White Paper

Advanced Rail Fastenings in India

PREFACE:

With advanced Turnouts, Metro Rail, Ballastless Rail Tracks and High-Speed Line, new impetus has been given to the Indian rail fasting market and applications. The spectrum of advanced rail fastening assemblies has become wider.

The promotion of indigenous manufacture of advanced rail fastening components under “Make in India” will give an impetus to the Aatmanirbhar Bharat initiative under the self reliant Indian campaign Making better use of the domestic economy and industries.

RDSO designed elastic Rail Clip, ERC, MARK III the Standard ofINR:

The RDSO designed anti-clock-wise bended self-tensioning Elastic Rail Clips, ERCs, evolved from Pandrol ERCs, are in India the standard rail fastening for concrete sleeper rail tracks:

The standard fastening consists of only few parts; an SGCI insert with a Tunnel/housing and a shoulder anchored in the concrete sleeper, an insulating glass filled nylon composite GFN liner, a 6 mm thick grooved rubber rail-pad and a self-tensioning ERC. The concrete sleeper comes with the insert already casted in.

Those Pandrol type ERCs develop the clamping force to hold the rail foot by deflection when the centre leg is pushed into the housing/tunnel of the SGCI insert with its shoulder. There is NO

INR Ballasted Concrete Sleeper Rail Track with ERC Fastening LOAD, developing a clamping force. The clamping force Develops with the deflection of the spring steel rod. The missing elasticity of concrete sleepers gets compensated with elastic rubber pads made out of natural rubber, ethylene-vinylacetatecopolymer (EVA) or ethylene-propylene-dien-ter- polymer micro foam (microcellular EPDM).

Between heel of the clip and rail-foot there is a liner made out of reinforced polyamide/nylon. There is no screw or bolt to Adjust the clamping force measured with the unit [kN]:

Assembling of Indian RDSO designed MARK III ERC on Concrete Sleeper by pushing the Centre- Leg into the Housing/Tunnel; Pict. by F.A. Wingler

Elastic Fastening with self-tensioning RDSO MARK III ERC onConcrete Sleeper; Graph modified by F.A. Wingler

Attending loose MARK III ERC by patrolling Key Man Vossloh 336 4 Holes Ribbed Base-Plate Fastening with Anchor Studs, K-Bolt and SKI 12 Tension Clamp

The rail fastenings with MARK III ERC on INR concrete sleeper tracks need frequent attendance. By vibration and corrosion the clip can get loose. A patrolling key man is in intervals needed to push manually with A special hammer loose ERCs back into the housing:

On Metro Rail, Semi-High Speed and High-Speed tracks, because of safety reasons a so-called “fit-and-forget” attendance free fastening system is needed. Metro Rail, SemiHigh Speed and High-Speed Rail need more reliable fastenings and components.

Indirect Base-Plate Fastenings forMetro Rail:

With the upcoming Metro Rail in India, alternative “fit-andforget” indirect fastening assemblies have arrived making use of Base-Plates with either

1. the Vossloh K-Plate (“Rippen-Platte/Ribbed-Plate”) with the Hook-Bolt and the SKI 12 Tension Clamp (“Spann-Klemme”) for indirect fastening: 2. orwith shoulder Base Plates with tunnels/housings for Pandrol type ERCs for indirect fastenings. The Pandrol resilient base plates of this indirect fastening are fixed to the sleeper or plinth by cast-in anchor studs:

On the old Kolkata metro line one can find the self-tensioning Indian ERC clips with anti-clock-wise bends. The Vossloh type 336 ribbed base-plate indirect fastening with T- Head/K-bolts and SKI 12 tension clamps are installed on following Operational metro lines:

DELHI (BG and SG), JAIPUR, NOOIDA, GURGAON, KOCHI, KOLKATA (New), BANGALORE, LUCKNOW, HYDERABAD and AHMEDABAD:

Bangalore Metro Rail Fastening with 4 Holes Ribbed Base- Plate, K-Bolt and SKI 12 Tension Clamp

Vossloh 336 2 Holes Ribbed Base-Plate Fastening with Dowel Screw Bolt, K-Bolt and SKI 12 Tension Clamp Assembly Scheme of Vossloh 300-1 U direct Fastening with SKI 15 Tension Clamp

The Vossloh, Germany, supplied indirect fastening system-336 with SKI-12 tension clamp and Cellentic intermediate plate is installed on the Bangalore Metro. The base plate system uses an M 27 x 285 mm cast-in anchor stud assembly. Two bolts are used on curves leaner than 700 m radius, 4 bolts on curves tighter than 400 m and 3 bolts for curves < 700 m and ≥ 400 m. The fastening system is capable of lateral adjustment of ± 4 mm using eccentric insulating bushes, and ofvertical adjustment of + 20 mm using a combination of height adjustment plates beneath the base plate. The fasteners are spaced at 700 mm on tangent track and on curves of radius 400 m and leaner. The spacing is reduced to 650 mm on curves tighter than 400 m radius. This system has a proven record in Indian conditions of over 10 years on the Broad Gauge and Standard Gauge rail tracks of Delhi Metro Rail Corporation. Its performance in reach-1 of the Bangalore Metro for the last 14 months (2013) has been quite satisfactory; source: S. Parameshwara, Procedure of National Technical Seminar of IPWE, Jan. 11-12th, 2013, Chennai, Page 332.

The indirect Pandrol Resilient Base-Plate Assembly with Pandrol “ e” Brand clock-wise bended ERC one can find on following Indian Metro Rail:

DELHI, CHENNAI, MUMBAI, KOLKATA new, NAGPUR and PUNE.

This installation is similar to the Pandrol installation of Dubai Metro Rail, where however onlytwo anchor studs are used.

Direct Vossloh 300 Series SKl Tension Clamp Fastening:

For Ballast-less INR Tracks, BLT, in Tunnels the direct Vossloh 3001 U fastening system with SKI tension clamps have also come to India. The assembly is hold by screw bolts with dowels in the concrete sleeper or concrete plinth. When fastening and tightening the nut or screw-bolt, the SKI clamp gets deflected and thus generated the clamping force. The clamping force can be adjusted bythe torque applied.

The vertical height can be adjusted with intermediate plates/shims; the lateral adjustment can be performed with the angle-guide plates:

Angle-Guide Plate of Vossloh 300-1 U Fastening

The Vossloh 300 direct screw-bolt fastening is a favorite assembly on Rheda 2000 ballast-less tracks, BLT, in India: The bi-block traverse, non-prestressed concrete sleepers together with rail fastenings and rails are adjusted in their position to precision on a monolithic concrete track-supporting layer (i.e., monolithic in that it is created in one concrete-casting process) and then the concrete poured between the sleepers:

On the BLT of Delhi Airport Express Metro Rail we find the Vossloh 300-1 U direct fastening system with SKI 15 tension clamps, similar to the BLT fastenings of the Indian Railways, Northern Railway, Pir Panjal Tunnel T-80 and Tunnel T-25 of the USBRL, Kashmir link project:

Preparing Rheda 2000 BLT Track in T 80 Tunnel (USBRL Project) with Vossloh 300-1-U direct Fastening with SKI 15 Tension Clamp

Bi-Block M-55 non-prestressed Concrete Sleeper for Rheda 2000 BLT with Dowel Holes for Vossloh 300-1 U direct Fastening for Tunnel T 80 Construction of Rheda 2000 HS BLT in Saudi Arabia, Jeddah to Medina

Delhi Airport Express Metro Rail direct Vossloh 300 Fastening with SKI 15 Tension Clamp

Self-tensioning Pandrol Fast Clips Superseding the “e” Brand ERCs:

Worldwide the self-tensioning Pandrol-Brand Fast-Clips are increasingly superseding the self-tensioning Pandrol type ERCs. The Fast-Clip falls in the category of indirect fastenings.

This Fast-Clip takes a trumped around the globe especially in England, Germany, France, Poland, Sweden, Estonia, Georgia, Lithuania, Russia, Serbia, Hungary, Corsica, Sri Lanka, Cambodia, Malaysia, Saudi Arabia, Australia, China and USA:

In England, wherever new sleepers get installed, the rails will be fastened by Fast-Clips. Even in Germany, the motherland of direct Vossloh Screw/Tension-Clamp SKI Fastenings, the FastClips are nowadays installed on tracks with tight curvatures, where in 4-5 years interval due to high wear the high outer curve-rails have to be re-railed by robotic heavy-duty on-track machinery (River Rhine Valley Lines):

The Fast-Clip sleepers are delivered on site with all components held captive, and the clips with the toe-insulator are at parked position. Once the sleepers are placed and the rail has been threaded, the Fast-Clip is simply pushed from the parked to the installed position. This can be done by mechanized/robotic procedures. The correct clamping force in the range up to 17 kN is achieved automatically when pushing the clip in parking position. The Fast-Clip is virtually maintenance free and a true “fit and forget” rail-fastening. Even under harsh conditions the clip does not dislodge. No key-man is needed to push in regular intervals clips back, as it is needed for conventional parallel to the rail installed elastic rail clips, which can get loosened by rail-creep and vibration.

For the Mumbai-Ahmedabad High-Speed Line the Fast-Clip has been taken into consideration in combination with the Japanese Shinkansen ballast-less dlab track. A demonstration track had been recently installed at Vadodara:

The Pandrol VIPA DFC is a base-plate system with Fast-Clip, and it has been designed with pre-cast applications in mind. This has allowed the engineers to design the system economically using long-proven embedded cast shoulder technology to transfer the lateral loading into the pre-cast element. Applications are on light rail, metro, high-speed and other non-ballasted tracks.

Pandrol/Rahee Fast Clip; Pict. by F.A. Wingler

Mechanized/robotic Track Sleeper Laying with pre-assembled Fast-Clips, Rail-Threading and Clip-Locking in China Demonstration of Ballast-less Slab Track at Vadodara for Indian High-Speed Project with Base-Plate Fast-Clip Fastening

Pandrol Vipa DFC indirect Base-Plate Fastening with Fast-Clip

The Pandrol VIPA range of products uses 2 layers of resilience pads to provide attenuation ofvibrations, 1 layer of resilience pad underthe base-plate and a second layer underthe rail.

The system is an adjustable indirect base-plate type, ideally suited for installation on pre-cast blocks, sleepers or slabs, but can also be installed using the wet-pour top-down methods like Rheda 2000.

Direct Shinkansen Spring-Steel Leaf Fastening:

A feasible alternative for the Mumbai-Ahmedabad HS track is the Japanese spring-steel leave fastening of the Shinkansen lines, a direct fastening assembly using dowels in the concrete support:

This fastening allows lateral adjustments. The clamping force is achieved automatically once the screw-bolt is tightened to contact.

Spring-Steel Leaf Clip Fastening of Shinkansen HS, Japan Roughly Triangular Shape of the Nabla Clamping Spring-Steel Blade

Nabla Spring-Steel Blade Assembly Scheme with Insulator

1: Hexagonal Bold; 2: Washer; 3: Coil Spring; 4: Spring-Clip; 5: Wedge; 6: Plastic Dowel; 7: Rail-Pad Scheme of the Japanese Shinkansen Spring-Steel Leaf Fastening

Direct Nabla Spring-Steel Blade Fastening:

A similar direct spring-steel leaf or blade fastening with screw bolts is the Nabla system with a roughly triangular shape of the clamping steel blade. The term “Nabla” is derived from the triangular symbol resembling an inverted Greek delta used in mathematics: The Nabla fastening is a safe and reliable railway fastening, which is most widely used in France. In general, Nabla fastening can be widely used in tram, light rail transits, metro, main line and high-speed tracks. The special shape of the Nabla blade generates a dynamically stable clamping force on the steel rails when the screw-bolt gets torqued. The direct Nabla fastening is extensively used on concretes sleepers of ballasted French TGV high-speed lines:

Besides the indirect Pandrol Fast Clip the direct Nabla assembly is also taken into consideration for the Mumbai-Ahmedabad HS BLTrail track.

Indirect DelkorBase-Plate Fastenings:

In his article on Rail Link to Kashmir Valley in the PWI Journal, London, UK, January 2021, p. 18, the renowned consultant Mr. J.S. Mundrey promotes for the envisaged ballast-less track, BLT, on the Kashmir rail-link between Katra and Banihal an indirect fastening with Delkor base-plates.

Delkor, Australia, has in its product portfolio a wide range of adjustable base-plates for ribbed plate K-bolt-SKI as well for Pandrol type ERCs Clips:

Delkor Alt. 1 Base-Plate Range

Delkor Alt. 1 Bonded Base Plate; source DELKOR RAIL Product Information Sheet; modified by F.A. Wingler

Standard grooved Elastomer Rail Pad of INR manufactured by Chandra Industrial Works, Kolkata

Vossloh CELLENTIC Rail Pad for 300 Series direct Fastening

Elastic Rail Pads and Intermediate Plates:

Elastic vibration energy absorbing and clamping rail pads and intermediate plates are essential components of advanced rail fastening systems. For details see: J.S. Mundrey, RAILWAY TRACK ENGINEERING, 5th Edition 2017, McGraw Hill Education (India) Private Limited, Chennai, Chapter 5, p.170 ff, ISBN (13)978-93-5260-649-8 / ISBN (10): 93- 5260-649-3: Rail pads and intermediate plates of advanced properties are made of vulcanized microcellular ethylene-propylene-dienetermonomer (EPDM) rubber, of different stiffness adjusted to the applications, underthe trademark “CELLENTIC”:

Intermediate Plates for the Vossloh 300 Series direct Fastenings

Outlook:

The final words have not yet been spoken, which of the advanced indirect or direct rail fastening systems and components will become standard in India.

The national strategy should be to manufacture the advanced rail fastening components in India.

The promotion of indigenous manufacture of advanced rail fastening components under “Make in India” will give an impetus to the Aatmanirbhar Bharat initiative under the self reliant Indian campaign with the target to make better use of the domestic economy and Industries. Within the Aatmanirbhar Bharat initiative, Pandrol Rahee Technologies have become an innovative supplier of advanced rail fastening components in India. They have taken SKl tensionclamps and Nabla fasteners in their product portfolio.

Authored by

Dr. F.A. Wingler

Doenhoffstr.92 D 51373 Leverkusen, Germany Phone: +49 214 44337 e-mail: drwingler@web.de website: http://www.drwingler.com

METRO RAIL NEWS METRO RAIL NEWS

10,000+ Print 1,25,000+ Digital Circulation

3,20,000+

Monthly website visitor

75,000+

Newsletter Subscriber

India's leading Monthly Magazine and News Portal on Metro & Railway Sector

Read By Ÿ Research Organisations. Ÿ Metro Railways/Urban Transport Operators. Ÿ Construction & Infra Companies. Ÿ Metro & Railway Contractors. Ÿ Suppliers/Manufactures/OEMs. Ÿ Rail Professionals & Consultants. Ÿ Ministry/Govt. Department.

TOD and Transit Ridership

Introduction

Transit Oriented Development (TOD) is an urban development strategy that refers to residential and commercial centers designed to maximize access by transit and nonmotorized transportation and with other features to encourage transit ridership. Typically, TOD involves creating relatively high density development with a comfortable walking distance (800 m) of public transportation stations. It includes following design features:

The neighbourhood is designed for Cycling and Walking, with adequate facilities and attractive street conditions.

Streets have good Connectivity and Traffic Calming features to control vehicle traffic speeds.

Mixed-use development that includes shops, schools and other public services, and a variety of housing types and prices, within each neighborhood.

Parking Management to reduce the amount of land devoted to parking compared with conventional development, and to take advantage of the parking cost savings associated with reduced automobile use. and Secure, with features such as comfortable waiting areas, venders selling refreshments and periodicals, washrooms, Wa y f i n d i n g a n d M u l t i - M o d a l N a v i g a t i o n To o l s . Impact of TOD on Transit Ridership

Several studies indicate that people who live and work in TODs tend to own fewer vehicles, drive less and rely more on alternative modes than they would in more automobile dependent locations. Ewing and Cervero (2010) found that increased proximity to transit stop, intersection density and land use mix increase transit travel. Cervero, et al. (2004) found that increased residential and commercial density, and improved walkability around a station increase transit ridership: for example, increasing station area residential density from 10 to 20 units per gross acre increases transit commute mode share from 20.4% to 24.1%, and up to 27.6% if implemented with pedestrian improvements. Ding, Cao and Liu (2019) found that station-area built environment characteristics, including density, mix, bus service, and car ownership influence 34% of Washington DC Metrorail ridership. Lund, Cervero and Willson (2004) found that California transit station area residents are about five times more likely to commute by transit as the average worker in the same city. Gard (2007) found that TOD typically increases per capita transit ridership 2-5 times and reduces vehicle trip generation 8% to 32% compared with conventional land use development. Various factors influence transit ridership value:

Population Density: The population density can create adequate transit ridership to justify frequent service, and help create active street life and commercial activities.

Employment Density: Larger and more centralized commercial areas will increase transit ridership.

Service Quality: Improved transit service quality (more comfortable vehicles and waiting areas, more frequent service, time-competitive with driving, better user information etc.) increases ridership.

Transit Service Pricing: Lower fares and wider distribution of passes increases ridership.

Demographics: Lower-income, students, seniors and disabled populations ride transit more than average.

Employment Density: Larger and more centralized commercial areas will increase transit ridership.

Transit Accessibility: Good transit accessibility such as good pedestrian connectivity can enhance transit ridership.

Physical Design Factors: Physical design factors such as neighborhood design and streetscape improvements can have some influence on transit choice among individual station area residents.

Examples ofCase Studies

Several case studies explore relationship between transit demand and TOD indicators. The results of few case studies are given below:

1) Metro Stations in Bangkok: The results of this case study indicate that only density and design variables influence ridership volume for the Bangkok metro stations. This result is further evidence that the populations in high-rise buildings tend to use metro stations more than those in single houses or lowrises. Also, interchange stations and park and-ride buildings are found to be the main variables that correlate directly with transit ridership numbers.

2) San Francisco Region Rail and Ferry Terminals: Automobile travel declines and public transit travel increases as households locate closerto San Francisco region rail and ferryterminals.

3) California Transit Station: California transit station area residents are about five times more likely to commute by transit as the average worker in the same city. California office workers who live located within 1/2 mile of rail stations to have transit commute shares averaging 19% compared to 5% regionwide. The statewide average transit commute mode share is 27% for workers living within 1/2 mile of a station compared to 7% for residents between 1/2 mile and 3 miles ofthe station. Oriented suburban community near Portland, Oregon, use public transit significantly more than residents of comparable communities. Orenco transit commute mode share is 22% compared with 5% average for the region, and 69% report using public transit more frequently than they did in their previous neighborhood.

5) Washington DC and Baltimore TODs: An analysis of Washington DC and Baltimore TODs indicates that all else being equal (accounting for demographic and geographic factors), TOD residents drive about 20% fewer annual miles than nonTOD residents, and rely significantly more on walking, cycling and public transport for both commute and non-commute trips.

6) Metro Stations in Taipei City, Taiwan: Based on empirical results, this study concludes that daily ridership was positively affected by the floor-space area of the station areas, negatively affected by the percentage of four-way intersections, and insignificantly affected by mixed land use.

7) Shanghai’s Metro Stations: This empirical study has found that passenger volume in a metro station is positively associated with station area employment density and residents’ commuting distance. As the regression results show, if adding 1000 jobs within 500 m from the station, the station passenger volumes will increase 22,148.

Conclusion

From above, it can be concluded that TOD planning plays a significant role in maximizing the transit ridership and in creating compact and sustainable urban development in a limited land area. A high population and housing density, combined with mixed use developments generally ensures high transit ridership.

References

1) Robert Cervero, et al (2004), “Transit-Oriented Development in the United States: Experience, Challenges, and Prospects”, Transit Cooperative Research Program, Transportation Research Board

2) Hollie M. Lund, Robert Cervero and Richard W. Willson (2004), “Travel Characteristics of Transit-Oriented Development in California,” Caltrans Statewide Planning Studies

3) NJDOT (2007), “How to Handle Parking,” Transit Friendly Development” Newsletter of Transit Oriented Development and Land Use In NewJersey, Vol. 3, No. 1

4) Jen-Jia Lin and Ting-Yu Shin (2008), “Does Transit-Oriented Development Affect Metro Ridership? Evidence from Taipei, Taiwan” Transportation Research Record: Journal of the Transportation Research Board, Issue 2063

5) John Renne (2009), “From Transit-Adjacent to TransitOriented Development,” Local Environment, Vol. 14, No. 1, pp. 1-15.

6) Reid Ewing and Robert Cervero (2010), “Travel and the Built Environment: A Meta-Analysis, ” Journal of the American Planning Association, Vol. 76, No. 3, Summer, pp. 265-294

7) Chuan Ding, Xinyu Cao and Chao Liu (2019), “How Does the Station-Area Built Environment Influence Metrorail Ridership? Using Gradient Boosting Decision Trees to Identify Non-Linear Thresholds,” Journal ofTransport Geography, Vol. 77, pp. 70-78

8) Khin Thiri Kyaw Nyunt and Natachai Wongchavalidkul (2020), “ Evaluation of Relationships Between Ridership Demand and Transit-Oriented Development (TOD) Indicators Focused on Land Use Density, Diversity, and Accessibility: A Case Study of Existing Metro Stations in Bangkok”, Urban Rail Transit 6(1):56–70

Authored by:

Jitu Sharma

He is currently working as Manager (Transportation) in Bangalore Metro Rail Corporation Ltd and having more than 15 years experience in aspects of transport planning, transport economics and development economics.

Building Information Modeling for Rail Projects in India

There are merits and demerits of each and every technology but merits are always given priority while we adopt new technology. BIM is not an exception. Indeed it is helping the engineers, institutions and the government. This can be if vital importance when it comes to the development of Rail projects. It will not only help in improving design efficiency and save cost but also an ineffective implementation ofthe projects.

The Building Information Modelling technique is also supposed to reduce the total project time and duration significantly. BIM technique has revolutionized construction industry today and has helped to make gruesome constructions an easier task according to experts.

Architects, Engineers and Construction people now emphasize on BIM technique which helps them avoid a number of loopholes which the traditional manual method of designing and layout used to be a problem working with. BIM or Building Information Modelling has become an integral part of the construction industry in modern times. The computer-based systems have helped us to work without much worries as the need for drawings, paper and pencil have now become negligible. BIM is abbreviated for Building Information Modelling. In India, it is also known as VDC: Virtual Design and Construction. It is an intelligent, model-based process for planning, designing, building and managing buildings and infrastructure. It helps and allows people from the construction industry, AEC professionals efficiently design, build and operate a structure. In simple terms, it can be said to be a digital representation of a building's physical and functional properties and its characteristics. However, BIM goes further than just the building's physical appearance or a 2D or 3D model of it. It includes information about every component of the building, infrastructure, construction that goes into the project. This helps the designer whether he is a construction professional, architect or engineer create designs more effectively compared to other tools in the market today. What is BIM?

It is a way of working, managing information in a team environment, enabling everyone to understand a building using a digital 3D model.

The digital model holds all the information needed to design, construct and maintain that building.

BIM creates a digital knowledge resource shared by different project participants at any stage, forming a reliable basis for decisions.

BIM affects the whole project ‘life-cycle’ i.e., from inception to demolition

Significance ofBIM

1. DESIGN Drawings, Calculations Architect, Engineer Visualization, 3D models 2. LAWAND REGULATIONS Regulations specifications 3. SERVICES Logistic Engineering Industry 4. 4D -CONSTRUCTION MANAGEMENT Scheduling Logistic, 4D 5. SPECIFICATIONS Classification Standards Specification Sheets Estimates Accounting 6. 5D - SIMULATION Life cycle cost Environment Lifetime predictions 7. 6D - DOCUMENT MANAGEMENT Estimates Conditions Requirements Functional requests 8. PROCUREMENTPrice database Product Database 9. 7D -FACILITY MANAGEMENT Maintenance Guaranties Letting Sale, Operations

Domain served

1. Architectural 2. Interior Design 3. Structural 4. Mechanical 5. Electrical 6. Plumbing 7. Fire Protection

Howdoes it work? Building Information Modelling process works in a collaborative approach which includes generation and exchange of data and information between the various project parties. It works by the integration of its five key elements – processes, policies, people, information and technologies. Hence, an intelligent 3D model-based process BIM is developed which helps AEC use their

intelligently and in an optimum manner. With a cloud-based environment and an approach based on integration, it gives its users a number of benefits and easiness. BIM process is both technology and people-driven hence, it allows desired changes at all levels. Information in BIM is stored digitally where models are created to simplify a construction or project (road, bridge, building etc.). Models are digital data or representation, reproduction or simplify version of the task undertaken by AEC people. Information is also collected through documents which in BIM is stored in digital version of papers, drawings, prints, images and videos. The entire process is carried out through specialized software and hardware tools that manage the various stages ofthe Building Information Modelling process. Software used forBIM

Following are some of the common software that is used for BIM: • Autodesk Revit – It is most known software solution for BIM. • Autodesk Navisworks • Autodesk BIM 360 • SketchUp • Archi CAD • VectorWorks Architect • Bentley

Benefits of BIM

• It is the process of designing a building collaboratively using one coherent system of computer models rather than separate sets of drawing. Hence, if a model element is changed than BIM co-ordinates the changes in all views that display that element which saves the time and helps to avoid any unwanted expenditure or loss. • Architects, contractors and structural engineers can work more collaboratively accessing and updating the design. The information in form of models and documents is stored digitally hence, information access is easy and hassle-free saving time and cost. • The information can be accessed by project holders from anywhere hence, it helps to reduce the time-consuming errors. • It helps everyone working on a project co-ordinate seamlessly and keep every project member on the same page. Thus, with a cloud-based user interface supporting environment it helps in significantly reducing the time. • Realistic visualizations help to get immediate approvals. Payments to vendors and contractors are also done timely. • BIM provides insights into design constructability. Thereby, reducing errors, improving efficiency and effectiveness of the construction phase. The information stored in the form of models helps to improve or restructure the design if required

before the construction is completed. • BIM also helps in a better understanding of the future operations and maintenance of the building. This reduces repair and maintenance cost. • It helps the owners and contractors in predictive maintenance asset and facilities management for future changes and renovation work. It can therefore, be summarized that BIM technique significantly helps in reducing the cost and time involved in a project. BIM provides information and tools to effectively plan, design, construct and manage buildings and structures. The essence of BIM process is that it enables the creation of virtual 3D models which can be explored and manipulated making it easier to understand the relations between spaces, materials and systems. A database generates a 3D image and creates building plans. Thus with the help of BIM process, one can build, view and test a structure in 3D. These abilities allow revisions and gathering of accurate details. The detailed data permits design, clash detection, cost and schedule. It’s worth mentioning that BIM does not solely refer to buildings but to all sectors related to construction viz; Roads, Railways, Utilities, Bridges, Tunnels, Structures, Architecture, Topography etc.

PROJECTCASE STUDIES

KELANG JAYA LRT STATION: Kaula Lumpur Metro station

Based on a number of Traffic and Transportation studies conducted by various agencies, the then Government of Malayasia (GoM) approved development of Kaula Lampur Metro Rail (MRTS) Project at the junction of three high density traffic corridors ofthe city spanning across 64 km in phase-I.

Challenge:

Kelana Jaya Station is a two-level interchange station with a series of varied roof systems as a means of visual wayfinding and resource optimization. This meant that not only did the individual roofs and their details have to resolved for modeling purposes, but also their interface drawings and subsequent junction cohesion via modeling.

Kelana Jaya LRT station is a light rail station on the Kelana Jaya Line, which is the second longest fully automated driverless metro system in the world.

The Indian Story Building Information Modeling is a highly beneficial technology-driven virtual platform for Indian construction Industry. According to KPMG-NAREDCO report, India can be the world’s third-largest global construction market by 2030. India is presently incurring huge investment in urban, housing, railways, metro and highways construction. However, it is worth mentioning that the construction industry in India is not very familiar with BIM. Due to population and economic growth, India is witnessing a vastly expanding market. Despite this, in a survey conducted in 2014, BIM usage was reported by only 22% of respondents. Government speculated that BIM could help save up to 20% by shortening construction time. The Ministry of Statistics and Program implementation recently estimated that the government has already incurred INR 3.88 Lakh Cr in overrun costs. The ministry also estimated that around 552 projects have witnessed time escalation too. It is for this reason that BIM becomes necessary and important for India. It is for this reason that NITI Aayog is considering the use of BIM technologies in various government projects. By using BIM, the government will be able to reduce the costs incurred in infrastructure projects significantly.

The Architecture, Engineering, Construction and Operation (AECO) is the second largest industry in India after agriculture Industry. The AECO contributes to about 11.1% of India's GDP. There are several mega projects undertaken recently in India. For e.g; high-end roadways or expressways, metro train projects, bullet train project (between Mumbai and Ahmedabad), HighSpeed Rail Corridor, Bharatmala and Sagarmala. All these megaprojects not only need real-time monitoring but also require vigilant eyes to be kept to rule out any bottleneck to help the projects complete in time and avoid cost overruns and litigations. But, it is disheartening to note that there’s still a lack of awareness and adeptness to BIM in the Indian Construction Industry. The Architects, Engineers and Contractors still prefer to build and construct buildings and establishments on usual approach involving drawings, blueprints and manual specifications. These obsolete and traditional methods usually accompany delays and increase in input cost at various levels. Due to manual records, data and information the chances of bottlenecks and corruption is also not ruled out making the entire project vulnerable. On the contrary, the BIM gives everyone in the construction workflow a common, intelligent model-based process to plan, design, construct and manage buildings and associated infrastructure. The BIM can capture and showcase in sharp 3D detail of any aspect of a building no matter how minute it is. Thus, minimizing the scope for errors and iterations. There is no room for excuse in BIM technology. From visually inspecting a single 2 feet pipe to an entire network of load-bearing pillars stabilizing the building everything can be verified in real-time on a multi-dimensional shared model which is accessible by everyone on the project. Not only this, the five-dimensional visualizations can showcase time, schedule, and the involved cost. As a result, every rupee, kilo of cement and minute is accounted for. With this degree of unprecedented transparency, BIM today has become a necessity of all major constructions and infrastructure. Taking a cue from global practices and in a move that can be said to be visionary, the government of India has decided to use BIM technology for a number of its important Rail and Metro projects. The Maharashtra Metro Rail Corporation Limited (MAHA- METRO) has decided to use Bentley’s 5D BIM digital platform to manage the project and mitigate project challenges majorly leading to time and cost overruns for its Nagpur and Pune Metro Rail Projects. Similarly, the UPMRC (Uttar Pradesh Metro Rail Corporation) has also decided to use 5D BIM technology for its Kanpur Metro Rail Project. The Rapid Rail network in the State has also been decided to be developed using BIM technology. The Chennai Metro (Chennai Metro Rail Limited), Delhi Metro expansion too will be monitored real-time using 5D BIM technique. With more than 1000 km. metro rail network underway in 27 cities, India is sure to see a spurt in increased no. of BIM technology-based metro rail network in near future. The use of BIM would not only help these Metro projects get completed in proposed time but also would ensure a modern approach of infrastructural development in the country’s ambitious transport project. BIM technology is also proposed for Varanasi-New Delhi HighSpeed Rail Corridor and Mumbai-Ahmedabad bullet train project. The Urban Rail Transit system in the country also plans to use BIM for its Rapid Rail networks. Bentley Systems is a major player in this field with its worldwide presence in the technology. There are other players as well but Bentley has become a brand name. "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", Mr Steve Cockerell of Bentley Systems had said to Metro Rail News.

When we think about India, the population is going to increase rapidly and it will touch 1.4 Billion mark very soon. As th country is planning to have more planned urban transport system, the adoption of BIM becomes significant and critical for the country when the nation has planned to build 100 new airports, modernise 8000 railway stations and build 20 million affordable homes. It’s worth mentioning that a system has to be built for the country where at the click of a button one gets to know that where the pipes are going, where the drainage is going and how are the buildings connected to the services like the road and the drainage. The technology is going to play a significant role in the way forward. As the pandemic has left a bigger shadow, it is going to influence the future of urban planning as well. Talking about the developments, Mr. Dan Vogen of Bentley Systems had discussed in-depth about the development in an interview with Metro Rail News. "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 oftime. 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 have tried to be very flexible throughout the whole process", he said to our Managing Editor Mr Narendra Shah. “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 modelling the simplest to the most complex of stations, togetherwith 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" , Mr Cockerell had added. The scenario is going to change in the coming years with firms like Bentley going to play a very important role in the matter. We need to welcome the change as our population expands. The population is not at all going to be problematic. Indeed it will provide with more labour to industrial development. BIM will surely play a key role in the whole process if urban planning

BIM in Rail Projects

Using the information of the technical discipline to better visualize the objects in the BIM model : default view (left) ; view per technical discipline (right)

Civil engineering Hydraulics