufacturing to develop the necessary skilling and manufacturing base so that Bharat can have a truly Atmanirbhar metro transit experience.

Under the ‘Atmanirbhar Bharat' initiative of the central government, the Delhi Metro Rail Corporation (DMRC), and Central Electronics Limited (CEL) recently signed a Memorandum of Understanding (MoU) for developing various indigenous rail engineering and system technologies. As part of the agreement, both the organizations will take up indigenous development of railway infrastructure systems under the ‘Make in India' initiative.

Delhi Metro Rail Corporation, which operates the metro network in the national capital region (NCR), makes use of energy-efficient infrastructural systems and contributes towards the reduction in carbon emission. As part of the pact signed between the firms, the following major activities will be taken up for indigenous development: Broken Rail Detection system Theft Intrusion Detection System Concrete Health Monitoring system Remote Health Monitoring of Point Machines Multi-Section Digital Axle Counter (MSDAC)

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A Senior Delhi Metro official said that the development and application of indigenous technologies will boost value-addition in Delhi Metro operations, to efficiently meet reliability and punctuality of rail systems. Delhi Metro's fourth phase, which will add more corridors and stations to connect far-fetched areas of the national capital region, is under the construction and development stage.

Meanwhile, earlier this month, the National Capital Region Transport Corporation (NCRTC), signed a memorandum of understanding with Bharat Electronics Limited (BEL) for the development of indigenous platform doors to be installed in the Delhi-Meerut rapid rail train sets.

The organisation is responsible for the implementation and development of the regional rapid transit system (RRTS). The 82km long Delhi-Meerut regional rapid rail, will eventually reduce the distance between Delhi and Meerut to just 55 minutes. The trainsets will also have ‘Make In India' rolling stock.

The Make in India initiative along with the Atmanirbhar Bharat route may help the country in the time to come. However, there are many challenges on the way ahead.

ARTICLE

A u t h o r e d B y. .

Priyanka Sahu Director, Business Development Symbroj Media Pvt Ltd

Child-Friendly Mobility The design of our cities and towns plays an enormous role in instilling a lasting sense of stewardship among children. Public transportation is a key component of public space. It’s hardly a coincidence that the ‘best cities in the world for families’ are comprised with robust public transportation systems.

Well-functioning cities are a collection of well-functioning systems. For example, utilities, schools, hospitals, food, and yes – public transportation are always benchmarks for such cities. In fact, public transit can and should serve as a backbone for other systems to build on given that it’s the safest option by statistics alone. Unfortunately, only a handful of cities have a system that lets you get around conveniently without dramatically changing your lifestyle as a fully-functional adult by yourself, let alone trying to manoeuvre with children.

As a city amenity, a system that works for the least autonomous section of the society works for everyone else. Children make up a significant portion of the population in most cities and towns are inherently more vulnerable than most other potential riders of Public Transportation. Automobile manufacturers have been focused on this population from the very beginning and have, therefore, successfully captured the market.

Public transit works best for non-disabled adults travelling with minimum luggage. As soon as these people transition in life and become caregivers, they stop relying on public transit for most trips. To create a system that functions as the backbone of the built environment, designers and policymakers must flip their focus to serving children and caregivers as if they were all-purpose

riders.

There are many benefits of Public Transit that serve all people equally in a city ranging from being inherently green, communal, space-efficient, and boosters of the economy in the regions they serve. For children, however, the benefits go much further.

Public Transportation supports cognitive development among young children by providing opportunities to interact with the built environment using a combination of motor functions – walking, swiping, boarding, and looking out the window. Research shows the prevalence of a ‘windshield perspective’ among children that are driven around in private automobiles. In the absence of any active interaction with the built environment, most kids aren’t able to tell where they are or how to get wherever they may need to.

Public Transit that works for all people can become a window into society at large. How can we expect to raise caring, hospitable, tolerant, and engaged children if they never get to interact with people from all walks of life whose reality may differ from their own? It’s been observed and documented that at any age, our mode of transportation has a tremendous impact on our social perception.

Taking public transit together, as families do in many parts of the world, provides opportunities for conversation. This time can easily be translated into an educational experience by pointing out important buildings, urban activities, and exciting people to growing children.

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ARTICLE Public transit helps build a strong sense of place and home among children. Contrary to the windshield perspective, children who take public transit combined with walking and/or bicycling have a better sense of where they are and how one place differs from another. Their experience of a place is more sensory than of those buckled into a seat with no flexibility (or need) to exercise self-judgement.

We live in a convenience-driven world. Unless you are driven by a passion for the environment, which I am guilty of, chance are you make choices based on how they work specifically for you. This applies to almost all facets of life from choosing where to live, what to eat, all the way to your choice of electronic devices. In order to attract and retain families as users of public transit, it needs to be designed to be more convenient than driving.

Transit only works in places that have a built environment latched on to the same bones and providing the critical mass to serve. This would include strategic clustering of daily destinations (for example commercial activity, a mix of housing types for families, public/play spaces, markets, schools, civic buildings, and utility businesses) around transit lines. With the re-rise of transitoriented development, there is plenty of guidance available on this subject.

Boarding areas for public transit must pass the wheelchair test for the system to be cutting edge. People pushing bigger strollers and wheelchairs are much more dependent on public transit and not always well served. Getting on the train should not be a matter of life or death for families with small children and should be accommodated through elevators, ramps and dedicated boarding area.

The ones more suitable for children include space for storing/securing strollers, flexible seating that allows for sitting alone or groups, and flexibility to move between cars in case of an emergency. MTA’s recent consensus on open gangways and Sydney’s reversible seatbacks will make both those systems better for kids.

From the misplaced backpack to a full diaper, there are plenty of reasons why people choose to leave on their own time (in their vehicle). However, a system with higher frequency, and not just at rush hour, can easily ameliorate those concerns. In addition to families, peak hour priority service disproportionately affects service workers and immigrants with elevated concerns or fewer means. There are plenty of places where people don’t check train or bus schedules before heading to the station, and the system must prioritize service to achieve that.

Another aspect critical to the attractiveness of a transit system is the first and last-mile connectivity. A walkable fabric is inherently more pleasing as not only the in-between (between home and the bus stop) but as the backdrop for the journey as well. A combination of ample sidewalks, engaging facades, and safe intersections; or, paved trails, wayfinding, with seasonal foliage, would both make for pleasurable last-mile connections with a child. Most systems are cumbersome to manoeuvre with children who may not require a ticket, especially if there is a turn-style involved. Special entry lanes can get backed, which may help i saving time in boarding.

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The great public transit system is a collection of destinations – the stations Granted that not all train stations can be like Grand Central, but they each can be unique nonetheless. For example, these musical swings at a bus stop in Montreal. Let’s face it; transit is prone to occasional (or frequent) delays, and kids are bound to get bored. When we talk about the metro systems and railways, a lot of measures are already in place but we need to have some more. The Indian platforms are not at par as compared to their foreign counterparts and we need to consistently work towards making our public transit system more friendly for children.

It is obvious that children are very core of society and indeed the future of any civilization depends upon them. In such a befitting scenerio, we need to take care of them. The most convenient public transport systems cater to the needs of a major segment of an urban population minimising the use of private vehicles. It needs to be understood. Unique public transit stations have the potential to contribute to a child’s evolving ‘sense of place’ and ‘place identity’. Get inspired by thinking beyond the station. The Metro and Railways in India can be made more child friendly.

There are many things to be changed, and the things will be better with putting more efforts. The upcoming big projects of vital importance, especially in terms of public transit system need to be developed, keeping in mind the accessibility and comfort which they may offer to children. RRTS and the bullet train projects should take care of the children as they are the fragrance of our society and the future depends upon them. A modern public transit system is of no use if it isn't child friendly.

IN DEPTH

The London Underground London Underground's history dates back to 1863 when the world's first underground railway, the Metropolitan Railway, opened between Paddington and Farringdon serving six intermediate stations. Since then the Underground network, affectionately nicknamed the Tube by generations of Londoners, has grown to 270 stations and 11 lines stretching deep into the Capital's suburbs, and beyond.

The development of London into the preeminent world city during the 19th, 20th and 21st centuries would not have been possible without the mobility provided by the Underground.

Digging down

Much of the central London network was completed in the first 50 years, all through private development. In this period the first group of routes were built in shallow cut-and-cover tunnels along existing thoroughfares and needed plenty of vents to allow smoke and steam from the engines to escape. Around the turn of the twentieth century the development of electric traction allowed much deeper tunnels to penetrate the heart of the city, leading to a second wave of construction.

In the next 50 years the focus turned to extending lines ever further into London's suburbs. Indeed, many suburbs were created by the coming of the Underground, and were even developed by the railway companies themselves, becoming known famously as Metroland. In 1933, the various private companies running different lines were nationalised and integrated into a single body, the London Passenger Transport Board.

It wasn't until 1968 that the first new line across central London for more than 60 years - the Victoria line - opened, followed in 1979 by the Jubilee line. In 1999 the Jubilee line was extended to London's Docklands, facilitating regeneration and the growth of the Canary Wharf business district.

In 2003, London Underground became a wholly owned subsidiary of TfL. Our comprehensive plan to improve the Tube has involved refurbishing hundreds of stations, upgrading lines to provide faster, more frequent and more reliable services, installing step free access at many locations, and entirely rebuilding some central London stations that have become too small to deal with the number of people passing through every day.

The extra capacity these improvements are providing is badly needed. In 2016/17 1.37 billion journeys were made, over two and a half times the post-war low of 498 million journeys made in 1982 METRO RAIL NEWS | December 2020 | WWW.METRORAILNEWS.IN

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IN DEPTH

New lines

Bakerloo line Rumour has it that the Bakerloo line was created after a group of businessmen complained that they couldn't get to and from Lord's Cricket Ground quickly enough. The instant success of the line, however, proved that they weren't the only ones in need of the service. When it opened on 10 March 1906, more than 36,000 passengers used it, despite the fact that the cricket season had yet to start.

Although it was originally known as the Baker Street and Waterloo Railway, the Bakerloo nickname - coined by the Evening News stuck and the name was officially adopted in July 1906.

Key Bakerloo line dates 1) 1906 - Elephant & Castle station opens 2) 1915 - The line is extended from Baker Street to Queen's Park 3) 1939 - The Bakerloo line takes over the Stanmore branch of the Metropolitan line 4) 1979 - The Jubilee line opens and, after 40 years, the Stanmore branch of the Bakerloo line closes

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5) 1982 - The four peak period trains between Queen's Park and Watford Junction are withdrawn 6) 1989 - Services between Queen's Park and Harrow & Wealdstone restart Central Line The Central Line, originally called the Central London Railway, opened on 30 July 1900 as a cross-London route from Bank to Shepherd's Bush.

Popular from the start, part of its success stemmed from the cost: a flat fare of two old pence to travel. This inspired the press to call it the 'Tuppenny Tube.’ In 1908, London hosted the Franco-British exhibition, the largest fair of its kind, which attracted 8 million visitors. At the time, the exhibition site was little more than a cluster of white buildings with no official name but when the Central line extended to the site, it officially became known as White City.

IN DEPTH In the 1990s, the Central line was upgraded to automatic operation, making it the second Underground line, after the Victoria line in the 1960s, to use this technology.

4) 1884 - The line extends to Mark Lane (now Tower Hill) 5) 1910 - The line extends to Uxbridge, following an earlier extension to Hounslow (in 1884)

Key Central line dates 1) 1900 - Central London Railway opens 2)1908 - The line extends west to Wood Lane to support the White City Exhibition 3) 1912 - The line extends east from Bank to Liverpool Street 4) 1920 - The line extends west to Ealing Broadway 5) 1945 - After the war, new tracks next to to the main line railway start to be used. They run from North Acton to West Ruislip and include new tunnels from Liverpool Street to Leyton 6) 1994 - The Epping to Ongar shuttle service closes, due to low passenger numbers

Hammersmith & City line

Circle line Although the first circular service started in 1884, the Circle line as we know it didn't really begin until the 1930s. The 'Circle line' name first appeared on a poster in 1936 but took another 13 years for it to get its own, separate line on the Tube map.

The tracks used by the Circle line were run by the Metropolitan Railway and District Railway, two companies who couldn't agree on how to run the line. Their differences initially meant that District Railway ran the clockwise trains and Metropolitan Railway, the anti-clockwise trains. In December 2009, the Circle line was broken and replaced by an end-to-end service between Hammersmith and Edgware Road, via Aldgate.

Key Circle line dates 1) 1884 - The first circular service begins 2) 1868 - The Paddington to Farringdon (Metropolitan Railway) line extends to South Kensington. The District Railway opens its new line from South Kensington to Westminster at the same time 3)1884 - The District Railway line finally extends to Mark Lane (now Tower Hill). It meets the Metropolitan Railway line to create a full circle 4) 1905 - The line is electrified 5) 1933 - Metropolitan Railway and District Railway become part of the London Passenger Transport Board 6) 1936 - The 'Circle line' name appears on a poster for the first time 7) 1949 - The Circle line gets its own line on the Tube map 8) 2009 - The Circle line is broken and replaced by and end-toend service District line The District line first opened on Christmas Eve 1868, between South Kensington and Westminster.

In the years following, it extended both east and west, even going as far as Windsor. In 1883, the line was extended from Ealing Broadway to Windsor and has run services as far as Southend, during its time.

Uxbridge and Hounslow were part of the District line until they were transferred to the Piccadilly line in 1933 and 1964.

Key District line dates 1) 1868 - The first section of what is now the District line begins. It runs between South Kensington and Westminster 2) 1869 - New tracks open between Gloucester Road and West Brompton 3) 1874 - The line extends to Hammersmith, Richmond in 1877 and Ealing Broadway in 1879

Intended as a feeder to the Metropolitan line, with the extension running through f ields on the fringes of suburbia to Hammersmith, The Hammersmith and City Railway opened on 13 June 1864. It wasn't until 1988, however, that it gained independence to become the Hammersmith & City line in its own right.

Jointly run by the Great Western Railway (GWR) and Metropolitan Railway (MR), when it opened, the only stations on the two-mile long track were Notting Hill (now Ladbroke Grove) and Shepherd's Bush.

Since the Circle line began running trains on the 'loop' in 2009, the Hammersmith & City line no longer has any unique stations. Every one of its 29 stations is shared with another tube line.

Key Hammersmith & City line dates 1) 1863 - The Metropolitan Railway opens between Farringdon and Paddington 2) 1864 - Together with Great Western Railways, Metropolitan Railway extends the line to Hammersmith 3) 1864 - Services to Addison Road (now Kensington Olympia), via the curve at Latimer Road, begin. Following bomb damage in 1940, this service is suspended and doesn't restart after the war 4) 1869 - A new London and South Western line opens between north of Addison Road and Richmond, via Ravenscourt Park. The new Hammersmith station (at Grove Road) means the old terminus is re-sited 5) 1884 - The line extends east to Whitechapel 6) 1906 - The line is electrified 7) 1936 - Trains are extended over the former District Railway line to Barking 8) 1988 - The line becomes the Hammersmith & City line in its own right Jubilee line Although a number of Jubilee line stations are among the Underground's newest, the line also serves some stations that originally opened over 100 years ago.

Inaugurated on 1 May 1979, the Jubilee line linked new tunnels across central London (stretching for 4 kilometres between Baker Street and Charing Cross with the former Bakerloo line branch north of Baker Street to Stanmore).

The northern end of the line had previously been part of the Metropolitan Railway, before transferring to the Bakerloo line in 1939 when a new section of twin tube tunnels between Baker Street and Finchley Road (including stations at St John's Wood and Swiss Cottage) also opened.

From 1979 Charing Cross was the line's southern terminus for two decades, but further extension to the Jubilee line was recommended in the East London Rail Study in 1989 with Royal Assent to the Bill obtained in March 1992.

Work started on the ÂŁ3.5bn project to extend the Jubilee line in 1993. The Prime Minister at the time, John Major drove the first pile of the extension at a start-of-work ceremony at Canary Wharf on 8 December 1993. The extension from Green Park to Stratford was opened in three phases during 1999. The extended Jubilee line METRO RAIL NEWS | December 2020 | WWW.METRORAILNEWS.IN

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IN DEPTH was finally joined to the existing line on 20 November 1999, although Westminster was the last station on the line to be opened on 22 December 1999.

Since its opening, the Jubilee line extension has facilitated and contributed to the significant growth of London's Docklands as a centre for business, residential and leisure activity.

Metropolitan line Opened in 1863, The Metropolitan Railway between Paddington and Farringdon was the first, urban, underground railway in the world. An extension from Baker Street to Swiss Cottage in 1868, however, put an end to this claim to fame.

With the growth of suburban areas in the north west of London, Buckinghamshire, Hertfordshire and Middlesex (dubbed 'Metroland'), in the 20th century, Metropolitan Railway spotted a marketing opportunity: by promoting dream homes in the countryside, they could also highlight their own fast, rail services to get people there.

As the owners of surplus land, Metropolitan Railway were in a position to branch out into real estate, and by 1919 they were developing housing under the name of Metropolitan Railway Country Estates Limited.

Metroland was immortalised in the 1973 BBC TV documentary, narrated by the then Poet Laureate, Sir John Betjeman.

Key Metropolitan line dates 1) 1863 - The line opens between Paddington and Farringdon 2) 1868 - The line extends from Baker Street to Swiss Cottage 3) 1892 - Line extensions reaches Aylesbury 4) 1904 - The Uxbridge branch opens 5) 1905 - The first electric trains appear and are gradually introduced across the whole line, apart from the line beyond Rickmansworth 6) 1925 - The Watford branch opens 7) 1932 - Another branch, to Stanmore opens, but this becomes part of the Bakerloo line in 1939 8) 1961 - The steam trains operating north of Rickmansworth stop as the line is electrified to Amersham and Chesham. Services beyond Amersham are taken over by British Rail (now Chiltern Railways) 9) 2012 - A new fleet of electric trains are introduced, the first on the Underground to feature air conditioning and full-length, walkthrough interiors Northern line The Northern line, opened in 1937, was created out of two separate railways: the City and South London Railway, and the Charing Cross, Euston and Hampstead Railway.

2) 1907 - Charing Cross, Euston and Hampstead Railway (Hampstead Railway, as it's called) opens. It runs from the Strand (Charing Cross) to Golders Green, with a branch from Camden Town to Highgate 3) 1921 - Hampstead Railway extends to Edgware 4) 1922 - City and South London Railway links to the Hampstead Railway at Camden Town 5) 1926 - City and South London/Hampstead Railway extends south to Morden and Kennington 6) 1933 - City and South London/Hampstead Railway become the Northern line 7) 1939 - 1941 The new Northern line extends between Archway and East Finchley, High Barnet and Mill Hill East 8) 1975 - The tunnelled link between Finsbury Park and Moorgate, via Essex Road, is transferred to British Rail (now First Capital Connect) Piccadilly line The Piccadilly line opened as the Great Northern, Piccadilly & Brompton Railway on 15 December 1906 and it ran between Finsbury Park and Hammersmith.

The line remained much the same until the 1930s when it expanded rapidly, incorporating stations which are now regarded as classic examples of period architecture. Arnos Grove, Southgate and Sudbury Town, for example, are listed buildings.

The development of Heathrow Airport has also been a reason for expansion, with Heathrow Terminals 1-5 opening between 1977 and 2008. When Terminal 5 opened in 2008, it became the first stretch of new Underground railway in London since the Jubilee line extension in 1999.

Key Piccadilly line dates 1) 1906 - The line opens between Finsbury Park and Hammersmith 2) 1907 - A branch line from Holborn to Aldwych opens 3) 1932 to 1933 - The line extends to South Harrow, Arnos Grove, Hounslow West,Uxbridge and Cockfosters 4) 1977 - Heathrow Terminals 1, 2 and 3 open 5) 1986 - The Heathrow service becomes a loop with the opening of Terminal 4 6) 1994 - The Aldwych branch of the Piccadilly line closes down because of too few passengers and high costs 7) 2008 - Heathrow Terminal 5 opens Victoria line Built at the end of the 1960s, the main aim of the Victoria line was to connect four, main line terminals: Euston, St. Pancras, King's Cross and Victoria, although its origins go back to 1943.

Future hopes for the Victoria line were included in a document called the County of London Plan, but war and post-war constraints mean that the plans continued to be put on hold.

It expanded a little but WWII slowed the expansions down.

Scheduled plans to extend to Mill Hill, Brockley Hill, Elstree and Bushey Heath (known as the Northern Heights plan), suffered post-war restrictions and never recovered. These plans were finally dismissed in 1954.

Parliamentary Powers to build the line were obtained in 1955 but difficulties with funding meant that actual construction work didn't start until 1962.

Key Northern line dates

The Victoria line opened in stages between 1968 and 1971, and reached areas of north and south London that had never had an Underground station before.

1) 1890 - City & South London Railway opens - it runs from King William Street (near Bank) to Stockwell

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IN DEPTH The line was the first automatic passenger railway in the world, fully equipped with an Automatic Train Operation system (ATO).

Such technology meant that at the touch of a button, the train doors would close and drive automatically to the next station, guided by coded impulses transmitted through the track.

Wooden-built trains ran on the line until 1940 but were replaced by specially-designed, Tubesized cars based on the technology of the Southern Railway's trains, but these too were eventually replaced in 1994.

In the post-war years, the Waterloo & City line became part of British Railways but it transferred to London Underground in 1994, when it became (at that time), the Underground's 12th line.

The original 1968 line received a complete upgrade in 2012.

Waterloo & City line In 1898, the Waterloo & City line (or 'Drain' as it was known), became London's second, deeplevel Tube railway.

With all its glorious years and developments, The London Underground remains one of the most historical and iconic underground Railways of the world today.

Initially, it was promoted by the London and South Western Railway company, whose trains terminated at Waterloo. The new line's selling point was that it could offer commuters a direct rail link to and from the City of London.

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EVENT COVERAGE

Govt Seeks alternate of made-in-China tech For Bullet Train Project from Industry National High-Speed Rail Corporation (NHRCL) building the country's first bullet train project has been urged Indian Industry to come up with an alternative to high-tech machines needed to construct viaducts i.e elevated structures at the desired pace, which is currently being made only in China.

India is ahead on the path of 'Atmanirbhar Bharat' and the trade with China has been affected by the border tension in Eastern Ladakh. Big Chinese machines like the Mega Carrier and launcher machines like the Transporter, Gantry and Full Spam Launcher machines are very common in large scale connectivity projects.

Big Chinese machines like the Mega Carrier and launcher machines like the Transporter, Gantry and Full Spam Launcher machines are ubiquitous in large scale connectivity projects.

A vehicle carrying a full girder travels on an already launched girder to place the next girder. Under this kind of technology, the speed is almost seven times more than the one used in India.

While in India, one-and-a-half girders are placed in a week, the Chinese machines enable two girders a day.

Prime Minister Narendra Modi's dream project - bullet train - will turn out to be a costly affair as each machine cost around INR 7080 crore and the bullet train project will need up to 30 such machines, Managing Director of the National High-Speed Rail Corporation (NHSRL), Achal Khare said. "If we are to build 237 km

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in four years, there is no other way except to use this technique.

But these carrier-and-launcher machines are manufactured in China. So this is one of the challenges which we have posed to the Industry, including L&T (which is building 325 km of a high-speed viaduct in Gujarat) and the academicians, that why can't we develop them rather than importing them from China?" Khare told a meeting of the industry body.

The Indian Industry possesses no experience of building highspeed rail systems. "I guess people here never needed to apply their minds to make them because they were available cheap in China. Now we are telling people to try and design them, let's be self-reliant. It's not like Indian engineers cannot make it," said Khare.

EVENT COVERAGE

He also talked about the current situation and how the government is emphasising on 'Atmanirbhar Bharat', how it was unlikely, and that anyone would have get these machines from China.

Khare accepted the fact that these machines are "no joke" and exclaimed that Japan who is even helping India in the bullet train project has not been able to design such machines, "They are vehicles capable of carrying loads of 1000 tonnes-plus.

Currently, girders are carried by road in little segments," he said.

Similar to Japan's high-speed Shinkansen system, the National High Speed Rail Corporation Limited (NHSRCL) has asked the Ahmedabad Textile Research Institute to work on developing an upholstery. "They say that even if you pour petrol on the upholstery and set it on fire, it will not propagate. We cannot be dependent on Japan forever for this," Khare said.

Several IITs are in the process of making a simulation software for electrical systems on the order of the NHSRCL, these systems are currently the sole domain of foreign consultants engaged in railway and such other projects. The industry and engineering institutes have also been asked to study ballastless track which can replicate the Shinkansen technology.

Future of High-Speed Rail Corporations of India To revolutionize connectivity in India, 7 News corridors are being studied.

Detailed Project Report (DPR) is being prepared by NHSRCL HSR Corridor 1. Delhi-Varanasi (865km) 2. Mumbai-Nagpur (753 Km) 3. Delhi-Ahmedabad (886km) 4. Chennai-Mysore (435Km) 5. Delhi-Amritsar (459Km) 6. MumbaiHyderabad (711 Km) 7. Varanasi-Howrah (760 Km)

To replicate the Shinkansen system, NHSRCL is planning to hire management professionals and send them on secondment to JR East, which runs the Shinkansen so that they learn about the system and bring that culture in India. In a recent development, India will carry out 75% of the construction for the project through Indian firms, in such projects around â‚š80,000-â‚š90,000 crores worth of contracts are mostly in civil construction and even track laying would go to Indian companies.

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EVENT COVERAGE

The project without normal inflation factored in from 2015 is estimated at 1.08 lakh crore. The Indian contractors have been told by the NHSRCL to ensure that their staff, starting from railwelding technicians to engineers, motor car operators and supervisors, get trained and certified by a reputed Japanese agency.

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The training sessions can last from a few days to 125 days, and the cost of the training has to be borne by the contractors. For the deadline of December 2023, the Railway insists that the project is still on time The Indian Railways has got all the requisite wildlife, forestry and coastal regulation zone clearances in Gujarat and Maharashtra for the 508-km Ahmedabad-Mumbai High Speed Rail Corridor on Dec 1, 2020. Almost 67 per cent acquired of the land required for the Bullet train project. railways has floated the tenders worth Rs 32,000 crore in Gujarat for the ambitious project covering 325 km length of viaduct and five stations.

TENDER AWARDS

Godrej & Starworth Awarded Bangalore Metro Phase 2’s Finishing Work Bangalore Metro Rail Corporation Ltd. (BMRCL) has awarded Godrej & Boyce Mfg. Co. Ltd. and Starworth Infrastructure & Construction Ltd. with contracts to complete architectural finishing work at 23 stations of the 73.92 km Bangalore Metro Phase 2 project.

All 23 stations are under different stages of construction by ITD Cementation (India) Ltd. through 4 civil contracts awarded in 2017 for the Purple Line’s 15.257 km eastern extension (Reach 1A & 1B) to Whitefield and 12.803 km Bommasandra – HSR Layout section (Reach 5 – P1 & P2) on the new 19.143 km Yellow Line connecting RV Road – Silkboard – Bommasandra. BMRCL had re-invited bids for both packages in June.

Purple Line – Reach 1A & Reach 1B (13 Stations)Scope: Planning & Execution of Architectural Finishing works, Public Health Engineering works for 13 Nos of stations in Reach-1 Extensions (R1A & R1B) for Bangalore Metro Rail Project, Phase-2. It has been awarded to Starworth Infrastructure & Construction Ltd with a contract value of Rs 119.78 crores.

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Yellow Line – Reach 5 P1 & P2 (10 Stations)Scope: Architectural Finishing works and Public Health Engineering works for 10 stations of Reach-5 (P1&P2) viz., Bommasandra, Hebbagodi, Husker Road, Electronic city-l, Hosa Road, Basapura Road, Chikkabegur, Muneshwara Nagar, Oxford College, HSR layout for Bangalore Metro Rail Project, Phase-2. It has been awarded to Godrej & Boyce Mfg. Co. Ltd with a Contract Value of Rs 92.88 crores.

TENDER AWARDS

BEML bags ₹501 crore order from DMRC for additional 12 train sets BEML has secured an order of 12 additional trains of six cars each from Delhi Metro Rail Corporation to operate on 2B and 7 line of Mumbai metro project. The order procured from DMRC is worth Rs 501 crore.

introducing the Neo Metro on BRTS corridors mainly on a priority section between Katraj-Swargate-Hadapsar.”

With this, the total contract value has increased to ₹4318 crores (approx) from the existing ₹3817 crores (approx). BEML should supply the order before August 2023.

Earlier in September, Mumbai Metropolitan Region Development Authority (MMRDA) struck a deal with BEML for its metro masterplan. A set of six coaches was also scheduled by the PSU to be delivered by December and 12 cars in January 2021.

Pumta is preparing a feasibility report for the same after the meeting held under the leadership of divisional commissioner Saurabh Rao. Pune Mahanagar Parivahan Mahamandal Limited’s (PMPML) managing director Rajendra Jagtap said, “We suggested

Neo Metro is cost effective and can be executed in a short period on existing corridors.

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TECHNOLOGY UPDATE

Wabtec to test Smart Windows on Shenzhen Metro Line Windows are made for viewing outside of the building or vehicle you’re in, but Wabtec is working with Shenzhen Metro Company and CRRC Nanjing Puzhen Co., Ltd. to test Smart Windows on transit rail cars running on the Shenzhen Metro Line in China These windows feature multi-touch technology in a highly transparent organic LED pane that will not only provide an outside view but also serve as an interactive information source for passengers.

Wabtec says the Smart Window uses a matrix of organic lightemitting diodes and polysilicon thin-film transistors to create a high-contrast, high-resolution transparent display. The transparency automatically adjusts based on the brightness outside. The technology features touch-screen functionality and integrated speakers to play sound.

Christophe Fevre, Wabtec’s Information and Safety Business Unit Director, says “The Smart Window is an exciting technology as metro transit authorities look to enhance the passenger experience. This demonstration project will provide valuable, realworld information on this product and how riders interact with it.

The Smart Window technology has great potential and represents the future of passenger amenities on transit rail systems.”

Wabtec says that this pilot is the first use of Wabtec’s Smart Windows technology on an operational subway train. Six Smart Windows have been installed on one of Shenzhen’s trains, which operates on Metro Line 6. Wei Wei, Managing Director of Wabtec’s ANNAX (Suzhou) Rail Systems Co., Ltd., says “Passengers now expect to be informed in real-time of delays, traffic interruptions, and timetable changes as they happen. The Smart Window technology offers a potential solution to provide riders with valuable information during their commutes, such as the city guide, weather forecast, and stock market data. This pilot will validate the viability of the technology and provides a roadmap for future applications on transit cars.”

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The Smart Window has PIS system linkage and 4G Internet access and reserves 5G interface. This enables passengers to browse the internet. The technology is flexible enough to apply to windows, entry doors or other glass elements in a transit railway environment. Also, the product has a detachable design, which allows for easy maintainability and lower repair costs.

TECHNOLOGY UPDATE

Bombardier adds new predictive maintenance solution to OPTIFLO suite

Bombardier has launched a predictive maintenance solution, further upgrading its OPTIFLO suite of rail control service solutions.

Bombardier recently delivered the 800th MOVIA metro car to Delhi Metro Rail (DMRC) in India. The unit was manufactured at the company’s facility in Savli near Vadodara, and will now undergo testing and commissioning processes.

The new EBI Sense product is a subscription-based digital service developed to enable predictive maintenance of railway signalling.

EBI Sense leverages IoT, Cloud and machine learning to assess asset performance and provide insights to streamline maintenance.

The technology is particularly designed for widely distributed rail systems that include a large number of trackside assets.

Bombardier Transportation Rail Control Solutions president Richard Hunter said: “The launch of our innovative, Cloud-native, predictive maintenance service for signalling is a transformative step towards realising the benefits of digitalisation for railway performance.

“Developed through a combination of technology and expertise combined with the latest exciting digital enablers, EBI Sense is a true reflection of our commitment to continuously innovate and add value for our customers across their system’s entire lifecycle.”

The use of this technology is expected to help the operator in predicting maintenance costs and simplifying workflow processes.

EBI Sense is developed by Bombardier’s Rail Control Solutions’ Services team in Sweden.

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JOB OPENING

Metro & Railway Job Openings

S. No.

Organisa on

1.

Chennai Metro Rail (CMRL)

Descrip on

Director- 01 Posts Manager/Deputy General Manager-01 Posts

Last Date

08/01/2021 28/12/2020

Total Post - 139 Posts 2.

Maharashtra Metro Station Controller/ Train Operator/ Rail Corporation Train Controller-S1 - 56 Posts Limited (Maha Metro)

Section Engineer (Electrical)-S3 - 4 Posts Section Engineer (IT)- S3 - 1 Post 08/01/2021 Section Engineer (Electronics)- S3 28/12/2020 - 5 Posts Section Engineer (Mechanical)S3- 1 Post Junior Engineer (Electrical)-S1 - 8 Posts Junior Engineer (Electronics) -S1 - 3 Posts Junior Engineer (Mechanical) -S1 - 6 Posts Junior Engineer (Civil) -S1 - 2 Posts

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EVENT

Metro and Railway Industry Events Calender Dates

Event Name

Dates

Jan 27-29, 2021

PowerGen India

Virtual

Jan 20-23, 2021

Asian Machine Tool Exhibition (AMTEX)

Pragati Maidan, New Delhi, India

Apr 20-23, 2021

bauma CONEXPO INDIA

Delhi NCR , India

Mar. 24-26, 2021

6th Smart Cities India 2021 Expo

Pragati Maidan, New Delhi, India

Mar. 24-26, 2021

Transport India 2021 Expo

Pragati Maidan, New Delhi, India

Mar. 24-25, 2021

Geo Connect Asia 2020

Singapore

April. 27-30, 2021

InnoTrans 2020

Berlin, Germany

April 07-08, 2021

Digital Rail Maintenance 2020

Singapore

May 11-13, 2021

13th International Railway Infrastructure Exhibition - Infrarail 2020

NEC, Birmingham, United Kingdom

Oct. 21-23, 2021

International Railway Equipment Exhibition 2021

New Delhi, India

Oct. 26-28, 2021

Intermodal Europe 2021

RAI AMSTERDAM

Oct 27-29, 2021

PowerGen India

IECC, PRAGATI MAIDAN, NEW DELHI, INDIA

Mar. 30-Apr 01, 2021

RailwayTech Indonesia 2021

Jakarta, Indonesia

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METRO RAIL PROJECT STATUS

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LIVE TENDER

Metro Rail TENDER DETAILS

Location

VALUE

Bihar, India

90.82 CR.

11-01-2021

Corrigendum : Supply Of Fastening System For Execution Of Ballast Less Track In Line 6 Corridor From Swami Samarth Nagar To Vikrholi Of Mumbai Metro Rail Project Of Mmrda

Maharashtra, India

29.82 CR.

14-12-2020

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

Gujarat, India

6.40 CR.

28-12-2020

Rectification Of Seating Surface And Replacement Of Elastomeric Bearing, Non-Destructive Test Of Existing Psc Box / Rcc Girders Of Old Circular RailWay Viaduct Proposed To Be Reused / Relocated In Between Ch. 3.86 Km And Ch.6.0 Km Of New Metro RailWay Alignment From Noapara To Airport Including Preparation Of Design And Drawing Of New Psc Box / Composite Girders And Pedestrian Subway At Jessore Road In Connection With Extension Of Metro RailWay From Noapara To Barasat Via Bimanbandar.

West Bengal, India

3.66 CR.

08-01-2021

Zone No.5 (A) I.E "Zonal Contract For Up-Keep Of Structures In Rts Box, Over Head Structures, Stations & Allied Service Buildings, Fire Hydrants, Pipe Line Works Etc. From Km.07/14 To Km.16/18 Between Stations Kcen (Ex.) To Kmuk (In.) Including Kmuk Yard And Car Shed Of Metro RailWay, Kolkata.

West Bengal, India

2.51 CR.

22-12-2020

Zone No. 5(B) I.E "Zonal Contract For Up-Keepment Of Buildings And Structures, Water Pipe Line Connections & Water Treatment Plants And Gm Bunglow At 8, Belvedere Park, Officers' Flats At 90, Chowringhee Road, 6, Ramesh Mitra Road & 200x, S.P.Mukherjee Road, Officers' Rest House And Officers' Club At Tollygunge, Staff Quarters At 98, Atm Road, Tollygunge "A", "B" & "C" Block, 47, Dps Road, 24a, Dps Road, Fire Station, Ta Quarters, Rpf Barrack At Tollygunge And Tapan Sinha Memorial Hospital Along.....

West Bengal, India

2.06 CR

22-12-2020

Display Of Advts, Inside Station And On Platform Screen Doors Inside Salt Lake Sector V Karunmoyee, Central Park, City Center, Bengal Chemical Salt Lake Staidum And Phool Bagan Station On East West Corridor Of MetroL RailWay.

West Bengal, India

1.45 CR.

Refer Document

) Release Of Old Un-Used Cables From Station And Inside Tunnel And Transporataion To Sse/T/Store/Kkhg Of Metro RailWay, Kolkata Ii) Dressing Of Cables At Sm's Room And Station Communication Room At 6 Stations( Kntj, Kmsn, Kgtn, Kknz, Kskd & Kkvs) Of Metro Rly Kolkata.

West Bengal, India

17.01 Lacs

29-12-2020

Professional Services Related To Snt For Facilitating And Coordinating Various Activities Related To Metro Rail Project Phase1 And 2

Rajasthan, India

10.62 Lacs

15-12-2020

West Bengal, India

4.84 Lacs

Refer Document

Design Verification, Detail Engineering, Sitc Of Electrical And Mechanical Systems, Fire Detection, Fire Suppression System And Dg Sets Of Corridor-1 And Corridor-2 Of Elevated Stations And Depot Of Patna Metro Rail Project .

1. Extended Temporary Illumination Work Below The Concourse Level Of Newly Constructed Metro RailWays Station Of Airport Metro Corridor 2. Emergency Procurement Related To Covid 19 (Cctv Camera Surveillance System Complete With Monitoring Display System Including Maintenance As And Required On Hire Basis) 3.

Distribution Wiring And Supply And Fixing Of Different Type Of Electrical Accessories At Different Office Of Unnauan Bhawan 4.

Annual Maintenance And Operation Of Existing Lighting Instal.....

DEADLINE

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LIVE TENDER

TENDER DETAILS

Location

VALUE

DEADLINE

West Bengal, India

4.36 Lacs

Refer Document

Telangana, India

Refer Document

Refer Document

Gujarat, India

Refer Document

28-12-2020

Karnataka, India

Refer Document

13-12-2020

Maharashtra, India

Refer Document

Refer Document

Kerala, India

Refer Document

06-01-2021

Development And Operation Of A Star Category Hotel Cum Convention Centre At The Airspace Above The Zero Mile Metro Station Of Nagpur Metro Rail Project On Public Private Partnership (Dbfot) Basis.

Maharashtra, India

Refer Document

15-12-2020

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

Maharashtra, India

Refer Document

03-02-2021

Design, Engineering, Manufacture, Supply, Storage, Civil Work Erection, Testing And Commissioning Of The Rooftop And Boundary Walls Mounted Solar Pv Projects Under Resco Model Including Operation And Comprehensive Maintenance Of 5.0 Mwp Solar Pv Project For A Period Of 25 Years After Commissioning Of 10 Nos Elevated Stations And 2 Nos Of Depots Of Metro Rail Project.

Maharashtra, India

Refer Document

Refer Document

Rate Contract For Breakdown Maintenance Of Various Pumps And Fans Installed At Stations And Depot Of Kochi Metro Rail Ltd

Kerala, India

Refer Document

18-12-2020

Design, Engineering, Manufacture, Supply, Storage, Civil Work, Erection, Testing & Commissioning Of The Rooftop And Boundary Walls Mounted Solar Pv Projects Under Resco Model Including Operation And Comprehensive Maintenance (O&M) Of 5.0 Mwp Solar Pv Project For A Period Of 25 Years After Commissioning Of 10 Nos. Of Elevated Stations And 2 Nos. Of Depots For Pune Metro Rail Project.

Maharashtra, India

Refer Document

29-12-2020

Licensing Of Exclusive Outdoor Advertisement Rights Between The Piers Of Reach - 1 Nagpur Metro Rail Project For A Period Of 05 Years.

Maharashtra, India

Refer Document

29-12-2020

Gujarat, India

Refer Document

Refer Document

Karnataka, India

Refer Document

15-12-2020

1). Repairing, Reconditioning And Developing Of Existing Fire Fighting System At Gitanjali Stadium 2). Electrification Work Complete With Supply And Fixing Of Emergency Led Bulb And Other Related Works 3). Hire Basis Temporary Illumination Work Below The Concourse Level Of Newly Constructed Metro RailWay Station ( Vip Bazar Garia Bound) Of New Garia Airport Metro Corridor.

Rfp For Selection Of Security Service Provider For Providing Security Services For Manning The Metro Rail Stations.

Corrigendum : E-Tendering For “Design, Manufacture, Supply, Testing And Commissioning Of Two No. Of Standard Gauge Wagons (Well Type), Carrying Capacity - 30 T For Ahmedabad Metro Rail Project Phase-I” Construction Of Metro Rail Depot Structures, Site Development Works, Internal Roads & Drainage Works In Depot Area At Anjanapura In Reach-4b Line Of Bangalore Metro Rail Project, Phase-2.

Work For Development And Operation Of A Star Catogory , Hotel Cum Convention Centre At The Airspace Above The Zero Mile Metro Station Station Of Nagpur Metro Rail Project On Public Private Partnership Basis Corrigendum : Knc 02 -Development Of Non-Motorised Transport (Nmt) Initiatives And Station Oriented Developments Of Kochi Metro Rail Ltd. Including Junction Improvements, Open Space Development, Construction Of Drain-Duct,Footpath, Landscaping, Cycletrack

Request For Expression Of Interest For Carrying Out Support Activities Related To Resettlement And Rehabilitation For Surat Metro Rail Project Phase 1 Metro Rail Project Phase 2,.

Limited Project Management Consultancy (Designated Engineer) For The Civil Construction Works Of Metro Corridor From Central Silk Board Junction To Kempegowda International Airport Of Bengaluru Metro Rail Project Phase 2a & 2b.

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

LIVE TENDER

TENDER DETAILS

Location

VALUE

DEADLINE

Development And Operation Of A Star Category Hotel Cum Convention Centre At The Airspace Above The Zero Mile Metro Station Of Nagpur Metro Rail Project On Public Private Partnership (Dbfot) Basis

Maharashtra, India

Refer Document

15-01-2021

Licensing Of Built-Up Spaces At Khapri Metro Station, New-Airport Metro Station, Airport Metro Station, Jaiprakash Nagar Metro Station, Bansi Nagar Metro Station, Jhansi Rani Square Metro Station And Gaddi Godam Square Metro Station Of Nagpur Metro Rail Project For A Period Of 15 Years.

Maharashtra, India

Refer Document

22-12-2020

Awarding Of Exclusive Train Wrapping Rights Of Nagpur Metro Trains On Reach–1 And/Or Reach - 3 Of Nagpur Metro Rail Project For A Period Of 03 Years

Maharashtra, India

Refer Document

16-12-2020

Location

VALUE

DEADLINE

Gujarat, India

13.98 CR.

15-01-2021

Refer Document

23-12-2020

Location

VALUE

DEADLINE

Corrigendum : Monitoring Health Of Ballast Bed With The Help Of Ground Penetration Radar Technology For Through Ballast Renewal (Tbr) And Formation Rehabilitation On Indian Railways

Multi State, India

28.69 CR.

11-12-2020

Selection Of Consulting Organization For Enterprise Architecture Development For Indian Railways (Vistar)

Multi State, India

4.29 CR.

11-01-2021

Transportation Of Coal From Manikpur Mine End To Railway Siding & Loading In Indian Railway Wagons For Onward Transportation To Nspcl Bhilai (Pp-3). - Ntpc-Sail Power Company Limited (Nspcl) Bhilai

Chhattisgarh, India

81.95 Lacs

11-12-2020

Regular Work Of Transportation Of Rly. Material/Equipment's Between Diesel Loco Shed Itarsi And Various Sheds, Workshops And Organizations Of Indian RailwayS & Any Other Place In India As Per Requirement Of RailwayS By Road Transport ".

Madhya Pradesh, India

81.95 Lacs

11-12-2020

Transportation (Loading, Leading, And Unloading) Of Steel Sections/ Fabricated Steel Material Of Any Size & Shape To & Fro From Bridge Workshop, N.Rly Charbagh, Lucknow To Various Places Over Indian Railway & Vice-Versa By Truck.

Uttar Pradesh, India

56.50 Lacs

11-12-2020

Provision Of Gis Mapping Of Indian Railway Off Track Assets By Hand Held Device Under Bilaspur Division

Chhattisgarh, India

31.03 Lacs

17-12-2020

Haryana, India

29.80 Lacs

01-01-2021

Bullet Train TENDER DETAILS Supply, Erection, Testing & Commissioning Of 220kv D/C Vav – Surat Tss (Nhsrcl) Line With Acsr Zebra Conductor With Opgw Cable & Fote – 16.520 Km On Turnkey Basis.

Expression Of Interest (Eoi) For Supplementary Empanelment Of Legal Consultants To Conduct And Undertake Legal Work On Behalf Of Nhsrcl, Including But Not Limited To Representation In Any Court Of Law, Drafting / Vetting Of Documents, Legal Opinion, Etc.

Delhi, India

Indian Railway TENDER DETAILS

Gis Mapping Of Indian RailwayS Off Track Assets Using Hand Held Devices In Entire Ambala Division Except Ambala Cantt. Station, Old Raiway Colony And Rail Vihar.

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

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LIVE TENDER

TENDER DETAILS

Location

VALUE

DEADLINE

Rajasthan, India

24.89 Lacs

31-12-2020

Panoli - Addition And Alteration In Ohe In Connection With Dfccil Track Connectivity With Indian Railway Track In Vadodara Division

Gujarat, India

23.67 Lacs

23-12-2020

Gis Mapping Of Indian Railway Off Tracks Assets By Hand Held Devices E.G. Land, Building, Colonies, Workshops, Hospitals Etc. Using Gps Based Hand Held Devices

Maharashtra, India

20.53 Lacs

24-12-2020

Transportation Of Coal From Manikpur Mine End To Railway Siding And Loading In Indian Railway Wagons For Onward Transportation To Nspcl Bhilai (Pp-3).

Chhattisgarh, India

Refer Document

11-12-2020

Supply Of Rotary Switch 10amp Rating 4 No + 4 Nc Contacts, 4 Pole For Indian Railway Signalling Operation. Make: Kaycee, L&T, Schneider,Havells Accepted Make: "Kaycee%U201d

Maharashtra, India

Refer Document

22-12-2020

Supply Of Air Brake Equipment For Detc/Us Coaches [With Electric Transmission]. Schematic Drg. No. (231) Detc/Us 3-5-005, Alt-C And To Schedule No. Icf/Sk-10-2-342, Issue Status-01, (Rev.02), Cs-01.

(Item To Be Procured From Icf Approved Sources Only) - Body Shell Assembly (Detc/Us) Complete., Stainless Steel Sheet Size: 1.7 X 1250 X, 3500 Mm, Cork Sheet, Hexagon Head Bolt, Slotted Cheese Head Screw Size M10 X 40, Single Component Silicone Sealant, Non-Flammable Solvent Based Adhesive, For Past.....

Maharashtra, India

Refer Document

30-12-2020

Maharashtra, India

Refer Document

22-12-2020

Supply Of Two Quire Register (Hard Bound) Size 229 Mm X 324 Mm (C4) As Per Is-5195/1969,Creamwove Paper Of Minimum 60 Gsm. As Per Is-1848/1991.Ruling To Be Done In Blue Colour And The Top And Side Margin Shall Be In Red Colour. For Copy Rule The Distance Between Horizontal Lines Shall Be 9 Mm And For Margin On Side And Top Approximately 30 Mm With Light Indian Railway Logo On Each Sheet, Size 100 Mm X 100 Mm. No Of Pages=192 Each Register. Art Work Of Top Cover As Advised By Amm/Sty/By, Mumbai, .....

Maharashtra, India

Refer Document

22-12-2020

Supply Of Crest For Indian RailwayS As Per Drg. No.Csc.1124a Alt'9'.

Punjab, India

Refer Document

15-12-2020

Chhattisgarh, India

Refer Document

11-12-2020

Supply Of Set Of Rubber Profile For Main Door Consisting Of 3 Items Are:-(I) Upper Gasket-To Indian Railway'S Drg. No.840-204 Blatt-01, Alt No.-Nil, Qty/Kit-4 Nos.(Ii) Gasket Pivot Side To Indian Railway'S Drg. No.840-203 Blatt-01, Alt No.-Nil, Qty/Kit-4 Nos.(Iii) Facing Brick Gasket To Indian Railway'S Drg. No.840-202 Blatt-01, Alt No.-Nil, Qty/Kit-4 Nos. Material And Specification: As Per Drawing.

West Bengal, India

Refer Document

04-01-2021

Supply Of Non-Asbestos Based 'K' Type High Friction Composite Brake Block For Coaches With Bogie Mounted Brake System On Indian Railway To Rdso's Sk-98066,Alt. No.-6 (Six) And Rdso's Specn.No.C-9809 (Rev.-4) Of May 2009 With Amendment Slip No. 1 Of September ,2016.

West Bengal, India

Refer Document

04-01-2021

Supply Of Gangway Bridge Mounting. Drawing No: Indian Railway'S (Lhb Gmbh) Drg. No. 1.10113.0.24.120.001, Alt. B. Material And Specification: As Per Drawing.

West Bengal, India

Refer Document

14-12-2020

Supply Of Non-Asbestos 'L' Type Composition Brake Blocks For Freight Stock With 1000 Mm Wheel Dia And Container Flat Wagons Of Indian Railway To Drg. No.- Wd-99062-S-01, Alt.- 3 Or Latest & Rdso Specification Wd13-Abr-2006 Of December-2006 With Latest Amendments If Any.

Multi Location

Refer Document

17-12-2020

Kota Division-Gis Mapping Of Indian Railway Assets By Using Survey Grade Hand Held Devices(Without Differential Ground Station).

Supply Of Timing Belt Type Length 300 Width 18mm Suitable For Heidz Electrical Lifting Barrier In Indian RailwayS As Per Rdso/Spn/180/2005. Make: Heidz, Optibelt 2r, Mecoy

Supply Of Rotary Switch 2 Way On-Off 2 Position 60 Degree (6 Amp Dc Rating) 4 Pole, With 4 No + 4 Nc Contacts, For Indian Railway Signalling Operation. Make: Kaycee, L&T, Schneider, Havells. Note: (1) Sample To Be Approved By Consignee Before Bulk Supply. (2) Material Picture Attached (3) Inspection By Consignee

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

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TENDER DETAILS

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DEADLINE

Supply Of Natural & Artificial Fibre Thermoset Composite (Naftc) Sheet For Roof Panelling Of Indian Railway Passenger Coaches B.G. (Provisional) Size - 3048 X 1524 X 1.5 Mm. Specification : Rdso /2016/Cg-02. Amndt.-1 Warranty :- 48 Months From The Date Of Supply Or 42 Months From The Date Of Fitment Of The Sheet.

Multi Location

Refer Document

14-12-2020

Supply Of :High Pressure Hose Assembly Type-Sae-100 Rsr 1/4 Npt X 7/16 Unf 3000 Psi 687 Mm Long With Double Locking System Of Make Sony/Super Seal/Indo/Gates Or Simliar, Supply Should Be Past Proven Supplier To Indian RailwayS. Sample To Be Approved Before Bulk Supply

Maharashtra, India

Refer Document

14-12-2020

Supply Of Paper Computer Interleaved With Carbon In Sheet Conforming To Is : 12766/97 With Test Requirements As Per Is, Ez Read Continuous Stationery For Passenger Reservation System Size 38.1 X 27.9 Cms (15 " X 11 ") 2 Ply , 60 Gsm With Indian Railway Logo Size 9 Cms X 9 Cms In Centre In Light Blue/Light Grey Colour And Printing Of Name Of 'N. C. Railway' In Hindi And English At Right And Left Side On Top Of Each Sheets. Specn: Is 12766/97

Uttar Pradesh, India

Refer Document

17-12-2020

Supply Of Lightweight Crow Bar. For Use On Indian Railway For Track Maintenance Crow Bar Length =1552mm, Width = 80mm, Weight =7.20 Kg. Material En 8 Carbon Steel. Make Kelvin Enterprises (India) Or Similar. The Supplier Must Submit The Sample Piece With Metallurgical Test Certificate So As To Confirm The Relevant Specification. Note: Bulk Supply Shall Be Made Only After The Approval Of Sample Two Pieces By Consignee. The Type Of Crow Bar Should Be Octagonal / Round With Point And Hammer End.

Karnataka, India

Refer Document

22-12-2020

Supply Of :Crest For Indian RailwayS, Dia 305 Mm With Seventeen Stars To Rdso Sk.No.Csc-1124 A, Alt 9 And Other Requirements As Per Rcf Specification No. Mdts 036.

Karnataka, India

Refer Document

23-12-2020

Supply Of Portable Hand Held X-Ray Fluorescence Analyser With Aerb Certification And Built In Standard Calibration. The Detail Technical Specification Along With Terms And Conditions Is Enclosed As Annexure. Make: Hitachi/Niton/Olympus Or Equivalent International Make Having Credentials Of Supply Of Proposed Equipment To Other Indian Railway Units. Note: Oem/Authorised Dealers Should Only Quote The Tender

Telangana, India

Refer Document

17-12-2020

Request For Enlistment Of Financial & Marketing Consultants For 3 Years For Providing Consultancy Services For Development Of Vacant Land/Air Space/Re-Development Of Railway Stations/Railway Colonies Of Indian RailwayS

Delhi, India

Refer Document

15-12-2020

Supply Of Saloon Sliding Door P.P.End To Indian Railway'S Drg. No. 110113.0.22.135.001, Blatt 01,Alt Nil Or Latest, And Rcf's Specn.

No.Mdtc 082, Rev 02 Or Latest And Int Door.

West Bengal, India

Refer Document

31-12-2020

Supply Of Portable Diesel Alternator Cum Welding Set Having Auxiliary Power Capacity Of 3kva, 230volts, Single Phase Ac Supply, 50hz, And Welding Capability Of 175a Dc (Min) With Duty Cycle Of 60%. The Engine Shall Be Air-Cooled, Petrol Start And Petrol Run With Auto Start Or Manual Start Features. The Portable Welding Cum Genset Shall Generally Confirm To Is: 2635 (Latest) And Alternator Shall Confirm To Is: 4722 (Latest). The Portable Welding Cum Gen-Set Shall Meet The Following Requirements. .....

Tamil Nadu, India

Refer Document

04-01-2021

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

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