Metro Rail News 2022 - Women's Day Special

Women’s Day Special Edition

EWS A I L NNEWS E T R O RRAIL MMETRO A Symbroj Media Publication

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ISSN 2582-2330 / Vol. VI / Issue 63 / Monthly / March 2022

With Deep Focus on Metro, Railway, HSR, RRTS & Allied Industries

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Editorial Advisory Board WWW.METRORAILNEWS.IN

Vol. VI | Issue 63 | March 2022 Managing Editor Narendra Shah editor@metrorailnews.in Editorial Support Staff Aria Smith Correspondent (International News division)

Rajesh Agrawal Advisor & Consultant Former Member (Rolling Stock) Railway Board

Sudhanshu Mani General Manager (Retd.)

IRSME, ICF, Chennai Team Leader – Train 18

Mahesh C. Yadav Ex.IRSSE , MIE(I) Chartered Engineer (I)

Abha Rustagi (Assistant Editor) abha.rustagi@metrorailnews.in Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.in Anurag Jha, Business Development Executive Anurag.jha@metrorailnews.in

Yogesh Dandekar Founder: Sarg Design Studio LLP (Pune)

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FROM THE DESK OF

MANAGING EDITOR Net Zero emissions with women safety and energy efficiency: Bigger Challenges of Public Transportation

W

ith 1.4 billion people, India’s population is second only to the People’s Republic of China and is the sixth largest economy globally, following the United States, China, the European Union, Japan and the United Kingdom. India is also the world’s fourth largest emitter of greenhouse gases (GHG) from fuel combustion after the United States, China and the European Union, even though its per capita emissions remain well below the global average. Expectation for rapid growth in population and gross domestic product, along with growing energy needs to sustain these developments is an important consideration for India amidst global CHG emissions and world’s efforts to mitigate climate change.

Managing Editor

Narendra Shah

Transport is an important part of these considerations, due to its relevance for oil demand and direct emissions, as well as its role as a key facilitator for economic development. In addition to final energy use and direct emissions of GHGs, largely due to oil combustion, transport is also responsible for increased energy demand and GHG emissions due to infrastructure construction, vehicle manufacturing and fuel production. Additional environmental and health impacts of transport also stem from emissions of local pollutants such as NOx and particulate matter. Depending on its modal structure and which technologies are used to propel the vehicles needed to move people and goods, transport is a sector that can lock-

in significant emissions into the future, due to the long lifespan of vehicles and fuel supply infrastructure.

Transport technologies have a central role to play in industrial development, especially in a context where effective decarbonisation necessitates co-ordinated actions across different sectors. Transport decarbonisation policies can also help manage fuel oil demand, a priority for the government due to high import dependence, currently 82% of total consumption. An analysis of current transport activity in India, including recent developments for passenger and freight services, related energy use and GHG emissions reveals government’s efforts for cleaner and energy efficient transport system.

The coming decade will be a defining moment for India as its urban areas are estimated to constitute around 40 per cent (600 million) of its total population by 2030. According to the High Powered Executive Committee (HPEC), around Rs. 23 lakh crores is required over 2015–2030 for India’s urban transport infrastructure. The recently announced Green Urban Mobility Scheme (GUMS) expects to invest around Rs. 70,000 crores over 2018–2023 on sustainable transport. The national government has initiated missions and schemes to invest in urban transport and infrastructure; and created indicators and service level benchmarks to establish a city’s baseline and goal for improvement. While there is momentum by different levels of government in addressing women’s safety in public transport, urban transport investments are largely gender blind with a limited understanding of the interrelationships between gender and transport inequities.

Sustainable urban development will remain elusive without integrating women and girls’ safety, comfort, convenience and affordability in urban transport. Ultimately, transportation is the fulcrum that allows women to participate in the workforce, which can create a societal shift to transform the entire world economy.

We happily present you the Women’s Day special edition with an elaborate coverage on topics and issues discussed above.

Exclusive interview with Dr. Sujatha Narayan is an effort to recognize some exceptional work being done by women power in the industry. Other regular columns, interaction, news and happenings of metro, railways, urban transport & tech industry is there for your cosy reading.

Narendra Shah

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

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March 2022 Issue #63

06

CONTENTS

EDITOR’S NOTE Net Zero emissions with women safety and energy efficiency: Bigger Challenges of Public Transportation

26

10 NEWS HIGHLIGHTS 10

12

14

38

16

26

COVER STORY

PROJECT OF THE MONTH

Challenges faced by women in Public Transport: A contemporary issue

Lucknow Metro Heading for extensions

22

32

EXCLUSIVE INTERVIEW

FOCUSED PROJECT Thiruvananthapuram–Kasaragod Semi High Speed Rail Corridor

Dr. Sujatha Narayan Sr. Vice-President, Wabtec India region

ARTICLE

36

GLOBAL TRENDS

42

ARTICLE

49

FEATURED PROJECT

54

EVENTS

58

TENDER LIVE

60

METRO RAIL NEWS WISHES YOU

Happy Women’s Day

News Highlights Metro Rail

16 Proposals Received for Implementation of Metro Rail Projects: Hardeep Singh Puri Shri Hardeep Singh Puri, Minister of Housing and Urban Affairs, stated that 16 proposals for implementing metro rail projects had been received from various state/union territory governments.

According to Hardeep Singh Puri, urban transportation, an essential component of urban development, is a government responsibility; various state governments are responsible for starting, constructing, and funding urban transportation infrastructure, including metro rail projects.

According to the Central Government’s Metro Rail Policy-2017, the Central Government considers financial assistance for such projects in cities or urban agglomerates based on the feasibility of the proposal and the availability of resources, as and when posed by the concerned State/Union Territory (UT) Government.

KEC–SAM JV bags Rs. 338.09 cr Subhash Nagar Depot Contract of Bhopal Metro After the Madhya Pradesh Metro Rail Corporation (MPMRC) opened financial bids, KEC International – Sam India JV emerged as the lowest bidder for Bhopal

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METRO RAIL NEWS | February 2022

Metro‘s Subhash Nagar Depot (Package BH06).

This station will be developed on a 26.1acre land parcel directly west of Subhash Nagar Station as part of Bhopal Metro’s Phase 1 project. It will act as a hub for two of the city’s metro lines: the 14.99-kilometre Purple Line (Karond Circle – AIIMS), which is now under construction, and the 12.88-kilometre Red Line (Bhadbhada Square – Ratnagiri Tiraha), which is still in the planning stages.

MPMRCL invited tenders for the depot’s construction in August 2021, with a three-year timeframe and a budget of Rs. 322.91 crore.

This section of the 23.785-kilometre Line1 (IIT – Naubasta), which includes three underground stations at Kanpur Central, Jhakarkatti, and Transport Nagar, is estimated to be 4.65 kilometres long. It will consist of six tunnel boring machines (TBM)-bored tunnels, for which a minimum of two machines must be deployed.

UPMRC invited tenders for its construction in June 2021, with a 36-month timeline and a budget of Rs. 1250 crore. In October 2021, technical proposals were opened, revealing eight bidders.

DMRC proposes first-ever 72km metro line to connect Noida’s Jewar Airport with Delhi’s IGI Airport Delhi Metro Rail Corporation (DMRC) has proposed the first-ever 72 KM highspeed corridor between the forthcoming Noida airport in Jewar and Delhi’s IGI airport to ease up the process of mobility.

Afcons–SAM JV Bags Rs. 1087.67 cr Underground Contract of Kanpur Metro Phase 1 After the Uttar Pradesh Metro Rail Corporation (UPMRC) invited financial bids, Afcons Infrastructure – SAM India JV emerged as the lowest bidder for constructing Kanpur Metro Phase 1’s second underground section (KNPCC-06) between Nayaganj Station and Transport Nagar Ramp.

The Metro will be built in two phases between Jewar and the New Delhi railway station, with 13 stations. In addition, the corridor will connect with Delhi’s Airport Express line to reach IGI A DMRC team told authorities from the Yamuna Expressway Industrial Development Authority (YEIDA) on Monday that the first phase, which will be 35 km and include both underground and elevated portions, will connect Knowledge Park 2 on the Aqua Line with the Noida airport.

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NEWS HIGHLIGHTS Both civil contracts were initially awarded to Afcons Infrastructure and Tata Projects Ltd. (TPL) in November-December 2021.

All eligible bidders were asked to submit revised financial proposals because their bids were higher than the Delhi Metro Rail Corporation’s (DMRC) predictions.

BMRCL seeks Rs 550 crore loan for Yellow Line Metro work

Both packages have a 42-month deadline and are backed by an Rs 8,390 crore ODA loan from JICA. DMRC initially had an estimate of 1349 Crores, and Tata Projects Ltd. (TPL) were the original winner.

at Metro Rail Bhavan. In the meeting, he discussed the future plans and stressed on speedy and timely completion of all work.

Bangalore Metro Rail Corporation Limited (BMRCL) is looking into financing solutions after missing key deadlines for many of its Phase 2 sections. It has applied for a loan of Rs 550 crore in funds from the Karnataka Urban Infrastructure Development and Finance Corporation (KUIDFC) for civil work on the RV Road – Bommasandra (Yellow Line).

According to BMRCL Managing Director Anjum Parwez, For Phase 2, there is a shortage of roughly Rs 3,500 crore.

Therefore, we have requested 550 crores from the megacity revolving fund of the KUIDFC. The remaining money will be sourced from the domestic market, but there is no immediate need because the Phase 2 deadline is 2024.

Rajasthan govt. allotted Rs 1,185 Cr for extension of Mansarovar-Badi Chaupar Metro Corridor in Jaipur The Rajasthan government has set aside Rs 1,185 crore to construct a 4.85 KM extension of the Mansarovar to Badi Chaupar Metro Corridor on both ends.

The East-West Metro Corridor will be extended from Badi Chaupar to Transport Nagar by the Jaipur Metro Rail Corporation (JMRC).

Similarly, plans are to build a twokilometre elevated stretch from Mansarovar station to the 200-foot Bypass Junction on Ajmer Road to give Metro connectivity to the 200-foot Bypass Junction.

L&T and J Kumar Bags Delhi Metro Phase IV Silver Line’s Underground Work Larsen & Toubro and J Kumar Infraprojects submitted the lowest bids on Thursday to construct two underground tunnelling packages (DC-09 and DC-08) for the 65.1 km Silver Line of the Delhi Metro Phase 4 project.

12

METRO RAIL NEWS | March 2022

Shri Arun Arora has taken over the charge of General Manager of Kolkata Metro Railway Shri Arun Arora took over the charge of the general manager of Kolkata Metro Railway on March 1, 2022. He is a senior officer of the Indian Railways Service of Mechanical Engineers of the 1986 batch.

After assuming the charge, he held a high-level meeting with senior officials

Platform 1 and 2 to remain closed for 6 months at Baiyappanahalli Metro Station Bangalore Metro Rail Corporation Limited (BMRCL) has decided to close platforms 1 and 2 at Baiyappanahalli metro station starting from March 2 2022. The Namma metro train will now operate from platform 3 for a period of 6 months.

The decision has been taken to continue the infrastructure development work on the Baiyappanahalli-Whitefield metro line. The metros have been arriving and departing from the same platform, which led to certain confusion, so BMRCL has been making constant announcements from 11 am of March 2 to decrease the problems faced by the commuters.

Karnataka CM Bommai announces Rs. 15,000 cr for 37 Km Sarjapur-Hebbal Metro Corridor Chief Minister Basavaraj Bommai on Friday announced a new 37-km Sarjapur and Hebbal line at the cost of Rs 15,000 crore. He also offered minor relief to

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NEWS HIGHLIGHTS land for a car depot and other issues with the project which led Alstom to pull out of the job.

Railway

BMRCL by offering a minor extension of three months to the Outer Ring RoadAirport Line (Phase 2A & 2B Lines) and announced March 2025 as the new deadline.

The Sarjapur line was previously decided as a part of Metro Phase-3 and an announcement for this was made in the 2018-2019 budget. But last year the Detailed Project Report (DPR) for the Phase-3 line was finalized and only two corridors were announced.

Alstom cancels Mumbai Metro Line 4 and 4A Rolling Stock contract worth Rs.1,853 crores Alstom has cancelled the contract which the company won for the project of coaches for Mumbai metro’s fourth line and its extension (Mumbai Metro-4 and 4A) due to delays.

Mumbai Metropolitan Region Development Authority (MMRDA) awarded the contract to supply 234 coaches or 39 trains for the Metro-4 (Wadala-Thane-Kasarwadavali) and Metro-4A (Kasarwadavali-Gaimukh) to Bombardier Transportation in March 2021 which Alstom has acquired. They bagged the contract as they were the lowest bidder with a bid of Rs 1,198 crore.

But there were delays in handing over

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Indian Railways’ longest rail tunnel Udhampur-SrinagarBaramulla connected Northern Railways announced the completion of India’s longest tunnel between Sumber and Arpinchala stations in the Katra-Banihal section of the Udhampur-Srinagar-Baramulla Rail Link (USBRL) project on February 15.

“The main tunnel of T-49 has now been connected,” officials stated.

RVNL’s new railway line will run through 12 stations and connect both towns in Uttarakhand. In January 2021, L&T was granted an Rs. 3337.60 crore contract for Package 4 to construct the section between chainage 47.360 and 63.118.

Package 4 has 14.577 kilometres of upline and 13.123 kilometres of down-line tunnels, of which 10.490 kilometres and 10.317 kilometres will be built utilizing two Herrenknecht Hard Rock TBMs with 9.1-metre diameters. In addition, a 240m embankment at Devprayag Station, a 300m embankment at Janasu, and one minor bridge are also included in the scope.

According to Northern Railways statement, “A major milestone has been achieved by executing the breakthrough of tunnel T49 between Sumber and Arpinchala Station on the ongoing Katra-Banihal Section. It is worthwhile to mention that the line and level of the tunnel are precisely achieved in breakthrough.”

Of the 272 km length of the Udhampur Srinagar Baramulla Rail Link Project (USBRL) project, 161 km has already been commissioned and operationalized.

According to the railways, the 111 KM route between Katra and Banihal is being built rapidly.

L&T TBM Shakti Passes Factory tests for RishikeshKarnaprayag Railway line Project Herrenknecht AG conducted factory acceptance tests (FAT) on Larsen & Toubro’s first tunnel boring machine, TBM Shakti (S1310), on Tuesday for Package 4 of the 125 KM Rishikesh-Karnaprayag railway line project.

Railways will float Rs. 24,000 cr tender to procure 200 Vande Bharat trains The Railways have decided to float a massive tender of 24,000 cr. for manufacturing 200 new Vande Bharat trains with sleeper facilities for overnight journeys from March 2022. The 102 trains procured by the railways previously only had seating arrangements targeted to small journeys.

Apart from the production units at Kapurthala, Chennai and Raebareli, the railways have decided to offer the newly built Latur facility for manufacturing 200 Vande Bharat Trains. Railways have

METRO RAIL NEWS | March 2022

13

NEWS HIGHLIGHTS already been awarded the contract of Hyderabad-based Medha Servo Drives Pvt. Ltd. for manufacturing 44 Vande Bharat train sets at Integral Coach Factory (ICF) which is a part of the government’s Make in India initiative. Currently, the bidding process for the procurement of 58 more such trains is in progress and railways are eyeing them.

Semi High Speed Rail

railway stations on the 235.15-km broadgauge rail on Pune-Nashik semi-high speed rail line.

This ambitious project is estimated to cost Rs 16,039 cr and is expected to be completed in 1,200 days. This line will have 24 stations and 18 tunnels on the route passing through Pune, Ahmednagar and Nashik districts and is claimed to be the first low-cost semihighspeed rail corridor in the country which will provide seamless connectivity to industrial zones of Pune and Nashik, such as Alandi, Chakan, Khed, Manchar, Narayangaon, Sinnar, Satpur.

K-Rail can be implemented effectively using elevated tracks: Metro Man E Sreedharan

Regional Rail

MRIDC starts process to build 20 railway stations for PuneNashik semi-highspeed rail line Maharashtra Rail Infrastructure Development Corporation Ltd (MRIDC) has started the process to construct 20

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METRO RAIL NEWS | March 2022

Delhi-Meerut RRTS Priority section to get the first train in 3 months As per officials on Wednesday, the first train of the Regional Rapid Transit System (RRTS) project is expected to arrive in Ghaziabad’s Duhai depot in the next three months, after which the National Capital Region Transport Corporation (NCRTC) will begin a trial run on the project’s 17 KM priority section.

According to Metroman Shri E Sreedharan, the K-Rail project is not practical as planned. It might be implemented by constructing an elevated overpass or an underground corridor.

Following a meeting with Railway Minister Ashwini Vaishnaw, he stated that building the flyover as part of the project would be more expensive. “The State Government’s Detailed Plan Report (DPR) contains numerous errors. There hasn’t been a thorough investigation.

Many issues, such as the placement of rail tracks, cannot be resolved by an aerial survey. Furthermore, this survey is unable to determine the number of bridges required. The SilverLine will require the construction of approximately 3,000 small bridges.”

Khan, New Ashok Nagar, Sahibabad, Ghaziabad, Guldhar, Duhai, Muradnagar, Modinagar North, Modinagar south and all elevated stations of Meerut, including concourse and platform level are constructed with the help of Pre-cast primary & secondary beams, Pier arms etc. which is casted at the casting yards and joined together at stations & viaducts using high-capacity rigs & cranes. Even ancillary works like RCC drain, Water harvesting pits etc. have been designed as pre-cast to ensure quality and saving time during construction.

NCRTC uses Precast construction technique on a massive scale to execute India’s first RRTS Corridor NCRTC is using Precast construction technique on a massive scale in implementing India’s first Regional Rapid Transit System (RRTS) corridor.

The technique has been adopted comprehensively for construction of RRTS Stations and Viaduct to minimize public inconvenience during construction and for timely completion of Delhi – Ghaziabad – Meerut corridor.

All elevated RRTS Stations of Sarai Kale

The 82 KM RRTS project will use highspeed trains to connect the cities of Delhi, Ghaziabad, and Meerut. In addition, Ghaziabad is developing a 17 KM priority section from Sahibabad to Duhai. This portion is expected to open in March 2023, with the complete 82 KM route following in March 2025.

NCRTC commences tunneling work for India’s first regional rail corridor at Anand Vihar Tunneling work for underground construction of India’s first regional rail corridor being implemented from Delhi to Ghaziabad and Meerut has been commenced at Anand Vihar on March 3 2022.

In this process, about 90 meters long, www.metrorailnews.in

Mumbai – Ahmedabad High-Speed Rail (MAHSR Bullet Train) project. SCC – VRS JV has received LOA for C8’s contract from NHSRCL on February 4, 2022.

Tunnel Boring Machine (TBM) has started constructing a tunnel for India’s first RRTS corridor from Anand Vihar towards New Ashok Nagar side. The TBM consists of a cutter head, front shield, middle shield, tail shield, erector, screw conveyer, and many other parts that help in boring the tunnels efficiently.

Tunnel rings are being constructed with the help of tunnel segments by the TBM. Normally seven tunnel segments are used to make a tunnel ring. Tunnel segments for this section are being constructed at the Casting yard of NCRTC with precision and quality control. With a 6.6 m diameter, the RRTS tunnels are bigger as compared to that of the other Metro systems in the country due to larger rolling stock with a higher design speed of 180 Kmph RRTS trains. It will help in reducing the air pressure and discomfort to passengers due to the higher speed of the trains.

High-Speed Rail

SCC-VRS JV Wins Mumbai – Ahmedabad Bullet Train Package C8 National High-Speed Rail Corporation Ltd. (NHSRCL) awarded SCC – VRS JV with an Rs. 307.24 crore contract to construct the 2.127 km Package C-8 (Sabarmati Depot) of the 508.17 km

Within Ahmedabad, Package C8 of the mainline (chainage 507.599 to 509.726) is the shortest and last of five packages.

It covers civil, building, and preparatory work at the Sabarmati train maintenance depot. The largest of three planned (the others would be at Surat and Thane) on this line for Shinkansen trains inspection and maintenance and stabling.

India’s No.1 Magazine for METRO & RAILWAY Industry Thriving since 2015

Gujarat to get its second bullet train project soon Gujarat will soon have a second highspeed rail project on the AhmedabadDelhi route, following the AhmedabadMumbai bullet train. Therefore, the Ministry of Railways has decided to investigate and prepare a Detailed Project Report (DPR).

Railway Minister Ashwini Vaishnaw provided the information in a written reply to the Parliament. Currently, the Mumbai-Ahmedabad High-Speed Rail is the country’s only sanctioned bullet train project, and it is being built with Japanese technical and financial help.

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

Delhi-Varanasi, Delhi-Amritsar, DelhiAhmedabad, Mumbai-Nagpur, MumbaiHyderabad, Chennai-Bengaluru-Mysuru, and Varanasi-Howrah are among the seven high-speed rail projects planned by the government.

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Cover Story Challenges faced by women in Public Transport: A contemporary issue Public Transport & Women: Global Scenario Public transport is a shared passenger transport service which is available for use by the general public, as distinct from modes such as taxicab, carpooling or hired buses which are not shared by strangers without private arrangement. Public transport modes include buses, trolleybuses, trams, rapid transit (metro/ subways/ undergrounds etc.) and ferries.

Public transport between cities is dominated by airlines, coaches, and intercity rail. Highspeed rail networks are being developed in many parts of the world. Most public transport

16

METRO RAIL NEWS | March 2022

runs to a scheduled timetable with the most frequent services running to a headway. Share taxi offers ondemand services in many parts of the world, and some services will wait until the vehicle is full before it starts.

Paratransit is sometimes used in areas of low – demand and for people who need a door–to–door service. There are distinct differences in urban public transit between Asia, North America, and Europe.

In Asia, mass transit operations are predominantly run by profitdriven privately owned and publicly

traded mass transit and real estate conglomerates. In North America, mass transit operations are predominantly run by municipal transit authorities.

In Europe, mass transit operations are predominantly run by outsourced private transport operators. Public transport services can be profit-driven by use of pay–by–the–distance fares or funded by Government subsidies in which flat rate fares are charged to each passenger. Services can be fully profitable through high ridership numbers and high farebox recovery ratios or can be regulated and possibly subsidised from local or national tax

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COVER STORY revenue. Fully subsidised, zero-fare (free) services operate in some towns and cities.

The following are the main modes of transport system : 1. Airlines 2. Railways 3. Waterways 4. Road transport system An airline provides scheduled services with aircraft between airports. Air travel has high up to very high speeds, but incurs large waiting times prior and after travel, and is therefore often only feasible over longer distances or in areas where lack of ground infrastructure makes other modes of transport impossible. Bush airlines work more similar to bus stops, an aircraft waits for passengers and takes off when the aircraft is full of luggage.

Passenger rail transport is the conveyance of passengers by means of wheeled vehicles specially designed to run on railways. Railways allow high capacity on short or long distance, but require track, signalling, infrastructure and stations to be built and maintained. Urban rail transit consists of trams, light rail, rapid transit, people movers, commuter rail, monorail suspension railways and funiculars.

India has about 14,500 km of navigable waterways which comprises rivers, canals, backwaters, creeks, etc. Over 10 million metric tonnes of cargo corresponding to 09 million metric tonnes in FY 2019 was transported in FY-20 by Inland Water Transport (IWT). Its operations are currently restricted to a few streches in the Ganga-Bhagirathi-Hooghly Rivers, The Brahmaputra, the Barak River, the rivers in Goa, the backwaters in Kerala, inland waters in Mumbai and the deltaic regions of the Godavari-Krishna rivers. Besides the organised operations by mechanised vessels, country boats of various capacities also operate in various rivers and canals.

Road transport use buses on conventional roads to carry numerous passengers on shorter journeys. Buses operate with low capacity (i.e., compared with trams or trains), and can operate on conventional roads, with relatively inexpensive bus stops to serve passengers. Therefore buses are commonly used in smaller cities, towns, and rural areas, as well for shuttle services supplementing other means of transit in large cities.

Bus rapid transit is an ambiguous term used for buses operating on dedicated right–of–way, much like a light rail. Trolleybuses are electric buses that employ overhead wires to get power for traction. Online Electric Vehicles are buses that run on a conventional battery, but are recharged frequently at certain points via underground wires. Coach services use coaches (long-distance buses) for suburb–to–CBD or longer–distance transportation. The vehicles are normally equipped with more comfortable seating, a separate luggage compartment, video and possibly also a toilet. They have higher standards than city buses but a limited stopping pattern. Public transport allows transport at an economy of scale not available through private transport.

The social role of public transport system: Women Safety

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Advocates of public transport claim that investing in mass transit will ultimately reduce the total transport cost for the public. Time saved can also be significant, as less cars can translate to less congestion and faster speeds for remaining motorists. Transit-oriented development can both improve the usefulness and efficiency of the public transit system as well as a result in increased business for commercial developments.

An important social role played by public transport is to ensure that all members of society are able to travel, not just those with a driving license and access to an automobile – which include groups such as the young, the old, the poor, those with medical conditions, and people banned from driving. Automobile dependency is a name given by policymakers to places where those without access to a private vehicle do not have access to independent mobility.

Above that, public transportation opens to its users the possibility of meeting other people, as no concentration is diverted from interacting with fellow – travellers due to any steering activities. Adding to the above – said, public transport becomes a location of inter–social encounters across all boundaries of social, ethnic and other types of affiliation. In the contemporary world women no longer lag behind in terms of career they are keeping themselves shoulder to shoulder with opposite sex. However even today they are expected to do multitasking they have to take care of family and household even if they are working.

Working women refer to those unpaid employment. They works as lawyer, nurse, doctor, teacher etc., women have to face problem by virtue of their sex. For centuries women have been subjected to exploitation and torture physically, mentally and sexually. There are innumerable challenges and problems faced by them both at home and workplace.

The women in modern world has a changing perspective.

Many women are working outside their homes to support their families and using the local transport to reach destinations.

Travelling becomes a painful experience for them because of stares from both the drivers and the passengers. Women feel unsafe while travelling by public transport. The World Health Organization estimates up to 69 percent of women have been physically hit or harmed by a male partner at some point in their lives, and approximately one in five women experiences rape or attempted rape during her lifetime. While the local transport system facilitates the people, especially women, it has many drawbacks that need serious attention.

International status: The problem of violence against women is international in scope. A similar incident took place in neighbouring Nepal’s hilly region in May 2012, where a 21-yearold Buddhist nun was gang-raped in a public bus by five men, including the driver and his staff. Incidents of sexual harassment and assault in public transport are part of everyday life in Nepal, although, like India, most of them remain unreported. Nearly half of all Japanese women report at least one experience of being harassed on public transportation. The problem has also been reported in Hong Kong, Jakarta, and, not surprisingly, India, where nearly two-thirds of women reported having been the victims. Research conducted by one of the authors in Kathmandu, Nepal, found sexual harassment in public transport is experienced by the vast majority of women: Women in

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COVER STORY with his legs wide apart, in such a way as to encroach on an adjacent seats.

A man may not even realise the way he is seated or how it is bothering someone else. But a woman or any other passenger sitting next to a ‘manspreader’ will be discomforted by such clumsiness.

It is always best to speak out, react to inappropriate behaviour - whether molestation or manspreading - so that such behaviour doesn’t go unchecked.

However, that is easier said than done.

A victim under such circumstances may find it difficult to react for various reasons, the most common reason being the fear of being misunderstood.

Islamabad have stressed on the need for a new women-public transport system, where they would not have to commute with men.

Safety Issues and Challenges for Women in Public Transport Many people living in a metropolitan city may have at least one story to tell about having gone through some level of discomfort in a closed public space. While some of such stories fade away with time and are eventually forgotten, others remain ingrained in a person’s memory- sometimes resurfacing, voluntarily suppressed the next moment.

People, mostly women, face various levels of sexual harassment in public transportation which are rarely expressed and even if they are little or nothing is done about it. Incidents involving a person violating another’s personal space and freedom to travel with peace of mind has become a frequent topic of discussion.

Many such incidents pass without much noise or notice is given that public transports are crowded and with many unknown faces overfilling the cramped spaces. The discomfort and embarrassment, however, lingers on. The embarrassment which should have been felt by the perpetrator hits the wrong end. The withdrawal happens in a bid to avoid the attention of the crowd because we have for long been taught that even if we have been wronged, the shame is ours.

Hence, an obvious question arises do men feel the same level of discomfort and awkwardness when they are mistakenly or intentionally touched by a stranger in a public space, especially during a public commute, as women do?

Other common but not as a widely discussed issue that women face while using public transport is manspreading.

Manspreading, a term which was initially coined by women on online forums expressing dissent over a peculiar habit exhibited by men, has now been formalised by Oxford Dictionary. The dictionary defines manspreading as the practice in which a man, especially on public transportation, takes a sitting position

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The viability of such a scenario is certainly questionable on the ground of possibility. But shouldn’t there be a better way to tackle the situation where respect for fellow travellers comes naturally without being asked for.

Because basic civic sense is not so common, responsible state mechanisms could perhaps formulate regulations to protect commuters from sexual harassment in public transportation.

A decade or so ago, women and girls would not have spoken out for their reserved seats in public transportation. But now, especially after the campaign to enforce the provision of reserved seats on public vehicles stated by various Motor Vehicles and Transport Management Acts, the scenario has changed. It has to some extent safeguarded women and girls from the perpetrators of abuse.

There’s more that can be done. The solution lies inside the human mind and within human sensibility. The solution is multi-dimensional. Everyone has a role to play and a sentiment to understand. The main idea is to be open that it could happen to anyone and what we as individuals can do is speak out.

Most common concerns for women on public transport Safety is the biggest concern for women using public and private transport in five of the world’s biggest commuter cities - London, New York, Cairo, Mexico City and Tokyo according to a global poll conducted by Thomson Reuters Foundation . In a poll over 1000 women following had been the findings : 1. Security was the top concern cited by 52 percent of women.

2. Time spent travelling was the second concern cited by 33 percent.

3. Women in Mexico City were most worried about safety with nearly three in four fearing sexual harassment, abuse and violence.

4. Cairo’s transport system was seen by women as the second most dangerous after Mexico City.

5. Women in Tokyo felt most confident about their safety and also were most in favour of single-sex carriages.

6. Time spent travelling was the top concern for women in New

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COVER STORY York with many saying this has swayed decisions over jobs.

7. Women in London were most worried about cost with nearly three in four saying public transport was expensive.

8. Women in London were most confident that other passengers would come to their help if they were being abused.

9. Women in Tokyo were most confident other travellers would give up a seat for a pregnant or elderly women without being asked.

10. More than half of women – 56 percent – said emergence of ride-hailing apps had improved their ability to get around Various ways to improve women safety in Public Transport According to the UN, women often ‘chain’ their activities by combining multiple stops and destinations within a single, longer trip as a result of their household and caretaking responsibilities. This makes it costlier for women to use public transport, since they may have to pay for numerous single-fare, one-way tickets throughout a chained trip. Additionally, women may be travelling with children, elderly parents, or groceries, adding complications and inconvenience if transport isn’t reliable, simple to use or physically accommodating. Finally, transport routes beyond the central commuter corridors may not be in service during off-peak hours, when women are most likely to need public transport to access their social and economic networks.

In many cases, women have more domestic responsibilities like taking care of children, running household errands, and maintaining familial and community ties. Public transport has the potential to make employment opportunities, healthcare resources, and education accessible to women. However, due to poor transport planning, women often do not have equal access to public transport, putting these resources out of reach and limiting financial autonomy. Furthermore, sexual harassment and violence in stations and vehicles remain persistent problems for cities around the world. When women continually feel unsafe and lack the ability to report incidents, public transport ceases to be an equitable and accessible form of mobility. (i) Good design can go a long way in making public spaces more inclusive of women, but ensuring gender equity should also be a priority in the planning, procurement, operation, and evaluation of all modes of public transport. So how are cities changing to make safety and access a reality for women. (ii) London’s public transport operator, Transport for London (TfL) uses information technology to enhance women’s safety. For instance, the Technology Innovation Portal at TfL allows users to submit innovative technological ideas and solutions to meet key challenges, like women’s safety. In 2004, TfL created the Women’s Action Plan, which called for discounted fares as well as low-floor and step-free buses. TfL consulted 140 women’s advocacy groups in London and launched an annual Safer Travel at Night campaign in order to better understand their specific concerns. Today, TfL’s Women’s Action Plan and Gender Equality Scheme have been lauded by the Transportation Research Board as the most comprehensive efforts by transport operators to meet the distinct needs of women. (iii) Metropolitan Toronto Action Committee on Violence Against Women and Children (METRAC) is a collaborative

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relationship formed by various community-based women’s organisations, the Toronto Transit Commission, and the Toronto Police Department to conduct comprehensive safety audits of the city’s transport system. The partnership works to empower women in the community by developing research and policy recommendations based on its safety audits. Then, METRAC engages government actors to create safer neighbourhoods, schools, campuses, workplaces, institutions and public spaces.

In the past, METRAC has successfully delivered designated transport waiting areas, well-lit parking garages, assault prevention programs, and better safety policies and practices in hospitals and other workplaces. (iv) Jagori, an Indian NGO, addresses issues of women’s safety in Delhi by focusing on the right to participate in equitable, democratic, and inclusive city life, free from violence and fear.

Jagori emphasises the responsibility of local governance and urban planning circles to include women in their decisionmaking. Since its launch in 2004, Jagori’s Safe Delhi Campaign has conducted over 40 reviews with the help of the app Safetipin, which maps safety scores for public spaces and identifies ways areas of improvement that matter for women.

Women safety in public transport system in India With growing urbanisation, the phenomenon of sexual violence in cities has become a serious issue. Sexual harassment has an effect on women’s mobility, accessibility and confidence. Lack of safety and security in public spaces and public transport affects women’s human rights and their ability to participate equally in the city.

Sexual harassment is unwanted sexual behaviour that includes physical harassment such as touching and groping, verbal harassment including commenting and whistling, and visual harassment such as staring and leering. There have been several studies conducted in India over the past few years that have explored the nature and extent of sexual violence that women and girls face in Indian cities, specifically in public spaces including public transport.

A study conducted in Delhi in 2010, reported that over 90 per cent of women had faced some form of sexual harassment in the past year. The same study showed that 51 per cent of women faced harassment inside public transport, and another 42 per cent while waiting for public transport. Similar studies in Mumbai, Kerala, Guwahati and Bengaluru showed high levels of sexual harassment and everyday violence. In a study of two cities in Kerala by Sakhi in 2010, Kozhikode reported that 71 per cent of women respondents faced harassment while waiting for public transport while 69 per cent faced it while using public transport.

Similarly, in Trivandrum, over 80 per cent faced sexual harassment while either waiting for or riding public transport.

In Mumbai, a survey done by Akshara in 2013 also showed that 46 per cent of women reported facing sexual harassment inside buses and 17 per cent inside trains. In a study done by Safe Safar with UCL, London in Lucknow, 88 per cent of the respondents said that they had faced sexual comments while in public transport.

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COVER STORY A Bengaluru Metropolitan Transport Corporation (BMTC) survey among female commuters in 2013 found that two out of three commuters faced regular harassment. The 2014 Thomson Reuters Foundation survey on unsafe transport in capital cities around the world found Delhi to have the fourth most unsafe public transport among the cities surveyed after Bogota, Lima and Mexico. A 2008 National Association of Software and Services Companies (NASSCOM) study showed that female employees in the IT sector across India depended heavily upon the transport provided by the company as it was considered safer than public transport.

While there are occurrences of gruesome and violent crimes, the defining characteristic of violence against women is its normalisation and ordinary and continuous nature. This forces us to examine violence within the frame of rights and its violations. ‘Although feeling unsafe is not confined to women, the fear that women feel in urban areas is quite particular. It is to do with physical and psychological honour. Although not all women have been raped or attacked; all have felt at some point that indescribable feeling of unease which ranges from merely feeling uncomfortable to paralysis.

Further, there is high underreporting of violence against women in public spaces and of sexual harassment in public transport as it takes place during a journey making it more difficult to report the offence. It is sometimes difficult to identify the harasser in a crowded space and know whom to report to. In a metro train, it is possible to have a button, which directly links to the security at the next station where the woman can lodge her complaint as well as identify the harasser, but in most situations, women just move away from the harasser or at the most confront him and make a noise. Women and girls fear using public transport because of violence and the fear of violence. Crowded public transport is often a space where women face sexual harassment, because the crowd offers anonymity.

This has led to interventions such as women only carriages in metro trains or women only buses.

Consequences of the violence and insecurity that women face leads to forced immobility. Simultaneously, women and girls are subject to forced mobility when they have to undertake trips, which are often unsafe because of lack of services, such as water and sanitation Safety in Public Transport: A social responsibility & growth indicator The increase in women’s participation in the workforce has led to a pronounced effect on the economy across the world. In India, women and girls constitute 50 percent of the urban population. The Indian Census of 2011 was the first time mobility data was recorded in an official survey.

According to the Census, women and girls comprise merely 19 percent of

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“other workers” and 84 percent of their trips are in the forms of public, intermediate public and non-motorised modes of transport. While 73 percent of trips by “other workers” in urban areas is through sustainable modes of transport, women and girls’ share is only 14 percent.

According to the McKinsey Global Institute, if women played an equal role in the labour markets, USD 28 trillion could be added to the global economy by 2025. In this scenario, USD 2.9 trillion can be added to the annual GDP of India in 2025.

Yet, in urban India, the workforce participation rate for females is 25.51 percent against 53.26 percent for males. A big reason could be that transport or mobility plans often do not take to consideration the needs of women and their safety, security, and comfort. Women decline employment opportunities that are far from their homes in favour of lower-paid, local opportunities. This is due to the dearth of reliable and affordable public transport solutions. Safe, comfortable, and convenient transport not only contributes to fulfilling women’s practical needs, including access to schools and markets but also contributes to their strategic empowerment by facilitating access to social and economic opportunities. Gender-based violence and harassment often result in forced immobility and duress when travelling.

Studies conducted in India by organisations like Jagori have demonstrated that women face harassment not only at night or in secluded spaces but also during the day.

A 2020 study of over 5,000 men and women conducted in Delhi showed that women and girls faced high levels of sexual harassment in public transport, buses, and at roadsides. About one in three women worldwide have experienced violence in their lifetime, according to global estimates published by the World Health Organisation. As many as 51.4 percent of the women surveyed for the Jagori study reported that they were harassed while using public transport, while 49 percent of the men reported that they witnessed women being harassed. Women and girls fear using crowded public transport – this is a space where women often face sexual harassment as the crowd offers anonymity. This has led to interventions such as women-only carriages in metro trains or women-only buses. The consequences of the violence and insecurity faced by women, unfortunately, leads to forced immobility.

The transport needs of women and men vary, owing to their different social and economic roles and activities. The constraints experienced by women in accessing, using and paying for transport services are largely different from that

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COVER STORY of men. Transport can play a cardinal role in ameliorating the living conditions of women and therefore it is important to mainstream gender-related considerations into road transport projects to improve development effectiveness, sustainability, and to reduce gender inequality.

Several measures can be taken to improve gender inclusion in public transport. (i) Gender policy dimensions for transport projects : It is imperative to enhance gender awareness needs at all levels of government to ensure that the national gender policy is incorporated in transport policies and planning. A multisectoral framework for addressing gender can be very effective and should be equipped with technical support from gender experts well versed with the transport sector. Data on user needs and access constraints must to be gender-disaggregated and collected through routine transport project monitoring and evaluation processes. In cases where data on routine measures is not gender disaggregated or unavailable, capacity building might be essential. The social and cultural context of gender differences that are affecting and affected by transport need to be analysed at household and community level. This can include the number of hours devoted to social, economic, and household-related tasks. The transport interventions designed to alleviate the transport burdens of women can be ineffective if this knowledge is not provided. (ii) Evaluating gender trip patterns and mobility constraints : Transport provides access to employment, childcare, and education to women. Women tend to make trips that are complex and higher in number in comparison to men, in urban as well as rural areas. This makes the trip more expensive for them as they have to pay numerous single-fare tickets during a chained trip. As women’s travel is characterised by trip chaining, the most predominant mode of travel for low-income women in developing countries is walking. The transportation costs can make transportation - especially public transport fairly prohibitive, with women spending a higher share of their income on average than men. Designing options to improve the affordability of public transport could include the use or increase in subsidies in order to reduce fares or increase services and the provision of integrated fare. The right combination of fares and service quality has to be selected in order to address women’s needs and constraints adequately. (iii) Ensuring safe accessibility : The construction of exclusive sidewalks as components of the road and public transport improvement projects satisfy the travelling needs by increasing pedestrian accessibility and safety. It is imperative to incorporate design features that focus on safe pedestrian design such as bike parking facilities, speed bumps, traffic lights, and pedestrian safety islands. New and rehabilitated footpaths should be designed to separate vehicles and people. Also, there should be a distinction between the inclusion of pedestrian signals and footbridge connections wherever necessary. Intermediate means of transport (IMTs) such as rickshaws, bicycles, mopeds, and motorcycles can provide women with more flexible routes, schedules, and lower fares. Motorised two-wheeled transport is more affordable than cars and provides flexibility and convenience in crowded traffic conditions. There should be a physical separation between motorised and non-motorised road users as well as proper pedestrian crossing and traffic www.metrorailnews.in

signage. Traffic calming measures (speed bumps, traffic lights, signs). public traffic safety education and safety equipment like helmets should be adopted. (iv) Addressing personal safety concerns : Safety design measures that can respond to women’s safety concerns include good lighting and landscaping at transit stops and along roadways to replace dark empty spaces with shops and public presence. The measures also involve surveillance cameras, emergency phones, panic/alarm buttons, and recruitment of uniformed and non-uniformed officers to patrol public buses and stops. Additionally, women-only services, improved security personnel present, and employment of female conductors and drivers on mass transit are steps to improve women’s safety. In India, women-only subways, buses and train cars have been introduced to combat sexual aggression and harassment.

Women-only taxis have entered the market as well.

At present, women are particularly under-represented in India’s economy with respect to their potential. At 17 percent, India has a lower share of women’s contribution to GDP than the global average of 37 percent and the lowest among all regions in the world. Women perform 9.8 times the amount of unpaid care work in comparison to men. If that unpaid work were valued and compensated in the same process as paid work, it would contribute USD 0.3 trillion to India’s economic output. A fair proportion of this unpaid work may be performed willingly but it neither translates into wage-earning opportunities for women nor promotes their financial independence.

Additionally, it may be noted that men and women use public transport in different ways because of their distinct social roles and economic activities. Since women’s reasons for travelling generally differ from men’s, the purpose, frequency, and distance of their trips are also different. Additionally, safety and perceived social status play a complex role in shaping women’s transport behaviour as they move between urban, suburban, and rural areas. Equitable access to public transport is about making the transport system work for women and meeting their needs for safe, efficient, sustainable mobility.

Urban transport should equitably serve all city residents, regardless of gender. Women don’t have genuine access to transport if transport systems aren’t designed to meet their distinct mobility needs and if public spaces aren’t safe or even perceived as safe. For truly sustainable, equitable cities, we need to make public transport work for women, too.

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EXCLUSIVE INTERVIEW

Metro Rail News conducted an email interview with Dr. Sujatha Narayan, Sr. Vice-President, Wabtec India region for our Women's Day edition.

Dr. Narayan talked about Wabtec’s manufacturing capacity, strategy and her professional Journey so far. Here are the edited excerpts:Q.1. Please tell us something about your merger with GE transportation.

Do you see the merger in 2019 as one of the major breakthroughs for the company?

Yes, of course. Wabtec doubled in size and moved ahead in the product chain from being a sub-system supplier to a rolling stock supplier which made us one of the largest Rail technology companies in the world.

Wabtec and GE Transportation came together had tremendous synergies, which we are leveraging to our great success. This was not only in products and services but also in our people, processes and systems. Its been a great journey, especially in these tough Covid years, and we have emerged as a high performing One Wabtec!!

Q.2. Wabtec manufactures products for locomotives, freight cars and passenger transit vehicles. What other major capabilities do you have for railway industry disciplines globally?

Do note that apart from products for locomotives, Wabtec is the leading manufacturer of full Diesel locomotives in the world.

In India, we manufacture and deliver to Indian Railways 100 locomotives a year have done so successfully for the last three years. In addition, we have state of the art maintenance sheds for these locomotives. These locomotives were designed in India, are largely localized from a component perspective and fully manufactured in India in our factory in Marhowrah, Bihar, which makes it even more special.

Wabtec also has a large Digital Electronics business that helps railroads, shippers, miners, ports and terminals to improve efficiency, unlock productivity and create pathways to automated operations while enabling safer operations.

You may not be aware of the fact that Wabtec also has a significant business in numerous areas such as: 1. RAIL INFRASTRUCTURE - Track Products & Materials, Signal Wayside Components, Vehicle Equipment, Electric Power Supply 2. MINING – a. Digital Mine- Environmental Health & Safety, Advanced Monitoring & Sensing, Asset Performance Management, Operations Performance Management, Services Management,

Dr. Sujatha Narayan Sr. Vice-President, Wabtec India region

EXCLUSIVE INTERVIEW Value Chain Optimization, Workforce Transformation; b. SURFACE EQUIPMENT - Electric Drive SystemsPower & Data Transfer; 3. DRILLING - AC Water Cooled Motors, DC Motors, Packaging Options 4. MARINE SOLUTIONS - Marine Diesel Engines, Marine Fenders, Onshore Power Supply 5. HEAT TRANSFER & ENERGY SOLUTIONS - Diesel & Gas Engine Cooling Generator, Motor & Transformer, Coolers, High-Temperature Applications 6. ELASTOMERS for Rail and Industrial Applications Q.3. Wabtec is known for building new commuter and low-horsepower, low emissions switcher locomotives.

What is the idea and concept behind it? Why in a fast-paced world still a focus on low-horsepower locomotives.

See for e.g. India is indigenously manufacturing 12K HP electric hauls for freight transportation?

Generally, Switcher locomotives are used in yards to move rail cars to form the train, conduct maintenance or perform light freight service. These locomotives are optimized for this application hence they’re not high on horsepower but have high starting tractive effort. Currently, the switcher fleet is pretty old around the world as operators have been focused on investing in mainline fleet. As we see increased operators’ interest in cleaner technology in this space, we’re at the forefront of addressing this Market with very diverse product offerings. Our current products in this space include a wide range of zero-emission battery locos (will supply to UP), hybrid with battery & diesel combination (NYCT & Nordco shuttle wagons) as well as highly emission optimized diesel locomotives (supplying to Kazakhstan). These products also come with an option of a suite of onboard safety & remote monitoring digital solutions. As an innovation-driven and environmentally responsible corporate, we believe we’re in a leading position to help our customers modernize this space with greener, smarter and safer solutions.

Q.4. Please tell us something about your deal with New Delhi – based railway friction business, Masu recently.

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Wabtec Locomotives in service hauling double stack containers across the country

Should investors see your step as your efforts for consolidating your base in the Indian sub-continent?

The Railway friction business of Masu that we have acquired is a strategic acquisition for Wabtec as we are one of the world leaders in railway friction with a variety of brake pads and blocks to serve the needs of our customers. In India, while we were manufacturing all our braking systems, we did not manufacture friction products. The acquisition helps us build local design and manufacturing capability to serve the unique needs of the Indian Market of Indian Mainline locomotives, coaches and wagons as well as Metros. We will also be able to serve the global markets from India.

We are pleased that we will have now state-of-the-art friction manufacturing capabilities on every continent and will better serve operators and car-builders around the world, reducing operating costs while improving performance.”

Q.5. How do you see the Market in India?

What in your opinion should be the major policy-level changes required for the growth and development of tech and locomotive industries operating in India?

The Indian rail transportation market is one of the largest and fastestgrowing markets in the world and is definitely the most exciting in terms of the modernization initiatives driving safety, availability, cleanliness, comfort, punctuality and sustainability in Indian Railways and the aggressive plans to introduce Metros in many Indian cities.

The National Rail Plan draft published

by IR in the end of 2020 transparently shared the network information with its readers as well as the challenges faced today as well as the desire to develop capacity upto 2050 by 2030. The challenges and needs are clear and the strategies are getting put in place, and its now a matter of agile, unwavering and efficient execution. We saw the union budget allocation for Railways very much in sync with the NRP which was positive.

There are a few elements that can make these ambitions come to fruition. Firstly, it is vital that these strategies should not be changed with changes in Railway ministry or Railway Board. This has been a challenge in the past. Secondly, RDSO vendor approval, onboarding and inspection policies need to be revamped.

I see this beginning to happen and I feel optimistic. I believe there is also a lot of confusion about procurement policies in the different production units and Zonal railways that should be cleared up. Also, tenders that try to bring in new technologies take too long to progress.

Lastly, I feel, it is critical that Suppliers be treated more as partners than simply companies that bid and win tenders. We have a lot to contribute to the IR and Metro modernization journey, and we should be leveraged.

On the Metro side, apart from Delhi Metro, we see concerns with ridership in the small cities and lack of progress on projects in cities like Mumbai and Bangalore due to various “non-technical” issues. 2021 for example, did not see a single Metro projected awarded.

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EXCLUSIVE INTERVIEW

Engineering Team members around key products of Wabtec being supplied to Railways – the High Reach Pantograph and the Braking systems

Projects that have been awarded to car manufacturers are being delayed or cancelled. Companies tend to lose a lot of money, and the Indian entity loses credibility with its global counterparts.

The Ministry of Urban Development and Metro authorities need to figure out ways to avoid this if they want technology and investment to come to the country.

Q.6. How do you see the performance of Indian locomotive companies towards the efforts of Indian Railways trying to become a modern and better transport system?

I assume you mean Railway equipment companies who provide equipment for Rolling Stock. I think historically, these companies have played a critical role whether it maybe the Diesel locomotive fleets, electric locomotive fleets or LHB coaches produced by Indian Railways.

These are all products that were brought to India by global Multinational companies and TOTs provided to Indian Railways. On modernization, we have seen in the recent past with 100% electrification or replacement of all ICF coach production with LHB coaches, companies like Wabtec have majorly enabled this modernization by investing heavily and quickly scaling up to support IR. Companies have always been ready with technologies that can solve many of the problems but it took some serious clarity in strategy and an execution mindset that is making this now a reality.

While ‘Make in India” and “Atma Nirbhar Bharat” are necessary for the country, only desire I would have is to not distinguish between “Indian origin” companies Vs “Multinational companies” that are heavily invested in India. We

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see some disturbing trends to increase vendor base and onboard some Indian origin companies that are compromising on quality, due process for homologation as well as required financial strength to support IR in the long term. For companies like Wabtec who have strongly invested in India with >2500 employees, 5 factories, 2 maintenance sheds with a total operational footprint of >1M Sq feet and an absolute focus on Safety, Quality and Compliance, expectation is simply to have a level playing field.

Q.7. What other major initiatives and projects Wabtec Locomotives is working for in India. Is there any other private venture or project apart from Masu?

We should be simply referred to as Wabtec or Wabtec India. We have our hand in really everything going with rail transportation market in India. We are one of leading sub-system suppliers to Metros and continue to vie for every project that is ongoing. The recent highlight is our win of brake systems and a number of other systems for the prestigious first of its kind RRTS project. On the Indian railway’s side, apart from our locomotive project and the large brake systems business we have in LHB coaches and Electric locomotives, we have just introduced the High Reach Pantograph, which was a product designed in India specifically for the Indian market which we are proud of.

We are currently developing automatic doors specifically for LHB coaches and Trainsets. We anticipate that Trainsets will be a great platform for us for a number of our sub-systems. We have a long list of projects and products in India we are working on all the time.

Globally, sustainability is a huge trend

in railways, and we have some major innovations happening globally, including the first Battery Electric Freight Locomotive, Green HVACs and low dust friction products. With India’s and Indian Railways’ sustainability goals, Wabtec looks forward to contributing to this Journey.

The digital electronics business I mentioned before is an exciting area for us to bring to India as Indian railways are just starting their Digitalization journey. Products such as OMRS (Online Monitoring of Rolling Stock), ATP (Automatic Train Protection), Movement Planner, Machine Vision etc. form the Wabtec portfolio, I believe can bring a lot of value to IR and help our growth.

I see a continued Win-Win relationship with the Rail Transport market in India.

Q.8. From being a health professional, working for 3M India heading the R&D and running the new product development function of the company to lead one of the largest locomotive companies of the world in India. Your career shows a multi-role diversity.

Kindly share something about your education, career and future goals?

I was very fortunate to grow up in the IIT Madras campus as my Father was a Professor there. The campus and the school I attended afforded me a strong academic and extra-curricular environment which I believe molded me for my future. I got caught up in the “Engineering or Medicine” culture of the time I grew up and decided to pursue an entrance into IIT. Fortunately, I cleared the JEE (Joint Entrance Exam) and joined IIT Delhi for a BTech in Textile Engineering. www.metrorailnews.in

EXCLUSIVE INTERVIEW That gave me exposure to Polymer Science and I went on to do a Masters and a PhD in Polymer Science and Engineering which I absolutely loved. When I got my Doctorate degree, I joined a company called Roger Corporation, a specialty materials company, as a technologist developing products. I figured early that I was very passionate about delivering technology to solve problems in the Market. At Rogers, I developed multiple products and filed patents and then moved on to lead R&D for one of the three business of the company. In 2007, my family and I decided to move back to India for personal reasons and hence, I left Rogers Corp. Interesting it was my hardest and best life decision.

After settling my family down in India, I joined 3M India R&D center. I set up their healthcare R&D team and infrastructure.

My highlight there was to build the 5-year product plan for the business which was a great success resulting in creating of an entire manufacturing campus for the healthcare business of 3M in India. 2014 was a pivotal year in my career when I was offered to run one of their larger businesses and since then my career as a business leader has taken off.

My career at Wabtec started as the Managing Director of the Transit business, also called Faiveley Transport. 2017-2021 were very exciting years with tremendous growth in the business. I learned so much during these years from my entire team as well as customers, suppliers and other external partners. In February 2019, when GE Transportation was merged with Wabtec, I was appointed as Regional

Wabtec in India

General Manager for Wabtec in India along with being MD of the Transit business. In September 2021, I was appointed as Senior Vice President and Regional Leader responsible for Wabtec business in the India region, including India, Srilanka and Bangladesh I have never really been ambitious for designations or roles but what really drives me is to have more and more impact on the organization that I work for and to have the influence on the company in a meaningful way.

Q.09. You truly are an inspirational figure for women’s empowerment.

What would be your message to our readers on International women’s Day? Thank you for the kind words. I believe “Empowerment” comes truly from inside of you, and I urge women to focus on the three “C” s – Competence, Confidence and Courage. Being good at what you do is the core foundation of professional success and there are no shortcuts. This comes from hard work and great work ethic and building subject matter expertise. Once you have this, you need to have confidence in your own capabilities and not doubt yourself.

Finally, you need to have the courage to take risks in your career by going after new opportunities with confidence in your competence. This entire battle of empowerment is to be fought inside of you, and you shouldn’t expect somebody else to make this happen for you. All of this is within you to drive and possible if you have faith in yourself.

Q.10. Please share your views about Metro Rail News?

A Customer Knitting line inaugurated by Sujatha which has only women working in the line at Hosur facility www.metrorailnews.in

Metro Rail News is an emerging publication which has a good update on the industry in general and specific to Metro sector. The combination of offline and online also helps readers engaged.

We regularly are able to read updates in the sector on the portal.

••• METRO RAIL NEWS | March 2022

25

PROJECT OF THE MONTH

Lucknow Metro Heading for extensions Overview The design of the Lucknow metro project initially included one north–south and one east–west corridor, with links through Gomti Nagar. The estimated costs for the north–south corridor was estimated to be Rs. 5,413 crore, Rs. 3,611 crore for the east–west corridor and Rs. 495 crore for the link through Gomti Nagar. The initial layout of the east–west corridor with a total distance of 14 kilometres started from Rajajipuram and ended at Hahnemann after passing through Gomti Nagar via Hazratganj and Patrakarpuram. However, in 2010 the design was changed. The corridor proposed now started from Vasant Kunj and terminated at Charbagh with a revised distance of 13 kilometres.

The design of north–south corridor proposed two elevated sections with a total distance of 19 km, separated by a 3 km tunnel with length of the ramps between the elevated and below ground sections at a distance of 0.8 km which after completion proposed to run for a total distance of 23 kilometres and connect Amausi airport to Munshipulia. The passengers supposed to be served by a total of 22 stations, with 19 elevated and 3 below ground.

Elevated stations had been proposed to be located at Chaudhary Charan Singh Airport, Amausi, Transport Nagar, Krishna Nagar, Singar Nagar, Alambagh, ISBT, Mawaiya, Durgapuri and Charbagh. Following Charbagh station, the line was planned to descend underground where Hussain Ganj, Sachivalaya (Uttar Pradesh Secretariat) and Hazratganj stations

Lucknow metro

26

METRO RAIL NEWS | March 2022

Singar Nagar Metro Station

The Lucknow metro

Lucknow metro

www.metrorailnews.in

PROJECT OF THE MONTH are located. The line then was proposed to return above ground for the remaining stations of the corridor, KD Singh Babu Stadium, Lucknow University, IT College, Badshahnagar, Lekhraj Market, Ramsagar Mishra Nagar, Indira Nagar and the terminus at Munshi Pulia.

The metro could accommodate speeds up to 90 km/h but the typical usage had been proposed at speeds of 34 km/h for the north–south corridor and 32 km/h for the east–west corridor.

Originally, the metro trains were to be housed in one of two depots, a 20 hectares (49 acres) depot at Vasant Kunj and another at the airport, but due to security concerns the airport depot was removed from the plan.

In 2013, a report published by the Department of Housing and Urban Planning of the Government of Uttar Pradesh resulted in major changes to the metro project. The two corridor design was scrapped and replaced with one featuring a denser network of connectivity. This revision resulted in the layout of route being entirely elevated with no underground sections.

However, the increased coverage of the metro raised the cost of the project but reduced the operating cost per km. The reduction in operating cost was impacted by the difference in construction costs of the line itself, one km of overhead track costs Rs. 180 crore as compared to Rs. 550 crore for an underground track. The underground design also raised concerns about safety as well as increased energy consumption.

The report also proposed the construction of an elevated Bus Rapid Transit System (BRTS) as a feeder service to the metro.

Uttar Pradesh Metro Rail Corporation Uttar Pradesh Metro Rail Corporation (UPMRC) is a joint venture company that operates the Lucknow Metro and Kanpur Metro.

The other metro projects in the state are also under its ambit now such as Agra Metro, Meerut Metro, Varanasi Metro, Prayagraj Metro, Gorakhpur Metro and Jhansi Metro. Its headquarters is at Vipin Khand, Gomti Nagar Lucknow.

The Lucknow Metro was inaugurated and opened to the public in 2017. In 2018, LMRC was reconstituted to cover and implement other metro projects in the state and renamed as Uttar Pradesh Metro Rail Corporation. In 2021, the Kanpur Metro was open to the public. This was the fastest built and commissioned metro system in the world built in 24 months.

Metro Rail Systems in Uttar Pradesh under UPMRC System

City

Service No. of No. of Type Lines Stations

State

Lucknow Uttar Rapid Lucknow Metro Pradesh Transit

Remarks

1

21

Opened to the public on 05 Sep 20

Kanpur Metro

Kanpur

Uttar Rapid Pradesh Transit

1

9

The fastest built and commissioned Metro System in the world. Opened on 28 Dec 2021

Agra Metro

Agra

Uttar Rapid Pradesh Transit

2

27

Approved by the Union Cabinet on 28 Feb 2019

Meerut Metro

Meerut

Uttar Rapid Pradesh Transit

2

29

Approved. To be connected to the RRTS

2

27

Approved by the Union Cabinet on 08 Nov 2021

Prayagraj Uttar Rapid Prayagraj Metro Pradesh Transit

2

39

Proposed

Varanasi Metro

1

13

Proposed

6

80

Proposed

Gorakhpur Uttar Gorakhpur Metro Pradesh

Bareilly Metro

Light Rail

Varanasi

Uttar Pradesh

Light Rail

Bareilly

Uttar Rapid Pradesh Transit

Apart from operating Lucknow Metro, UPMRC also provides consultancy services for Metro projects in Uttar Pradesh.

UPMRC in association with RITES has prepared Detailed Project Reports (DPRs) for Metro in various cities of Uttar Pradesh.

UPMRC is also currently working as an interim consultant for implementation of Agra Metro, and Varanasi Metro projects.

Current Status of Lucknow Metro

The Noida Metro although located in Uttar Pradesh is not operated by UPMRC and is instead operated by Noida Metro Rail Corporation (NMRC). The LMRC was formed as a special purpose vehicle by the Government of Uttar Pradesh in 2013 to build and operate the Lucknow Metro. The formation of LMRC was formally approved by the Cabinet of Uttar Pradesh Government in June 2013.

The SPV was incorporated under the Companies Act, 1956 on 25 Nov 2013, and it got the certificate to commence business on 24 Dec 2013. The authorized capital of the company was decided to be Rs. 2,000 crore.

In 2016, to speed up clearance processes for Lucknow Metro, LMRC became a 50:50 joint venture between the Government of India and the Government of Uttar Pradesh. As a result, the LMRC board was reconstituted with five nominee directors being nominated by both Government of India and Government of Uttar Pradesh each, apart from the three full-time directors.

Additionally, the Chief Secretary of Uttar Pradesh was replaced by the Union Urban Development Secretary as the ex-officio Chairman of LMRC. www.metrorailnews.in

Lucknow_Metro_Route_Map_(Tentative).svg METRO RAIL NEWS | March 2022

27

PROJECT OF THE MONTH

Line Name Red Line

Act, 1956 on 25 Nov 2013. Construction Phase to begin in December.

Status

First Operational

Last Extension

Station

Length

Operational

5-Sep-17

8-Mar-19

22

22.87 Km

• November 2013: DMRC submits tender for Lucknow Metro work, promises to complete the first phase by Feb 2017.

N/A

12 (Proposed)

11.1 Km

• December 2013: Government of India, in principle, approves the project.

Under (Expected Blue Line Develop2024) ment

• March 2014: Foundation stone laid for Lucknow Metro project.

Phase 1 Line Name

Stations Length

Red Line

Blue Line

Terminals

Opening Date

8

Charbagh Transport 8.5 Km Rly. Sta- 5-Sep-17 Nagar tion

2

2.67 Km

CCS Int. Airport

11

12.6 Km

Charbagh Rly. Station

Munshipulia

12

Charbagh 11.10 Km Rly. Station

Vasant Kunj

Transport 8-Mar-19 Nagar 8-Mar-19

Phase II & III Phase 2 Corridor-1: CCS Airport - CG City South Corridor-2: CG City - Indira Nagar Corridor-3: IIM Lucknow - Rajajipuram Station Phase 3 Corridor-4: Secretariat - CG City Corridor-5: Charbagh - SGPGI Metro Station Corridor-6: Munshipulia - Jankipuram Major Events • September 2008: DMRC submits a concept paper after the Lucknow metro rail project is proposed by the Government of Uttar Pradesh headed by chief minister Mayawati.

• February 2009: An agreement is signed between DMRC and LDA.

• 10 Jul 2014: Rs. 100 crore set aside for Lucknow Metro in the union budget, by Minister of Finance, Arun Jaitley.

Red Line • 27 Sep 2014: Construction started on the Lucknow Metro.

• 06 Aug 2015: Lucknow Metro received clearance from Public Investment Board (PIB) of Government of India.

• 22 Dec 2015: Union Cabinet approves construction of Rail Project Phase - 1A. • 30 Mar 2016: To speed up clearance processes for Lucknow Metro, LMRC becomes a 50:50 joint venture between the Government of India and the Government of Uttar Pradesh.

As a result, the LMRC board is reconstituted with five nominee directors being nominated by both Government of India and Government of Uttar Pradesh each, apart from the three fulltime directors. Additionally, the Chief Secretary of Uttar Pradesh is replaced by the Union Urban Development Secretary as the ex-officio chairman of LMRC. • 18 Sep 2016: 90% of the work completed in the construction of Rail Project Phase - 1A. • 20 Oct 2016: Work on Faizabad Road started by Lucknow, Bhoomi puja for Phase 1A extension done.

• 01 Dec 2016: The Uttar Pradesh chief minister Akhilesh Yadav and Samajwadi Party chief Mulayam Singh flagged off the train at the Transport Nagar depot on a trial run on priority section till the Alambagh Station. The inaugural ride was piloted by two women.

• 20 Jun 2017: Fifth metro train set arrived at Transport Nagar depot.

• 08 Jul 2017: Sixth and final metro train set arrived for first phase requirement.

• June 2013: The state cabinet headed by chief minister Akhilesh Yadav gives clearance for the metro rail network. The state cabinet also gave approval for the creation of Lucknow Metro Rail Corporation.

• 27–28 July 2017: The Commissioner of Railway Safety (CMRS) performed an on-site inspection to confirm readiness of the Metro for service.

• August 2013: Government of Uttar Pradesh approves the revised Detailed Project Report (DPR) submitted by DMRC.

• 29 Aug 2017: Inauguration ceremony, on 05 Sep 2017, confirmed. Announcement that metro trains to run between Transport Nagar and Charbagh.

• October 2013: LMRC, a special purpose vehicle (SPV) is formed by the Government of Uttar Pradesh to build and operate the Lucknow Metro. The SPV is incorporated under the Companies

• 05 Sep 2017: Minister of Home Affairs and member of parliament for Lucknow, Rajnath Singh and chief minister, Yogi

28

METRO RAIL NEWS | March 2022

www.metrorailnews.in

PROJECT OF THE MONTH Adityanath inaugurate Lucknow metro for service between Transport Nagar and Charbagh Railway Station.

• 23 Feb 2019: Work on whole of North-South Corridor (Red Line) completed, CMRS approves for commercial run. Full line proposed to be inaugurated on 08 Mar 2019.

• 08 Mar 2019: Prime Minister Narendra Modi inaugurates full stretch of Red Line of Lucknow Metro.

Blue Line Aug 2019: Modified DPR is yet to be approved by state government and also LMRC is yet to get land for Metro deport which is to come up near upcoming Vasant Kunj metro station.

Summary Lucknow Metro is an urban Mass Rapid Transit System (MRTS) being built in Lucknow, the capital of Uttar Pradesh by the Uttar Pradesh Metro Rail Corporation Limited (UPMRCL).

Phase 1 of the project consists of 2 lines totalling 33.976 km.

Out of this, Line-1 (22.88 km) is operational while Line-2 is in the planning stage. Construction for Line-1’s 8.5 km elevated ‘Priority Corridor’ section from Transport Nagar to Lucknow Railway Station (Charbagh) commenced on 27 Sep, 2014.

Trial runs (testing) started in December 2016 and the line was inaugurated on 05 Sep, 2017 with commercial operations starting the next day. Southern and northern extensions of the line to the airport and Munshipulia opened to the public on 08 Mar, 2019.

The Lucknow metro project is the most expensive transport system in Uttar Pradesh to date with an estimated total cost for Phase 1A (Red Line) and 1B (Blue Line) of about $2 billion, of which Rs. 6,928 crore is being spent on phase 1A. The Lucknow Metro Rail Corporation, a 50:50 joint venture between the Government of India and the Government of Uttar Pradesh, was established to build and operate the metro.

Key Information • Top Speed: 80 kmph • Average Speed: 34 kmph • Track Gauge: Standard Gauge – 1435 mm • Electrification: 25 kV, 50 Hz AC OHE • Signalling: Communication-based Train Control (CBTC) • Operational: 22.878 km • Under Construction: 0 km • Approved: 0 km • Proposed: 85 km • Daily Ridership: 67,000/day (February 2020) • Rolling Stock: 80 coaches (20 train-sets x 4) supplied by Alstom Phase 1A Route (Operational) Line-1: CCS Airport – Munshi Pulia (22.878 km) • Length: 22.878 km • Type: Elevated (19.438 km with 19 stations) and Underground www.metrorailnews.in

(4 km with 4 stations) • Depot: Transport Nagar • Number of Stations: 23 • Station Names: CCS Airport (underground), Amausi, Transport Nagar, Krishna Nagar, Singar Nagar, Alambagh, Alambagh Bus Station, Mawaiya, Durgapuri, Charbagh Railway Station, Hussain Ganj (underground), Sachivalaya (underground), Hazrat Ganj (underground), K.D. Singh Stadium, Vishwavidyalaya, IT Chauraha, Badshahbagh, Badshah Nagar, Lekhraj Market, Ramsagar Mishra Nagar, Indira Nagar & Munshi Pulia Phase 1A (Important Events) • 05 Sep 2017: Transport Nagar – Charbagh (Red Line) – 8.5 km • 08 Mar 2019: Transport Nagar – Chaudhary Charan Singh International Airport (Red Line) – 2.67 km • 08 Mar 2019: Charbagh – Munshipulia (Red Line) – 12.6 km Proposed Routes Line-2: Lucknow Railway Station (Charbagh) – Vasant Kunj • Length: 11.098 km • Status: UPMRC is revising Detailed Project Report • Estimated Daily Ridership: 60,000/day • Elevated: 4.548 km with 5 stations (GB Marg – Thakurganj) • Underground: 6.55 km with 7 stations (Balaganj – Vasant Kunj) • Number of Stations: 12 • Station Names:Gautam Buddha Marg, Aminabad, Pandeyganj, City Railway Station, Medical College Chauraha, Nawazganj, Thakurganj, Balaganj, Sarfrazganj, Musabagh, Vasant Kunj Phase 2 Routes (Proposed)

METRO RAIL NEWS | March 2022

29

PROJECT OF THE MONTH This phase designed by DMRC & UPMRCL includes 3 corridors and involves the construction of 1 new lines and 2 line extensions. Note: final plan can be expected to change by the time construction begins.

• Extn of Line-1: Munshi Pulia – Jankipuram • Extn of Line-2: Charbagh – SGPGI (Sanjay Gandhi Postgraduate Institute of Medical Sciences) • New Line-3: IIM Lucknow – Rajajipuram Phase 3 Routes (Proposed) This phase designed by DMRC & UPMRCL includes the construction of 1 new line (Line-4) with 3 sections. Note: final plan can be expected to change by the time construction begins.

• Indiranagar – CG City South • Airport – Atal Bihari Vajpayee Ekana Cricket Stadium • Secretariat – CG City South

Lucknow Metro’s security is based on a hybrid model. The Uttar Pradesh Police, which has raised a dedicated squad of 393 personnel for this purpose from PAC, provides general security, which includes frisking, scanning, maintaining and having quick response teams (QRT) as per security norms, while a private security agency provides operational security, which including maintaining hygiene of the station and ensuring that people queue properly. Personnel from the PAC were especially trained for providing security by the Central Industrial Security Force (CISF) in New Delhi. Apart from this, CCTV and metal detectors are also installed at every metro station.

Ridership The cumulative ridership of the metro rail in Lucknow crossed 1 million in the first 70 days of commercial operation; the rapidtransit system received 31,688 passengers on its inaugural day of services, and recorded a ridership of 41,075 on 10 Sep. Major Contractors

Funding Over 50% of the Lucknow Metro rail project is funded through external debt from European Investment Bank. The Lucknow Metro has its own operating body, the Lucknow Metro Rail Corporation, is a Special Purpose Vehicle (SPV) and a 50:50 Joint Venture set-up by the Government of India and Government of Uttar Pradesh. LMRC is headquartered in Vipin Khand, Gomti Nagar, Lucknow.

Contract

Detail

Contractor

LKGC-01

General Consultancy Services

Ayesa-KRNA-Aarvee-Geodata

LKDD-01

Detailed Design Consultant

Systra Consulting

LKRS-01

80 Coaches (Rolling Stock) & Signalling System

Alstom India

LKS-01

Automatic Fare Collection System

Datamatics & Mikroelektronika

LKS-02

Telecommunications

Larsen & Toubro

LKT-05

Ballastless Tracks

Kalindee

Transport Nagar – Charbagh

Rolling Stock

(Elevated: 8.48 km +

LKCC-01

On 05 Oct 2015, Alstom was awarded a Rs. 1,102 crore contract to construct twenty four car EMU for Phase 1A, based on their Metropolis design. The vehicles are to be constructed at Alstom’s factory in Sricity, Andhra Pradesh.

Larsen & Toubro

1 km extn to Amausi) LKCC-02

Mawaiya Bridge over IR lines

SP Singla

Transport Nagar Depot

Sam India Builtwell

LKCC-03 LKCC-06

Station facilities

LKCC-07

WiFi is available at each station with free access for smart card holders. Other services include free purified drinking water and free toilets. The north–south corridor of the Lucknow Metro uses an automated fare collection (AFC) system, provided by Datamatics.

LKCC-05

Charbagh – KD Singh Babu

Tata – Gülermak

(Underground – 3.44 km) KD Singh Babu – Munshipulia

Larsen & Toubro

(Elevated – 8.63 km) Amausi – CCS Airport (Elevated & Underground – 2 km)

Sam India Builtwell

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FOCUSED PROJECT

Thiruvananthapuram–Kasaragod Semi High Speed Rail Corridor Easing Congestion, proposed for faster Commuting

Background The Thiruvananthapuram–Mangaluru high-speed rail corridor was first of all mooted in the 2009-10 budget speech of then government. The project was cleared by the State Cabinet in February 2010. The Kerala State Industrial Development Corporation (KSIDC) was appointed as the nodal agency to develop the project. In September 2011, a special purpose vehicle, the Kerala High Speed Rail Corporation Ltd. (KHSRC) was formed to implement the project. The Ministry of Railways has stated that the project is feasible and has expressed full support for the project.

The Delhi Metro Rail Corporation (DMRC) conducted the pre-feasibility study of the project. The KHSRC requested the DMRC to submit a detailed project report (DPR) for the project

by November 2012. However, the DPR faced several delays. In February 2014, there had been few speculations regarding state government shelving the project as reported by few Indian media houses. It was reported that the estimated project cost of the Thiruvananthapuram–Mangaluru high-speed rail corridor project has almost doubled now. Hence, the more the delay, the costlier the project would become. The cost of constructing the project was estimated to be Rs. 1.80 lakh crore, much higher than the originally estimated Rs.1 lakh crore. 80% of the cost was proposed to be funded by JICA, and the remaining 20% by the State and Central governments. In March 2014, T. Balakrishnan, Chairman and Managing Director of KHSRCL, denied that the project had been scrapped.

32

METRO RAIL NEWS | March 2022

In October 2014, Kerala Chief Minister Shri Oommen Chandy stated that the government wished to implement the project, and that the project was stalled due to protests. He also stated that the survey had been completed and the project would be implemented only with the support of people. In June 2016, the newly elected Left government asked the DMRC to complete the DPR. The DMRC submitted the detailed project report (DPR) to the state government in July 2016.

The DMRC proposed constructing a 430-kilometre line from Kochuveli in Thiruvananthapuram up to Kannur, with an option to extend the line up to Mangalore in a later phase. The Union Government approved the DMRC’s draft report on 9 July 2016.

In August 2016, the KHSRCL announced that it would conduct survey to determine public opinion of the proposed alignment.

The survey is intended to prevent any possible protests over land acquisition and suppress dissent from opponents of development projects in the state. The results of the survey, published in February 2017, found that 86% of the 13,447 people interviewed across 110 assembly constituencies in 11 districts were in favour of the project. Only 9% of those surveyed opposed the project, while 5% remained neutral. 73% of the respondents were aware of the project before being interviewed. Of those who had not heard of the project, 82% expressed support, while 88% of those who were aware expressed support.

Supporters of the project believe that it will reduce travel time, reduce greenhouse gas emissions and accidents, and generate development in the state.

www.metrorailnews.in

FOCUSED PROJECT Opponents of the project argue that the project will result in large-scale displacement of people as a result of land acquisition, take away the livelihood of farmers whose land is acquired, waste a large sum of money, and reduce the number of trees. In 2019, a survey by French consultant company Systra found that the Kochuveli-Kasaragod rail corridor could be financially viable. Systra found that the project can recoup 6% of its cost every year after linking Thiruvananthapuram and Kochi airports. The state agency, Kerala State Remote Sensing and Environment Centre (KSERC) was asked to submit a survey report by March 2020. After land acquisition order, a detailed project report (DPR) has been planned to be prepared by the Government of Kerala.

Introduction Kerala has 162,000 kilometres of roads which is 4.2% of India’s total length. This is quite high considering that Kerala accounts for 2.7% of the total population of India. The existing railway network in the state is also not suitable for faster travel. The average speed of journey by rail and road in the state is about 30% to 40% lower than in the neighbouring states.

The railway line aims to ease transport congestion between the northern and southern regions of the state, whilst also improving travel times and protecting fighting climate change.

The project includes a roll-on/roll-off (RORO) train service that conveys road vehicles, and enhanced feeder public transport services from stations. But, proposed usage of Standard Gauge instead of Broad-gauge will hinder the Ro-Ro capacity of the line.

Time Line Year

Event

2009, February

Kerala Finance Minister Thomas Isaac announced Thiruvananthapuram-Kasaragod high-speed rail corridor

2010, February

Initial planning for Kerala HSR by Chief Minister V. S. Achuthanandan

2011, September

Special-purpose vehicle formed for the project extending up to Mangalore by CM Oommen Chandy

2012, June

DMRC submitted a feasibility study report with an est. cost of Rs. 127 billion.

CM Oommen Chandy’s stated that the project is now stalled due to protests

2014, October

2016, June

The journey becomes even slower in the rainy seasons because of deterioration in the condition of the roads and railway lines. Because of the adverse terrain, there is little scope of economically raising speed of trains on the existing railway line in the corridor. With the above in mind, the Government has decided to build the Thiruvananthapuram - Kasaragod corridor as a Semi high-speed line, covering the coastal region which is the most densely populated region of the state.

Kerala being a densely populated state, most of the commuters depend on the conventional modes of transport. The proposed Silver Line (SHSR) will bring about a remarkable change in local commute, by improving the travel time and quality of transportation. There will be a substantial reduction in road accidents due to the reduction of congestion on roads. This also includes the last mile connectivity using aggregate services and feeder services, which will transform the people’s perception towards public transportation. The Silver Line (previously called as SHSR) will also be duly integrated with the existing Indian Railway network for the benefit of interstate and long distance travellers.

www.metrorailnews.in

Government of Kerala decided to wind up Kerala HSR project, found unviable due to high project cost

2019, January

Survey report by France-based Systra said a semi high-speed rail project across Kerala could be financially viable

2019, May

est. Cost Rs. 56 billion 2019, December

Government of Kerala named the Semi-High Speed Rail Project as ‘Silver Line’. Estimated cost Rs. 56,443 crore

2020, January

Hyderabad-based GeoKno India Private Limited completed an aerial survey for Kerala ‘Silver Line’ project.

2020, January

Kerala Government decided to set up land acquisition cells in 10 districts to acquire 1,226.45 hectares for ‘Silver Line’ project

2020, April

On 16 April, the Kerala Rail Development Corporation (K Rail) Board approved the DPR of ‘Silverline Kerala’. One additional station(Kochi Airport) added in the route.

2020, June

On 10 June, the Government of Kerala approved the revised alignment of 57.5 km Vadakara-Thalassery stretch of ‘Silverline Kerala’ to reduce displacement and avoid bifurcating Mahe.

2020, October

The project proposal has been tabled before the Railway Board for approval

2021, February

Central Government approved the project. Finance Minister wrote to the Kerala CM for speeding up the land acquisition and financial plan related discussions with JICA for the Kerala Silverline project.

2021, May

Housing and Urban Development Corporation Kerala granted Rs. 3,000 crore loan for acquiring land for the first phase (Kochuveli to Chengannur) developments.

Thiruvananthapuram–Kasaragod Semi High Speed Rail Corridor The Thiruvananthapuram–Kasaragod Semi High Speed Rail Corridor, also known as the Silver Line, is a proposed higher-speed railway in India that would connect Thiruvananthapuram, the capital city of Kerala, with Kasaragod, also in Kerala. It will have a operating speed of 200 kilometres per hour (Maximum Design Speed: 220 kmph, structures designed for 250 kmph) allowing trains to cover the 532-kilometre distance in less than four hours, compared to the present 10 to 12 hour.Thiruvananthapuram, Kollam, Chengannur, Kottayam, Ernakulam, Nedumbassery, Airport, Thrissur, Tirur, Kozhikode, Kannur and Kasaragod will be the stations in this corridor. The Detailed Project Report of the project is being prepared by K-Rail (Kerala Rail Development Corporation Limited), a joint venture company between Ministry Of Railways and Government of Kerala.

Kerala Government, headed by CM Pinarayi Vijayan, asked DMRC to submit the DPR

Project Details & Specifications Project Title

Silver Line

Total Distance

532.185 Km

Travel Time

Less than 04 Hours

Maximum Speed

220 Km/Hr

Maximum Operating Speed

200 Km/Hr

Number of Stations

11

Proposed Project Cost

Rs. 63,940.67 Crore

Tracks

02 (Up & Down)

Rolling Stock

09 Coaches initially

Expected Daily Ridership

67,740 Pax METRO RAIL NEWS | March 2022

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FOCUSED PROJECT Summary & Conclusion Thiruvananthapuram – Kasaragod (Kerala) Silver Line corridor is a 530.6 km approved semi high-speed rail line connecting Thiruvananthapuram (Trivandrum) and Kasargod in Kerala through 11 stations with an estimated cost of Rs. 63,941 crores.

The project’s new alignment will connect 11 districts and aims to ease transportation along the entire north – south length of Kerala and reduce the total travel time to less than 4 hours, compared with the present 12 – 14 hrs it takes via the Indian Railways.

The project will be executed by Kerala Rail Development Corporation Limited (KRDCL or K-Rail), a Joint Venture between Government of Kerala and Ministry of Railways of the Government of India set up to augment railway infrastructure within Kerala. 5 new townships are planned to be built at Thiruvanathapuram, Kollam, Kottayam, Ernakulam and Thrissur as identified by KRDCL. SYSTRA MVA Consulting prepared and submitted the project’s feasibility report to K-Rail in May 2019 and its Detailed Project Report with alignment in March 2020.

On April 16 2020, K-Rail’s Board of Directors approved the line’s Detailed Project Report (DPR), with the addition of one new station at Kochi’s Cochin International Airport, and submitted it to the Kerala government for its approval. On June 10 2020, the Kerala state government’s cabinet approved the line’s Detailed Project Report (DPR) with a minor change to the alignment.

Earlier the line was going to pass through Mahe as proposed in the feasibility report, but now it will be skipping it. The line is expected to be extended to Mangaluru (Mangalore) in Karnataka in the future.

System Specifications • Top Speed: 200 Km/Hr • Average Speed: 130 Km/Hr • Track Gauge: Standard Gauge – 1435mm • Rolling Stock: 9/12 coach trains • Traction: 25 KV AC overhead catenary (OHE) • Signalling: ETCS Level-2 of ERTMS

• Bilateral Loan: 53% • Miscellaneous: 9% Silver Line Route Information • Length: 530.6 km • Type: At-Grade (primarily), Elevated & Underground • Number of Stations: 11 • Station Names: Thiruvananthapuram, Kollam, Chengannur, Kottayam, Ernakulam (elevated), Kochi Airport, Thrissur, Tirur, Kozhikode (underground), Kannur, Kasaragod (elevated) Silver Line Major Contracts Contract

Contractor

Feasibility and Detailed Project Report Preparer

SYSTRA MVA Consulting India Pvt. Ltd.

LiDAR and Geotechnical Survey Report

GeoKno India Pvt. Ltd.

Environment Impact Assessment (EIA) Study

EQMS India

Hydrographic and Topographic Survey of Important Bridges, Major Bridges, Minor Bridges

RITES

Architectural Design of 10 Stations

LKT Engineering

Recent Developments & News The Detailed Project Report (DPR) of the SilverLine Project, which has been submitted to the Central Government by the Kerala Government recently, said that the standard gauge for the semi high-speed rail project was fixed as per international standards. The State Government said that it was not possible to run trains with a speed of 200 km per hour through the Indian Railway’s existing broad gauge rail line. The DPR said that the standard gauge (1435 mm) was fixed for the SilverLine project after holding discussions with the Railway Board.

However, the State Government has not made the DPR public till now. Those who oppose the project refuted the claims of the

Key Figures • Operational: 0 km • Under Construction: 0 km • Approved: 530.6 km • Land Acquisition Required: 1,226.45 hectares • Estimated Daily Ridership: 80,000 passengers Funding Pattern • Total Estimated Project Cost : 63941 crores • Govt. of India: 10% • Government of Kerala: 28%

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TM

InnoMetro

State Government and said that it would be impossible to link the semi high-speed rail to be built on the standard gauge with the Indian Railways’ broad gauge line.

Meanwhile, the traffic projection report of the DPR said that roughly 54,000 passengers would daily commute through SilverLine rail once it is implemented in 2025. The State Government expects that the footfalls can go up to 1.14 lakh. According to the State Government, an average of 79,934 persons use road and rail services daily in Kerala. The DPR said that of this, 12 to 38 per cent of persons are likely to opt for SilverLine services in future.

Daily, there will be 37 services during the first stage of the commissioning.

In peak hours, the services will be every 20 minutes. In the total nine cars of a Silverline train, the passenger capacity is 675. In the beginning, a total of Rs 2,276 crore is expected as yearly revenue. The daily revenue is expected to be Rs 6.2 crore. By 2032, the annual revenue is expected to touch Rs 4,504 crore. It is going to be Rs 10,361 crore in 2042 and Rs 21,827 in 2052.

Fencing on both sides The total distance of SilverLine is estimated to be 530.6 km. Almost 293 km of the rail will be built by elevating the land with sand. There will be fencing on both sides of the rail. The rail for a distance of almost 125 km will cut through hills. The total length of bridges will be 13 km and tunnels 11.52 km.

The total cost for the project is pegged at Rs 63,940.67 crores. Every year, the cost is expected to be escalated by five per cent (Rs.3200 crore).

Private, freight services planned According to the DPR, freight services will be launched through the rail by using 480 train trucks (Roro services). There are also plans to run touristsleeper services on weekend nights with the participation of private players as part of generating additional revenue. The maximum speed for freight services is 120 km per hour. From freight services, a profit of Rs 25 per kilometre is expected. The annual revenue from such services will be Rs 237 crore in the beginning. Steps will be taken to link the SilverLine project stations with bus stands, railway stations, airports and jetties to attract more passengers. About 27 feeder stations will be built later to link the stations with important towns.

Three types of stations The 11 rail stations coming under the project will be classified into three categories based on the number of passengers using the service and the revenue earned.

A Class: Thiruvananthapuram, Kollam, Ernakulam, Thrissur, Kozhikode, Kannur and Kasargod

Global Platform for Metro

Rail Innovations

2nd Edition

InnoMetro 2022

A Global Platform to Showcase Innovation & Technology for Metro, Railway, RRTS, High-Speed Rail & Allied Industries.

Date

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April | Venue : Virtual

Why Attend • Get ready to witness the most unforeseen event of the era.

• Interact one-on-one with key industry decision makers.

• Generate more leads and win new business opportunities.

• Get insights into latest innovations & technologies.

• Be a part of informative panel discussions and sessions.

• Connect with like-minded people and meet new potential partners.

• Make global connections and international business tie-ups.

B Class: Chengannur, Kottaym, Tirur Organized by

C Class: Cochin Airport

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ARTICLE

UP METRO WOMEN WORKFORCE TRANSFORMING ALL SPHERES; TAKING UP NEW ROLES & RESPONSIBILITIES

Managing Director Shri Kumar Keshav with Women Train Operators

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ll the successful economies around the world have seen greater participation of women workforce. Even developing nations can boost their economies by 35%, if they empower their women at workplaces by providing them safe working environment and opportunities at par with men. In order to recognise and celebration of achievements of women globally International Women’s Day is observed on 8th March every year.

Uttar Pradesh Metro Rail Corporation (UPMRC) has also left no stone unturned to achieve full gender equality for women by ensuring their active participation in every department of the organisation.

For, UP Metro women empowerment means higher growth, a reduction in inequality thereby boosting the strength of the economy In UPMRC, women have also taken the initiative of operation of train services which can be determined from the fact that on 28th December, 2021, Ms Jyoti Shukla, Train Operator took the responsibility of operating the train with Hon’ble Prime Minister of India,

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Shri Narendra Modi as a first passenger at the inauguration of commercial services of Kanpur Metro.

In addition, 21% of all the Station Controllers/Train Operators are females & top five Train Operators achieving maximum mileage of train running are women which is an accomplishment in itself.

For the safety and security of women commuters both at the Metro stations and in the trains, UPMRC has endowed the responsibility of running the day to day operations with the women workforce. It includes female Train Operators, Station Controllers, security personnel and housekeeping staff. They have been performing their job responsibilities and duties sincerely by taking special care of the differently abled passengers, women, children and senior citizens.

Women Train Operators

Transportation plays a vital role in the empowerment of women in any economy. As a Mass Rapid Transit System (MRTS) of the city, UPMRC ensures 100% safety of women commuters in travelling from one place to www.metrorailnews.in

ARTICLE another. It has taken following measures to make women feel safe in achieving their ambitions: • In case of any emergency, telephonic conversation with train operator can be established immediately by pressing Passenger Emergency Intercom (PEI).

The CCTV footage of the PEI in use coach is automatically transmitted in Cab, OCC, DCC and Security Control room.

• 16 CCTV cameras per train and 50 to 60 CCTV are installed at every station for continuous surveillance.

• Glass panelled see-through cubicles for station controllers & ticket counters to ensure monitoring of stations at all times.

• Properly Illuminated area with no dark spots at stations.

• Presence of lady security personnel along with lady housekeeping staff at all stations.

UPMRC also provides special transportation facility to women employees when they have to work during odd hours. Every step is taken to ensure the safety and security of not only the women passengers but also the female employees of UP Metro.

women employees in Lucknow Metro depot

special occasion said,”We at UPMRC envision bringing the female employees at par with male counterparts by bridging the gap. We try our level best to give more opportunities to women in our organization and motivate them to take up higher responsibilities and enhance their performance. Our women employees wearing UPMRC uniform instils a sense of pride in each one of us.”

“It is a matter of immense pride as the women workforce of UP Metro has taken long stride in transforming the organizational working environment. From security to technical, Lucknow Metro’s female staff has taken control and charge of all the departments thereby setting an example for other women.”

Campaign against sexual crimes in association with Nirbhaya's parents in 2018

Unleash your wings • An entire wall at Transport Nagar Metro Station has been dedicated to women to express gratitude to women. it also reminds us of their valuable contribution in different walks of life. Giant ‘wings of women’ have been painted on the entire wall which makes the woman posing infront of it look like she has giant wings. This symbolises wings of independence, strength and unending possibilities available to explore.

Shri Kumar Keshav, MD, UPMRC expressing his views on this

www.metrorailnews.in

Before Kanpur, in Lucknow also lady pilot was there in inagural train operations.

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ARTICLE

Net Zero emissions in Public Transportation Energy Efficiency in Mass Transportation: Recent developments in the country

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ndia developed several energy efficiency flagship programmes in the framework of its National Mission on Enhanced Energy Efficiency, although these focus on the industry and business sectors. However, India’s NDC refers to the use of fuel-efficiency standards as instruments that allow the improvement of energy efficiency in transport and the promotion of hybrid and electric vehicles (EVs).

In January 2014, the government set CO2 emission targets for passenger cars at the equivalent of 130 grammes of CO2 per kilometre (e.g CO2/km) in 2017 and 113 gm CO2/km in 2022.

In August 2017, India was one of the first countries in the world to publish fuel efficiency standards for commercial heavy-duty vehicles. Phase 1 came in effect in April 2018, while Phase 2 became effective in April 2021. These standards are still based on simplified engine testing standards and will need to be upgraded to rely on more sophisticated testing tools, possibly through the adaptation of the Vehicle Energy Consumption Calculation Tool (VECTO) developed by the European Commission. Additional regulations aim to limit the emissions of local pollutants from cars and heavy road transport vehicles.

Energy efficiency policies will need to be updated, extended and complemented to ensure consistency with the Paris Climate

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Agreement. In India, the government has already started to undertake an ambitious journey to electrify its vehicle fleet. An important milestone in this process was the 2017 declaration

by Piyush Goyal, the Minister of Power at the time, who called initially for a ban on petrol and diesel car sales by 2030, a target that was revised down in 2018 to 30% of the new car market and that was later complemented by a stated ambition to electrify all three-wheelers by 2023 and two-wheelers by 2025.

The transition to EVs has been propelled by various factors, among which are the international commitments that India has ratified (such as the Paris Accord), growing GHG emissions from the transport sector, and the deteriorating air quality that now ranks Indian cities as amongst the most polluted cities globally.

Additionally, the transition to new technologies is also expected to rejuvenate the Indian economy with innovative ventures.

EV promotion is rooted in the National Electric Mobility Mission Plan (NEMMP) 2020, which laid out a roadmap to accelerate the adoption and manufacture of electric and hybrid vehicles in the country, with the aim of achieving national fuel security.

Under NEMMP, the Faster Adoption and Manufacturing of Hybrid and EV (FAME) scheme was introduced in 2015 with an www.metrorailnews.in

ARTICLE initial budget of INR 8.95 billion (equivalent to USD 130 million).

It aimed at reducing the upfront purchase price of hybrid and EVs to stimulate early adoption and market creation. Under Phase I of the scheme, more than 270 000 hybrid and EV sales were promoted. Between 2015 and 2017, out of the total vehicles that benefited from the scheme, mild hybrid four-wheelers accounted for 66%, strong hybrid cars 1.7% and battery-electric cars 1%.14 From April 2017, the government stopped extending benefits to mild hybrid vehicles under the FAME scheme (Ministry of Heavy Industries and Public Enterprises, 2017), as a way to scale up strong hybrids and battery-operated EVs. However, in 2019, the Ministry of Road Transport and Highways wrote to the finance ministry asking for the goods and services tax on hybrid vehicles to be reduced and brought in line with levels for EVs. Although the tax rates were not equalised, the move was seen as a departure from the government’s earlier stand of moving directly from internal combustion engines to EVs. In 2018, the Ministry of Power launched the National E-Mobility Programme to be implemented by Energy Efficiency Services Limited (EESL).

This programme aims to incentivise vehicle manufacturers, charging infrastructure companies, fleet operators and service providers to achieve economies of scale and drive down costs, to create local manufacturing facilities and to improve technical competencies for the longterm growth of the EV industry. The programme includes a public procurement pillar with the aim to create demand for EVs through the early electrification of government-owned fleets, however EESL has faced significant implementation challenges in this regard.

Phase II of the FAME scheme began in April 2019, with the budget significantly increased to over INR 100 billion (USD 1.4 billion). Its aim is to provide upfront incentives on public transport, such as procuring more e-buses and to support the deployment of charging infrastructure.

Few major developments in recent years in energy efficiency is as under : • At national level, several ministries and departments have formulated policies that support the national EV transition strategy.

• At state level, transport departments have also developed EV policies aimed at providing charging infrastructure, offering subsidies for EVs and setting targets to electrify fleets for government vehicles and public transport.

• More than ten states in India have final or draft EV policies that support the national electric mobility policies including: Andhra Pradesh, Karnataka, Kerala, Madhya Pradesh, Maharashtra, New Delhi, Tamil Nadu, Telangana, Uttarakhand and Uttar Pradesh.

States with draft policies include: Bihar, Gujarat, Himachal Pradesh and Punjab.

• Most state EV policies prioritise two- and three-wheelers, public transportation, and job creation. Telangana state government targets 100% electric public transport by 2030 and Karnataka state aims to operate 100% electric three- and four wheeled freight vehicles by 2030.

In addition to government interventions, industry demand has seen an increase in EV manufacture and sales, and the www.metrorailnews.in

private sector is also investing in infrastructure for charging and battery swapping technologies. The transition towards electric two- and three-wheelers is picking up significant pace.

For the financial year 2019-20, more than 0.5 million EVs were registered in India, including electric two- and three-wheelers, rickshaws, cars and e-buses. The various incentives from national government and the potential seen from the private sector has given a chance for existing and new business to seize the EV market. Shared e-mobility systems are on the rise, operators such as Ola Cabs have initiated electric mobility services and Yulu bikes, a Bangalore based start-up, has more than 2 000 e-bikes and over 200 bike stations in Bangalore and Delhi. On the manufacturing side, key EV players, such as Mahindra and Maruti, have announced new manufacturing facilities solely for EVs. Low-carbon energy vectors Achieving effective GHG emission reduction from transport electrification requires a transition to low carbon electricity, especially for light vehicles such as passenger cars. The Government of India has successfully undertaken a series of actions that could allow India to meet its energy intensity and electricity sector decarbonisation pledges ahead of schedule.

Nevertheless, coal currently continues to be the largest domestic source of energy in India and electricity generation and coal supply has increased rapidly since the early 2000s.

In 2018, India’s investment in solar photovoltaic was greater than in all fossil fuel sources of electricity combined, and the country installed almost as much new solar generating capacity as the United States. Large-scale auctions have contributed to swift renewable energy development at rapidly decreasing prices in the country with deployment of 84 gigawatts (GW) of grid-connected renewable electricity capacity (out of 366 GW of total electricity generation capacity, including more than 220 GW of coal plants) in 2019. These developments are not only enabling the country to move confidently towards its target of 175 GW of renewables by 2022, with expectations of reaching 225 GW, but also to aim for an electricity mix that could eventually include 450 GW of renewable energy capacity, as announced in September 2019 by the Indian Prime Minister.

The cost competitiveness of renewable electricity with respect to coal was also underlined in a recent statement by Antonio Guterres, the Secretary General of the United Nations, who stated that 50% of coal for power generation will be uncompetitive in 2022, rising to 85% by 2025. In the same statement, Guterres commended India for its decision to take forward the International Solar Alliance and its plans for a World Solar Bank, which will mobilise USD 1 trillion of investments in solar projects over the coming decade. Low carbon fuels, including sustainably produced biofuel, are another mode of reducing the carbon intensity of transport movements. The fiscal treatment of petroleum products (petrol, diesel and kerosene) has a central role to play in this context.

In India, petrol and diesel are subject to an excise duty imposed by the central government, and a value-added tax (VAT) and dealer commission, imposed by the state oil companies.

Compared with other major developing energy markets, India has significantly higher road transport fuel prices, but it does not apply any explicit tax related with the carbon content of METRO RAIL NEWS | March 2022

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ARTICLE the fuels.

A diesel subsidy ended in 2014/15, however, kerosene was still subsidised by the government in 2019, although its price is being gradually increased to phase out the subsidies. India is also a signatory to the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) by the International Civil Aviation Organisation (ICAO), although it has not signed up for the voluntary pilot phase.

In 2018, India defined an updated National Policy on Biofuels, which sets an indicative target of 20% blending of ethanol in petrol and 5% blending of biodiesel in diesel by 2030 (Ministry of Petroleum and Natural Gas, 2018).

This goal is targeted to be achieved by: (i) Reinforcing ongoing ethanol and biodiesel supplies by increasing domestic production; (ii) Setting up second generation (2G) bio refineries; (iii) Developing new feedstock for biofuels; (iv) Developing new technologies for conversion to biofuels; and (v) Creating a suitable environment for biofuels and the integration with main fuels.

The updated biofuels policy also outlines specific measures, including additional tax incentives, an administratively set higher purchase price and investment support. India’s ethanol production comes from molasses residue feedstock, a byproduct from the sugar industry, raising few sustainability concerns. Furthermore, a feedstock extension in the new biofuels policy takes account of food production, for example, only allowing damaged grains, which also has limited sustainability concerns. Sustainable production of biofuels, however, is an issue that could gain relevance if production is to be scaled up to meet the 2030 target. The Ministry of New and Renewable Energy (MNRE) has also been supporting the research, development and demonstration of hydrogen, acknowledging that developing hydrogen as an energy vector comes with challenges in production, storage, technology development, infrastructure, energy economy and public acceptance.

In particular, the MNRE set up a National Hydrogen Energy Board, which in 2006 outlined a blueprint for hydrogen energy development in a National Hydrogen Energy Road Map (MNRE, 2006). The document indicates that hydrogen has been used as a raw material and utility over a long period in the fertilizer, chemical and petroleum refining industries. It identifies internal combustion engines and turbines, as well as fuel cells, as potential applications for transport, yet acknowledges that these technologies have not matched the performance of competing devices and systems and were not cost effective.

The Road Map also highlighted hydrogen production as a key area of concern, underlining the need to urgently develop low-cost and low-carbon (preferably carbon free) hydrogen production pathways. More recent analysis, in India and beyond, also identifies hydrogen as a possible option for use in fuel cells for trucking and as a feedstock for other transport fuels (including electrofuels). Hydrogen could additionally help balance supply and demand in the power sector (where hydrogen can provide a supplementary role to renewables and batteries) and replace fossil fuels in industry.

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These analyses flag that production costs for low-carbon hydrogen are still higher than fossil-fuel based hydrogen or other fossil-fuel equivalents, but they suggest that parity could be reached in the future. Achieving meaningful results from a climate change perspective will require production to take place not only from pathways that lead to very low CO2 emissions, but that are also reliant on low-carbon energy, due to limitations in the thermodynamic efficiency of hydrogen production and use, compared with the case of direct electrification.

Conclusion India, which is a large and rapidly growing economy, will have a key role in addressing climate change mitigation. To this end, the country should work to develop tools for the assessment of energy and GHG emission impacts from different transport services from a lifecycle perspective. Depending on the system boundaries that define them, lifecycle assessments can have a flexible scope of application and, therefore, taking this approach will also enable the project to deliver tools that could be suitable for use at different administrative levels, e.g. for country- and city-level analyses.

The Indian transport sector is a major contributor to national energy use, GHG emissions and air pollution levels. Establishing the most appropriate way to regulate the sector will impact on these levels nationwide. The transport sector’s contribution to final energy demand in 2020 reached an estimated 4.3 exajoules (EJ) in 2020, almost 20% of the final energy use for India, which is still lower than the global average of 29%.

Transport energy use has shown growth of around 50% since 2010, despite the strong impacts of Covid-19.

Oil products contribute 95% of final energy used in the Indian transport sector with natural gas (available only in major cities), biofuels and electricity make up the remaining 5%. Taking into account 20% of upstream energy and refining losses (in addition to the final demand of petroleum products), energy use due to fuel for transport is roughly 12% of the total primary energy demand in the country, excluding pipelines. End-use and refining demand are major contributors to the total demand for oil in India (accounting for roughly 50%), which make India the world’s third-largest consumer of oil and the fourth-largest oil refiner.

Energy efficiency through rail transportation in the country In 2020, an estimated 60% of final energy use in the Indian transport sector related to passenger transport, compared with 40% for freight transport. Cars had the highest share in final energy demand for passenger transport (mainly petrol and diesel), accounting for more than a third of the total. This share is higher than their contribution to passenger transport, reflecting their higher energy use per pkm compared to rail, buses or twoand three-wheelers. However, it is worth noting that passenger cars in India are comparably fuel efficient by international standards, mostly due to their small size and weight.

Rail is the most energy efficient mode of passenger transport, with only a 3% share in passenger transport energy use for a 25% share in passenger transport activity. Rail is already making an important contribution in limiting transport energy demand www.metrorailnews.in

ARTICLE in India by displacing travel that would otherwise take place by more energy intensive modes. This is a key reason why promoting the use of rail, and other energy efficient means of passenger transport, can decouple growth in passenger activity from increasing energy use, and indirectly reduce GHG emissions and resulting climate impacts from transport.

Rail is also the most energy efficient land-based transport mode for freight: inland freight rail transport activity was close to 30%, yet its share in freight transport energy use was just 9% in 2020. Rail also has a high reliance on electricity, which can be produced from renewables to eliminate GHG emissions.

Of conventional passenger rail activity, 54% is powered by electricity (on a passenger kilometre basis), compared to 65% of total freight rail activity (on a tonne-kilometre basis). Trucks are the largest energy consumer in this sector, using an estimated 1.3 EJ in 2020, over 70% of all energy used to transport freight and is the fastest growing segment in freight transport energy use, doubling since 2010.

Greenhouse gas emissions Trends in GHG emissions from the Indian transport sector generally mirror those of energy use. Tank-towheel GHG emissions (accounting for CO2 emissions occurring during fuel combustion, but not for emissions taking place upstream, in particular for the conversion of primary energy into energy vectors that can be used by transport vehicles) are estimated at 300 Mt in 2020 (including maritime transport). The strong link between trends in energy use and GHG emissions from the transport sector are a result of high oil dependency.

Historically, Indian railways had dominated the inland movement of goods. Over time, economic growth led to a significant demand for freight transport; however, rail transport infrastructure did not meet the growing demand resulting in a growing share of road transport in overall freight transport.

A common corridor for passenger and freight resulted in high transaction time and costs due from inefficient operations.

The modal shift from rail to road is not favourable given the efficiency of rail in terms of energy and CO2 emissions. The dedicated corridor for freight transport will deliver emission reductions from modal shift and additionally from increased efficiency of movement. In addition, India will be able to leverage global economic opportunities through better internal connectivity between centers and ports. This will facilitate industrial development along the corridor generating significant jobs in small towns and villages along the route. The case study highlights that large transport infrastructure projects have major impact on CO2 emissions. A strong case for replication of freight corridors is the additional dimension of sustainability from simultaneous environmental and development benefits for the country.

The National Electric Mobility Mission Plan (NEMMP) with a view to enhance national energy security, mitigate adverse environmental impacts of vehicle, and develop domestic manufacturing capabilities. The Plan envisions the sale of around seven million electric vehicles resulting in fuel savings of nearly 2.5 million tonnes. The NEMMP focuses on demand creation, manufacturing, R and D, and development of charging infrastructure. Within these, the plan proposes phase-wise targets and strategies for implementation. www.metrorailnews.in

EVs could have vital implications for energy security, local air quality, GHG mitigation, and increasing renewable share in the electricity sector. It is obvious that electric vehicles will play a significant role in India’s sustainable transport transition.

Around the year 2000, only a couple of electric two-wheelers were available in the Indian market. However, the market has expanded, and over two dozen different two-wheelers are available in the market at present. Efforts are under way by electric vehicle manufacturers to provide options that can reduce charging time and increase awareness among consumers regarding lower fuel and maintenance costs of E4Ws compared to conventional cars.

The NEMMP is a good starting point to give an impetus to the country’s manufacturing sector, enhance research in electric vehicles, and upgrade infrastructure, all of which will be instrumental in the penetration of electric vehicles in the country.

The policy sets the direction and signals to manufacturers including private players.

The NEMMP is a comprehensive policy that will facilitate green growth by enabling environmental innovation and facilitating the development of a competitive domestic market for electric vehicles, green jobs, and local air quality benefits. By laying down actions in a phase-wise manner, it sets down initial direction and sets long-term targets for scaling up.

EVs are at a relatively initial stage in India. Scaling up EV penetration in India and making these competitive vis-à-vis conventional vehicles will require financial incentives for electric vehicles, improved infrastructures for charging and other local incentives. Supportive and enabling policies have the potential to increase the share of electric two-wheelers from 40 to 100 % and electric cars to 40 % and reduce oil demand by 39 Mtoe.

EVs will require upfront investments; however, savings from the reduced oil demand as a result of shift to electric mobility will far exceed the support provided, thereby making this economically viable.

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METRO RAIL NEWS | March 2022

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GLOBAL TRENDS

Metro & Railways The effective vehicles of low carbon transportation

Image Copyright - Alstom Overview India is the world’s fourth-largest emitter of greenhouse gases.

Transport contributes 13 % of India’s GHG emissions (MoEF. India: greenhouse gas emissions 2007, Indian Network for Climate Change Assessment (INCCA), Ministry of Environment and Forests (MoEF). Government of India, New Delhi. Accessed 13 Sept 2013, 2010). Driven by rising population, income, and urbanisation, under a business-as-usual scenario, India’s energy demand from transport is projected to increase sixfold in 2050 from current levels. This has a vital impact on key national sustainable development indicators like energy security and air pollution. In response, several national and subnational policies and measures were initiated to ameliorate the adverse impacts of transport decisions on sustainability. These include national policies and programs for fuel efficiency, low-carbon technologies, investments in public transport infrastructure, and climate change mitigation. These aside, several bottom-up interventions that are initiated locally are showing promise.

Current Transport Scenario in India

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India’s transport sector is a rapidly growing sector and contributes 6.4 % to the GDP of the country. The sector is largely oil-dependent and accounts for 13 % of the country’s energyrelated CO2 emissions. Crude oil imports have been increasing steadily and making India the third-largest oil importer globally.

Nearly 80 % of India’s current crude oil consumption comes from imports raising challenges of national energy security.

Intercity transport is mainly met by road (88 %), rail (11 %), and a limited share of air transport. Indian railways are among the largest rail networks globally and transport 23 million passengers and 3 million tonnes of freight daily. Despite its extensive network, railways are faced with issues of capacity constraints and poor infrastructure. The share of rail dropped from over 40 % in 1970 to 11 % in 2010 due to high competition from road transport. Similarly, rail dominated freight transport in India which was on the decline in recent years, is expected to revive with the incorporation of DFCs (Dedicated Freight Corridors) under construction for IR under various routes.

In urban areas, road transport dominates. Present status of www.metrorailnews.in

GLOBAL TRENDS urban transport is characterised by increasing trip distances, increasing share of private motorised transport, and declining share of public and non-motorised transport. These trends are leading to increasing problems of poor air quality, road safety, noise, and congestion.

Common Trends: Growing CO2 emissions, Need for an Assessment India is witnessing a unique period of population growth, economic growth, and urbanisation. A third of India’s population lives in urban areas. Urban population is expected to grow in the future, and by 2050, half of India’s population is projected to reside in cities. India’s GDP is also expected to grow at a healthy rate with per capita incomes reaching USD 15,842 (2010 prices) in 2050. Population, income, and urbanisation are expected to drive vehicle ownership, travel demand, and freight transport demand.

Intercity travel demand will increase by 4.3 times between 2010 and 2050. In business-as-usual (BAU), this demand will be met by road-based transport and a growing share of air transport resulting in a higher energy demand resulting in challenges of national energy security and greenhouse gas emissions. In cities, increasing travel demand, reliance on private motorised modes, and declining share of public transport and non-motorised modes will increase energy demand and GHG emissions from cities.

Under a BAU scenario, oil will dominate as the energy source, despite a minor diversification into natural gas, electricity, and biofuels. Increasing electrification of intercity rail, urban rail, and freight transport will increase electricity demand from transport. Transport emissions in the BAU are expected to reach around 1 billion tCO2 in 2050—an increase of 5.5 times increase from 2010 levels. It is increasingly becoming clear that the BAU will not deliver the desired level of GHG mitigation. For policy makers in the Indian transport sector, this growth poses multiple challenges. Besides the impact on climate change, this raises other issues on how to offer wider mobility access at affordable rates, limit the health impacts of air pollution, and reduce traffic congestion and dependence on fossil fuels.

facilitate sustainable mobility by integrating transportation policies with environment, development, and climate change policies. Key interventions include reducing travel demand through planning and sustainability Various Transport Policies The Government of India has initiated several policies and initiatives for the transportation sector with the objective of enhancing passenger mobility, improving logistics of freight transport, increasing rail use by improving efficiency, raising the average speed, promoting low-carbon transport, and at the same time improving energy security and local benefits of air quality and congestion. Cities have initiated urban transport initiatives including infrastructure for public transport and non-motorised transport and urban planning and zoning interventions to facilitate transit-oriented development.

Few important transport policies for a better transport system in the country is as under : Sector

Urban Transport

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Highlights

National Urban Transport Policy

Enhancing mobility to support economic growth and development Reduce environmental impacts Enhancing regulatory and enforcement mechanisms

Submission under India’s National Plan on Climate Change National Mission on Sustainable Habitat One of the key components is promotion of urban public transport 5% blending of ethanol in petrol in 20 states and eight union territories Alternate fuels and vehicles

National policy on Biofuels

Financial incentives Waiver on excise duty for bio-ethanol and excise duty concession for bio-diesel Investments in R&D, power and electric vehicle infrastructure Savings from the decrease in liquid fossil fuel consumption

National Electric Mobility Mission Plan

Substantial lowering of vehicular emissions and decrease in carbon dioxide emissions by 1.3-1.5% in 2020.

Phase-wise strategy for research and development, demand and supply incentives, manufacturing and infrastructure upgrade.

Intercity Passenger Transport

High Speed Rail Project

High Speed Rail Corporation of India Limited (HSRC) formed for development and implementation of high-speed rail projects 14 corridors identified.

Efficiency

Concerns in developing countries exist regarding the costs imposed by mitigation targets and their impact on economic growth. The ‘co-benefits approach’ helps identify actions that balance the short-term development concerns with longterm goals of climate change mitigation. Opportunities exist to mitigate GHG emissions from India’s transport sector and

Policy / Plan

Fuel Economy Standards for cars

Binding fuel economy standards starting 2017.

Fuel efficiency improvement in cars by 10% in 2017 20% in 2022.

30 new cities planned to move to Euro IV by 2015.

Auto Fuel Policy

Euro V in entire country by 2020 Double employment potential in 5 years (14.47% CAGR) Freight

Dedicated freight corridors

Triple Industrial Output in 5 Years (24.57% CAGR) Quadruple exports from the region in 5 years (31.95% CAGR)

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GLOBAL TRENDS Transport sector takes up a share of 45 % in the total infrastructure investments in India. There are plans to increase investments from 2.6 % of GDP between 2006 and 2011 to 3.6 % of total GDP in the period between 2018 and 2022.

The Government of India policies highlight rapid expansion and modernisation of transport infrastructure. Some of these include expansion and upgradation of roads and highways, reducing congestion in railways, electrification of rail corridors, investments in dedicated freight corridors, and expansion of air infrastructure investments in high-speed rail and mass transit in cities. Improving water-based transport is now receiving some attention, and this has been mentioned as one of the focus areas in the National Urban Transport Policy.

Emerging policies highlight the focus on multiple benefits of meeting the transport demand and delivering environment and development benefits. An example is the recent initiative to develop high-speed rail corridors in the country (GoI 2014a) which is expected to benefit cities along major corridors by improving their connectivity.

Historically, transport interventions in India have been driven by various push factors. For instance, in Delhi, a public interest litigation regarding air pollution prompted a Supreme Court directive authorising the conversion of public transport to CNG. This was a landmark achievement as Delhi’s success prompted several other cities to bring in CNG vehicles. Similarly, the success of electric auto-rickshaws in Delhi was driven by favourable economics and not necessarily government intervention.

Key Transport Initiatives Implemented: A Timeline Year

Measure Implemented

1991

First set of mass emission norms for all vehicles introduced

1995

Catalytic converters made compulsory

1995

Unleaded petrol introduced in Delhi

1996

Diesel with 0.5 % S introduced in four metros and Taj Trapezium

1997

Low-sulfur diesel (0.25 %) in Delhi and Taj Trapezium

1998

Low-sulfur diesel (0.25 %) in three metros

1999

Euro I equivalent norms for passenger cars in Delhi

2000

Auto Fuel Policy Committee formed; unleaded petrol in the country; low-sulfur diesel (0.25 %) in the country; (0.05 %) in four metros

2000-2001

Euro II equivalent norms for passenger cars in four metros

2002

All public transport converted to CNG in Delhi

2003

Phase out of old taxis

2011

Delhi Metro Phase II completed

2012

National Electric Mobility Mission Plan announced

2013

Ahmedabad BRTS ridership reaches record high

2014

Dedicated bicycle track in Diu

2014

Low-carbon comprehensive mobility plan for three cities

2015

Electric rickshaws legalised in Delhi

The Government of India set up the Auto Fuel Policy Committee in 2000 to prepare a policy for setting up of emission norms and fuel quality standards in the country and to provide a roadmap for its implementation. In addition, the policy recommended improvement of fuel economy, reducing pollution from in-use vehicles, submitting vehicle for inspection and maintenance, and augmenting public transport.

Current policies on climate, energy and transport In 2009, the Government of India released the first-ever National Action Plan on Climate Change (NAPCC). The plan has eight missions that define broad policy directions for reducing India’s emissions intensity: (i) National Solar Mission (ii) National Mission for Enhanced Energy Efficiency (iii) National Mission on Sustainable Habitat; (iv) National Water Mission; (v) National Mission for Sustaining the Himalayan Ecosystem; (vi) National Mission for a Green India; vii) National Mission for Sustainable Agriculture; and (vii) National Mission on Strategic Knowledge for Climate Change.

The Mission on Sustainable Habitat outlines measures to reduce emissions in the transport sector. The Mission proposes modal shift and better urban planning in order to move towards low carbon transport systems. It also encourages the promotion of alternative fuels and suggests the need for research and development in biofuels. Hydrogen has also been recognised as a potential future energy source for the transport sector.

In 2015, with its first Nationally Determined Contribution (NDC), India committed to reduce the emissions intensity of its GDP by 33%-35% by 2030 compared to 2005. The NDC has also set the target for 40% of India’s installed electricity capacity to be renewable or nuclear by 2030. In addition, India’s NDC includes the creation of an additional carbon sink by increasing forest and tree cover, plus enhanced investment in vulnerable sectors to adapt to climate change.

2005

Low-sulfur diesel (0.05 %) in the entire country; (0.035 %) in metros

2005

Euro III equivalent norms for all cars in seven megacities

2008

BRTS becomes operational in Delhi

2009

BRTS becomes operational in two other cities

2010

Low-sulfur diesel (0.035 %) in the entire country; (0.0005 %) in ten metros

The Indian government has long recognised the importance of tackling climate change. In 2002, India hosted the Conference of the Parties (COP) of the United Nations Framework Convention on Climate Change in New Delhi, where the Delhi Ministerial Declaration was adopted, calling for developed countries to transfer technology in an effort to minimise the impact of climate change on developing countries. This stance is consistent with the significant flows of climate funds received by the country and the ambitious goals regarding clean energy and transport technology deployment.

2010

Euro IV equivalent norms in major cities; Euro III equivalent for the rest of the country

India’s policies on climate, energy and transport – including

Three Wheelers to CNG in Mumbai

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GLOBAL TRENDS measures found in the NDC – can be broadly categorised in three groups: • travel demand and modal choice management • energy efficiency, and • diversification towards low-carbon energy vectors.

Metro Railways: Ushering New Scenario in Low Carbon Transportation In India Passenger mobility in India is also characterised by paratransit services, also known as intermediate public transport (IPT), contributing both to main haul and feeder services for other modes of transport. IPT is largely served by motorised autorickshaws (three-wheelers), although it may also be provided by non-motorised options, such as a cycle rickshaw. IPT services are more common in smaller cities, with short trip distances, partly due to insufficient active transport (walking and cycling) and lacking public transport facilities. In larger cities, IPT services mostly provide the first and last mile connection to mass transit stations, such as metro and suburban rail or bus rapid transit (BRT) systems.

Railways make a significant contribution to passenger transport in India, especially if compared with the ASEAN region, where the modal share of intercity rail is negligible. The Indian rail system, along with those of China, the European Union and the Russian Federation, provides some of the largest passenger transport services (in pkm) globally. The estimated current modal share for rail in India is about a quarter of all pkm. India was also estimated to have the second-highest absolute level of passenger rail activity in 2016, close behind China. Metro networks currently operate in only 13 Indian cities (plus one under construction); however, the government is keen to extend metro services to 50 cities. Existing metro rail and suburban rail systems in India often lack integration with the local transport network, resulting in low ridership and with fare revenues failing to cover operating costs in several cities.

Kolkata was the first city to implement a metro rail transport system, followed by Delhi, however cities such as Hyderabad, Chennai and Mumbai had suburban rail systems even before the introduction of metro rail systems. Part of the energy needed for metro operations in Delhi, including station lighting, is powered by solar power from photo voltaic cells on station roofs, parking locations and city depots. Suburban rail usage in Mumbai is exceptionally high compared to other systems in the country, this can be attributed to the efficient operation by Western Railway and Central Railway and to the linear form of the city. The Integrated Transport Plan for the National Capital Region (NCR) 2032 also includes the development of a Regional Rapid Transit System (RRTS), a high-speed and high-capacity commuter service connecting the regional nodes in the NCR. Despite the fact that non-motorised transport infrastructure lags in many cities, shares of walking and cycling are high compared to major cities in developed regions. In 2020, buses accounted for roughly 20% of all pkm and at least 25% of India’s urban residents depend on public transport. The importance of buses in the Indian urban modal mix is consistent with the low-income level since this is one of the factors associated with a lower reliance on private modes. Despite the high relevance of buses in the Indian modal mix for passenger transport, www.metrorailnews.in

most Indian cities remain ill-prepared to deliver high-quality, inclusive mobility. Formal city bus systems are only available in a few larger Indian cities such as Delhi, Bangalore, and Chennai, and serve only a small portion of public transport demand.

While new BRT systems introduced in several cities serve central routes, they lack feeder services and sufficient reach to extend their benefits to poorer communities. Ridership levels and trends for urban transport by bus vary between cities. Although public transport use in many cities is high, the transport providers – mainly state-run entities – incur operating losses of 6%-27%.

In many Tier II and III cities, informal operators fill the void created by poor public transport services. These services are usually faster and more affordable than state run public transport as operating costs are lower and they operate on the most profitable routes. With more than 35 million cars on Indian roads in 2019, passenger cars accounted for just below 20% of all passenger transport activity in 2020. This relatively low share of transport by passenger car is principally due to vehicle ownership levels, which are well below those observed in other major economies. However, levels of car ownership are rapidly increasing, almost doubling in the past ten years, with vehicle sales close to 3 million per year before the Covid-19 pandemic.

The growing number of cars on the road results in increased urban congestion. A review of comprehensive mobility plans (CMPs) in 2010 showed that average motor vehicle speed on urban roads in India was 15- 16 km/h. The TomTom Traffic Index ranks Bengaluru as having the worst global levels of traffic congestion, with Mumbai, Pune and New Delhi in fourth, fifth and eighth positions, respectively. Cities in India also face a severe shortage in space and on-street parking can block up to 60% of the road width. In dense cities the area of a single parking space is larger than the area of a plot for low-income housing. A typical response to accommodate growing motor vehicles and ease congestion is to provide additional road space, often in the form of flyovers, signal free roads and ring roads, leading to a vicious cycle of automobile dependency.

In recent years, the increase in car travel was partly induced by app-based taxi services, which have a growing presence in the urban transport scene in India, offering a cost-effective service compared to car ownership. Ridesharing in India is governed by state governments and the two major ridesharing operators are Ola and Uber, which launched in India in 2010 and 2014, respectively. Ola holds more than 50% of the market, Uber holds around 30% and other small operators, such as Meru, Jugnoo, ixigo, hold the remaining 20%.

The advent of ridesharing spurred technology development with cashless payments and delivery of information to consumers.

Improvements in ridesharing are expected to reduce personal vehicle demand and provide employment opportunities, however some form of government regulation is essential to protect local businesses and create a level playing field for all service providers. Transport by air is still low compared with other major economies with higher income levels, however aviation saw sustained growth prior to the Covid-19 pandemic.

In particular, growth in Indian domestic aviation was the fastest globally in the four years leading up to 2019, continuing to grow in 2019, albeit at a lower rate, despite the Jet Airways bankruptcy.

Freight Transport

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GLOBAL TRENDS As in all economies, maritime transport has a central role as an enabler of international trade for India and, due to the long distances required for international movement of goods, accounts for substantial tonne kilometres (tkm). Based on analysis of trade data by commodity and origin/destination distances, total international maritime transport activity to and from India is estimated to be between 2.5 and 3 trillion tkm per year in the period 2015-20, exceeding the volume of inland transport activity in the country, which is estimated to be around 2 trillion tkm for the same period, up from 1.5 trillion tkm in 2010.

Rail remains a key mode of freight transport in India, despite a declining share in recent years, rail freight activity is larger than for the whole of Europe, roughly 25% of the tkm of North America or China, and around 30% of the tkm of rail transport in Russia. The coal sector and railways are strongly interdependent in India, 60% of coal is transported by rail and coal is the leading product shipped on the rail network, accounting for 40% of Indian Railways’ revenue. The stagnation of transported coal volumes and declining average distances have led to reduced rail freight activity (in tkm) in recent years. Charges for freight rail transport are significantly higher than in other countries as freight revenues are used to subsidise passenger rail transport.

Trucks with gross vehicle weight (GVW) over 3.5 tonnes account for the largest portion of road transport activity, with a share of over 80% of total road freight traffic. This reflects the fact that these vehicles have a high load capacity and drive large distances, typically for long distance transport of large amounts of goods.

Nevertheless, as is the case in other emerging economies, the modal share of medium-sized trucks (GVW above 3.5 tonnes and below 12 tonnes) out of all trucks (including trucks with a GVW above 12 tonnes) in India is higher than in developed economies. This can be at least partly explained by the quality of the road network. Light commercial vehicles (GVW below 3.5 tonnes) have a limited modal share in India. This is due to their low load capacity and ownership rates (similar to passenger cars, light commercial vehicle ownership grows with increasing income and tends to stabilise once incomes exceed USD 30 000 per capita). Rickshaws (three-wheelers) are common in India’s cities and are also partly used for freight transport.

Towards clean & green transport system: A case study of DMRC

The Delhi Metro Rail Corporation Limited (DMRC) was established to implement the construction of a mass rapid

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transit system in Delhi. The objective was to develop a mass transit system to enhance mobility and simultaneously to ease congestion and reduce air pollution in Delhi.

The first phase of the metro corridor with a length of 65 km was completed in less than 3 years. An additional 125 km in Phase 2 became fully operational in 2011, taking the present network to 193 km covering 140 stations. The infrastructure covering four phases totalling 245 km is expected to complete by 2022. The project was funded with a joint contribution of Japan International Cooperation Agency (JICA), joint equity contribution by the national and state governments, and a small proportion coming from property development. The Delhi Metro has not only improved connectivity within the city but has also improved transport integration through its airport-city link and regional connectivity through its planned connections to towns in the neighboring state of Haryana.

Key Information • It is a world class Mass Rapid Transport system that offers comfortable, air conditioned and eco-friendly services to the commuters and serves Delhi and its satellite cities of Gurugram, Faridabad, Noida and Ghaziabad in National Capital Region (NCR).

• It is the world’s 12th longest metro system in length and 16th largest in ridership.

• It is built and operated by DMRC, a state-owned company with equal equity participation from Union Government and Government of Delhi.

• The Delhi Metro has also contributed tremendously on the environment front by becoming the first ever railway project in the world to claim carbon credits for regenerative braking.

• DMRC has also been certified by the United Nations (UN) as the first Metro Rail and Rail based system in the world to get carbon Credits for reducing Green House gas emissions as it has helped to reduce pollution levels in the city by 6.3 lakh tons every year thus helping in reducing global warming.

• It has also set up roof top solar power plants at many of its stations. All stations of the presently under construction corridors are being constructed as green buildings.

Delhi Metro has a daily ridership of 2.6 million passengers. A recent study has reported that about 0.3 million vehicles have been taken off the road due to the introduction of the Delhi Metro. Expansion of the metro network delivered air quality benefits of reduced NO2, CO, and PM2.5. In 2011, shifting of commuters from road-based transportation to metro rail in Delhi saved 1320 tons of NOx, 107 tons of particulate matter, and over 3880 tons of CO2.

This is the first urban rail CDM project globally and has achieved significant reductions in GHG emissions. This is also a landmark project for the country as it has already registered three successful projects under the Clean Development Mechanism (CDM). These include the carbon credits from regenerative braking, the Modal Shift Project, and the Energy Efficiency Project under CDM and Gold Standard which are expected to reduce approximately 570,000 tCO2 annually. The project saved 90,000 tons of CO2 from regenerative braking between 2004 and 2007 and continues to claim credit. Increasing ridership, modal shift, and energy conservation practices will deliver further mitigation benefits in the future. www.metrorailnews.in

GLOBAL TRENDS In response to the success of DMRC, the Government of India has submitted the MRTS Program of Activities (PoA) to The United Nations Framework Convention on Climate Change (UNFCCC).

The PoA will cover a series of railbased MRTS projects (like metro rail, LRT, monorail) implemented across India. The objective of MRTS PoA by DMRC is to promote implementation of mass transit systems to reduce GHG emissions and support with implementation for the construction of an MRTS projects by providing fast-track carbon funding and risk-free registration of future projects.

A scenario analysis in 2011 was carried out for Delhi Metro to demonstrate that a rail-dominated mass transit system in Delhi can deliver 61 % reduction in energy use compared to 31 % reduction for a bus-dominated system. A cost-benefit analysis of the Delhi Metro calculated a 22 % social rate of return, a financial rate of return of 17 %, and an economic rate of return of 23.9 % including gains from air pollution reduction. The study reported that Delhi Metro generated benefits to the stakeholders including citizens and government; however, other transport providers suffered from income losses (ibid).

The implementation of the Delhi Metro has resulted in social impacts including relocation of people and reduced accessibility of the relocated low-income households. The DMRC faces challenges due to land acquisition issues. Metro infrastructure projects are being planned or are under construction in nearly 20 cities—several of which will follow the Delhi model. It is crucial to address issues of equity and development to minimise adverse social impacts during project implementation. An additional concern is the vulnerability of cities and infrastructures to the risks from climate variability, especially extreme weather events.

These considerations should be factored in as far as possible into planning of long-term transport infrastructure.

The transport system architecture varies at national and subnational levels and so do policy interventions. Transport decisions interface with numerous other development policy domains, e.g., land use, energy, environment, technologies, and finance. The transport decisions have inherent long-term lockins lasting several decades. The transport policy making needs long-term perspective and concurrent attention to interface with multifarious development goals. Climate change is now an added interface to which transport policy makers have to pay their attention. The assessment of development policies and plans of several countries in Asia shows that their development policies were not aligned with climate change goals, though their focus on other development and environment objectives like energy security and local air pollution has led to reduced GHG emissions.

For India, the studies have shown opportunities to align policies to simultaneously ensue multiple development and climate objectives.

•••

Conclusion Transportation has multifarious interfaces with economic development and environment. Transport networks create access to markets and render economic efficiency. In an emerging nation like India, the demand for transport will grow through this century driven by urbanisation, industrialisation, and rising income. The experience of developed countries shows that the business-as-usual transport policies lead to energy-intensive and oil-dependent transport leading to high GHG emissions.

India is a geographically diverse and vast country. National transport policies are crafted keeping in view the diversity of transport demand, appropriate mix of modes, technologies, fuels, and corresponding infrastructures.

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ARTICLE

Public Transport & Women safety Women Safety in Public Transport System: Role of National Transporter the formal sector, who travel from periphery to centre in the morning and back in the evening. It does not cater to the travel patterns and needs of a large portion of women, particularly those working in the informal sector.

Women’s travel is also characterised by ‘trip-chaining’. They generally combine multiple destinations in one trip because of a double burden of economic activities and carerelated activities. For example, going to the office might involve dropping off children at school on the way, and coming back from a leisure trip might involve picking up groceries. Due to this, women’s trips are generally shorter, more in number, and often require that they travel in the opposite direction of the final destination, diverting from the most direct route, and/or breaking the whole journey Mobility pattern of women in India: Causes, Safety Concerns According to the 2011 Census of India, women and girls make up close to 50 percent of our urban population.

They comprise only 19 percent of ‘other workers’ ie, workers other than agricultural labourers, cultivators, and home-based workers and this is the only category of people we have mobility information for. Yet, 84 percent of women’s trips are by walking, cycling, or public transport.

National Sample Survey Organisation (NSSO) data also shows that more than 60 percent of both rural and urban households use the bus as their primary mode of transport, followed by auto-rickshaws. This clearly shows that women primarily depend on public transportation for their travel needs, and a bad public transit system can have a direct and disproportionately higher negative impact on women.

Women’s formal workforce participation is low at 14.7 percent.

Women are mostly employed in the informal sector in our country, due to which most workplaces that women travel to are not in the central business districts of cities. Women’s trips also tend to be during off-peak hours. Owing to their care work responsibilities, women often leave the house after the men have left for work and before the children come back from school—hours during which the frequency of public transport is lower, thus increasing their waiting time. Hence, transport planning typically caters to the needs of men employed in www.metrorailnews.in

into multiple legs. Public transport agencies typically set up fares such that multiple short trips cost more than a single long trip. Women end up paying more than men because of the difference in travel patterns.

Mobility is the primary connection between women and opportunities for economic independence and bears a huge impact on women’s empowerment. The World Bank states that women’s mobility is affected by restrictive socio-cultural norms, a lack of safe and sufficient transport infrastructure, gender-blind planning and governance, and a lack of access to information and communication technology.

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ARTICLE Women’s forced mobility and immobility Women step out of the house for multiple reasons. In some cases, mobility is even forced. For example, women living in lower-income settlements or areas that lack basic facilities such as water and sanitation are often compelled to travel to access sanitation facilities or collect water. However, the opposite of this forced mobility is forced immobility, which is caused by a number of factors including but not limited to economic poverty, time poverty, social norms, and the perception of safety.

1. Economic Poverty: Research at the intersection of women’s economic poverty and mobility highlights the fact that for the urban poor and women, transport plays a dual role—as a service to be consumed, and as a connection to opportunities. In cases where expendable income is not available, women are forced to reduce the number of trips and when that is not an option, they primarily depend on walking because there is no direct economic cost to it. Though cycling is a good alternative, usage is quite low due to social stigma and/or harassment faced on the street.

2. Time poverty: Women also face time poverty, which is the lack of time for rest and leisure after accounting for time spent working (in the labour market or performing domestic tasks), and on other activities. Women’s greater domestic responsibilities coupled with their weaker access to household resources can result in the use of less expensive and slower modes of transport, especially when they are from lower-income groups. This means that if compelled to wait too long they may have to give up on the whole trip. Women often plan their trips more strictly than men since their trips are also interlinked with children’s school timings and the times at which family members return home.

3. Societal norms: Societal norms that dictate that the man in the family is the breadwinner are also likely to lead to women becoming the first to give up on trips that cost money and time (especially if it allows the husband to go to work). In many cases, children’s school timings and locations also prevent women from having their own travel plans because women are still held responsible for the care of children.

A study by the Asian Development Bank states that women turn down better-paying jobs if the travel conditions are not safe, require travel at odd times of the day, or do not satisfy other lifestyle conditions. Apart from safety, women also place importance on comfort and quality because they often travel with children and elderly whose physical safety depends on it.

4. Perception of safety: The final element of forced immobility is also probably the most important because it is something that is imposed upon women by society, and by women upon themselves. The lack of safety in public spaces and public transport remains the most concerning aspect of mobility. Even in cases where individual women have not faced any direct form of violence, the fear of what might happen continues to be a deterrent. This limits women’s movement and the distances they travel alone.

The risk of sexual harassment also has a major impact on women’s mobility, accessibility, and confidence. Multiple

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studies conducted by organisations in Delhi, Mumbai, Guwahati, Bengaluru, and Chennai show disturbing trends of high levels of sexual harassment faced by women while waiting for or using public transport. The harassment that women face is normalised. It has become an everyday phenomenon that everyone assumes to be the norm. Apart from the actual victimisation, the fear of it can also have a crippling effect.

Need for gender-responsive mobility planning Freedom of movement, mobility rights, or the right to travel is a basic human right, as declared in Article 13 of the United Nations’ Universal Declaration of Human Rights. The question is then, why are women in India not as mobile as men?

The answer to that is a simple one. A report by the OECD states that ‘Gender is one of the key socio-demographic variables that can influence travel behaviour, but it is often the least understood.’ Whether it is for education, employment, or regular household chores, women stepping out of the house is a decision that is thought through carefully. Mobility planning is not as well thought out, considering the specific needs of women. In other words, it is not gender-responsive in nature.

Women are forced to make strategic decisions to overcome this lack of planning. They are put in a position to demonstrate that they deserve a certain level of safety, whether it is by travelling in groups, wearing only certain kinds of clothes, not being in public spaces after a certain time, and so on. This prevents them from accessing educational opportunities, jobs, and in some cases, even healthcare.

Mobility is the fulcrum that connects women to economic independence, which will in turn ultimately take us closer to the goal of women’s empowerment. Hence, it is of critical importance that we ensure that mobility planning is genderresponsive and accommodates the needs of the most vulnerable sections of society.

As a public transporter steps taken by Indian Railways for women safety Indian Railway issues guidelines to prevent incidents of Crime against women in trains and in railway premises. Twenty three (23) million passengers travel through the Indian Railways everyday out of which 20% i.e. about 4.6 million are women.

In the recent past, the incidents of crime against women in trains and railway premises has been a major area of concern.

Therefore, the following steps as part of a focused effort across Indian Railways to collectively strive for safety of women passengers and to mitigate atrocities against women in railways: It may be noted that as per Indian Railways the action plan suggested to be implemented should be classified in Short Term & Long Term Plan. Short Term plan should be implemented immediately from the existing resources on priority without any delay. It may include keeping watch on suspects, regular visit to vulnerable spots by duty officers & staff during their rounds.

However, Long Term Plan which may include improvement of Basis Infrastructure, CCTV, Light Masts, etc. which may take a reasonable time, should be chased with concerned authorities on regular basis and till such time it is completed, focus should be kept on temporary minor works that can be effective in www.metrorailnews.in

ARTICLE improving the situation, which may be worked out and got implemented with bare minimum expenditure or with available resources.

The various preventive measures suggested & planned to be adopted are as under: 1. Proper lighting arrangements should be ensured covering all vulnerable places identified in Railway Stations, Circulating area, Parking, FOBs, approach roads, ends of platforms, Yards, Washing lines, DEMU / EMU Car sheds, Saloon Sidings, Maintenance depots, etc.

2. Abandoned structures in platforms/yards, abandoned quarters, buildings at isolated places which remain unguarded/ unattended should be demolished immediately in consultation with engineering department. Till such time that they are demolished, they should be regularly checked as part of the beat of on duty staff especially during night time or period when the presence of people is minimal.

3. Unauthorised entries/ exits should be closed.

4. Yards / pits/ nearby railway area of stations must be kept clean of unwanted vegetation which may provide cover for concealment. View cutters such as these may offer opportunity to offenders to commit crime.

5. Waiting rooms should not remain unattended and persons should be allowed to enter the waiting rooms after proper entry, particularly in nights and at times when there is minimum presence of passengers. It should be cross checked by the duty officer at odd hours.

6. Proper Police Verification and Identity Cards of staff engaged on contractual basis engaged in services related to passengers should be ensured as per SOP & GCC. No staff without Identity Cards may be allowed in trains and railway premises.

7. No unauthorised person may be allowed to move in Yard and coaching depots where the coaches are stabled. There should be controlled entry system.

8. Before the empty rakes are moved to washing lines, it should be ensured that the coaches have been checked properly by the C&W and Electrical staff and locked. The condemned coaches kept in yards/ sick lines must be kept locked and checked from

time to time.

9. After cleaning & other activities pertaining to maintenance of coaches, again it should be checked properly and locked in the washing line and brought to the platform in locked condition.

10. Proper basic security arrangement should be ensured in coaching yards & depots.

11. Surveillance system should also be enforced in coaching depots & yards.

12. Encroachments particularly in/ near passenger area should be removed on priority following legal process and unauthorised entries to railway premises should be closed.

13. Railway is providing free internet services to the passengers.

It should be ensured in coordination with the service providers that the porn sites are not accessible through this service.

14. Unwanted /Unauthorised persons in the railway premises should be rounded and prosecuted and railway station, yards & trains should be kept free from unwanted 8s unsocial elements.

15. Special drives may be launched to apprehend and prosecute persons consuming alcohol in railway stations and trains 16. Exemplary action should be taken against railway staff involved in such offences.

17. The cases of crime against women must be followed up till their logical conclusion.

Sensitisation activities: (i) Sensitisation of all railway employees and contractual staff may be done. Staff engaged in checking of rolling stocks, porters and hawkers/vendors should be encouraged to report the incident without loss of time to Police/ RPF or the Station Master. Help of NGOs may also be obtained for this purpose. (ii) It has been noticed that generally cases of eve teasing, if remain unattended, lead to increase in incidents of molestation or assault on women. As a measure to prevent such crimes, GRP/ RPF officials shall promptly take necessary action on receiving complaints regarding any type of ‘Crime against women’. (iii) Regular briefing of staff at mounting and debriefing at the time of dismounting should be ensured by the Post Commander/Duty Officers/ Shift In-charge. (iv) All Zonal railways may utilise cultural troupes for Nukkad Nataks etc to sensitise railway passengers towards cleanliness, respect for women, legal provisions for security of women and children and penal provisions for violation of these laws. (v) Railway personnel across all departments should be sensitised regarding their duty towards women and children through soft skill and gender sensitisation training in various training institutes. They should be trained to identify women in distress or children in need of care and protection and respond properly. Special sensitisation programs should be arranged in ZTI/Training Centers where Railway Employee or RPF undergoes initial/periodical trainings. (vi) Sensitisation sessions may be conducted for women to come forward and report incidents of misbehavior against them.

Surveillance over the identified vulnerable area:

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ARTICLE • CCTV surveillance system should be used effectively. Time to time audit of the cameras installed and the area covered by them should be done. It should be ensured that all the persons visiting the Railway Platform/ Passenger area are caught on the cameras.

• The vulnerable places identified for such crime should mandatorily be covered under the CCTV surveillance. While planning for location/ relocation of CCTV it should be kept in mind.

• The position of women’s coaches should be fixed at the platform and CCTV camera to be especially installed on the platform at that point so as to provide adequate coverage of these coaches.

• CCTV feed should be monitored by officers regularly.

• Crime Intelligence Branch & Special Intelligence Branch should be utilised to ensure surveillance of the area identified to be vulnerable for rape and other heinous crime related to human body (women) in addition to being done regularly by concerned RPF executive staff.

• Use of National Database on Sexual Offenders (NDSO) may be made for keeping surveillance of offenders residing in that area.

Special measures to be adopted for prevention of crime in trains: 1. Escort parties to be briefed properly about the steps to eradicate chances of such heinous crime in train. They should be extra cautious during the night.

2. Toilets are the most common place where the incidents have been reported in past. As such any gathering of persons near the toilets should be removed.

3. Usually Coach attendants/AC Mechanic remains at their allotted seats near the entry/exit gates which can be helpful to have surveillance over the space. Escort party should ensure briefing of these staff and pantry car staff who are moving in the trains, taking them in confidence to report any suspected activities or probabilities of such crime to them and the escort staff should act on it properly.

4. Proper care should be taken for Security of lady passengers travelling alone or with small children by focusing on proper implementation of Meri Saheli initiative.

5. Escorting staff should be briefed to be courteous with passengers especially with ladies passengers.

6. Train Captain/ Suptd. should be asked to cross check the identity cards of all out sourced staff working in the train.

PCSCs/ Sr.DCC should coordinate with their counter parts of Commercial, Electrical, S&T and Mechanical dept. counterparts to ensure good coordination between all staff on board and ensure that all the outsourced staff bears Identity Card issued after proper Police Verification. Cross checking should be ensured by these departments also.

7. It should be ensured that the CCTV cameras and Emergency Response System installed in the coaches are in working condition and are attended properly.

8. Usually, ladies coaches are near/with the train Guard in the tail end of trains which at many places remains outside the Platform area. Escort parties and station RPF/ GRP staff should ensure that they are attended properly at the halting stations.

9. Staff deployed in train escort & in yards should be careful when the train approaches or leaves the station where the speed of train is restricted and criminals usually jump out from the running train. They must ensure that the persons jumping from the trains are apprehended and questioned for further

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necessary action.

Notice for passengers: (i) Though, the details of helpline numbers are printed on the reverse of train tickets, helpline numbers provided by railways should be widely publicised. (ii) People should be made aware of Pan India Emergency Response System and other important forum and calling facilities available for reporting offences and particularly offences against women in that area. (iii) People should be made aware of “One Stop Centre (OSC) which is exclusively designed to provide integrated services such medical aid, police assistance, legal counseling/court case management, psychological, social counseling and temporary shelter to women affected by violence under one roof. (iv) Proper advertisements educating the passengers should be published in various print, electronic and social media platforms.

Guidelines issued by Indian Railways advised All Zonal Railways and Production Units that these instructions are merely indicative and not exhaustive and acting proactively, field units may implement various other mechanisms to ensure safety of women depending upon local conditions and circumstances.

Few additional measures taken by Indian Railways for the safety of women passengers • Policing on Railways being a State subject, prevention of crime, registration of cases, their investigation and maintenance of law and order in Railway premises as well as on running trains are the statutory responsibility of the State Governments, which they discharge through Government Railway Police/District Police.

However, Railway Protection Force supplements the efforts of GRP to provide better protection and security of passenger area and passengers. Cases of Indian Penal Code crime in Railways are registered and investigated by the concerned Government Railway Police. However, following measures are being taken by the Railways in coordination with Government Railway Police to ensure security of passengers including women passengers:• On vulnerable and identified routes/sections, 2200 trains (on an average) are escorted by Railway Protection Force daily in addition to 2200 trains escorted by Government Railway Police of different States daily. Security Help Line number 182 is made operational (24X7) over Indian Railways for security related assistance to passengers in distress.

• Through various social media platforms viz. twitter, facebook etc., Railways are in regular touch with passengers including women to enhance security of passengers and to address their security concern. Drives are conducted against entry of male passengers into compartments reserved for women passengers and persons apprehended are prosecuted under section 162 of the Railways Act, 1989.

• Ladies Special trains running in Metropolitan cities are being escorted by lady RPF personnel. In other trains, where escorts are provided, the train escorting parties have been briefed to keep extra vigil on the lady passengers travelling alone, ladies coaches en-route and at halting stations.

• Frequent announcements are made through Public Address System to educate passengers to take precautions against theft, snatching, drugging etc. Regular coordination is made with the State Police/GRP authorities at all levels for prevention of crime, registration of cases, their investigation and maintenance of law and order in Railway premises as well as on running trains. www.metrorailnews.in

ARTICLE • An Integrated Security System (ISS) consisting of surveillance of vulnerable stations through Close Circuit Television Camera Network, Access Control etc. has been sanctioned to improve surveillance mechanism over 202 railway stations.

• In order to increase representation of women in RPF to the level of 10%, women RPF personnel are continuously being empanelled. CCTV cameras have been installed at 501 Railway stations and in 2019 coaches. There is a provision for installation of CCTV cameras at 6124 Railway stations and in 58276 coaches.

Work for installation of CCTV at 6124 stations and 7020 coaches has been completed (Phase-1).

• Emergency Talk Back system and Closed Circuit Television Surveillance Cameras have been provided in all newly manufactured Electrical Multiple Unit (EMU), Main line Electrical Multiple Unit (MEMU) coaches and Air conditioned rakes of Kolkata Metro. This system is also being provided in all newly manufactured air-conditioned EMU rakes and underslung MEMU rakes.

• Railways have already provided Emergency Talk Back system and CCTV in ladies compartments/coaches of existing 12 EMU rakes and 150 EMU/MEMU rakes respectively. Further, flasher lights are also being provided in ladies coaches in 15 nos. of EMU rakes in South Eastern Railway. When the alarm chain of the coach will be pulled, these lights will start blinking and buzzer will start sounding till resetting of alarm chain.

Special provision by IR in travel of women passengers (i) Indian Railways reserves berths in the sleeper class of longdistance Mail/Express trains for female travellers (ii) A reservation quota of berths in third-tier AC coaches of Garib Rath/Rajdhani/Duronto/fully air-conditioned Express trains have been allocated for female passengers. (iii) Indian Railways has introduced new measures to ensure the safety and security of female passengers in long route trains. (iv) According to the IR, berths are being reserved in the sleeper class of long-distance Mail/Express trains and a reservation quota of berths in third-tier AC (3AC) coaches of Garib Rath/ Rajdhani/Duronto/fully air-conditioned Express trains are being done for female passengers, irrespective of their age, travelling alone or in a group. (v) Also, combined reservation quota of six to seven lower berths per coach in sleeper class, four to five lower berths per coach in 3AC and three to four lower berths per coach in 2AC coaches (depending on the number of coaches of that class in the train) have been earmarked for senior citizens, female passengers aged 45 years of and above and pregnant women.

In terms of safety and security measures for women passengers, the IR states that Railway Protection Force (RPF) has been directed to supplement the efforts of GRP/District Police to provide better protection and security of passengers. Although ‘Police’ and ‘Public Order’ are state subjects under the Seventh Schedule of the Constitution of India, additional steps are being taken by the Railways in coordination with GRP for the safety and security of passengers in trains and at stations.

training teams of lady officers and staff for the initiative.

Additionally, on vulnerable and identified routes/sections, trains on daily basis are being escorted by RPF and GRPF (Government Railway Police Force) of different States. Railway Help Line number 139 is operational 24x7 over the entire network of Indian Railways for security-related assistance to passengers in distress. The Railways also addresses to a passenger’s concerns if raised through various social media platforms i.e. Twitter, Facebook etc.

Lady RPF personnel have been deployed, who are escorting the Ladies Special trains. The train escorting parties have been briefed to keep an extra vigil on the lady passengers travelling alone, ladies coaches en-route and at halting stations.

To ensure women passengers’ safety, drives are conducted against the entry of male passengers into the compartments reserved for ladies. In addition to this, CCTV cameras have been provided in 4,934 coaches and 838 railway stations for enhancing the security of passengers.

An emergency talkback system and closed-circuit television surveillance cameras have been provided in ladies compartments/coaches of all newly manufactured Electrical Multiple Unit (EMU) and Air-conditioned rakes of Kolkata Metro.

State Level Security Committee of Railways (SLSCR) has also been constituted for regular monitoring and review of security arrangements of the Railways.

•••

The Railway Protection Force (RPF) has also launched a pan India initiative ‘Meri Saheli’ on October 17, 2020, with the objective to provide enhanced safety and security to lady passengers travelling by trains for their entire journey from boarding to deboarding. The focus of the initiative is to provide security to lady passengers especially those travelling alone. The RPF is also www.metrorailnews.in

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FEATURED PROJECT

Hydrogen-Powered Trains Using the power of Hydrogen for zero emissions Overview Hydrogen is a common and easy to find element, being that each molecule of water has two atoms of Hydrogen for every oxygen atom present. Hydrogen can be separated from water via several means, including steam reforming (normally involving the use of fossil fuels) and electrolysis which requires large amounts of electricity and is less commonly used.

Once isolated, Hydrogen can serve as a form of fuel. It has been proposed that Hydrogen for fuelling hydrail vehicles can be produced in individual maintenance depots, requiring only a steady supply of electricity and water; it can then be pumped into pressurised tanks upon the vehicle. The development of lighter and more capable fuel cells has increased the viability of hydrogen-powered vehicles.

Technology A key technology of a typical hydrogen propulsion system is the fuel cell. This device converts the chemical energy contained within the Hydrogen in order to generate electricity, as well as water and heat. As such, a fuel cell would operate in a manner that is essentially inverse to the electrolysis process used to create the fuel; consuming pure Hydrogen to produce electricity rather than consuming electrical energy to produce Hydrogen, albeit incurring some level of energy losses in the exchange. Reportedly, the efficiency of converting electricity to Hydrogen and back again is just beneath thirty per cent, roughly similar to contemporary diesel engines but less than conventional electric traction using overhead catenary wires.

The electricity produced by the onboard fuel cell is then fed into a motor to propel the train. However, as per European standards, overhead wire electrification costs are around eur 2m/km, so electrification is not a cost-efficient solution for routes with low traffic, and battery and hydrail solutions may be alternatives.

Few leading railway industrial publications have also theorised that the expanding prevalence of wind power has led to some countries having surpluses of electrical energy during nighttime hours and that this trend could offer a means of lowcost and highly available energy with which Hydrogen could

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Coradia iLint Image Credit- Alstom be conveniently produced via electrolysis. In this manner, it is believed that the production of Hydrogen using off-peak electricity available from country’s electrical grids shall likely be one of the most economic practices available.

As per a recent study, it has been found that Hydrogen produced via electrolysis commonly costs roughly the same as natural gas and almost double that of diesel fuel; however, unlike either of these fossil-based fuels, hydrogen propulsion produces zero vehicle emissions. A European Commission report states that if Hydrogen is produced by steam methane reforming, hydrail emissions are nearly forty-five percent lower than diesel trains.

According to Rail Engineer and Alstom, a 10MW wind farm is capable of comfortably producing 2.5 tonnes of Hydrogen per

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FEATURED PROJECT day; enough to power a fleet of 14 iLint trains over a distance of 600 km per day. Reportedly the production of Hydrogen worldwide has been expanding in quantity and availability, increasing its attractiveness as a fuel. The need to build up a capable distribution network for Hydrogen, which in turn requires substantial investments to be made, is likely to play a role in restraining the growth of hydrail, at least in the short term.

It was observed by Railway Technology that the rail industry has been historically slow to adopt new technologies and relatively conservative in outlook; however, successful largescale deployment of this technology by an early adopter may be decisive in overcoming attitudes of reluctance and traditionalism. Additionally, there could be significant benefits to transitioning from diesel to hydrail propulsion. According to the results of a study performed by a consortium of Hitachi Rail Europe, the University of Birmingham, and Fuel Cell Systems Ltd, hydrail vehicles in the form of re-powered diesel multiple units could be capable of generating significant energy consumption reductions; reportedly, their model indicated a saving of up to 52 per cent on the Norwich to Sheringham line over conventional traction.

Hydrail Hydrail is the generic (not capitalised) adjective term describing all forms of rail vehicles, large or small, which use onboard hydrogen fuel as a source of energy to power the traction motors, or the auxiliaries, or both. Hydrail vehicles use the chemical energy of Hydrogen for propulsion, either by burning Hydrogen in a hydrogen internal combustion engine, or by reacting Hydrogen with oxygen in a fuel cell to run electric motors. Widespread use of Hydrogen for fuelling rail transportation is a basic element of the proposed hydrogen economy. The term is used extensively by research scholars and technicians around the world.

Hydrail vehicles are usually hybrid vehicles with renewable energy storage, such as batteries or supercapacitors, for regenerative braking, improving efficiency and lowering the amount of hydrogen storage required.

Potential hydrail applications include all types of rail transport: commuter rail; passenger rail; freight rail; light rail; rail rapid transit; mine railways; industrial railway systems; trams; and special rail rides at parks and museums.

The term hydrail is claimed to be first used in US in August 22, 2003 in an invited presentation at Volpe Transportations Systems Center in Cambridge, MA. However, according to authors Stan Thompson and Jim Bowman, the term first appeared in print on 17 February 2004 in the International Journal of Hydrogen Energy as a search engine target word to enable scholars and technicians around the world working in the hydrogen rail area to more easily publish and locate all work produced within the discipline.

Since 2005, annual International Hydrail Conferences have been held. The conferences have the aim of bringing together scientists, engineers, business leaders, industrial experts, and operators working or using the technology around the world in order to expedite deployment of the technology for environmental, climate, energy security and economic development reasons. Presenters at these conferences have included national and state/provincial agencies from the US, Austria, Canada, China, Denmark, the EU, Germany, France, Italy, Japan, Korea, Russia, Turkey, the United Kingdom and the United Nations (UNIDO-ICHET). In its early years, these conferences were largely dominated by academic fields; however, by 2013, an increasing number of businesses and industrial figures had reportedly been in attendance.

During the 2010s, both fuel cells and hydrogen generation equipment have been taken up by several transport operators across various countries, such as China, Germany, Japan, Taiwan, the United Kingdom, and the United States. Many of the same technologies that can be applied to hydrail vehicles can be applied to other forms of transport as well, such as road vehicles.

Siemens Mireo Hydrogen Regional Train Image Credit Siemens

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Hydrolley A hydrolley is a term for a streetcar or tram (trolley) powered by hydrail technology. The term (for hydrogen trolley) was coined at the Fourth International Hydrail Conference, Valencia, Spain, in 2008, as a research-simplifying search engine target word.

Onboard hydrogen-derived power eliminates the need for overhead trolley arms and track electrification, greatly reducing construction cost, reducing visual pollution and eliminating the maintenance expense of track electrification. The term ‘hydrolley’ is preferred to ‘hydrail light rail’ or other combinations which might connote external electrification.

Major breakthrough: Project & Prototypes • In 2002, the first 3.6 tonne, 17 kW, hydrogen-powered mining

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55

FEATURED PROJECT locomotive powered by Nuvera Fuel Cells for Placer Dome was demonstrated in Quebec.

• In April 2006, the world’s first hydrail railcar developed by East Japan Railway Company was developed.

• In October 2006, the Railway Technical Research Institute in Japan conducted tests on a fuel cell hydrail, a 70-ton intercity train powered by Nuvera Fuel Cells.

• In April 2007, the mini-hydrail from the Taiwan National Science and Technology Museum and Taiwan Fuel Cell Partnership combination made its first educational ride.

• In 2007, the Railway Technical Research Institute in Japan built two 62 ton passenger cars, each with a 450 kW PEM fuel cell and a 150 kW battery.

• In 2008, the East Japan Railway Company in Japan tested its experimental NE Train hybrid train fitted with two 65 kW PEM fuel cells and 19 kWh lithium ion batteries for a short period in the Nagano area.

• In 2009, BNSF Railway unveiled its Vehicle Projects HH20B, a switcher-locomotive powered by hydrogen fuel cells and developed in conjunction with the US Army Corps of Engineers and Vehicle Projects Inc. It reportedly performed its first run during 2010.

• In 2010, a 357-kilometre high-speed hydrail line was proposed in Indonesia. The rail link, now under feasibility study, would connect several cities in Java with a hydrogen-powered maglev system.

• In 2011, FEVE and the University of Valladolid (CIDAUT) launched the FC Tram H2 Project in Asturias using a converted FABIOLOS series 3400 from SNCV. It can carry up to 30 passengers with a maximum speed of 20 km/h.

• During 2012, the Hydrogen Train Project in Denmark commenced its efforts to develop and build Europe’s first Hydrogen powered train using Hydrogen in an internal combustion engine.

• Between 2012 and 2014, testing was conducted on the hydrail concept in China. In November 2010, Southwest Jiaotong University demonstrated their first hydrail prototype.

• During 2012, Anglo American Platinum (Amplats) in South Africa and Vehicle Projects Inc. launched 5 PEMFC Trident new era locomotives at the Dishaba mine with reversible metalhydride storage for testing.

• In 2014, the German states of Lower Saxony, North RhineWestphalia, Baden-Württemberg and the Public Transportation Authorities of Hesse signed a letter of intent with Alstom Transport for trials with 2 fuel cell Alstom Coradia trains by 2018.

• During 2015, the University of Warwick started work on a hydrogen powered locomotive. That same year, the Downtown

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Oranjestad streetcar in Aruba went into service; the Downtown Dubai Trolley Project is intended to go into service around Burj Khalifa and the Dubai Mall in Dubai. In 2015, CSR Sifang Co Ltd. showed its first 380-passenger tram in Qingdao, China.

• During September 2016, Alstom revealed their newly developed iLint train, produced at their factory in Salzgitter. In November 2017, the state of Lower Saxony’s local transportation authority ordered an initial fleet of 14 iLints. Testing and approval by the German Federal Railway Authority Eisenbahn-Bundesamt commenced in late 2016.

• 2016 - CRRC TRC(Tangshan) developed the world’s first commercial fuel cell hybrid tram and completed its first test run on Nanhu industrial tourism demonstration operation in 2017.

• 2018 - A pair of prototype Ilint trains are to enter regular revenue service on the Buxtehude–Bremervörde–Bremerhaven– Cuxhaven region. Schleswig-Holstein intends to electrify the entirety of its 1,100 km network using a fleet of 60 iLint hydrail vehicles by 2025.

• As of January 2018, all vehicles are planned to be maintained at a depot in Bremervorde, which will be the world’s first hydrogen train refuelling depot; Hydrogen is to be generated on-site using local wind turbines.

• In September 2017, Alstom proposed a trial of Hydrogen Fuel Cell powered train on the new Liverpool to Chester line in England, which is scheduled for opening in December 2018.

Alstom have a new facility in Halebank on the edge of Liverpool adjacent to the line, with Hydrogen available from the nearby Stanlow Refinery.

• In March 2018, the Sarawak state government in Malaysia proposed that the Kuching Light Rail Transit system will be powered using hydrogen fuel cells and is expected to be completed by 2024. However, in September 2018, the Sarawak Chief Minister announced that the project has been placed on hold, citing that the funds were needed elsewhere.

• In September 2018, the world’s first commercial hydrogenpowered passenger train enters service in Lower Saxony, Germany. The Alstom developed train uses a hydrogen fuel cell which emits no carbon dioxide.

• In June 2019, East Japan Railway Company announced that it is investing into developing a two-car trainset using hydrogen fuel-cell technology from Toyota, hoping to start trials by 2021 and have commercially viable technology ready by 2024. Toyota has been using fuel cell technology in the Mirai cars.

• In November 2019, the first hydrogen fuel cell train in the United States was ordered from Swiss manufacturer Stadler Rail for service on the future Arrow rail line between Redlands, California, and San Bernardino, California.

• On March 17, 2021, French Railway Company announced that 15 Hydrail will be operated on the Caen-Alençon-Le Mans-Tours line (northwest France) in the 5 years to come. The line is

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FEATURED PROJECT operated with exclusively Diesel Train (X 72500 and XGC).

The world’s first hydrogen train

• In April 2021, 14 Hydrail (2 of which optional) were ordered by French Railway Company from Alstom for an amount of 200 million euros. The trains will be operated by 2025 in 4 regions (Auvergne-Rhône-Alpes, Bourgogne-Franche-Comté, Grand Est et Occitanie). These trains have 600 km of autonomy without direct CO2 emission.

The world’s first passenger train powered by hydrogen fuel cell was produced by Alstom. Named ‘Coradia iLint’, this zeroemission train also emits low noise levels due to the exhaust being only steam and condensed water.

Hydrogen-Powered Trains in India The Indian Railways has begun work on hydrogen-powered trains. As per an official statement, IR has invited bids for hydrogen fuel cell-based technology by retrofitting on the Diesel Electric Multiple Unit (DEMU) which runs along the 89 km Sonipat-Jind section of Northern Railway.

The train was first showcased back in 2016 at InnoTrans in Berlin and entered commercial service in Germany in 2018. Following on from successful operations in Germany, Alstom received several orders for its hydrogen-powered locomotives from Italy, France and Austria.

While many alternative propulsion concepts are still in the development and research stage, Hydrogen for rail application is gaining popularity and is into operations.

Through this pilot project, the Indian Railways wants to determine if existing diesel run trains can be retrofitted to operate on hydrogen fuel cell-based technology instead.

The railways envisages that retrofitting of diesel powered DEMU and converting it into hydrogen fuel powered train set will not only save the cost to the tune of Rs 2.3 crores annually by converting from diesel to Hydrogen, but also save the carbon footprint (NO2) of 11.12 kilo tons per annum and particulates matter of 0.72 kilo tonnes per annum.

Below mentioned are few reasons as why Hydrogen has a place in the future of the railway industry.

1. Trains powered by Hydrogen have zero emissions at the point of use. The power required for the train’s systems is supplied via a fuel cell, which generates energy by combining the Hydrogen stored on the train’s roof with oxygen in the air. There are no emissions of carbon dioxide in this process. They are also efficient: fuel cells are up to three times more efficient than internal combustion engines.

After successful implementation of this pilot project (in case the pilot project working out) the railways in India has stated that all the rolling stock which will operate on diesel fuel after electrification can be planned to run on hydrogen fuel.

2. Hydrogen trains can be deployed anywhere and retrofitted into existing trains and lines. Hydrogen trains represent a cost-effective alternative that doesn’t sacrifice efficiency or emissions. They can simply run on existing rail infrastructure without the high cost of adding electrification. Cummins fuel cell solutions are flexible and scalable in their configuration and can be customised to fit customers’ needs optimally.

Indian Railways already has conveyed that initially two DEMU rakes will be converted to hydrogen-powered units. Later, based on hydrogen fuel cell power movement, the Railways will also convert two hybrid narrow gauge locos.

After conversion, these trains will run on Hydrogen, the greenest mode of transport, as it can be generated by electrolysing the water from solar energy. Currently, only a few countries in the world use hydrogen fuel cell-based technology to power trains.

Summary Climate change and emissions reduction are topics high on the agenda for the rail industry. As companies continue to seek more sustainable fuel options the potential of Hydrogen as a train fuel is being increasingly explored these days. Although rail has a less harmful impact on the environment than many other modes of transport, the industry is constantly striving towards alternative fuels, which could help reduce its environmental impact. Some companies have opted for battery-powered engines as a cleaner alternative, while others are turning to Hydrogen to fuel their trains.

Hydrogen fuel can be produced through several methods. The most commonly used methods today are natural gas reforming (a thermal process), and electrolysis of water, which sees electricity running through water to separate the Hydrogen and oxygen atoms. The electricity used can be generated by wind, solar and hydro sources.

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3. Hydrogen fuel cell trains have an exceptionally long range of up to 1000 kilometers at a maximum speed of 140km/h between refuelling—ten times farther than battery powered electric trains. And refuelling is quick: Hydrogen powered trains can run for 18 or more hours after less than 20 minutes of refuelling.

4. Fuel cells are cost effective and low maintenance. The total lifetime cost of ownership is already comparable for trains running on diesel or electrified lines, according to a report by consulting firm Roland Berger. There is a long asset life compared to electrification, and repairs are often as simple as swapping out one plug-in component for another.

5. Trains powered by Hydrogen are quiet and comfortable.

Hydrogen provides a smooth driving experience and emits low noise levels due to the exhaust being only steam and condensed water. This is especially important in urban areas where noise pollution is an issue.

To support the continued expansion of hydrogen fuel systems, The global power giant, Cummins recently announced the ground-breaking of a new facility in Herten Germany to support the production of fuel cell systems for the hundreds of hydrogen trains to be in service over the next several years in Europe and few parts of Asia with Alstom. The facility is currently prioritising the assembly of fuel cell systems, while actively working on expansion plans to support fuel cell stack refurbishment.

•••

METRO RAIL NEWS | March 2022

57

EVENTS

Metro and Railway Industry Events Calender Dates

Event Name

Venue

March 14-15, 2022

Transit2022: Urban mobility

The Park, New Delhi

March 17-19, 2022

Railwaytech Indonesia 2022

Virtual Expo

Mar. 23-25, 2022

7th Smart Cities India 2021 Expo

Pragati Maidan, New Delhi, India

April 04-05, 2022

Rail Modernization Summit 2022

Hotel Vivanta Dwarka, New Delhi

April 12-14, 2022

GLOBAL STAINLESS STEEL EXPO (GSSE) 2022

Jio World Convention Centre, BKC, Mumbai

April 27– 30, 2022

Short Course on Tunnelling

Le Méridien, New Delhi

April 28-30, 2022

InnoMetro 2022

Virtual

May 11-12, 2022

Asia Pacific Rail 2021

BITEC, Bangkok, Thailand.

31st May-02nd June 2022

28th International Exhibition for Track Technology (iaf)

Münster

June. 1-2, 2022

Geo Connect Asia 2020

Singapore

June 2-3, 2022

7th Smart Ticketing & Digital Services Forum

Virtual

June 21-23, 2022

RailTech Europe 2021

Digital event

June 22 nd -23rd, 2022

Rail Live 2022

Quinton Rail Technology Centre, Warwickshire, UK

July 7, 2022

ROLLING STOCK NETWORKING

Derby Velodrome

Sep. 20-23, 2022

InnoTrans 2020

Berlin, Germany

Oct 19-21, 2022

RailwayTech Indonesia 2022

JIExpo Kemayoran, Jakarta

Oct 24-26, 2022

Smart Transit USA

Denver, US

Oct, 2022

PowerGen India

IECC, PRAGATI MAIDAN, NEW DELHI, INDIA

Nov 08-Nov 10, 2022

Intermodal Europe 2021

RAI AMSTERDAM

Nov 23-25, 2022

METEC India, Wire India, Tube India, India Essen Welding & Cutting Expo

Bombay Exhibition Centre in Mumbai, India

Nov 08-Nov 10, 2022

Tube India

RAI AMSTERDAM

Nov 08-Nov 10, 2022

METEC India

RAI AMSTERDAM

June 04 - 07, 2023

UITP Global Public Transport Summit

BARCELONA, SPAIN

Sep 05-06, 2023

8th Railway Forum

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METRO RAIL NEWS | March 2022

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Supply Of U.L. No: 39 3368 1170 03 01 - Supply, Installation, Commissioning & Testing Of Da Set 500 Kva (336 Kw), 750 V, 3 Phase For Power Car With Control Panel To Rdso Specification No. Rdso/Pe/Spec/Ac/0084-2008 Rev.1 Without Noise Reduction Features As Per Clause 1.5.30 But Supply Shall Be With Residential Silencer As Per Clause 2.6 Of Rdso Specification No. Rdso/Pe/Spec/Ac/0084- 2008 Rev.1. Manufacturers Shall Ensure That Engine Supplied To Indian Railways Must Be Complying To Latest Applica.....

Andhra Pradesh, India

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Ultrasonic Testing Of Welds In Hubballi Division Of South Western Railway As Per Indian Railway Standard Specifications Ultrasonic Rail Testing Of Rails/Welds (Revised 2012) For A Period Of 24 Months

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25-03-2022

Open E-Tender (Two Packet Bid) For Third Party Food Safety And Hygiene Audit In Irctc Managed Mobile And Static Units For A Period Of Six Months, Across India Managed By Indian Railway Catering And Tourism Corporation Ltd.

Delhi, India

Refer Document

21-03-2022

Design, Engineering, Manufacturing, Supply, Erection, Testing & Commissioning Of Control & Relay Panel For 132/25 Kv Ac Tss & Shunt Capacitor Bank Includung Specification For All Numerical Type Protection Relays For Traction Transformer, 25 Kv Shunt Capacitor Bank And Transmission Line For 25 Kv Ac Tss On Indian Railways (Suitable For Control Of Three Bays, Five Feeder Cbs, Ten Bms, Two Bus Coupler Interruptors And Two Nos Shunt Capacitor Bank) As Per Rdso Spec. No. Ti/Spc/Psi/Protct/6071 With A.....

Chhattisgarh, India

Refer Document

19-03-2022

Transportation Of Finished Railway Wheel From Rail Wheel Plant Vill-Bela Po-Arvind Nagar Dist Saran Bihar To Various Units Of Indian Railway Under Distance Slab For 501-1000 Km [Taking Average Lead Distance 750 Km]

Bihar, India

INR 2.07 CR.

17-03-2022

Setting Up Of Computer Lab For Soft Skill Training And Cbt Exam At Mdzti/Apdj In Connection With Infrastructural Upgradation Of Training Institutes For Integrated Skill Development Of Railway Officials Over Indian Railways (Phase-I).

West Bengal, India

INR 6.39 Lacs

17-03-2022

Supply Of Hex Head Bolt(Ht) Size Of M 20 X 90 Mm Long Full Threaded With Sealing Hole On Head As Per Spec: Is-1364 /Part 2 /2002,Grade 10.9. Make:tvs/Unbrako/Dfl/Other Proven Brand Supplied To Indian Railways Of The Same Items.

Andhra Pradesh, India

Refer Document

16-03-2022

Gem Bid Is Invited For Digital Marketing (Search Engine Optimization, Social Media Marketing, Search Engine Marketing, App Store Optimization) Of Follow Websites/Apps Of Indian Railway Catering And Tourism Corporation (Irctc) New Delhi.

Delhi, India

Refer Document

15-03-2022

Testing Of Rails And Welds As Per Indian Railway Standard Specification For Ultra Sonic Testing Of Rails/Welds (Provisional) Revised 2012 As Given By Rdso, In Mumbai Division

Maharashtra, India

Refer Document

15-03-2022

Supply Of Pre Printed Ytsk Ticket In Roll (Fanfold Type) Each Roll Containing 200 Tickets Made Of 119 Gsm (+)(-) 5% Good Quality White Paper From A Grade Paper Mill With Indian Railway Watermark With Sprocket Holes On Both Sides And Perforation Between Tickets For Easy Detachment In Red Color In The Size Of 18 Cm +/-,0.2 Cm X 10 Cm +/-,0.2cm Without Advertisement Other Specification In Railway Board Comml Circular No 24 Of 2016 Attached.

Uttar Pradesh, India

Refer Document

15-03-2022

Dimension: 1. Non-Asbestos Based K Type High Friction Composite Brake Blocks For Coaches With Bogie Mounted Brake System On Indian Railway. 2. Non-Asbestos Based K Type High Friction Composite Brake Blocks For Emu Stock Stock Of Indian Railways. 3. Non-Asbestos Based Low Friction Composite Brake Blocks For Application On Coaching Stock Of Indian Railway. 4.

Non-Asbestos Based Low Friction Composite Brake Blocks For Application On Mg Coaching Stock Of Indian Railways, Etc.

Delhi, India

Refer Document

15-03-2022

60

METRO RAIL NEWS | March 2022

www.metrorailnews.in

TENDER LIVE Indian Railway TENDER DETAILS Design, Engineering, Manufacturing, Supply, Erection, Testing & Commissioning Of Control & Relay Panel For 132/25 Kv Ac Tss & Shunt Capacitor Bank Includung Specification For All Numerical Type Protection Relays For Traction Transformer, 25 Kv Shunt Capacitor Bank And Transmission Line For 25 Kv Ac Tss On Indian Railways (Suitable For Control Of Three Bays, Five Feeder Cbs, Ten Bms, Two Bus Coupler Interruptors And Two Nos Shunt Capacitor Bank) As Per Rdso Spec. No. Ti/Spc/Psi/Protct/6071 With A.....

LOCATION

VALUE

DEADLINE

Chhattisgarh, India

Refer Document

19-03-2022

Transportation Of Finished Railway Wheel From Rail Wheel Plant Vill-Bela Po-Arvind Nagar Dist Saran Bihar To Various Units Of Indian Railway Under Distance Slab For 501-1000 Km [Taking Average Lead Distance 750 Km]

Bihar, India

INR 2.07 CR.

17-03-2022

Setting Up Of Computer Lab For Soft Skill Training And Cbt Exam At Mdzti/Apdj In Connection With Infrastructural Upgradation Of Training Institutes For Integrated Skill Development Of Railway Officials Over Indian Railways (Phase-I).

West Bengal, India

INR 6.39 Lacs

17-03-2022

Supply Of Hex Head Bolt(Ht) Size Of M 20 X 90 Mm Long Full Threaded With Sealing Hole On Head As Per Spec: Is-1364 /Part 2 /2002,Grade 10.9. Make:tvs/Unbrako/Dfl/Other Proven Brand Supplied To Indian Railways Of The Same Items.

Andhra Pradesh, India

Refer Document

16-03-2022

Gem Bid Is Invited For Digital Marketing (Search Engine Optimization, Social Media Marketing, Search Engine Marketing, App Store Optimization) Of Follow Websites/Apps Of Indian Railway Catering And Tourism Corporation (Irctc) New Delhi.

Delhi, India

Refer Document

15-03-2022

Testing Of Rails And Welds As Per Indian Railway Standard Specification For Ultra Sonic Testing Of Rails/Welds (Provisional) Revised 2012 As Given By Rdso, In Mumbai Division

Maharashtra, India

Refer Document

15-03-2022

Supply Of Pre Printed Ytsk Ticket In Roll (Fanfold Type) Each Roll Containing 200 Tickets Made Of 119 Gsm (+)(-) 5% Good Quality White Paper From A Grade Paper Mill With Indian Railway Watermark With Sprocket Holes On Both Sides And Perforation Between Tickets For Easy Detachment In Red Color In The Size Of 18 Cm +/-,0.2 Cm X 10 Cm +/-,0.2cm Without Advertisement Other Specification In Railway Board Comml Circular No 24 Of 2016 Attached.

Uttar Pradesh, India

Refer Document

15-03-2022

Dimension: 1. Non-Asbestos Based K Type High Friction Composite Brake Blocks For Coaches With Bogie Mounted Brake System On Indian Railway. 2. Non-Asbestos Based K Type High Friction Composite Brake Blocks For Emu Stock Stock Of Indian Railways. 3. Non-Asbestos Based Low Friction Composite Brake Blocks For Application On Coaching Stock Of Indian Railway. 4.

Non-Asbestos Based Low Friction Composite Brake Blocks For Application On Mg Coaching Stock Of Indian Railways, Etc.

Delhi, India

Refer Document

15-03-2022

Supply Of Repair Kit For Vcd Magnet Valve To Rotex Model 3332-10-40 Consisting Of 09 Items. 1) Body 'O' Ring (P.No.18) - 02 Nos. 2) Seat 'O' Ring (P.No.19) - 02 Nos. 3) Anker 'O' Ring (P.No.20) - 02 Nos. 4) Guide 'O' Ring (P.No.21) - 01 No. 5) Coil Gasket (P.No.35) - 01 No. 6) Spring (P.No.Nill) - 01 No. 7) Ventilteller (Pressure Plate) (P.No.07) - 01 No. 8) Plunger (P.No.30) - 01 No. 9) Magnet Holder (P.No.04) - 01 No. This Material To Be Procured From Last Proven Sources Of Indian Railway. R.....

Maharashtra, India

Refer Document

14-03-2022

Provision For Shifting / Carting Of P Way Materials From Various Depots/ Sections With In Indian Railway To Pune Division And / Or Pune To Various Depots / Sections In Pune Division. (ReInvited)

Maharashtra, India

INR 1.27 CR

11-03-2022

Supply Of 3 Pole Power Contactors With Coil Voltage Suitable For 110vac Coil With Minimum 9a Current Rating , Inbuilt 1no+1nc Auxiliary Contacts Suitable For Use In Indian Railway Electrically Operated Gates. Make: Schneider, L&T, Siemens, Havells. (Shop No.09)

Maharashtra, India

Refer Document

10-03-2022

www.metrorailnews.in

METRO RAIL NEWS | March 2022

61

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