Metro Rail News Jan 2021-Maglev Technology Special

ISSN 2582-2330 / Vol. V / Issue 49 / Monthly / January 2021

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EDITOR’S NOTE

FROM THE DESK OF

MANAGING EDITOR

Narendra Shah Managing Editor

Dear Readers The year of hopes has come. 2020 has already become a matter of past and our scientists have found a solution for the pandemic that is the invention of the vaccine.

These things have proved that humanity is not going to vanish by mere conspiracies of a nation. We are overcoming the pandemic and it is clear that humanity has won this war against COVID-19.

The things were not well enough last year for the economy but the construction and developments of Metro and Rail's networks achieved have been very excellent even during the pandemic. The things are improving for the economy but the Metro and Rail Sector is already achieving new heights. The Water Metro in Kerala is also a very new thing for the nation.

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

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We are featuring the Maglev Train technology in this issue of our magazine. The technology is superior to the bullet train technology and as a nation, we are aspiring to get the new technology functional soon in our country.

Recently, the first driverless train was inaugurated by PM Modi and with this, the magenta line of the DMRC has become the one which has started driverless operations in India. There are many other Metro Corporations who are aspiring to adopt the new technology and it may happen in next few years.

We are committed to providing uninterrupted services to our readers. We hope for a longer collaboration with you all.

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09

09 Cover Story

14

Exclusive Interview

19

Mr Rakesh Gaur President of Railway Division at Kalpataru Power Transmission Limited.

Featured Story

22

Atmanirbhar Bharat

27

Articles

29

Project Of The Month

42

Year Review

45

Appointment

46

Job Opining

49

Event

50

Metro Rail Project Status

51

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11

13 Tender Live

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NEWS HIGHLIGHTS

Metro Rail

Due to "very less" earning from the parking facilities, the Noida Metro Rail Corporation (NMRC) has announced to discontinue parking at five of the 10 metro stations of the Aqua Line.

NMRC Managing Director Ritu Maheshwari has said that parking will no longer be provided at Sector 81, Pari Chowk, Sector 101, Sector -137 and Sector 142 metro stations with effect from 06 Jan 2021 "The earnings from these stations were very less and NMRC had also deployed additional contractual staff at these stations to manage the parking lots," she said in a statement.

TMC clears construction of 29-km LURTS, which will not only cover the entire city but also provide connectivity to the Central Railway stations and Metro Lines 4 and 5 Thane has chucked its proposed intra-city Metro line for a slimmer and cheaper Light Urban Rail Transit System (LURTS).

DRDO signs an MoU with MAHA – METRO to implement Advanced Biodigester technology in Metro DRDO will render technical support for the implementation of its advanced biodigester Mk-II technology.

The Thane Municipal Corporation (TMC) on Dec 23, 2021, cleared the construction of 29-km LURTS, which will not only cover the entire city but also provide connectivity to the Central Railway stations and Metro Lines 4 and 5, connecting Thane to Wadala and Kalyan respectively.

The Defence Research and Development O rg a n i s at i o n ( D R D O) h a s s i g n e d a memorandum of understanding (MoU) with Maharashtra Metro Rail Corporation (MAHA –METRO) for implementation of Advanced Biodigester Mk-II Technology in Metro Rail Network on Jan 5, 2021.

Washermenpet-Wimco Nagar stretch is likely to open by the end of January

DRDO will render technical support for the implementation of its advanced biodigester Mk-II technology for the treatment of human waste (night soil) in the metro rail network.

Chennai Metro Rail on 27 Jan 2021 began a trial run of trains along the 9 km stretch of the p h a s e I e x t e n s i o n p ro j e c t b e t we e n Washermenpet and Wimco Nagar in north Chennai.

Notably, Indian Railways has already installed about 2.40 lakh biodigesters in its fleet of passenger coaches. Now for MAHAM E T R O, t h e t e c h n o l o g y h a s b e e n revamped and further improved in a bid to save the water and space.

This is the first time that the trains are being run on this stretch; on Saturday, a locomotive engine was operated. This stretch may be thrown open to the public by the end of January 2021.

According to officials of Chennai Metro Rail Limited (CMRL), the trains will be running on this stretch for a few hours every day. “Such trial runs are essential to know the technical problems that mushroom at this stage; so when we inspect continuously during these runs, we can fix them immediately,” an official said.

The signalling test, too, was expected to be conducted on Sunday but it was postponed, sources said.

Parking discontinued due to 'very less’ earning at half of Noida Metro

Thane to get Metrolite soon Launched

The price differential between the two transport systems is substantial. While the Metro would have cost the city Rs 13,095 crore, LURTS, which the babus are already referring to as ‘Chhota Metro’, will cost only Rs 7,165 crore.

CIDCO appoints Maha Metro for balance works The City and Industrial Development Corporation (CIDCO) on Jan 5, 2021, decided to appoint the Maharashtra Metro Rail Corporation (Maha Metro) on deposit terms for the implementation of balance works of the Navi Mumbai Metro Line 1 measuring 11.1 km.

According to CIDCO officials, due to the pandemic and technical issues, the

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NEWS HIGHLIGHTS the development work of one to six stations of the 11 stations on line 1 was not being implemented at the expected speed.

Hence, the earlier contractor was reportedly terminated.

“The CIDCO is developing the Navi Mumbai Metro to make the publi transport system in the city more efficient. The trial run of line 1 was conducted successfully on September 1, 2019,” a press release said. The trial was flagged off by the then chief minister Devendra Fadnavis.

The Kolkata Metro Railway on Dec 23, 2020, conducted the first trial run of a train on its newly-constructed Noapara-Dakshineswar section, an official said.

The trial run in the 4-km stretch between Noapara and Dakshineswar was smooth, Metro Railway spokesperson Indrani Banerjee said.

Kolkata Metro General Manager Manoj Joshi and the heads of other departments of the rapid transport system were present during the exercise, she said.

Following successful trials, inspection by the Commissioner of Railway Safety (CRS) will be conducted before clearance is obtained for running commercial services in the section, Banerjee said.

The country's first underground railway extends from Noapara to Kavi Subhash station on the busy north-south axis of the city over a length of 27.22 kms, with 15.70 kms of underground section.

Driverless Operations On Delhi Metro’s Pink Line By Mid 2021 Delhi Metro Rail Corporation (DMRC) on Saturday announced that Pink Line will also have driverless operations by mid of 2021.”

After starting driverless services on the 37 km long Magenta Line (Janakpuri West – Botanical Garden), another major corridor of the Delhi Metro, the 59 km long Pink Line (Majlis Park – Shiv Vihar) will also have driverless operations by the mid of 2021,” DMRC tweeted.

In December last year, Prime Minister Narendra Modi inaugurated India’s firstever driverless train operations on the Delhi Metro’s Magenta Line (Janakpuri WestBotanical Garden).

Trial run on second Pune Metro route likely in next two months After the trial run on the 6-km stretch from Pimpri-Chinchwad to Phugewadi in the Pune metro rail is completed, the trial run for the Vanaz to Garware College stretch on Karve Road will likely begin within two months.

Namma Metro to commence train services from Yelachenahalli to Silk Institute stretch soon The Namma Metro train services from Yelachenahalli to Silk Institute stretch on Kanakapura Road will commence from January 14, Chief Minister B S Yediyurappa said here on 13 Jan 201 "After the successful launch of the train service to the Airport, is one more step towards easing commuting in Bengaluru. Namma Metro''s 6 km Yelachenahalli to Silk Institute stretch of the Green Line will be flagged off on January 14," the Chief Minister tweeted. The operations from Yelachenahalli towards Anjanapura on Kanakapura had missed many deadlines, though the metro rail infrastructure was in place The metro rail infrastructure was ready for many months but the operations could not start. BMRCL officials said the Chief Minister will flag off the train on Thursday, while Minister of State for Housing and Urban Affairs Hardeep Singh Puri will participate in the eve n t v i r t u a l l y. T h e e x t e n d e d Yelachenahalli-Silk Institute railway line will have five stations - Konanakunte Cross, D o d d a k a l l a s a n d r a , Va j a r a h a l l i , Talaghattapura and Silk Institute.

Railway

“The aim is to start commercial operations of Pune Metro rail in 2021 but the exact date cannot be decided now,” said Brijesh Dixit, managing director, Maha-Metro.

Railways conduct first trial run of Kolkata's Dakshineswar metro

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Pune Metro is conducting the trial runs with coaches from Nagpur Metro as it will get its coaches only by May. “Phase one of Pune Metro rail is a 31-km route and trial run is underway on the 6- km stretch now. Two stations on the stretch from PCMC to Phuegwadi are nearing completion,” Dixit Indian Railways awards 'regular supplier’ said. status to JSPL for special grade rails

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NEWS HIGHLIGHTS Jindal Steel and Power Limited (JSPL) becomes India's first private company to get "Regular Supplier" status from Indian Railways to supply 60kg 880 grade (90UTS) Rails.

With this, Indian Railways, its subsidiary, and track laying contractors can source 60kg 880 grade (90UTS) Rails manufactured by JSPL and utilize them for their ongoing and upcoming projects, according to an official release.

"We are happy that Indian Railways has awarded regular supplier status to JSPL made 60kg 880 grade (90UTS) Rails, it would be a big push towards an AtmaNirbhar Bharat. And it is a good achievement for our Rail business. We are thankful to RDSO and Ministry of Railways for field performance approval of UIC 60 kg, 880 Grade prime (Class- A) rails of JSPL", said Mr V R Sharma, MD, JSPL.

Suburban Rail

Regional Rapid Transit System (RRTS)

Foundation work begins in New Ashok Nagar for Delhi-GhaziabadMeerut RRTS Foundation work for the Regional Rapid Transit System (RRTS) near east Delhi’s Dharamshila Marg in New Ashok Nagar has begun.

According to the National Capital Region Transport Corporation (NCRTC), the 4.3kilometre elevated section of the DelhiGhaziabad-Meerut RRTS corridor will see the construction of a viaduct from the Sarai Kale Khan RRTS Station to New Ashok Nagar Down ramp which will also include an entry ramp to a stabling yard at Jangpura.

Bangalore suburban railway project is to be completed in 6 years

The National Capital Region Transport Corporation (NCRTC) has awarded a contract to a Chinese company, Shanghai Tunnel Engineering Company Limited, for the construction of a 5.6-km underground stretch, from New Ashok Nagar to Sahibabad, of the Delhi-Meerut RRTS project.

The NCRTC, which is executing the country's first Regional Rapid Rail Transit System (RRTS), said the contract was awarded following the set procedure and guidelines. "Approvals have to be taken at various levels for bids that are funded by multilateral agencies. This bid was also awarded following the set procedure and guidelines. Now, all the civil work tenders of the 82-km-long Delhi-GhaziabadMeerut corridor have been awarded and the construction is going on in full swing to commission the project in time," an NCRTC spokesperson said.

A controversy had erupted in June last year after the STEC emerged as the lowest bidder for the construction of the 5.6-km tunnel on one of the stretches of the DelhiMeerut RRTS project amid a standoff between India and China along the Line of Actual Control (LAC) in Ladakh.

High Speed Rail (HSR)

Once constructed, this corridor is expected to bring down the travel time between Delhi to Meerut in less than 60 minutes. The priority section of the corridor is targeted to be operationalised by 2023 and the full corridor by 2025, according to the NCRTC.

Piyush Goyal Minister for Railways and Commerce & Industry and Consumer Affairs, Food & Public Distribution today reviewed the progress of Bangalore Suburban Railway Project on Jan 11, 2021 The Minister said that the project should be planned in a futuristic manner to incorporate the growing needs of the city like Bengaluru Railway minister said," Suburban Project should be based on Make In India policy and boost Atma Nirbhar Bharat mission." The meeting attended by senior officials of Railway Board and the Government of Karnataka.

Government of India had approved the Ministry of Railways’ proposal for construction of Bengaluru Suburban Rail Project Project (BSRP) in Bangalore City in the month of October.2020.

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LiDAR Survey Starts For Delhi – Varanasi Bullet Train Project

Chinese company gets contract for part of Delhi-Meerut RRTS project

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The proposed Delhi Varanasi High-Speed Rail corridor with a length of about 800 km today gained momentum.The LiDAR (Aerial Ground)survey for Delhi-Varanasi HighSpeed Rail Corridor started today from Greater Noida where a helicopter fitted

NEWS HIGHLIGHTS

International News

with state of art Aerial LiDAR and Imagery sensors took the first flight and captured the data related to the ground survey. The proposed plan for DVHSR corridor will connect the National Capital Territory with major cities like Mathura, Agra, Etawah, Lucknow, Raebareli, Prayagraj, Bhadohi, Varanasi and Ayodhya. The main corridor from Delhi to Varanasi (Approx. 800 km) will also be connected to Ayodhya.

The High-Speed Rail corridor will also connect the upcoming international airport at Jewar in Gautam Buddha Nagar District of Uttar Pradesh. National High-Speed Rail Corporation Limited is adopting Light Detection and Ranging Survey (LiDAR) technology which provides all the ground details and data in 3-4 months wherein this

Vande Bharat trainsets costing nearly Rs 1,800 crores.

Now there are only two valid bids of BHEL and Medha Servo Drives.Medha, which had got the contract for the manufacturing for the first two such trains, has quoted the lowest bid, sources said.

Chinese company disqualified for Vande Bharat Trainsets Project Launched The Indian Railways has disqualified the bid of a consortium of a Chinese company and an Indian firm for the manufacturing of 44

Only three players had put the bid for the big contract including the CRRC-Pioneer Electric India, a joint venture between Beijing based CRRC Yongji Electric Ltd and India’s Pioneer Fil-Med Ltd, which has its plant in Haryana. It took almost four weeks for the railways to evaluate the tenders and take the final call.

Railway officials had earlier said that the tender committee would decide on the validity of bids.

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COVER STORY

REVOLUTIONIZING

Transport Through Maglev

The technology which we are featuring this time as our Cover Story is non-other than the Maglev Train which is also known as magnetic levitation train. It is a floating vehicle which is used as a mode of land transportation. The technology is supported either by electromagnetic attraction or repulsion. The magnetic field created by the electromagnetic waves helps the technology to carry on with its work with an amazing speed.

The concept of Maglev was formulated during the early 1900s by American professor and inventor Robert Goddard and Frenchborn American engineer Emile Bachelet. The commercial use of the technology started in the year 1984 and since then, many networks and operators are working for the development of extensive networks proposed for the future for different countries especially the Asian ones.

Maglevs incorporate a basic fact about magnetic forces—like magnetic poles repel each other, and opposite magnetic poles attract each other—to lift, propel, and guide a vehicle over a track.

It is a basic science which is used in an advanced mode through the concept of electromagnetic waves. Maglev propulsion and levitation generally involves the use of superconducting materials, electromagnets, diamagnets, and rare-earth magnets as of now.

Electromagnetic suspension known as EMS in short form uses the attractive force between magnets present on the train’s sides and the underside and on the guideway to levitate the train. A variation on EMS, called Transrapid, employs an electromagnet to lift the train off the guideway. The attraction from magnets presents on the underside of the vehicle that wraps around the iron rails of the

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Authored By..

Manoranjan Kumar Senior Editor METRO RAIL NEWS

guideway keep the train about 1.3 cm above the guideway as per the studies conducted on the technology.

These magnetic fields interact with simple metallic loops set into the concrete walls of the Maglev guideway. The loops are made of conductive materials, like aluminium, and when a magnetic field moves past, it creates an electric current that generates another magnetic field.

Electrodynamic suspension (EDS) systems are similar to EMS in several respects, but the magnets are used to repel the train from the guideway rather than attract them. These magnets are supercooled and superconducting and have the ability to conduct electricity for a short time after power has been cut.

Unlike EMS, the charge of the magnetized coils of the guideway in EDS systems repels the charge of magnets on the undercarriage of the train so that it levitates higher (typically in the range of 1–10 cm) above the guideway. EDS trains are slow to lift off, so they have wheels that must be deployed below approximately 100 km per hour. However, these trains are not considered as much popular in comparison with the other ones.

"Three types of loops are set into the guideway at specific intervals to do three important tasks: one creates a field that makes the train hover about 5 inches above the guideway; a second keeps the train stable horizontally. Both loops use magnetic repulsion to keep the train car in the optimal spot; the further it gets from the centre of the guideway or the closer to the bottom, the more

COVER STORY

magnetic resistance pushes it back on track", according to an expert.

The third set of loops is a propulsion system run by alternating current power. Here, both magnetic attraction and repulsion are used to move the train car along the guideway. Imagine the box with four magnets -- one on each corner. The front corners have magnets with north poles facing out, and the back corners have magnets with south poles outward. Electrifying the propulsion loops generates magnetic fields that both pull the train forward from the front and push it forward from behind.

"This floating magnet design creates a smooth trip. Even though the train can travel up to 375 miles per hour, a rider experiences less turbulence than on traditional steel wheel trains because the only source of friction is air", he adds.

Maglev generally eliminates a key source of friction although they must still overcome air resistance. There is no friction related to rolling stock and tracks and finally, this lack of friction means that they can reach higher speeds than conventional trains.

At present maglev technology has produced trains that can travel more than 500 km per hour. This speed is twice as fast as a conventional passenger train. Because of air resistance, the maglevs are only slightly more energy-efficient than conventional trains.

Benefits And Costs Maglevs have several other advantages compared with conventional trains. They are less expensive to operate and maintain because the absence of rolling friction means that parts do not wear out quickly. This means that fewer materials are consumed by the train’s operation because parts do not constantly have to be replaced.

The design of the maglev cars and railway makes derailment highly unlikely, and maglev coaches can be built wider than conventional Rail or Metro Coaches which further offers more options for using the interior space and making them more comfortable to ride in. Maglevs produce little to no air pollution during operation as no fuel is being burned, and the absence of

friction makes the trains very quiet. The maglev systems can operate on higher ascending grades than traditional Rail tracks. It also reduces the need to excavate tunnels or level the landscape to accommodate the tracks compared to traditional Rail or Metro networks.

The greatest obstacle to the development of maglev systems is that they require entirely new infrastructure that cannot be integrated with existing rail tracks and that would also compete with existing highways, rail tracks, and air routes.

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COVER STORY

Besides the costs of construction, one factor to be considered in developing maglev rail systems is that they require the use of rareearth elements (scandium, yttrium, and 15 lanthanides), which may be quite expensive to recover and refine. Magnets made from rare-earth elements, however, produce a stronger magnetic field than ferrite (iron compounds) or alnico (alloys of iron, aluminium, nickel, cobalt, and copper) magnets to lift and guide the train cars over a guideway.

Several train systems using maglev have been developed over the years, with most operating over relatively short distances.

Between 1984 and 1995 the first commercial maglev system was developed in Great Britain as a shuttle between the Birmingham airport and a nearby rail station, some 600 metres away.

Germany constructed a maglev in Berlin (the M-Bahn) that began operation in 1991 to overcome a gap in the city’s public transportation system caused by the Berlin Wall; however, the MBahn was dismantled in 1992, shortly after the wall was dismantled. Six commercial maglev systems are currently in operation around the world. One is located in Japan, two in South Korea, and three in China. The Korean Rotem Maglev runs in the city of Taejeŏn between the Taejeŏn Expo Park and the National Science Museum, a distance of 1 km.

The Inch’ŏn Airport Maglev has six stations and runs from Inch’ŏn International Airport to the Yongyu station, 6.1 km away. The longest commercial maglev system is in Shanghai; it covers about 30 km and runs from downtown Shanghai to Pudong International Airport. The line is the first high-speed commercial maglev, operating at a maximum speed of 430 km per hour. China also has two low-speed maglev system operating at speeds of 100 km per hour. The Changsha Maglev connects that city’s airport to a station 18.5 km away and the S1 line of the Beijing subway system has seven stops over a distance of 9 km.

Japan has plans to create a long-distance high-speed maglev system, the Chuo Shinkansen, by 2027 that connects Nagoya to Tokyo, a distance of 286 km. It is indeed a very ambitious project of Japan. With an extension to Osaka which is 514 km away from Tokyo) planned for 2037. The Chuo Shinkansen is planned to travel at 500 km per hour and make the Tokyo-Osaka trip a 67 minutes journey.

In the system of magnetic repulsion and attraction, once levitated, however, the train is moved forward by propulsion provided by the guideway coils, which are constantly changing polarity owing to alternating electrical current that powers the system.

"With no wheels and only one track, Maglev trains would poohpooh bad weather, the wrong type of leaves on the line, or a points failure at Cricklewood. Because of the way maglev (in various ways) repels the train above its track, derailments are unlikely: the further the vehicle gets from its track, the stronger the magnetic force pushing it back. No signalling or moving parts to go wrong, with all the trains travelling at the same rate. Imagine the effect on commuting and by extension the economy – the Midlands would be half an hour from London", a researcher says.

Magnetic levitation (maglev) was, according to 1980s science shows such as Tomorrow’s World, going to make domestic air travel defunct, humming from city to city at 500mph with negligible effects on the environment.

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Japan has plans to create a long-distance high-speed maglev system, the Chuo Shinkansen, by 2027 that connects Nagoya to Tokyo, a distance of 286 km (178 miles), with an extension to Osaka (514 km [319 miles] from Tokyo) planned for 2037. The Chuo Shinkansen is planned to travel at 500 km (310 miles) per hour and make the Tokyo-Osaka trip in 67 minutes.

There are now several other maglev projects in progress in Asia; the best known perhaps being the unmanned EcoBee shuttle that travels to and from South Korea’s Incheon airport. This shortish line linking seven stations along which the shuttle travels at the comparatively sedate at a very High Speed.

In Maglev, superconducting magnets suspend a train car above a U-shaped concrete guideway. Like ordinary magnets, these magnets repel one another when matching poles face each other.

The Japanese Story In 2009, the Maglev system was approved and entered commercial construction. The Linear Chuo Shinkansen line is planned to link Tokyo and Nagoya by the year 2027. The trip is expected to take only forty minutes – faster than either flying between the two cities or taking the one and a half hour trip on the current Tokaido Line, available with the Japan Rail Pass. The proposed route will include stops at stations in Shinagawa, Sagamihara, Kofu, Iida, and Nakatsugawa.

Ever since it was launched in time for the 1964 Olympic Games in Tokyo, the Shinkansen has remained a source of national pride in Japan.

The story of the bullet train is also one of progress. When it first linked Tokyo to Osaka over half a century ago, it was at a speed of 210km/h; today, trains hurtle along at a clip of up to 320km/h, transporting over a million passengers a day.

But as the Shinkansen has developed into something of an institution – and emblem of the country’s technological spirit – the next chapter of high-speed train travel in Japan has proven much harder to write.

The original goal of the Maglev project was to produce a train that could cover the route from Tokyo to Osaka in less than one hour.

This will be achieved when the Maglev line is extended from Nagoya to Osaka, expected to be in operation by 2045.

COVER STORY

Eighty per cent of the 286 kilometres Maglev bullet train track will be located underground, passing under urban sprawl and mountainous terrain. The project is expected to cost the equivalent of 55 billion dollars.

When completed, the train will include sixteen carriages capable of holding one thousand passengers. At present, the public has been invited to take part in Maglev test rides. Tourists can visit the SC Maglev Parkway in Nagoya or the Yamanashi Prefectural Maglev Exhibition Center near the town of Otsuki to learn more and view Maglev test runs.

The Chuo Shinkansen The Chuo Shinkansen (or the Tokaido Shinkansen Bypass) is a new rail line which will connect Tokyo and Nagoya. It is being constructed in phases and will use cutting-edge Maglev (Magnetic Levitation) technology.

Once completed, the line will provide a more direct line between the two cities and will reduce travel time by around 50% (down to 40 minutes) in comparison to the current Tokaido Shinkansen line.

The route will be extended to Osaka once the project progresses – the whole journey will take just 67 minutes.

Passengers will be able to get tickets for the new line in 2027. The trains will travel at a maximum speed of 505 km/h (the world record is 603 km/h). The route map will initially include 6 stations: the Shinagawa Station, the Nagoya Station, and the prefectures of Kanagawa, Yamanashi, Nagano, and Gifo. It will include 256.6 km of tunnels, 11.3 km of bridges, and 4.1 km of rail beds.

The Central Japan Railway Company (JR Central) is overseeing the project which will cost an estimated 5.52tn yen ($52b). They have ordered 14 new Series L0 (L zero) Maglev trains which are currently conducting long-distance trials on the Yamanashi Maglev test line.

Other Aspects The Maglev may hold the current world records, but it will have its competitors. Japanese prime minister Shinzo Abe has proposed selling the technology to the United States to build a Maglev line between New York and Washington.

At the same time, plans are underway for the Hyperloop train line from Los Angeles to San Francisco, California, USA, that may reach speeds in excess of 700 miles per hour. In the meantime, the highspeed hopes of Japanese citizens and tourists alike rest squarely on the Chuo Shinkansen Maglev line.

The European Scene The first commercial maglev rail line operated from Birmingham airport for about 11 years before high maintenance costs saw it shut down. Other countries experimented with the technology, but activity ground to a halt after 23 people lost their lives in a 2006 crash between a maglev train and a maintenance vehicle in Germany.

The European nations are very far behind in adopting the technology as compared to the Asian nations. However, the experts suggest that despite this, there is still some way to go. The European nations may try to adopt to the technology in a very new and peculiar way in the very near future.

The Indian Perspective The government-run engineering firm of India, BHEL in September 2020 announced its tie-up with SwissRapide AG to bring Maglev trains (magnetic levitation) to India. Aimed at expanding its footprint in the urban transportation sector as part of its diversification initiatives, BHEL has entered into a Memorandum of Understanding (MoU) with SwissRapide AG for Maglev Train projects in India, a company statement said.

COVER STORY

The Maglev Rail system hovers in the air instead of rolling, due to magnetic levitation, thus the vehicles have no physical contact with the guideway. This enables the system to be highly energyefficient, allows operating speeds of easily up to 500 km/h and significantly reduces the total cost of system ownership.

The MoU was signed by S V Srinivasan, GM & Head (Transportation Business Group), BHEL and Niklaus H Koenig, President and CEO, SwissRapide AG. The agreement has been signed in the backdrop of the Prime Minister's 'Make in India' and 'Aatmanirbhar Bharat' initiatives and will enable BHEL to bring the latest, world-class technology to India and manufacture state-of-the-art Maglev trains indigenously.

According to officials related to the Development, Mumbai may well become the first testing ground for this new transportation technology in the country which will further transform the way of public transport especially the High-Speed transport system of the country.

"The Mumbai Rail Vikas Corporation (MRVC) is proposing to introduce the technology on the Chhatrapati Shivaji Maharaj Terminus (CSMT)-Panvel elevated fast corridor on a public-private partnership (PPP) model", according to recent development.

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SwissRapide AG has proposed for executing the project at a cost of nearly â‚š13,347 crore. This clearly shows that India is progressing very fast in every field and it aspires to become a NextGen leader in the middle of this century.

EXCLUSIVE INTERVIEW

Our Founder and Managing Editor Mr Narendra Shah had a brief conversation with Mr Rakesh Gaur, President of Railway Division at Kalpataru Power Transmission Limited.

Here are some excerpts from the conversation:Narendra Shah - How do you take your association with the firm? What are your responsibilities here in your company? Please also tell something about your works?

Rakesh Gaur - I am the President for Kalpataru's Railway Division and I am accountable for Group Railway Business globally. My association with the firm is 2 year old and I am with the industry for more than 30 years. We execute all kinds of Railway projects and we operate with Indian Railways especially in the domain of Electrification, Signaling and Telecommunication, Traction Sub Stations and Composite Track jobs, track modifications, gauge conversion, major and minor bridges, Station building and associated works like Platform etc.

Narendra Shah -What do you think about the condition of the power sector in India when it comes to Railways and Metros? What are the future perspectives ahead in this business?

Rakesh Gaur President of Railway Division at Kalpataru Power Transmission Limited.

Rakesh Gaur - The power sector in India is in a very good shape in terms of stability and capability. We have a very stable Grid. But, if we see it in context of Indian Railways, we are going to electrify approximately 68,000 Route KM (RKM. If we electrify the complete 68,000 RKMs we will have approximately 1000 Traction substations, 4000 switching posts and around 2000 feeders will come in for Railway connectivity and it will require connectivity at various grid levels of different electricity boards. In terms of power consumption, 2% of Country’s total power generation is generally consumed by Indian Railways.

They are the largest consumer of power and consume 85% for traction works, and 15% for amenities, station works and other non-traction works. At present, since the complete network is not electrified and the electrification is done for only 42000 RKM, diesel is also being consumed on un-electrified routes METRO RAIL NEWS | January 2020 | WWW.METRORAILNEWS.IN

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EXCLUSIVE INTERVIEW and approximately 3.2% of total diesel consumption of India is being consumedbyIndian Railways.

With High Speed Rail Corridors, DFCCs and other projects which will come into operation, the power quality will also become an issue and Indian Railways is upgrading the network to meet this requirement. In the Railway plan, they have already forecasted setting up 1000 MW of Solar Power and 150 MW of wind power and they are also working on the quality of power utilizing the dynamic filters to reduce the harmonics level at Traction Sub Stations.

Narendra Shah - Kalpataru Power is already one of the leading players in this sector? How do you take it, and what are the challenges ahead?

Rakesh Gaur - KPTL is one of the leading players in this sector and we feel really proud that within a short span of time we are contributing significantly in the field of Railway Electrification which is a dream for Hon’ble Prime Minister and the Minister of Railways and approximately 20 to 25% contribution in this field is coming from KPTL on yearly basis now.

The major challenge that the industry is facing post lockdown or you can say during COVID-19 is Cash Flow. Productivity levels are low. The availability of cash is limited, Capex orientation is getting changed and pace of execution is also becoming a major challenge because we have to meet the targets but there is a shortage of manpower. This is a logistically challenging situation for the movement of manpower and has a cascading effect on the pace of execution, however we are sharply focused on addressing this matter. The other concern is that of Commodity prices.

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We are witnessing a sharp uptick in input cost and they are rising in a very unpredictable manner because of the larger Geo-Political issues. For Railway Electrification sector, the rising prices of Steel and Copper are also posing a major challenge.

Narendra Shah - What are the different Metro and Rail organizations you are working with today? How are you connected with the Metro Corporations?

Rakesh Gaur - We are associated with most of the Zonal Railways.

With RVNL, a major PSU, we are executing the composite as well as electrification projects. Our other prestigious projects are with CORE and PGCIL, Gujarat Railway Industrial Development

Corporation, Konkan Railways as well as RITES. We are participating in tenders and remain hopeful of a business breakthrough with DMRC and other Metros for execution of Electrification works.

Narendra Shah - Which segment of the business, you are going to focus in the near future ? Is there any plan lying with you to bring new innovations in the business? Please share your views.

Rakesh Gaur - As a group our focus is always on diversification to facilitate growth but that growth should be a profitable one. We are first building up on our capacities in our core areas i.e. we are doing Composite, Signaling as well as Railway Electrification projects. So these are our focus areas and we will continue to focus on these areas. However, we also want to see how our resources can be optimized by diversifying our portfolio, we are going for ballast less tracks as well as for international opportunities. We are mapping the other spectrum of the Railway business like RRTS or further corridors of DFCC etc.

EXCLUSIVE INTERVIEW In terms of Mechanization or Digitization, our efforts are for the overall optimization with the available resources. We have gone for wiring train as well as for Flash butt Welding machines of our own. We have gone for RRV and other such equipment which will give us an edge to improve the productivity for track works.

Narendra Shah - How has your company performed in the last quarter? Is there any major impact of the pandemic over your business?

Rakesh Gaur - As you know after March’20, every company had a setback in the first quarter because of uncertainty and anxiety over labor movement and complete lockdown of the system. But, from June onwards, we have recovered well and our last quarter was on target w.r.t projections and we are meeting all the targets which have been set and agreed by us with Ministry of Railways.

We are continuously doing the CRS and even today a CRS is going on a critical section. We are meeting all the projections and targets. The initial setback is behind us and now we have fully recovered from that.

Narendra Shah - How has the ongoing Coronavirus Pandemic changed the way of Railway business? Is there any major change being observed in this sector? Kindly express your opinion.

Rakesh Gaur - The disruption due to COVID-19 has really changed the way of thinking and ways of doing business. For construction activities people have to be at site and we are now trying to see how to optimize the output of our labor.

Similarly, initially the speed of execution was a bit slow because of

the labor movement restrictions and there was a lot of anxiety among people. Now the anxiety levels have settled down, migration and reverse migration is taking place. However, since the trains are not running to full capacity, the labor movement is restricted and we have to bring the manpower through luxury buses. The safety and hygiene protocols as well as camping arrangements have changed drastically at the sites.

Due to restrictions of train movement , the availability of the blocks for working on the nearby tracks is slightly better. Industry is seriously thinking of more mechanization, more digitization and reworking the earlier practice of gathering of labor in any particular area to ensure social distancing.

Narendra Shah - In which of the foreign countries, you are currently working with? Kindly Share the details.

Rakesh Gaur - KPTL started their operations as a power transmission and distribution company and that is our core strength. We operate in around 50 countries at present covering all the continents and we have significant presence in Central Asia, Africa, SAARC countries etc. In the Railways business, we have started working in Bangladesh. We are executing a Joint Venture project in a very congested area of Dhaka and the project is moving well inspite of initial setback due to COVID-19. The project progress has now come to the normal expected levels.

Narendra Shah - Please share a message for our readers.

Rakesh Gaur - My congratulations to you as well as to the readers as we are getting a platform where we can interact, share our experiences and get updated on the developments across the industry.

Friends, there cannot be a better time than now to start using local components and becoming more “Vocal for Local” and it is our esponsibility to ensure that our quality is top notch and better than Global standards. I remain hopeful that 2021 will be better and erase the pain we had to endure last year. I wish all of you good health, prosperity and happiness.

My Best Wishes to you all.

Narendra Shah - Thank You

FEATURED STORY

The Story of Driverless Trains

Authored By..

Narendra Shah Managing Editor METRO RAIL NEWS

After a long wait since 2017, the Delhi Metro Rail Corporation (DMRC) entered the elite league of 7 per cent of the world’s metro networks that can operate without drivers in December 2020. The DMRC has got the credit of being the only Metro Corporation in the country to have the technology with the launch of the country’s first ‘driverless’ train on its Magenta Line which runs in the national capita connecting Delhi and parts of Noida.

Prime Minister Narendra Modi flagged off India’s first driverless metro via video-conferencing. Delhi Chief Minister Arvind Kejriwal and DMRC Managing Director Mangu Singh were among other senior officials who attended the event. The train will be fully automated, eliminating the possibility of human error, according to DMRC officials.

The service will be available on Delhi Metro’s 38-km long Magenta Line which connects Janakpuri West in West Delhi to Botanical Garden in Noida in the initial months and then after it will be extended to the pink line of the DMRC network.

"DMRC has had driverless technology since 2017, but the agency had been conducting rigorous trials before launch. The initial launch was set for May 2020 but it had to be postponed due to the Covid-19 lockdown", says an official.

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The automated train systems use the Grade of Automation classifications specified by the standard IEC 62290‐ 1. Technology needs an enhanced signalling system. The history of Metro automation is not very new to the world. Indeed, it has been a long period. The first line of its kind to be operated with Automatic Train Operation (ATO) was London Underground's Victoria line, which opened in 1967, although a driver was present in the cabin.

However, as if now, many lines now operate using an ATO system, with the aim of improving the frequency of service.

Since then, ATO technology has been developed to enable trains to operate even without a driver in a cab: either with an attendant roaming within the train or with no staff on board. With these developments, Port Island Line in Kobe, Japan became the first of its kind to have in the year 1981. It was the first fully automated driverless mass-transit rail network. The second in the world is the Lille Metro in northern France which became the first driverless network of Europe.

Autonomous driving seems like new technology, but its history is surprisingly long. The world’s first automated unmanned railway was Kobe New Transit’s Port Liner which commenced operations in 1981. Although nearly 30 years have passed since then, automatic railways are not spreading.

FEATURED STORY Currently, there are several lines other than the Port Liner which have unmanned automated driving. For example, Osaka Metro’s New Tram, the Yurikamome which runs along Tokyo’s waterfront area, The Nippori-Toneri Liner which is operated by Tokyo Metropolis, the Seaside Line which runs in the southern part of Yokohama City, and the Disney Resort Line which links the facilities at Tokyo Disney Resort.

Centre (OCC), from where teams of engineers track and monitor in real-time train movement across the DMRC network. The OCCs are akin to air traffic control towers equipped with large display walls and communication technology. DMRC has three OCCs, including two inside the metro headquarters and one at Shastri Park. But the level of control that the drivers or train operators have over trains vary from line to line.

All of these lines are elevated and their tracks are isolated from ordinary roads. Doors are installed on the platforms to prevent people from accidentally falling onto the tracks. People and vehicles rarely enter the tracks, there are no railroad crossings where accidents can easily occur, and they are well-protected from flying objects. For this reason, there is a distinctly low level of risk during unmanned driving.

From ATP and ATO, metro will switch to Driverless Train Operation (DTO) mode. In this mode, trains can be controlled entirely from the three command centres of the DMRC, without any human intervention. The Communication Based Train Control (CBTC) signalling technology also makes it possible to monitor and troubleshoot every aspect of train operations remotely. Manual intervention is required only in cases of hardware replacement.

The automated train of East Japan Railway Company’s (JR East’s) Yamanote Line, introduced above, is also the type that has a driver.

The same is true of the automated driving that JR East plans to introduce on the Joban Line. Also, Kyushu Railway Company (JR Kyushu) conducted a running test of an autonomous train.

According to reports, West Japan Railway Company (JR West) have also conducted a running test.

The author had a conversation with official and they said, "At the command centres, posts of information controllers have been created to handle the passenger information system, crowd monitoring. Rolling stock controllers will monitor train equipment in real-time, download faults and other events captured by CCTVs and assist traffic controllers in executing commands remotely".

The driverless train operation (DTO) or unattended train operation (UTO) modes can be implemented only on Line 7 and Line 8 of the DMRC network which came up under the Phase III expansion.

These corridors are equipped with an advanced signalling technology which makes the transition possible. For now, DMRC is rolling out the UTO mode on Line 8 only.

Although, the matter is very encouraging in the Indian context, even now, the trains are mostly remotely controlled from the command rooms of the DMRC known as Operations Control

Apart from this, all station controllers will also have access to onboard CCTV feed. But the system will still be one step away from the Unattended Train Operation (UTO) mode, the final stage of driverless services. The move is however being seen as one which will take away many jobs in a country where there is already scarcity of jobs as the youth population is much greater than any other nations of the world.

Initially, the DMRC will have one attendant on the train. Until the DMRC switches to the UTO mode, it will have roving attendants, who will be trained metro operators, onboard to intervene in case of emergencies or other types of failures.

PM Modi Flagging off the India's First Driverless Train through Video Conference

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FEATURED STORY During the virtual function, Prime Minister Narendra Modi said, “The inauguration of the first driverless metro train shows how fast India is moving towards smart systems.” “The first metro in the country was started with the efforts of Atal (Bihari Vajpayee) Ji. When our government was formed in 2014, only five cities had metro services and today 18 cities have metro rail service. By 2025, we will take this service to more than 25 cities”, he added.

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 also known as the Grades of Automation. These are defined according to which basic functions of train operation are the 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 to 15 seconds.

capacity with the same (or even reduced) fleet size; the technical reserve (spare vehicles) can also be downsized.

– 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 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. "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", says an expert.

"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", he adds.

Greater flexibility in operation

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 which can be a negative aspect of the Indian perspective.

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.

One benefit of the system is that the 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.

Impressive safety records

Holistic efficiency and organisation opportunities

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 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.

Implementing UTO is being seen as a major milestone in the life of the operating Corporations. 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 in order 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.

Let's look at the benefits of the system which has been introduced in the DMRC network. These are as follows:-

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 will come at 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

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Automatic Train Protection (ATP) 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) 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 completely computer-controlled; most systems still elect to maintain a driver, or a train attendant of some

FEATURED STORY

kind, to mitigate risks associated with failures or emergencies. This corresponds to a GoA3.

Automatic Train Control (ATC) 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, 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.

At Grade of Automation 4, ATC systems work within an overall signalling system with interlocking, automatic train supervision, track vacancy detection and communication functions.

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

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.

The European Scenario The first automated metro line in the European Union was launched in the French city of Lille in 1983. Initially, it consisted of 12 stations. Since that time, Lille Metro has been developed significantly. Now, it includes two fully automated lines with 60 stations. The technology for Automatic Train Operation (ATO) in

Lille is based on automatic rubber-tyred people movers. It was designed by French company Matra Transport International and also known as Véhicule Automatique Léger.

Afterwards, this technology became popular in France. Besides Lille, the VAL solution was implemented in Paris (Orlyval service), Lyon, Toulouse and Rennes. In the 1990s Matra Transport International developed the communication-based train control technology for automated metro lines – Trainguard MT CBTC (now it belongs to Siemens Mobility). It was deployed in Lyon Metro (Line D) and Paris Metro (Line 1 and 4). Also, this solution was installed in other European countries including Germany (Nuremberg U-Bahn), Spain (Barcelona Metro) and Hungary (Line 4 of Budapest Metro).

"During the next decade, Italian engineering company AnsaldoBreda (now Hitachi Rail Italy) has been developing its technology for automatic metro operation known as AnsaldoBreda Driverless Metro. Its other name is the Denmark Hitachi Rail Italy Driverless Metro due to the capital of Denmark as the first location of installation. Besides Denmark, it is popular in Italy, the company’s home market. Four Italian cities Milan, Rome, Brescia, Turin use this solution in their metro systems", says research.

Since these trains operate on communication-based train control (signalling) system, they can be run with headway as high as 90 seconds to offer more carrying capacity.

According to DMRC, initially, the train operator will be present on the driverless train to instil a sense of confidence and assistance for passengers. The driverless train operation's higher level of diagnostic features will help move from the conventional timebased maintenance to condition-based maintenance.

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FEATURED STORY The system will also reduce maintenance downtime of the Delhi Metro trains. The driverless trains will be fully automated which will require minimum human intervention and will eliminate the possibilities of human errors.

management and operations. In this manner, the technology is helping reverse the trend for rail transport to lose market share to other modes of transportation,” says an AI technology expert based in Dubai.

AI-powered smart trains AI technologies are already powering rail systems around the world. The Dubai International Airport, for instance, operates a fully autonomous train to transfer passengers from one terminal to another. It uses SelTrac, an automatic railway signalling technology from Toronto-based company Thales, to control the train autonomously. The Singapore Mass Rapid Transit Lines, currently the world’s longest automated metro system, is another case in point. This urban transit system has achieved Level 4 automation.

It’s another matter, altogether, that around three years back, India’s Union minister for road transport and highways, Nitin Gadkari, asserted that driverless cars will not be allowed in India because the government is not going to promote any technology that comes at the cost of jobs. However, the Automated Metro has been interested and it is very safe for passengers. Initially, an attendant is there in the Metro train to help the passengers in the case of any emergency. However, there are fears as the coming of fully automated technology in the other metro corporations will reduce human interference and thus the technology will become a cause for reduction of jobs. Although it has a negative aspect taking in point the job perspective it is a welcome move and we shall wait for a few years when the other metro corporations of the country start navigating with the new technology.

With the AI, a new era may start in the field of fully automated metro operations. It may even be greater than the present driverless systems where humans control the system sitting at control stations. A time can come soon when the need for human intervention will come to zero. “Today, we’re seeing AI being used in rail applications to improve train scheduling, manage train speeds, avoid accidents, predict delays, enhance asset management, and more. These AI applications help ensure public safety, deliver customer value, and optimize overall rail

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ATMANIRBHAR BHARAT

India becomes Atmanirbhar in Head Hardened Rail Production

The Government must make Policies to curtail Rail Imports in a move to promote indigenous Rails and their Manufacturers Growing cities, growing population and growing traffic has invariably called for a shift from private modes of conveyance to public transport. India is looking to create a world-class infrastructure with its existent Kolkata, Delhi, Mumbai, Bengaluru, Hyderabad, Chennai, Jaipur, and Kochi metros with the addition of Pune, Chandigarh, Ahmedabad, Kanpur, Ludhiana, Bhopal, Indore, Agra, Kanpur and Faridabad are being chalked out.

Metro Rail Tracks are designed to conform to the appropriate load category according to UIC Leaflet 700; axle-loads of coach and for a train speed of 90 kmph and shall enable a level of passenger comfort as per international standards throughout the service life of the rail system. Rails on Metro tracks suffer lateral and vertical wear due to load applied on rails by wheels. This is predominantly due to large traffic movement and sharp curves. In order to optimize utilization of rails for increase service life and reduce degradation due to wear and rolling contact fatigue, it is recommended to use Head Hardened Rails. Head Hardened Rails offers better service life and thereby rail replacement frequency from challenging underground and elevated viaduct sections is reduced. And hence Metro Projects are predominantly designed on Head Hardened Rails. Under the GOI ambitious “Make in India” scheme, the two large steel manufacturers in India took up the initiative to develop “Head Hardened Rails” to meet the growing demand of Metro Rail Corporations and High-Speed corridor projects indigenously.

However. it is seen that all Metro Rail Corporations and HighSpeed Rail projects are still insisting on imports of Head Hardened rails excusing lack in faith due to little or no experience of manufacturing by new Indian rail mills. Renowned Rail Track Expert and President of Rail Consult India, who worked in RDSO and was Additional Member Civil, Railway Board, Mr. J. S. Mundrey submits his concern over negligence of GOI policy and domestic capability by these projects. He further states that: “In India, we have now two Rail Rolling Mills, which have adopted “the state-of-the-art technology” in producing rails to National and International Specifications. But they could not participate in the rail tenders of Metro Rail Corporations and NCRTC as they were unable to meet the “Contractual and Technical Experience” prescribed in the tender documents.

THE SUPPLY ORDER HAS THEREFORE BEEN PLACED ON AN OUT - SHORE COMPANY. Having worked in the Indian Railways for long years, out of that FOUR years in RDSO in the Track Modernisation Cell and FIVE years as Adviser Civil Engineering Railway Board, having written the book, ”Railway Track Engineering”, and presently engaged in Track Consultancy assignments, nationally and internationally, I can claim to have some knowledge of Railway Track Technology. I would thus submit, in all humility, as under for serious consideration.

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ATMANIRBHAR BHARAT

Over half a century ago, when Indian Railways used to import all their rails, the stipulations of experience, as made in rail tender, was made as an additional safeguard to be sure about the capacity of the Rail Mills not known to us. Once Bhilai Rail Mill was established Indian Railways had no need to import rails. It is now since last few years that Metros started importing rails of the specifications not produced by Indian mills.

Once the Indian Rail Mills have started producing such rails, fully meeting the technical requirements stipulated in Relevant Specification, asking them to meet the experience requirements is a negation of their right of supply of rails to their own National Railways. One can also ask as from where they can get experience when their own Railway System is reluctant to use their rails.

1. I would further submit that much water has flown through River Ganges, when the Experience Stipulations were made in the tender documents about HALF a Century ago, as brought out below.

INDIAN RAILWAYS THEMSELVES DO NOT CONSIDER THE NEED FOR ULTRASONIC TESTING OF RAILS FOR 25% Of THE STIPULATED SERVICE LIFE, WHICH MEANS SEVERAL YEARS IN TRACK. ONE YEAR TRIAL OF RAILS IS THEREFORE MEANINGLESS. In NUTSHELL I would therefore humbly suggest that: Once the rails have been manufactured by our own mills, strictly following the laid down specification, there is no need for asking for an experience certificate from them, as that only means to throw them out of the ring. One year trials of rails is a waste of resources as nothing can come out of such trials in the absence of well laid down parameters to be measured after the trial, and that is not possible for RAILS.

2. Rail making technology has undergone a sea change. Rails steel is coming through Concast route, with RH Degassing, completely eliminating the piping in the rails, a major cause of rail fractures.

3. Rail chemistry is well controlled. Hydrogen content in the rails produced by Indian Rail Mill is now less than 1.6 ppm, much below the international standards.

4. Modern cooling methods and the sophisticated rail straightening machines bring down the Residual Stresses to the bare minimum.

5. Ultrasonic Testing of full rails and Eddy Current Testing do not allow any defective rails to pass undetected. 6. With these developments, rails produced to the required specification, no certificate of experience is needed from the mill, and the rails produced by our Indian mills, can go straight to the track.

7. Inspection is done by RITES, that further assures the quality, durability and performance of rails.

8. It is doubtful if any World Class Railway System is demanding an experience certificate after the rails are produced to the laid down specification.

9. Field trials of rails for a period of 2-3 years show a lack of understanding of Rail Technology. The Track Engineers should know that field trials of only such track items is carried out, where certain specified parameters are evaluated after one year or so, to determine the deterioration behaviour, such as in elastic fastenings.

10.In Rails, when no such parameters are identified and measured, trials are meaningless.

11.Recently, trials for one year were undertaken by the rails supplied by an Indian Rail Mill. No manufacturing defects could be found, as expected, and rails produced by that mill have been cleared for general adoption. It has been a sheer waste of resources at various levels.

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Hopefully, with this long narration of mine, there will be fresh thinking on the important issues of EXPERIENCE & TRIALS with respect to the rails produced by our own rail mills. This will be in the interest of NCRTC, Metro Rail Corporations, Indian Railways and the INDIA as a whole. Surely it will be furthering the cause of ATAM NIRBHAR BHARAT, much in line with the vision of our Prime Minister.

Authored by

J S Mundrey Retd Advisor, Civil Engg, Railway Board.

ARTICLE

Copyright: Alstom Transport

Image for representation

Guwahati Metro The Guwahati Metro is a 61.40 km long Mass Rapid Transit System (MRTS) system proposed for the city of Guwahati, Assam, India.

The proposed system consists of 4 corridors and 54 stations.

Corridor-2: M. G. Road to Khanapara (Underground) Corridor-3:Jalukbari to Khanapara (Elevated) Corridor-4: ISBT to Paltanbazar (Elevated)

In January 2016, The Detailed Project Report (DPR) and Feasibility Report of Guwahati Metro Phase 1 were prepared by RITES. On February 26, 2016, The DPR and the formation of Guwahati Metro Rail Corporation Limited (GMRCL) to execute the project were approved by Assam’s state government.

Corridor-1: Dharapur – Narangi (Elevated) Length: 22.6 km Type: Elevated Number of Stations: 22 Corridor-2: MG Road – Khanapara (Underground)

Subsequently, State Cabinet in January 2017 has reviewed the project and suggested to modify the DPR with additional lines connecting Dharapur with Guwahati Airport and North Guwahati with AIIMS in Phase 1 itself.

Length: 10 km Type: Underground Number of Stations: 10 Corridor-3:: Jalukbari – Khanapara (Elevated)

As of March 2020, RITES has been tasked with preparing a Comprehensive Mobility Plan (CMP) & Alternative Analysis (AA) Report for Guwahati. After the approval of these reports, Guwahati Metro’s DPR will be modified and finalized accordingly.

Length: 19.4 km Type: Elevated Number of Stations: 14 Corridor-4: ISBT – Paltan Bazar (Elevated)

Guwahati Metro Phase 1 Routes (Proposed) RITES prepared Feasibility report of total corridor length of 200 km and DPR (PhaseI) for the total length of 61.4 Km in January 2016. The Phase-I have 4 corridors:

Length: 9.4 km Type: Elevated Number of Stations: 8 Additional potential lines being explored: • Dharapur – Guwahati Airport • North Guwahati – AIIMS

Corridor-1: Dharapur– Narangi (Elevated)

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India to trial Hydrogen Fuel Cell Trainset

Indian Railways expects to roll-out a four-car hydrogen fuel cell multiple-unit by the end of 2021, as the country looks to alternative fuels as a way of reducing greenhouse gas emissions from the transport sector. * Bharti Jain is an electronics and communication engineer, who began her career in the telecommunications sector before joining Rites as a project manager for signalling & telecommunication projects. She is currently working on Indian Railways’ alternative energy initiatives and semi high speed rail projects. Next year will see the development of India’s first hydrogen-powered train, with a four-car demonstrator due to be rolled out of the Diesel Loco Modernisation Works in Patiala before the end of 2021. Mirroring initiatives in other parts of the world, the fuel cell powered multipleunit will be used to investigate the potential for decarbonising the rail sector, building on government plans to accelerate the use of hydrogen across the national economy.

India has one of the fastest growing economies in the world, with the rapid expansion of heavy industries and other production. This has resulted in a significant increase in greenhouse gas emissions from both the industrial and transport sectors, notably carbon dioxide and carbon monoxide. According to a report by the Potsdam Institute for Climate Impact Research, India’s GHG emissions in 2015 stood at 3.6 million gigatonnes of CO2 equivalent, or about 7% of global emissions. That makes it the world’s third largest emitter of greenhouse gases. Climate change due to GHG emissions has been recognised as an increasingly important issue in recent years, with CO2 a major contributor. At present, roughly one-third of global CO2 emissions come from industries and a quarter from the transport sector. If current trends continue, by 2050 there would be a 55% increase in transport emissions, and 38% of global CO2 emissions would come from just seven industrial and transport sectors.

Bharti Jain PMP and ISO 9001:2015 Certified Project manager working in RITES Ltd, Ministry of Railways

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According to the International Transport Forum, global freight and passenger transport volumes are projected to grow three-fold by 2050. Demand is being driven by multiple factors such as economic globalisation, increasing population, urbanisation, tourism, rising international trade and the diversification of product value chains. More and more industries are moving away from manufacturing products at a single location, and expanding technology-specific production units which require the integration of components sourced from factories around the world.

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ARTICLE Hence the need to move both industry and transport to more sustainable forms of energy. To this end, rapid technological development and falling costs are helping to stimulate greater use of renewable energy sources. As part of its contribution to international efforts to limit the global temperature rise to 1·5°C, India is looking to achieve zero emissions from its heavy industry and transport sectors by around 2060. It has been working to reduce emissions from the transport sector through a range of initiatives. These include encouraging a shift from two-stroke to four-stroke internal combustion engines for road vehicles, the adoption of alternative fuels such as CNG or biofuels and the takeup of electric vehicles.

make hydrogen more economic than fossil fuels, where prices are predicted to rise as a result of restricted supply and government policies. Fuel cell manufacturing costs are also expected to fall, given that they are assembled from stacks of standard components.

Hence, IR considers that hydrogen is likely to be the most promising technology for achieving a zero-emission railway network by 2030.

Article continues below ↓ Fuel Cell Basics

In the rail sector, there are multiple alternatives for reducing carbon emissions, including biofuels, synthetic fuels, electrification and hydrogen. India has committed significant investment to accelerate the electrification of its national rail network, while the advent of a hydrogen-propelled train will provide a further weapon in the armoury for the fight against climate change.

Various types of fuel cell are now available, which are typically classified by the type of electrolyte used. They include Proton Exchange Membrane, Alkaline, Phosphoric Acid, Solid Oxide and Molten Carbonate fuel cells. Indian Railways has opted to use PEM technology in its hybrid trainset, because of the low operating temperature (50 to 100°C), short starting time and the ease of using ambient air as the oxidant.

Why Hydrogen?

The Covid-19 pandemic has helped to underline more than ever the need to take sustainability seriously, and this has manifested into widespread enthusiasm for hydrogen as a commercial energy source. Between November 2019 and September 2020, India’s project pipeline for green hydrogen production has grown from 3·5 GW to just over 15 GW, signalling the emergence of a growing hydrogen economy.

The Indian government is driving a number of initiatives to increase hydrogen production. The Ministry of New & Renewable Energy and major power generation players such as Indian Oil Corp Ltd and National Thermal Power Corp have committed to the establishment of hydrogen production units across the country and the implementation of fuel cell technology.

Significant investment is envisaged by both public and private firms and the use of hydrogen is expected to expand between three- and 10-fold by 2050.

Each fuel cell transforms the chemical energy of hydrogen and oxygen to produce power. The electrodes (anode for hydrogen and cathode for oxygen) are separated by an electrolyte, which prevents the reactants from mixing directly and controls the charged ions created during the partial cell reactions.

Hydrogen molecules enter the anode and react with a catalytic coating on the anode, releasing electrons to form a positively charged hydrogen ion. While the free electrons cannot pass through the electrolyte, the ions reach the cathode and flow into an electrical circuit, generating power. The cathode causes the hydrogen ions and free electrons to react with oxygen from the air to form water vapour.

A single fuel cell under load produces between 0·6 V and 0·8 V, so multiple cells are stacked together to produce higher voltages.

In keeping with this trend, Indian Railways has begun to investigate the potential for hydrogen traction, as a cleaner fuel which is both convenient and cheap to obtain.

Both battery and hydrogen trains have been considered as an alternative to diesel traction for operation on non-electrified routes. Conventional locomotives would need large and heavy batteries to operate over long distances or haul heavy payloads.

Fuel cells offer a lower weight, better payload and a longer range.

The consumption rate of hydrogen is less than diesel fuel, while the trains are quieter in operation. Unlike conventional diesel engines, hydrogen-fuelled trains emit only water vapour at the point of use. This results in minimum heat and low well-to-wheel .

Given the right infrastructure, hydrogen is safe to handle and vehicles can be refuelled quickly, resulting in minimal downtime.

Amongst the fuel variants, green hydrogen is considered to be the best alternative, being extracted from water using renewable energy such as solar or hydro power. This is preferable to ‘grey’ hydrogen produced by reforming fossil fuels or ‘blue’ hydrogen generated from natural gas.

Given the rapidly expanding production pipeline and investment in renewable energy generation, the cost of green hydrogen is expected to fall by up to 65% between 2030 and 2040. This would

Global Development Internationally, countries such as Germany, Netherlands, France, South Korea, Japan and the UK are investing in the development of trains powered by hydrogen fuel cells as a part of their route to a carbon-neutral future.

Attention shifted towards the evolution of hydrogen trains in 2015, METRO RAIL NEWS | January 2020 | WWW.METRORAILNEWS.IN

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ARTICLE when Alstom selected Hydrogenics as a key partner to develop the fuel cell technologies for its Coradia iLint project. The world’s first production fuel cell train has roof-mounted power modules and hydrogen storage tanks. During operation hydrogen is combined with oxygen drawn from the ambient air, in order to charge underfloor batteries which in turn power the electric traction motors.

Unveiled at the InnoTrans 2016 trade fair in Berlin, Coradia iLint demonstrated a range of up to 1000 km between refuelling, and a similar performance to conventional diesel multiple-units, with lower noise and environmental impact. Two prototype units entered service in September 2018 for an 18 month trial on the Buxtehude – Bremervörde – Bremerhaven – Cuxhaven line in northern Germany.

The units have also been demonstrated in other countries including Austria and the Netherlands, where tests were successfully conducted in March 2020.

Alstom has so far received orders for 41 Coradia iLint trainsets. The first 14 are due to enter service in Niedersachsen during 2021, and the other 27 will be used in the Rhein-Main region from the end of 2022.

In June 2019, the UK launched its HydroFlex demonstrator, developed by Porterbrook and the University of Birmingham, and this undertook its first main line trials in October 2020. HydroFlex has been created by fitting a fuel cell power pack to an existing Class 319 EMU, enabling it to run on electrified or non-electrified routes without modifying driver’s controls.

Rolling stock leasing company Eversholt Rail is working with Alstom to develop a hydrogen multiple-unit to fit the restricted UK loading gauge; again using converted EMUs, the first Breeze trainset is expected to take to the rails in 2024. And in France, SNCF hopes to have its first fuel cell train in operation by 2022, with a view to eliminating diesel traction by 2035.

Having been early in the field with its New Energy Train, East Japan Railway is looking to start testing its second hydrogen-powered trainset in 2021 at up to 100 km/h, with the first commercial version to be released by 2024. Korea Railroad Research Institute is also developing a fuel cell powered train for completion in 2022.

This has been specified to achieve a range of 600 km on a single charge at a maximum speed of 110 kmph.

Electrification is likely to remain the most effective strategy for reducing carbon emissions from heavy freight haulage. India’s Hydrogen Prototype Indian Railways has completed the design for a 300 kW fuel-cell-hybrid trainset rebuilt from an existing diesel-electric suburban multiple-unit. This will be assembled by the Diesel Loco Modernisation Works at Patiala in Punjab and is expected to be completed by the end of 2021. Modification of an existing train for hybrid operation is intended to speed development and minimise the manufacturing cost.

According to IR, this will be the most powerful fuel cell trainset yet developed. As with many of the other hydrogen trains, it will have a maximum speed of 140 km/h. While the actual fuel cell power plant will be imported, the hydrogen storage system and lead acid battery packs will be supplied by Indian manufacturers.

The four-car unit will have roof mounted lightweight storage cylinders on one vehicle to carry the compressed hydrogen.

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The gas will be fed to the PEM fuel cells (left), which will be mounted on the roof.

To avoid any loss of energy generated by the fuel cells, the train will be fitted with lead-acid batteries to store electricity produced during non-operational periods. The batteries will also capture regenerated braking energy, and help to smooth out the power demand under real-life driving conditions. DC-DC converters in the power vehicle will balance the voltage difference between the fuel cells and batteries. While the long-term intention is to use green hydrogen, the current plans envisage that the hybrid demonstrator would initially be powered using hydrogen obtained from industries which generate it as a by-product.

In-House Hydrogen Production As well as investigating the use of fuel cells to power trains, IR is looking at the scope for developing its own hydrogen production systems, using water electrolysis powered by energy from renewable sources. There are currently two areas of investigation: nano materials and metal-oxide catalysts.

The first would see nanoparticles fitted on existing solar cells, to mimic photosynthesis and separate hydrogen from water in the presence of sunlight. This approach has two key benefits. Firstly, it is a low-cost technology, and secondly it can work with seawater or wastewater, avoiding the potential wastage of clean water.

The metal oxide method combines electrolysis with low-cost catalysts such as Spinel oxides to improve performance.

Electrolysis is an established way to extract from water. Electricity is passed through water in an electrolyser, triggering two chemical reactions which produce hydrogen and oxygen. These two gases are then kept separate by a membrane. However, the oxygen revolution reaction is relatively sluggish, lowering the energy efficiency of the overall conversion. Spinel oxides are typically made of cheap transition metals and have been demonstrated as a stable, low-cost catalyst that could speed up the process and overcome the energy loss.

ARTICLE

IR is also experimenting with the production of ‘blue’ and ‘grey’ hydrogen from biogas or oil feedstock.

Other Indian conglomerates now delving into green hydrogen production include NTPC and Tata Motors. Reliance Industries Ltd recently announced its intention to become a net carbon zero firm by 2030 by getting into green hydrogen production and

replacing its transport fuels with clean electricity and hydrogen.

Indian companies are working to build a full-stack electrolyser and indigenous fuel cell solutions, combining the powers of d i g i t a l , p owe r e l e c t ro n i c s , a d va n c e d m a t e r i a l s a n d electrochemistry.

Recently, FTI Consulting entered into an agreement with The Energy & Resources Institute to develop an India Hydrogen Economy Roadmap. This includes the deployment of grey, blue and green hydrogen, carbon capture and renewable energy technologies, as well as research programmes to test the viability of hydrogen as the sustainable fuel choice in an Indian context.

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ARTICLE

Flash-Butt welded Long Rolled Rails, LRR, of Prime Steel Quality help to lower the Risk of fatal Train Accidents in India

Rolling of Rail at British Steel Synopsis: Long Rolled Rails, LRR, of prime steel quality, already tested in the manufacturing plant, and with Flash-Butt Welds of higher strength than that of Alumino Thermic, AT, welds, provide far better alignment and continuity parameters for far smoother train runs, that lower the risk of in-service rail failures, which had led in past decades to nasty, unwanted and fatal train derailment accidents. The mutual impacts of rail and running wheel governed by Newton`s Laws of Motion are on tracks consisting of flash-butt welded long rolled rail panels far lower than on a track consisting of AT welded short 13 m rails. Long rolled and flash-butt welded rails are a prerequisite for 160 kmph Semi-High Speed Lines in India.

CORRELATION BETWEEN FATAL TRAIN ACCIDENTS AND RAIL TRACKS CONSISTING OF AT WELDED SHORT 13 m RAIL PANELS There is no other country around the globe than India, from where in the last decades so many nasty and unwanted fatal train accidents could be reported; see contributions in http://www.drwingler.com.

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Mahakaushal Express Derailment near Kulpahar, 30.03.2017 In India, one thought, one could not keep rails longer than 13 m, otherwise the expansion gaps at the joints, hold together in position by bolted fish-plates, might become too wide; see J.S. Mundrey, Railway Track Engineering, 5th print edition, 2017, page 49, 103 ff and 329, McGraw Hill Education (India) Private Limited, Chennai, ISBN (13): 978- 93-5260-648-1 / ISBN (10): 93 -5260648-5. It had been considered that the gap between the rail ends should be proportional to the length of the rails to allow free expansion during hot weather.

ARTICLE The gaps between rail ends were generally thought to be the prime cause of impact at joints. Although the provision of longer rails would lead to a reduced number of joints, it was dis-favoured due to the increase of impact-density, if proportionately wider gaps were to be provided at the ends.

To weld rails in long lengths was therefore technically disinteresting. It was realized later that the intensity of impact is not directly proportional to the width of the gap, and the gap itself must not be exactly proportional to the length of the rail because the rail does not really behave as a free rail when laid in track. With this realization any reduction in the number of joints was welcome, as it had the prospect to minimize, if not completely eliminate, the problems connected with the jointed track.

With this background the welding of rails into 3 rails, 5 rails and 10 rails was started on Indian Railways. The welded panels have been named “Short Welded Rails” (SWR) as distinct from “ Long Welded Rails” (LWR). The experience with short welded rails has been that joints with panels of length more than 3 rails cause more damage to track than the proportional advantages derived from the elimination of joints. Welded rails panels longer than 3 rails are therefore no longer in use on the Indian rail tracks.

Rails, welded into long strings of 200 m or more, denominated as LWR/CWR, behave differently at the joints and are governed by their own inbuilt system. On LWR/CWR track the expansion and shrinking forces get arrested over the frictions at the rail-seats, the rail-fastenings and sleepers in the track-bed.

With the introduction of concrete sleepers and stronger track-bed structures efforts are made to have continuously welded track to the extent possible, as jointed track on concrete sleepers is beset with many maintenance problems including the structural failures of concrete sleepers at joints. Step by step the short 13 m panels, jointed by bolted fishplates, have been welded Alumino Thermic (AT) to LWR/CWR tracks.

ModernDigitalcontrolledAT“SmartWeld” HighQuality RailWelding by Th. Goldschmidt`s Digital controlled Process AT welding is the common conventional welding method, which enables rail to be manually welded in a relatively short time with simple devices at site. However, it is necessary to carefully control its quality at point of installation, in terms of both track component condition, assembly, rand the welding proceedure itself by well trained work forces.

An good quality AT weld has a Fatigue Life of only about 56 % as compared to the parent rail, whereas a Flash-Butt Weld has a Fatigue Life of about 90 %. Japanese Gas Pressure Welds reach a Fatigue Life of 96%, however Gas Pressure Welding needs skilled work-forces and is only best suitable for stationary welding in factory or at site. See M.M. Agarwal, INDIAN RAILWAY TRACK ,twentieth edition, 2017,p.384, Prabha & Co. Delhi, India, ISBN 81900613-1-3.

Often the AT welds on INR tracks are below standard and the Fatigue Life mostly below 56 %. This means, on an Indian LWR/CWR tracks consisting of AT welded 13 m rail panels, there are every 13 m weak spots and discontinuity/disturbance in rail strength and alignment parameters. INR tries to secure those weak spots with Joggle Fish Plates.

The numerous Joggle Fish Plates on INR tracks reveal that INR is aware of the Risks of AT Weld Failures. To mitigate the impact of AT Weld Failures, which may lead to nasty fatal railway accidents, INR therefore tries to secure the AT welds with Joggle Fish Plates:

AT Welding on Kashmir Valley Railway Line; source: Northern Railway; India METRO RAIL NEWS | January 2020 | WWW.METRORAILNEWS.IN

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ARTICLE NEWTON`S LAWS OF MECHANICS, THE DYNAMICS OF TRACKTRAIN INTERACTIONS AND RELATED PROBLEMS See: A.D. Kerr FUNDAMENTALS OF RAILWAY TRACK ENGINEERING, Simmons Boardman Book, USA, ISBN: 0-911 382-40- 2, 2003, p.

252.

Newton`s FIRST LAW suggests that any change of velocity of a body under consideration must be associated with the counteraction of a resultant force, which acts on his body. This in turn suggests a relationship between the resultant force and the acceleration of the body.

Newton assumed by his SECOND LAW the very simple relation that the resultant force, which acts on the body and causes acceleration, is linear related.

Finishing, Stripping and Grinding of AT Rail Weld

The THIRD LAW is the "LAW OF ACTION AND REACTION": “For every ACTION there is an equal and opposite REACTION”. This is probably the most famous law of motion. This means that if one object 1 acts a force out on another object 2 then object 2 will act the same size force in the opposite direction on object 1; F21 = F12.

Here are diagrammes to visually show this:

“Action equals opposite Reaction”; F12 equals F21.

Joggle Fishplate Rail Joint for INR from Chandra Industrial Works to secure AT Welds

To every Action or Force there is an equal and opposite Reaction or Force.

Securing Rail Fracture with temporary Joggle Fishplate In addition, the alignment of the welds are often inferior. On INR bends in the vertical and horizontal plane of AT welds are tolerated up to 0.7 mm, measured with a 1.5 m straight edge. For flash-butt welds a tolerance of max. 0.3 mm, measured with a 1.0 m straight edge, got stipulated. Poor alignments with discontinuities increase the lateral and vertical stress between running wheel/rail-vehicle and rail, governed by the Newton`s Law of Mechanics:

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ARTICLE In other words, when a body (rail-track) exerts a force on a second body (rail-vehicle), in consequence the second body (rail-vehicle) exerts a numerically equal but opposite force on the first body (rail-track).

Oscillating rail-vehicle movements, self-exited or exited by track alignment defects, like Shuttling, Lurching, Bouncing, Rolling, Pitching, Nosing and Hunting, increase further the deterioration rate of an already deteriorated track.

The force acted on the rail-vehicle causes acceleration in vertical and/or lateral direction and/or causes rotation movements. The extend of the acceleration and rotation is linear related to the force acted by the railtrack on the rail-vehicle and can be used to d e t e c t a n d m e a s u re r a i l t r a c k d e f e c t s b y m e a n s o f instruments/devices on board of the railvehicle (Instrumented Revenue Vehicle; IRV). The “IRV” can be a commercial and scheduled running Locomotive, Passenger Coach or Freight Wagon. See: F.A. Wingler: MONITORING INSTRUMENTS MOUNTED ON SCHEDULED RUNNING COMMERCIAL TRAINS (INSTRUMENTED REVENUE VEHICLES, IRV) MAKE USE OF NEWTON`S LAWS OF MECHANICS FOR TRAIN BASED AND INSERVICE TRACK-CONDITION MONITORING IN TARGET PLANING OF MAINTENANCE; published on: May 18, 2018; http://www.drwingler.com .

At misaligned and un-straight rail-joints and rail-welds as well by wheels running with flat spots, high impacts are caused. Latter produce high rail and rail-weld bending stress, causing degradation of rail-welds, rails, rail-fastening systems, sleepers, ballast and track substructure components.

The Railway is a system, where steel-wheels run on steel-rails with a non-elastic contact area of less than 3 cm². This means that track and train interact over a contact area of less than 3 cm², and wheels exert the forces over this small contact area following Newton`s Laws of Mechanics:

The geometrically perfect production of welded rail-joints and the correct alignment and rail-surface profiling of the jointed rails are therefore essential parameters for the durability of the welded joints. Rail-straightness and even rail-surfaces of welded joints are decisive factors for the durability of welds. A passenger travelling in a coach on Indian Railway`s tracks can detect nearly each and every rail-weld by the “tack-tack ” sound, caused by the response of the wheels, when running over un-straight and/or uneven railwelds. In countries of advanced railways with perfected welded rail-joints, such sound is not audible.

There is a clear correlation between weld-shape and the corresponding vehicle dynamics, which can be monitored by IRV. In-service rail- and weld failures are in India frequent and have caused many derailment-disasters with high mortality rates:

Wheel-on-Rail Contact Area of new Wheel-Treat and RailHead Profile on straight Run When running on a straight rail-track, on a perfect aligned and smooth rail-table without any roughness and with only little raildeflection under the wheel load (optimum in the range of 1.5 mm), there are only little additional vertical and lateral inter-acting forces causing acceleration, deceleration and rotation on the railvehicle with equal corresponding forces acting on the rails. That is, why a high quality rail-track experience only little additional corresponding forces of the running railvehicles acting on the rails. Therefore, a high quality rail-track keeps its properties under given traffic load, volume and velocity over a longer period and loses its properties over the time with a slower deterioration rate.

The deterioration rate under given traffic load and train speed is an index for track quality.

On poor quality rail-tracks of bad alignment and poor bearing capacity with tract defects like, kinks, dips, undulations, twists, high raildeflections under wheel load (related to deteriorated track components/constituents, poor bearing sub-structure components and poor drainage), rail-table defects and roughness (corrugation, rail-headburns, RCF), running vehicles experience high additional vertical, lateral and rotation forces exerting equal opposite forces on the rail-track damaging the track components. With increased speed and accumulation of traffic, through this mutual “ SELF-DESTROYING SYSTEM” the situation can deteriorate rapidly.

In-Service Rail- and Weld Failure; Central Railway, near Kalyan (left), near Badlapur (right)

Rail-Weld and Rail-Head Defects leading to fatal and nasty Derailment Disasters on IR METRO RAIL NEWS | January 2020 | WWW.METRORAILNEWS.IN

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Bhilai SAIL`s Success Story with Long Rolled R-260 Grade Prime Quality Rails for INR, that found Approval by RDSO Fatal Kalinka-Utkal Express Derailment near Khatauli on 19th August 2017 Poor quality tracks deteriorate faster, the service life is shorter, and more frequent monitoring and maintenance is needed, and in consequence the expenditures or overall life-cycle costs keeping a train service on a poor quality track can be 8-fold higher than on a high quality track.

The Picture Gallery of typical Weld- and Rail-Defects with the Figures 31 – 56 on page 112 – 125 of the RDSO MANUAL: ULTRASONIC TESTING OF RAILS AND WELDS, revised 2012, gives in a terrifying way evidence on what has ailed INR in the past decades causing so many nasty and fatal RAILWAY ACCIDENTS. LONG ROLLED RAILS, LRR, “MAKE IN INDIA” – A MILESTONE FOR TRACK IMPROVEMENTS; MANUFACTURE OF LRR At present there are two Rail Rolling Mills in India. They are: Bhilai Rail Rolling Mill, SAIL is a public sector plant, which has been producing rails for the last six decades, located at Bhilai, in the Indian State of Chhattisgarh. Originally set up with USSR assistance, it has recently been upgraded to roll long rails up to 130 m each. It has further facilities for welding rolled rails into longer panels in an integrated stationary Flash-Butt Welding Plant

Schlatter stationary Flash-Butt Welding Plant GHA S 80 The other Rail Rolling Mill has been put up by Jindal Steel & Power Limited (JSPL) at Raigarh. This Mill, a relatively new one, was setup in the years 2003-5 and can produce long rails of about 121 m length with the facility to make longer panels up to 480 m long in an integrated Flash-Butt Welding Plant. Jindal Steel & Power Limited (JSPL) has become India’s first private company to get “Regular Supplier” status from Indian Railways to supply 60 kg 880 grade (90 UTS) Rails.

JSPL produced 1080 HH rails and 880 Grade rails has already been approved by RDSO for use into Indian Railways on regular basis.

JSPL’s 1080 Head Hardened Rails are already being supplied to the Metro Rail Corporations and High-Speed Corridors by JSPL. JSPL is the first and only Indian manufacturer to successfully develop 60E1 1175 Heat Treated (HT) Rails suitable for High-Speed and High Axle-Load applications. Indian Railways have projected a requirement of 1.8 Lac t per annum of this high-grade 60E1 1175 Heat Treated (HT) Rails.

Rail Production at Bhilai Steel Plant, SAIL; India

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JSPL produced 1080 HH rails & 880 Grade rails has already been approved by RDSO for use into Indian Railways on regular basis.

JSPL’s 1080 Head Hardened Rails are already being supplied to the Metro Rail Corporations and High-Speed Corridors by JSPL.

ARTICLE Indian Railways has embarked upon upgrading the Indian Railway Track system to carry 25 t axle-load and up to 200 kmph.

Research Designs & Standards Organisation (RDSO) has approved the newly developed 60E1 1175 Heat Treated (HT) Rails of Jindal Steel and Power Limited. 60E1 1175 Heat Treated (HT) Rails is a superior grade to 1080 HH and will be used by Indian Railways for heavier loads and high-speed application; by M. K. Rai; 20/10/2020; Metro Rail News.

Both the plants are located in the rich iron ore/coal mining belts of the State of Chhattisgarh, and they are well connected with the rail and road network.

Metro Rail Projects are predominantly designed on Head Hardened Rails. Under the Government of India ambitious “Make in India” scheme, the two large steel manufacturers took up the initiative to develop “Head Hardened Rails” to meet the growing demand of Metro Rail Corporations and High-Speed corridor projects in India.

J.S. Mundrey reports in his article “India becomes Atmnirbhar* in Head Hardened Rail Production”, 06/01/2021; Metro Rail News Daily Round Up from Metro & Rail Industry (*:'self-reliant India'): Rail making technology in India has undergone a great change.

Rails steel is coming now through Concast Route with RH Degassing, completely eliminating the piping in the rails, before a major cause of rail fractures.

The rail chemistry is nowadays well controlled. The Hydrogen Content in the rails produced by Indian Rail Mill is now less than 1.6 ppm, much below the international standards.

Long Rolled Rails made in India by Jindal Steel

Modern cooling methods and the sophisticated rail straightening machines bring down theResidual Stresses to the bare minimum.

Ultrasonic Testing of full rails and Eddy Current Testing do not allow any defective rails to pass undetected.

CAREFUL HANDLING AND TRANSPORT OF LRR

Jindal Steel Rail Rolling Plant

For the careful handling of long rail panels, special rail transport trains and unloading shutes are deployed. These trains will transport long rolled rail panels to the rail laying sites at a speed of over 80 kmph cutting out zonal flash-butt welding plants from the transport circuit. This will not only save considerable cost but will also reduce damage, presently occurring in handling and transport of rails:

Rail Trailer with long rolled stationary Flash-Butt welded Bhilai, SAIL, Rail Panels (Londa, India); pict. by F. Wingler

JSPL Steel Manufacture at Raigarh Transport of Long Rolled Rails in Canada METRO RAIL NEWS | January 2020 | WWW.METRORAILNEWS.IN

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ARTICLE

RAUN Rail Unloading Train with Rail Shute; USA Robel Long Rail Transport Trailer, up to 500 m long

Picking-up of Long Rolled 60 kg Rails, LRR, for Dedicated Freight Corridor, DFC, with synchronised Cranes; India LRR ON DEDICATED FREIGHT CORRIDOR, DFC, AND ON SEMIHIGH SPEED LINES

Robel “Spaghetti” Trailer for Long Rails

Unloading with Robel 40.30 Rail Putler Shute; pict. by DVV Media Group 40

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

For the new Indian Heavy Haul DFC lines, designed for 32.5 t axleload, Long Rolled UIC 60 and 90 kg UTS rails, and 60 kg/m HH (Head Hardened) rails on curves of less than 2 degrees (875 m radius) have been introduced for the Continuous Welded Rail Tracks (CWR).

Ongoing Construction Works on India's Eastern Dedicated Freight Corridor with LRR-CWR Track; photo: Joe Qian/World Bank

ARTICLE

Mobile Flash-Butt Welding on Kashmir Valley Railway Line with Holland, USA, Flash-Butt Welding Unit; source: Northern Railway; India Long rolled and flash-butt welded rails are a prerequisite for 160 kmph Semi-High Speed Lines in India; see F.A. Wingler SEMIHIGH SPEED (SHS) ON CURRENT INDIAN RAIL-TRACKS WITH CURRENT INFRASTRUCTURE – WILL IT BE SAFE? Published on February 24, 2019 on http://www.drwingler.com .

Mobile Flash-Butt Welding on Dedicated Freight Corridor with Holland RRV Mobile Flash Butt Welding Machine; Image: DFCCIL

CHALLENGE TO IMPROVE EXISTING RAIL TRACKS CONSISTING OF SHORT 13 m AT WELDED WITH LRR RAILS OF PRIME STEEL QUALITY The challenge is to replace on old lines all rails consisting of short 13 m rails of insufficient rail steel quality and poor quality AT welds, which are in need of joggle fish-plates, by Flash-Butt welded long rolled rail panels of prime steel quality. Another challenge is the proactive and corrective Rail Management Strategy under a comprehensive Friction Management by ultra sound testing and by frequent rail grinding and milling, to prevent surface cracks to penetrate into the rail head leading to rail fractures.

Long Rolled Rails, LRR, of prime steel quality, already tested in the manufacturing plant, and with Flash-Butt Welds of higher strength than that of AT welds, provide far better alignment and continuity parameters for far smoother train runs, that lower the risk of in-service rail failures, which had led in past decades to nasty, unwanted and fatal train derailment accidents. The mutual impacts of rail and running wheel governed by Newton`s Laws of Motion are on tracks consisting of flash-butt welded long rolled rail panels far lower than on tracks consisting of AT welded short 13 m rails. Long rolled and flash-butt welded rails are a prerequisite for 160 kmph SemiHigh Speed Lines in India.

Mobile Flash-Butt Rail Weld after Stripping and before Finishing Grinding; source: Plasser & Theurer

Better knowledge about rails in INR will help for better information based planning, actions and decisions at the right place and at the right time in order to bring down the frequency and prevalence of in-service Failures of Rails and Rail Welds, one of the root courses of so many unwanted, nasty and fatal train accidents in India.

Authored By F. A. Wingler METRO RAIL NEWS | January 2020 | WWW.METRORAILNEWS.IN

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PROJECT OF THE MONTH

Nagpur Broad Gauge Metro Nagpur Broad Gauge Metro is a suburban rail (Commuter Rail) project planned for the city of Nagpur and extending up to adjacent districts of Wardha, Narkhed, Ramtek and Bhandara (also Nagbhid in the near future) in Vidarbha region of Maharashtra, India. This project will be executed by Maharashtra Metro Rail Corporation Limited.

The distance and number of stations on these 4 lines and 268.63 km long project are:- Wardha (78.8 km, 11 stations), Bhandara Road (59.2 km, 9 stations), Ramtek – (41.6 km, 6 stations) and Narkhed (85.5 km, 10 stations). The travel time is Wardha – 1 hour 10 min, Narkhed – 1 hour 15 min, Ramtek – 1 hour and Bhandara Road – 55 minutes. The cost of Metro tickets will be 1.38 times the railway fare.

The trains will travel at a speed of 120 kmph and reduce travel time by half. The project will now be submitted to the central government for sanction. The project was the brainchild of Union transport minister Nitin Gadkari.

The international funding agency – KfW – which has funded MahaMetro’s Phase I project, has agreed to finance BG Metro project to the tune of ₹ 305.20 crores of the total project cost of ₹333.60 Crore. Of the balance, the state government would also provide 50% of the Strategic Debt (SD) of the Government of India (₹ 7.10 crore) and 100% (₹14.20 crore) of SD incurred by the state government. Thus collectively, an amount of ₹21.30 crore would be sanctioned by the state government. Rest will be borne by the Central government.

The project was first proposed in 2018, and the memorandum of understanding (MoU) between Indian Railways, Government of Maharashtra & MahaMetro was signed in July 2018.

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The Detailed Project Report (DPR) was prepared by Urban Mass Transit Company (UMTC) in 2019 and estimates the project to cost Rs 418 crore, half of which will go towards procuring modern rolling stock. Railway Board approved the BG Metro project’s DPR in November 2019 and Maharashtra State Government’s cabinet in October 2020. The DPR envisions 70% of its total cost to be financed via a loan and 30% to be financed through the Maharashtra and central governments.

Nagpur Broad Gauge Metro System Specifications The trains will have three cars having total passenger carrying capacity of 885. The three cars with passenger capacity are driver motor car – 285, trailer car – 315 and car train – 285. Initially, there will be four trains. Later the number would be increased to eight.

There will be total 10 trips in both directions on Wardha route, Narkhed – 8, Ramtek – 5 and Bhandara Road – 4. BG Metro facility would act as feeder service to Nagpur Metro services too and help in increasing its ridership.

Top Speed: 200 kmph Operating Speed: 160 kmph Track Gauge: Broad Gauge – 1676 mm Rolling Stock: 3 coaches (DT-T-DT) Capacity: 885 passengers Broad Gauge Metro Deadline: 2025 Project Cost: Rs 418 Crores The total cost of the project is Rs 333.60 crore. Trains will cost Rs 200 crore, fare collection system – Rs 11.64 crore, information technology (IT) infrastructure – Rs 15 crore, construction of car shed, station upgradation and passenger amenities – Rs 23.12 crore and station integration – Rs 25 crore.

PROJECT OF THE MONTH Rolling Stock: Rs. 200 cr Depot: Rs. 80 cr Station Integration with Nagpur Metro: Rs. 25 cr Station upgrades: Rs 23.12 cr IT Infrastructure: Rs. 15 cr Automatic Fare Collection (AFC) System: Rs. 11.64 cr Pre-operative / Admin Expenses: Rs. 4.97 cr Taxes: Rs 48 cr

Line-3: Nagpur – Ramtek Length: 41.6 km Estimated Daily Ridership: 3,929 End-to-End Travel Time: 60 mins Number of Stations: 7 Station Names: Nagpur Junction, Kalamna, Kamptee, Kanhan Junction, Dumri Khurd, Amdi Halt, Ramtek

Nagpur Broad Gauge Metro Routes

Line 1: Nagpur – Wardha Length: 78.8 km Estimated Daily Ridership: 5,669 End-to-End Travel Time: 70 mins Number of Stations: 13 Station Names: Nagpur Junction, Ajni, Khapri, Gumgaon, Bori, Borkhedi, Sindi, Tuljapur, Dahegaon, Seloo Road, Varud, Sewagram, Wardha Junction Line-2: Nagpur – Narkhed Length: 85.53 km Estimated Daily Ridership: 2,616 End-to-End Travel Time: 75 mins Number of Stations: 11 Station Names: Nagpur Junction, Godhani, Bharatwada, Kalmeshwar, Kohali, Sonkhamb, Metpanjra, Katol, Kalambha, Tinkheda, Narkher Junction

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Line-4: Nagpur – Bhandara Road Length: 62.7 km Estimated Daily Ridership: 2,556 End-to-End Travel Time: 55 mins Number of Stations: 8 Station Names: Nagpur Junction, Kalamna, Kamptee, Kanhan Junction, Chacher, Rewral, Khat, Bhandara Road Expected Fare: The minimum fare up to distances of 5 km is Rs 20 while the maximum fare for distances above 70 km is Rs 90. Monthly pass tickets will range from Rs 400 to Rs 1,800.

Expected Ridership:The expected daily ridership on various routes in 2021 is: Wardha – 5,669, Narkhed – 2,616, Ramtek – 3,929 and Bhandara Road – 2,556. The total ridership will be 14,700.

YEAR REVIEW

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

Priyanka Sahu Director, Business Development Symbroj Media Pvt Ltd

Year 2020 at a Glance The year started with the onset of the Covid-19 pandemic and it modified the ways which we used to live in. The scenerio changed in India in the second week of March and then after the country went into full lockdown since March 24, 2020 and few sectors remain under partial lockdown even now. The year was really very challenging and it indeed threatened the very concept of the human life.

The year also saw the construction works of metro projects getting started in new cities like Agra and gaining pace in Kanpur.

The water metro project of Kochi also gained momentum in the year. The most awaited RRTS project was initiated, the design of its rolling stock was launched and the works for the first RRTS Corridor of the country got started. Bombardier's new rolling stock and TBMs have been a matter of attraction.

As the pandemic hit the world in the initial days of the year 2020, the things became out of control in some nations. 1.98 million people have already died worldwide due to the Coronavirus Pandemic. The seriousness of the pandemic has been experienced by all of us and I think that the sanitizers and masks will continue to be an essential item of our daily lives for few more years.

The Bullet Train Project has also gained momentum with major tenders for civil construction works being awarded to companies.

L&T emerged as a major player in the bidding process of Bullet Train Project and these all things will give a boost to the first HighSpeed Rail Corridor of the country.

However, at the end of the year, the vaccine was invented and its use was approved by different nations. The rigorous scientific research has yielded its fruits and it has shown a more humanitarian path to the mankind. We as a nation have been overcoming the problems created by the pandemic and I hope the things will be normal in the next few months.

Coming to the Metro and Rail Sectors, it wasn't a good year at all for the operational part. However, it has been a wonderful year when it comes to development of new projects. The new metro projects are coming up very fast and they have achieved new heights even during the pandemic. The year saw the opening up of 31 km long new metro lines for public in the year. These lines came up in Nagpur, Kolkata, Hyderabad, Jaipur and Kochi.

With all these developments, we have now 678 km of operational metro corridors in the country while 485 km of metro lines are under construction process. The distance of proposed Metro lines has reached to 1041 km while 515 km of metro routes have been approved by the government.

With these all developments, we have finally got our first HighSpeed Rail Corridor and Semi High Speed Rail Corridor in the year 2020. At the end of the year, the first driverless train of the country was unveiled by PM Modi which is currently operating on the magenta line of the DMRC network. The DMRC turned 18 in the year 2020 which is really a matter of pride for the country.

India has stepped into a phase where it is laying the foundation stone for a Next-Gen urban transit system and the last year of the second decade of this century witnessed this development. "The inauguration of the first driverless metro train shows how fast India is moving towards smart systems", the PM said while unveiling the first driverless train through his virtual presence.

The things were better than ever for the Metro and Rail Sectors and we are hopeful that the new year brings more fruitful results.

We encourage your participation and therefore we request you to continue your support during this year in a more peculiar way. We are starting a program where we will publish an article from readers or based on your suggestions.

We thank You for the support which you provided in the year 2020.

Thanks

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

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APPOINTMENT

Shri Manish Singh IAS becomes the MD of Madhya Pradesh Metro Rail Corporation Limited (MPMRCL)

S

hri Manish Singh, a 1997 batch IAS officer of Madhya Pradesh Government, has been appointed as the new MD of the Madhya Pradesh Metro Rail Corporation Limited (MPMRCL). Till now the departmental principal secretary had charge of MD. Prior to this Mr. Singh was secretary in the Urban Development and Housing Department in Madhya Pradesh.

Due to not having a full-time Managing Director, Bhopal and Indore Metro works were getting stuck. MPMRCL’s board meeting held in the last week of December 2020, in Which Several tenders of Bhopal and Indore Metro discussed but they could not be finalized.

Shri Manish Singh IAS Madhya Pradesh Metro Rail Corporation Limited (MPMRCL)

Metro Rail News Team Wishing a congratulations to Mr. Singh and Welcome the step of MP Government.

Hope the new metro MD finalize the tenders of Bhopal and Indore Metro Project soon and accelerate the metro projects across the Madhya Pradesh, India.

Suneet Sharma Takes Charge as Chairman & CEO of Railway Board team which put the suburban network on track within a few hours after the terror attack. As ADRM, Mumbai CST, he is credited with increasing the services of the suburban network, which is considered the lifeline of Mumbai. During the 2008 Mumbai terror attacks, he was part of the team that managed the aftermath of the attacks at Mumbai CST, Central Railway.

Suneet Sharma Chairman & CEO of Railway Board

M

r Suneet Sharma has taken over the charge of new Chairman & Chief Executive Officer (CEO), Railway Board (Ministry of Railways), and ex-officio Principal Secretary to Government of India. The appointments committee of the Cabinet has approved the appointment of Suneet Sharma as Chairman & CEO of Railway Board. Prior to this, He worked as General Manager, Eastern Railway.

Mr Sharma joined the Indian Railways in 1979 as a Special Class Apprentice while he was studying engineering at IIT Kanpur. A graduate in Mechanical and Electrical Engineering he has more than 40 years of experience serving in the Indian Railways in various capacities. He has done stints in Operational working, maintenance in Sheds, Depots, and Workshops.

MD of Madhya Pradesh Metro Rail Corporation Limited (MPMRCL)

He was Chief Workshop Manager, Parel workshop in Mumbai where he was instrumental in manufacturing narrow gauge locomotives for hill railways. He also restored an old steam narrow gauge locomotive for the heritage Matheran line near Mumbai.

During the 2006 Mumbai suburban train blasts, he was part of the

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As for DRM, Pune was instrumental in adding infrastructure which brought about operational efficiency. As Chief Mechanical Engineer diesel locomotive works Varanasi he was the team leader for starting electric locomotive production. Conversion of diesel to electric locomotives took place under his leadership in record time and for the first time anywhere in the world.

As General Manager Modern Coach Factory, Raebareli set a record by doubling the out turn of the much required modern passenger coaches in one year. As General Manager Eastern Railway, he took initiative in increasing the speed of goods trains to a record level and for completing a number of infrastructure projects of new lines and electrification which not only resulted in operational efficiency but developed the local areas. He is known for bringing about systemic changes for ease of working and administrative reforms.

During the course of his career, he has won many professional awards. As General Manager (Modern Coach Factory Raebareli) and Chief Mechanical Engineer (Banaras Locomotive Works)) the factories won the award for best production units. Suneet Sharma has attended professional training in Germany and France and he has done an advanced leadership and management course at Carnegie Mellon University in the USA. He has visited Iran as a consultant for the manufacture of locomotives.

NEWS IN FOCUS

GC Contract of Mumbai Metro’s Line 10 and Line 12 Awarded to Aecom Aecom India recently won the General Consultant service contract for civil works of Mumbai Metro’s upcoming 9.20 km Line-10 (Gaimukh – Shivaji Chowk in Mira Road) and 20.7 km Line12 (Kalyan – Taloja) which is being seen as a new development in this field.

The firm got the highest score and emerged as the lowest bidder among the other four consultancy firms after the financial bid results were revealed.

Gaon, Golavali, Dombivli MIDC, Sagaon, Sonarpada, Manpada, Hedutane, Kolegaon, Nilaje Gaon, Vadavali, Bale, Waklan, Turbhe, Pisarve Depot, Pisarve and Taloja.

Line-10 will be a 9.2 km extension of the 35.2 km Line-4/4A (Wadala-Kasarwadavali-Gaimukh) with 4 stations at Gaimukh Reti Bundar, Varsova Char Phata, Kashimira and Shivaji Chowk. The line will also form an interchange with Line-9 at Pandurang Wadi, where possibly a fifth station could come up for providing easy transfers.

Financial Bid Results Aecom India: 78.830 AYESA – Korea Rail Network Authority JV: 73.692 SYSTRA MVA: 71.433 SMEC Holdings Limited: 70.793 DB International: 67.328 The selection was made on the Quality-cum-Cost Basis System (QCBS) method in which the winner’s selection is made through a combination of points scored in technical and financial evaluation by the tender committee according to an official.

Line-12 will be a 20.75 km extension of the 24.95 km Line-5 (Thane-Bhiwandi-Kalyan) with 17 stations at Ganesh Nagar, Pisvali

Sadbhav Engineering JV Emerges As The Lowest Bidder for a Bid of Surat Metro Rail Project Worth Rs 780 Crore Sadbhav Engineering has recently said that its joint venture firm has been declared the lowest bidder for construction of a part of the Surat Metro project The bid value submitted by the firm stands at Rs 780 crore which is lowest among all.”We have been declared as the lowest bidder by Gujarat Metro Rail Corporation (GMRC) Ltd for construction of 11.6 km elevated viaduct and 10 stations for Surat Metro Rail Project phase-1… in the name of SEL-SPSCPL Joint Venture,” the company has said.

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NEWS IN FOCUS

The company’s bid cost for the project was Rs 779.73 crore, and the letter of award is expected to be received from GMRC soon according to an official.

Salasar Techno wins contract to modern ballastless track Bangalore Metro Rail Corporation Limited has recently awarded a 252 crore contract to Salasar Adorus Infra LLP, a subsidiary of Salasar Techno Engineering Limited to design, supply, install, test, and commission ballastless track to Bangalore Metro Rail. The design of ballastless tracks is highly consistent in track geometry, ensures longevity with low maintenance.

As part of the contract, Salasar will build the ballastless track for a long -stretch of about 175km and plans to complete the stretch of 5km every month (subject to availability of the via duct).

The execution of the project will commence from the second week of January 2021 and is estimated to complete the project in the next 2.5 to 3 years in accordance with the guidelines of the Bangalore Metro Rail Corporation.

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JOB OPENING

Metro & Railway Job Openings

S. No.

1.

2.

Organisa on

Descrip on

Supervisory Posts Station Controller/ Train Operator/Train Controlle – 56 Posts Section Engineer (Electrical) - 04 Posts Maharashtra Metro Section Engineer (IT) – 01 Posts Rail Corporation Ltd Section Engineer (Electronics) – 05 Posts (MMRCL) Section Engineer (Mechanical) – 01 Posts Junior Engineer (Electrical) – 08 Posts Junior Engineer (Electronics)- 03 Posts Junior Engineer (Mechanical)- 06 Posts Junior Engineer(Civil) – 02 Post

Last Date

21-01-2021 till 23.59 hrs

Station Controller/Train Operator – 08 Posts Junior Engineer (Electrical) – 06 Posts Junior Engineer (Electronics) – 07 Posts Junior Engineer (Civil) – 09 Posts Customer Relations Assistant (CRA) – 10 Posts 31-01-2020 Jaipur Metro Rail Maintainer (Electrician) - 10 Posts Corporation (JMRC) Maintainer (Electronics) – 12 posts Maintainer (Fitter) – 02 Posts Maintainer (Refrigeration & AC) - 03 Posts

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

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EVENT

Metro and Railway Industry Events Calender Dates

Event Name

Venue

Jan 27-29, 2021

PowerGen India

Virtual

Feb 10, 2021

Virtual Conference Rolling Stock Forum

Virtual

Feb 23-26, 2021

10th International Railway Summit

Virtual

Feb 24, 2021

23rd Rail Business Awards

Virtual

Feb 25-Mar 24, 2021

International Engineering & Technology Fair (IETF)

Virtual

Feb 23-26, 2021

bauma CONEXPO INDIA

Gurugram/ New Delhi, India

Mar 03−05, 2021

EURASIA RAIL

TÜYAP Konya International Exhibition Center, Konya

Mar 18−20, 2021

Construct Maharashtra

Hall No 6, Bombay exhibition center, Mumbai, 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. 30-Apr 01, 2021

RailwayTech Indonesia 2021

Jakarta, Indonesia

Mar. 24-25, 2021

Geo Connect Asia 2020

Singapore

Mar 30, 31 & 1 April 2021

RailTech Europe 2021

Digital event

April 08-11, 2021

Asian Machine Tool Exhibition (AMTEX)

Pragati Maidan, New Delhi, India

April 07-08, 2021

Digital Rail Maintenance 2020

Singapore

April 20–23, 2021

bauma CONEXPO INDIA 2021

India Expo Centre, Greater Noida / Delhi NCR India

April. 27-30, 2021

InnoTrans 2020

Berlin, Germany

May 05-07, 2021

TrafficInfraTech Expo

Pragati Maidan, New Delhi

May 05-07, 2021

Parking InfraTech Expo

Pragati Maidan, New Delhi

May 05-07, 2021

Smart Mobility Expo

Pragati Maidan, New Delhi

ElectroTrans

Moscow, Russia

May 12-14, 2021 May 11-13, 2021

13th International Railway Infrastructure Exhibition - Infrarail 2020

NEC, Birmingham, United Kingdom

May 20-21, 2021

6th Smart Ticketing & Digital Services Forum

Budhapest

May 26-27, 2021

The Rise of IoT & Big Data in Rail

Cologne, Germany

31st May– 02nd June 2022

28th International Exhibition for Track Technology (iaf)

Münster

June 16-17, 2021

Rail Live 2021

Quinton Rail Technology Centre, Warwickshire, UK

June 21-23, 2021

Conference on Railway Excellence (CORE) 2021

Perth, Western Australia.

July 08, 2021

Rolling Stock Networking 2021

Derby, UK

Sept 07-09, 2021

Railtex / Infrarail 2021

NEC, Birmingham

Sep 07-08, 2021

7th Railway Forum

Berlin, Germany

Oct 12 - 13, 2021

Middle East Rail

Dubai, UAE

Rail Maintenance Middle East 2021

Dubai, UAE

Oct 26-27, 2021 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

Nov 9 – 10, 2021

Move

London, ExCeL

30 Nov– 2 Dec 2021

Rail Live! 2021

IFEMA, Madrid

Dec 14-17, 2021

UITP Global Public Transport Summit

MELBOURNE, AUSTRALIA

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METRO RAIL PROJECT STATUS

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LIVE TENDER

Metro Rail TENDER DETAILS

Location

VALUE

DEADLINE

Karnataka, India

645.30 CR.

Refer Document

Gujarat, India

346.00 CR.

18-02-2021

West Bengal, India

156.62 CR.

02-02-2021

Provision Of Lifts And Escalators In Joka - Bbd Bag And New Garia Airport Corridors Of Metro RailWay Kolkata 19 Stations Phase-2, West Bengal, India

West Bengal, India

139.82 CR.

12-02-2021

Corrigendum : 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 .

Bihar, India

90.82 CR.

20-01-2021

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.

20-01-2021

Manufacturing And Supply Of 1200 Mt 90 Uts, Uic 60, 13 M, Class A 880 Grade RailS, Irs-T-12-2009 For New Isbt Patna Depot Of Patna Metro Rail Project Of Pmrcl.

Bihar, India

7.65 CR.

28-01-2021

Design , Manufacture ,Supply ,Installation , Testing And Commissioning Of Signage And Graphics For 06 Station Metro Rail Project

Maharashtra, India

6.06 CR.

Refer Document

West Bengal, India

3.06 CR.

22-01-2021

Gujarat, India

2.40 CR.

23-02-2021

West Bengal, India

1.65 CR.

08-02-2021

Maharashtra, India

55.00 Lacs

28-01-2021

“Construction Of Elevated Viaduct From Jyothipuram Station (Excluding) To Kia Terminals And Fifteen Elevated Stations Viz., Kasturi Nagar, Horamavu, Hrbr Layout, Kalyan Nagar, Hbr Layout, Nagawara, Veerannapalya, Kempapura, Hebbal, Kodigehalli, Jakkur Cross, Yelahanka, Bagalur Cross, Bettahalasuru And Doddajala, [Excluding Architectural Finishing Of Stations], Including Road Widening, Utility Diversion & Other Allied Works Of Bengaluru Metro Rail Project, Phase-2b.” In Three Contract Packages (I.....

Development And Construction Of Dream City Depot Including Metro Bhavan, Occ And Associated E&M Works Under Corridor C1, Sardhana To Dream City, In Connection With Surat Metro Rail, Phase – I, Package Dc - 01

Design, Supply, Installation, Testing, Commissioning And Facilitation Of Integration With Existing System For Automatic Fare Collection Between Kavi Subhash – Biman Bandar Metro Station & Joka – Mominpur Metro Station Of Kolkata Metro RailWay In West Bengal State, India.”

Provision Of Automatic Fire Detection And Alarm System At All Stations And Carshed Of Metro RailWay ,Kolkata

Detailed Design Consultancy Services For Subway Environment Simulation (Ses) Studies & Computational Fluid Dynamics (Cfd) Analysis And Sizing Of Tunnel Ventilation System And Major Ecs Equipment For Entire Underground Section Of Surat Mrts Ph-1 For Gujarat Metro Rail Corporation (Gmrc) Limited Execution Of All Works In Connection With Proof Checking Of Conceptual Designs, Architectural Drawing, Detailed Structural Designs, Construction Drawings For Underground Construction Of Double Line/Multiple Line , Station Building And Subway Beyond Bimanbandar Yard To New Barrackpore By Cut And Cover Method In Connection With Extension Of Metro RailWay From Noapara To Barasat Via Bimanbandar (Airport).

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

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LIVE TENDER

Metro Rail TENDER DETAILS

Location

VALUE

DEADLINE

Maharashtra, India

45.00 Lacs

Refer Document

Rajasthan, India

41.19 Lacs

28-01-2021

West Bengal, India

39.77 Lacs

25-01-2021

Tamil Nadu, India

Refer Document

Licensing Of Co-Branding Rights Of Selected Seven Metro Stations Of Metro Rail Project, For A Period Of 05 Years.

Maharashtra, India

Refer Document

18-01-2021

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

14-01-2021

West Bengal, India

3.06 CR.

22-01-2021

West Bengal, India

Refer Document

15-01-2021

Kerala, India

Refer Document

08-02-2021

Maharashtra, India

Refer Document

03-02-2021

Gujarat, India

Refer Document

Refer Document

Providing Canteen Service For Mumbai Metro Rail Corporation Limited Mmrcl New Transit Building And Hallmark Building For The Year 2020-21.

Selection Of Agency For Providing Manpower Services For Two Years To Traction And E&M Department Of Jaipur Metro Rail Corporation Limited.

Comprehensive Annual Maintenance Contract Of 09 Ips System Of M/S. Amara Raja Power Systems Ltd. Make Installed At Kbel, Kshy, Kesp, Knbn, Kkhg, Krsb, Kntj, Kknz Stations And Noapara Carshed (Ct) Of Metro RailWay,Kolkata For A Period Of 5 Years.

Licensing Of Space For Installation Of Automated Teller Machine (Atm)/Cash Recycler Machine (Crm) At Selected Elevated & Ug Metro Rail Stations Along Corridor-1 & 2 Of Phase-I.

Provision Of Automatic Fire Detection And Alarm System At All Stations And Carshed Of Metro RailWay ,Kolkata

Supply Of 12 V, 7ah Sealed Maintenance Free Lead Acid Battery For Emergency Lights Of Bhel-Ac Coaches For Metro Railway Kolkata.

The Battery Should Be Fit In The Rdso's Drawing No. Rdso/Pe/Sk/Tl/0180- 2016 (Rev.) Of Sheet 1 & 2. The Make Of The Battery Be M/S. Exide/Tafe(Amco)/Amara Raja/Hbl As Per Rdso's Specification No. Rdso/Pe/Spec/Ac/0180-2016 (Rev.).

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 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.

Expression Of Interest For Development And Construction Of Dream City Depot Including Metro Bhavan , Occ And Associated E&M Works Under Corridor C1 , In Connection With Surat Metro Rail Project , Phase 1 Package Dc 01

Refer Document

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LIVE TENDER

Metro Rail TENDER DETAILS

Location

VALUE

DEADLINE

Licensing Of Co-Branding Rights Of Selected Seven Metro Stations Of Pune Metro Rail Project, For A Period Of 05 Years.

Maharashtra, India

Refer Document

18-01-2021

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

Refer Document

Maharashtra, India

Refer Document

Karnataka, India

Refer Document

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

Maharashtra, India

Refer Document

Corrigendum : Supply Of Third Rail Current Collector Assembly Complete For Mr300 & Fuse Box Assembly Complete For Mr300 Series Ac Rakes Of Kolkata Metro Railway

West Bengal, India

Refer Document

20-01-2021

Gujarat, India

Refer Document

02-02-2021

Supply Of Bush For Traction Motor Ac Rake As Per Drg.No Mr/Poh/Ac-7-5-103 Of Kolkata Metro Railway.

West Bengal, India

Refer Document

22-01-2021

Supply Of Foot Rest Emergency Ladder As Per Metro Railway Drg. No. Mr/Poh/Sk-0317.

West Bengal, India

Refer Document

25-01-2021

Fabrication & Erection Of Steel Structures – 7 Nos. Of Fob At 6 Locations In Yeshwanthpur, Dasarahalli, Nagasandra Stations Of Phase-1 And Mailasandra, Jnanabharathi, Chikkabidarkallu (Jindal) Stations Of Phase-2 For Bangalore Metro Rail Project

Karnataka, India

Refer Document

04-02-2021

For Implementation Of Metro Rail Project Inviting Sealed For The Internal Audit Of Gujarat Metro Rail Corporation Ltd

Gujarat, India

Refer Document

Refer Document

For The Implementation Of Metro Rail Project Inviting Sealed From Chartered Accountant Firms For The Internal Audit Of Gujarat Metro Rail Corporation Ltd

Gujarat, India

Refer Document

Refer Document

Gujarat, India

Refer Document

Refer Document

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 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.

Sealed Tenders Are Invited In 2 Packets From Chartered Accountant Firms For The Internal Audit Of Gujarat Metro Rail Corporation (Gmrc) Limited.

Expression Of Interest For Development And Construction Of Dream City Depot Including Metro Bhavan , Occ And Associated E&M Works Under Corridor C1 , In Connection With Surat Metro Rail Project , Phase 1 Package Dc 01

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

15-01-2021

21-01-2021

28-01-2021

LIVE TENDER

Indian Railway TENDER DETAILS

Location

VALUE

DEADLINE

Corrigendum : Widening And Strengthening Of Existing Highway To Murud Akola To Airport Junction Indian Railway Coach Factory And Manjra Sugar Factory ( Km. 71/800 To 77/800) Section Of Nh 63 (Barshi- Yedshi- Murud- Latur- Renapur- Udgir- Deglur- Sagroli) On Epc

Maharashtra, India

28.04 CR.

28-01-2021

Corrigendum : Selection Of Consulting Organization For Enterprise Architecture Development For Indian RailwayS (Vistar)

Multi State, India

4.29 CR.

25-01-2021

Gujarat, India

2.17 CR.

01-02-2021

1). Gis Mapping Of Indian Railway Assets By Using Survey Grade Hand Held Devices Under Sr. Den-L Jurisdiction 2). Recoupment Of Monsoon Reserve In The Section Of Sr. Den-L / Mb.

Multi State, India

98.40 Lacs

Refer Document

Transportation Of Railway Material From Various Railway Workshops / Store Depots Over Indian Railway To Carriage Workshop, Alambagh, Lucknow And Vice Versa Through Truck Of Minimum Capacity 06 Mt And Transportation Of Railway Material From Store Depot, Alambagh, Lucknow To Carriage Workshop, Alambagh, Lucknow And Vice Versa Through One Truck Of Capacity 06 Mt.

Uttar Pradesh, India

36.21 Lacs

18-01-2021

Supply And Installation Of Closed Circuit Television (Cctv) Surveillance System In 16 Nos. Emu Coaches Of Indian RailwayS As Per Icf Specification No. Icf/Md/Spec-269 Issue Status: 01 Revo3 Dt:-15-02-2016 Or Latest. With Software Kvms Pro Make Cp Plus.

West Bengal, India

33.83 Lacs

08-02-2021

Rajasthan, India

31.99 Lacs

20-01-2021

Corrigendum : Gis Mapping Of Indian Railway'S Assets - Mapping Of Off Track Assets Using Gps Hand Held Devices"In Solapur Division, Central Railway Juridiction.

Maharashtra, India

23.72 Lacs

15-01-2021

Gis Mapping Of Indian RailwayS Off-Track Assets Under Sr.Den/Iii/Mb.

Uttar Pradesh, India

8.96 Lacs

18-01-2021

Gis Mapping Of Indian Railway Assests By Using Survey Grade Hand Held Device (Without Differential Ground Station) Under Den/Iv/Mb

Uttar Pradesh, India

8.38 Lacs

28-01-2021

Gis Mapping Of Indian RailwayS Assets By Using Survey Grade Hand Held Devices (Without Differential Ground Station) Under Sr. Den/Hq/Mb Jurisdiction.

Uttar Pradesh, India

7.69 Lacs

28-01-2021

Gis Mapping Of Indian Railway Assets By Using Survey Grade Hand Held Devices (Without Differential Ground Station), As Per Guidelines Issued Mention On Railway Board's Letter No.2015/Track1/24(1)/18/1 Dated 14.12.2018 Under The Jurisdiction Of Sr.Den-Ii/Mb.

Uttar Pradesh, India

7.50 Lacs

14-01-2021

Gis Mapping Of Indian Railway Assets By Using Survey Grade Hand Held Devices (Without Differential Ground Station) Under Sr.DenI/Mb Jurisdiction. (Estimate No. 164/2020 Revenue)

Uttar Pradesh, India

7.44 Lacs

26-01-2021

Providing Power Supply Of 75 Kw For Acwp Site For Indian Railway Behind Sanchi Plant Habibganj Under Shakti Nagar Zone Of City Division West Bhopal

Madhya Pradesh, India

2.39 Lacs

16-01-2021

Upgradation Of Training Facilities At National Academy Of Indian RailwayS (Nair).

Ajmer Division : Gis Mapping Of Indian Railway'S Off Track Assets.

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LIVE TENDER

Indian Railway TENDER DETAILS

Location

VALUE

DEADLINE

Madhya Pradesh, India

2.38 Lacs

16-01-2021

Supply Of Set Of Lock Of Entrance Door Consisting Of 3 Items Are:(1) Upper Lock Assembly To Indian RailwayS Drg. No. 840.051 (Sheet 1,2 & 3) ,Item No-2, Qty/Kit-1 No. Per Set (2) Middle Lock Assembly With Front & Rear Handle To Indian RailwayS Drg. No. 840.051 (Sheet 1,2 & 3) Item No-3 & 10, Qty/Kit-01 No. Per Set. (3) Lower Lock Assembly To Indian RailwayS Drg. No. 840.051 (Sheet 1,2 & 3) Item No-4, Qty/Kit-01 No. Per Set.

West Bengal, India

Refer Document

08-03-2021

Supply Of Non Asbestos Based Organic Brake Pads For Lhb Type Coaches Equipped With Disc Brake System On Indian RailwayS To Rdso S Specn. No. Rdso S/2013/Cg - 01 With Amendment Slip No.1 Of Sept.2016 (1 No. Lh & 1 No. Rh).

West Bengal, India

Refer Document

01-02-2021

Expression Of Interest For Selection Of Partner For Joint Working / Business Share For The Requirement Of Indian RailwayS Of 9000hp Electric Locomotives

Delhi, India

Refer Document

15-01-2021

Supply Of Pre-Printed Ticket Rolls Of 500 Tickets For Uts On Security Bond Paper Made Of 100 Percent Virgin Pulp (With Indian Railway Logo); Size 10.3 Cm X 6.4 Cm On 130 Gsm +/- 5 Percent With Railway Water Mark & Conforming To Is: 1848(Latest Amendment). Detail Specification As Per Annexure - 'A' Enclosed.

Chhattisgarh, India

Refer Document

26-02-2021

Supply And Application Of Cast Vinyl Graphic Film For Exterior Of Lhb And Other Coaches Of Indian RailwayS. The Area For Application Will Be Complete Sidewall Including Sole Bar Area, Body Side Down (Except Windows) Etc. As Decided By Engineer InCharge Of The Site Which May Be Cme/P Or His Representative.

Payment To Be Made As Per Actual Area Applied. The Design And Development Of Colour, Pattern And Shade Will Be Got Approved From Cde/Mcf. As Per Rdso Specification No. Rdso/2010/Cg-08, Rev-Nil.....

Uttar Pradesh, India

Refer Document

09-02-2021

Supply And Application Of Gps Based Public Address And Passenger Information System (Pa&Pis) And Led Destination Board In Lhb Type Third Ac And Second Ac Coaches Of Indian Railways .

Uttar Pradesh, India

Refer Document

09-02-2021

Uttar Pradesh, India

Refer Document

09-02-2021

Providing Power Supply Of 75 Kw For Indian Railway Behind Sanchi Plant Habibganj Under Shakti Nagar Zone Of City Dn. West.

Supply And Application Of Gps Based Public Address And Passenger Information System (Pa&Pis) And Led Destination Board In Lhb Type Power Cars Of Indian Railways As Per Rdso Specification No. Rdso/Cg-18001 Rev.01 Or Latest.Fitment On 1st Coach Should Be Got Approved From Cde/Mcf.

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

LIVE TENDER

Indian Railway TENDER DETAILS

Location

VALUE

DEADLINE

Supply And Application Of Cast Vinyl Graphic Film For Exterior Of Lhb And Other Coaches Of Indian Railways As Per Rdso Specification No. Rdso/2010/Cg-08, Rev-Nil With Antigraffiti Features (Measure As Per Astm D 6578)And Along With Rcf/Kxh Letter No.Md22151 Dated:10.05.17. The Area For Application Will Be Complete Sidewall Including Sole Bar Area, Body Side Down (Except Windows) Etc. As Decided By Engineer Incharge Of The Site Which May Be Cme/P Or His Representative. Payment To Be Made As Per A.....

Uttar Pradesh, India

Refer Document

10-02-2021

xpression Of Interest For Selection Of Partner For Joint Working / Business Share For The Requirement Of Indian Railways Of 9000hp Electric Locomotives

Delhi, India

Refer Document

22-01-2021

Supply Of Natural & Artificial Fibre Thermoset Composite (Naftc) Sheets For Roof Panelling Of Indian Railway Passenger Coaches B.G (Provisional ) Size 3048 X 1524 X1.5 Mm Specification No. Rdso /2016/Cg-02. Amndt:-1 Warranty :-48 Month From The Date Of Supply Or 42 Months From The Date Of Fitment Of The Sheet

Haryana, India

Refer Document

18-01-2021

Procurement Of Waste Bin Complete To Indian Railway Drg. No.1 Fwp 000.0.12.014.015, Alt .No.-'E'

West Bengal, India

Refer Document

11-02-2021

West Bengal, India

Refer Document

17-02-2021

Maharashtra, India

Refer Document

18-01-2021

Uttar Pradesh, India

Refer Document

09-02-2021

E-Quotation For Point-To-Point Leased Line Services For Irctc Indian Railway Catering And Tourism Corporation Limited (Irctc) Invite EQuotations For Hiring Of Point-To-Point Leased Line Services For Irctc For A Period Of Two-Years.

Delhi, India

Refer Document

28-01-2021

Notice Inviting E-Quotation For Point-To-Point Leased Line Services For Irctc, Indian Railway Catering And Tourism Corporation Limited (Irctc) Invite E-Quotations For Hiring Of Point-To-Point Leased Line Services For Irctc For A Period Of Two-Years.

Delhi, India

Refer Document

28-01-2021

Supply Of Crest For Indian Railways. Drawing No- Rdso Drg. No. Csc-1124a, Alt-9. Material And Specification As Per Drawing. Spec:

Supply Of Eco Friendly Disposable Napkins Cotton Rich Spunlace Nonwoven - Indian Railway

Design, Supply, Installation, Commissioning And Maintenance Of Automatic Fire Detection Cum Suppression System For Pantrycars Of Indian Railways(Icf/Lhb Design) Coaches As Perrdso Specn No:rdso/2013/Cg-6(Rev-2) (Provision Of Fire Detection And Suppression System For Pantry Cars)

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

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