MRN Nov 2022 | InnoRail Special

Smart Rail: Reimagining the Future of

Smart and intelligent technologies are helping operators modernize railways and position themselves for future success. From passenger experience systems to predictive maintenance, AI and IoT-driven technologies are enabling railways to automate processes, provide touchless experiences, and improve capacity management. Inteland its ecosystem partners off er market-ready solutions to help make intelligent, connected railway a reality.

Digvijay Pratap Singh

An exciting phase of growth of Indian Railway

With new developments providing topnotch freight and passenger transit services, the Indian Railway is going through an exciting growth phase. The improvements include enhancing mobility on the high-density network (HDN) and highly used network (HUN) by the National Rail Plan to align with the Indian Railway’s Vision 2024, which calls for 100% railway electrification to achieve carbon neutrality by 2030, increasing capacity by implementing Automatic Block Signalling with Traffic Management systems (TMS/CTC) by increasing sectional speed and enhancing overall safety by eliminating manned level crossings.

Infrastructure investment has been given much attention in this year’s Indian Union budget to boost the country’s economy. This is because the government pays much attention to this industry as it is vital to India’s overall prosperity and because it can contribute to the timely construction of world-class infrastructure in the country.

India must modernise and expand its infrastructure to maintain momentum in this fast-paced world. India has recognised the potential of Industry 4.0 for attaining the Sustainable Development Goals for a Society 5.0 and developing next-generation high-quality infrastructure at the right moment as one of the economies with the fastest growth rates. However, India requires a robust institutional and policy framework to get the most out of this ideal blend’s potential and remove all unnecessary barriers. Moreover, industry 4.0 covers industrial automation, whereas next-generation infrastructure combines physical infrastructure with technology like the internet of things (IoT), automation, and augmented intelligence (AI & ML) to maximise the effectiveness of physical infrastructure. Therefore, India needs timely and enough investment in highquality infrastructure to achieve smooth and rapid development.

The integrated multimodal network, lastmile connectivity, and seamless travel are just a few problems facing India’s mobility landscape. Government authorities are

working harder to integrate public transportation, such as National and Regional Railway, Metrorail, and Metrolite, with other transit services, such as MetroNeo, Personalized Rapid Transit (PRT) system, para-transport, feeder buses, and electric rickshaws, as well as non-motorized solutions, such as public footpaths and bicycling, to address this problem. This will make public transportation more accessible, safe, and sustainable. The government approved the policy to deploy Metrolite & MetroNeo in Tier-2 and Tier-3 cities as capital-intensive projects like Metrorail came under scrutiny over financial sustainability in smaller cities. The resilience of the infrastructure sector is the key to further economic growth.

Under the ‘New India New Railway’ project, the government has permitted private players to operate passenger and freight trains with private participation using the PPP mechanism. As a result, passenger and freight traffic is expected to rise substantially over the medium to long term to attain the 45% model share target, with growing participation anticipated from domestic and foreign private actors due to favourable policy initiatives.

India’s urban transportation system might improve by implementing a multimodal network with last-mile connectivity. Mobility should be a multimodal, frictionless, seamless system that connects a passenger from one point to another across different modes like electric buses, two and 3-wheeled vehicles, and mass rapid transit electric trains, as well as going beyond transportation to give the consumer an all-around experience.

Through careful planning and implementation of the Metrorail network for attaining multimodal connection, this may be addressed and sought as a remedy. The development of multimodal transportation would improve citizens’ urban transit and travel experience, enabling them to transition from private to public transportation for a more

Narendra Shah

environment-friendly living. Railways & Urban Transport is on the correct route to enhancing its revenue and passenger experience by adopting digitalisation in all areas of its operations & maintenance, assets management, autonomous trains, automated maintenance, smart manufacturing, and services for mobility. Mass Rapid Transit systems may help provide a seamless link between the first and last miles by having a planned and well-defined structure. This will result in an integrated multimodal transport system, which will be a critical factor in helping India reach its $5 trillion economic goal.

Happily present the November edition covering the recent discussions of the industry and contemporary issues. I solicit your views and comments. I wish you a happy reading.

Narendra Shah

Managing Editor

Metro Rail News

(A Symbroj Media Publication)

E-mail: editor@metrorailnews.in

Managing Editor

News Highlights

Metro Rail

the first metro in India to launch an end-to-end digital payment-enabled metro ticket booking through WhatsApp eTicketing feature.

Commuters can use an e-Ticket on their own WhatsApp number, which can be exhibited at the Automatic Fare Collection (AFC) gates to proceed on the journey. This service is offered in addition to TSavaari and other thirdparty payment apps, which are other digital ticket booking options.

Prime Minister Narendra Modi inaugurated Phase 1 of the Ahmedabad Metro Rail Project between Thaltej and Vastral and travelled on the train on 30th September.

In the morning, he flagged off the Vande Bharat Express train from Gandhinagar railway station and arrived at Kalupur station, where he launched the project on the metro rail’s east-west corridor. At Kalupur station, the prime minister signalled the metro train to depart. He boarded the train and travelled to the Thaltej metro station. Bhupendra Patel, the chief minister of Gujarat, travelled with him along with party MPs CR Patil and Kirit Solanki.

DMRC

Delhi Metro Rail Corporation (DMRC) Ltd. has invited online e-tenders from eligible applicants for the work of Part Design and Construction of Elevated Viaduct and four Elevated Stations. Keshopur, Paschim Vihar, Peeragarhi & Mangolpuri of Janakpuri West to R.K. Ashram Corridor (Extn. of Line-8) of Phase- IV of Delhi MRTS.

Amount of Tender Security: INR 1.00 Crores. The completion period of the Work: is 24 months. Cost of Tender documents: INR 23,600/-. Last date of Seeking Clarifications: 29.09.2022 up to 17:00 hrs. Pre-bid Meeting: 30.09.2022 at 1100 hrs. Last date of issuing addendum 20.10.2022.

Date & time of Submission of Tender onlineTender submission start date: 27.10.2022

Chennai Metro Rail has finalised one more contract, with Linxon being the lowest bidder for carrying out the overhead electrification work on two lines. The enormous phase II project rapidly picks up speed across the city.

The phase II project would consist of three corridors that will cover a total distance of 118.9 km and cost 61,843 crores each: Madhavaram to SIPCOT (corridor 3), Light House to Poonamallee (corridor 4) and Madhavaram to Shollinganallur (corridor 5). The electrification contract in this award includes two stretches that are part of two corridors. The Madhavaram to Shollinganallur corridor will cover the CMBT to Shollinganallur stretch. The Madhavaram to SIPCOT corridor however,will cover the stretch from Shollinganallur to SIPCOT.

L&T Metro Rail Hyderabad Limited (L&TMRHL), in collaboration with its delivery partner Billeasy, has become

Tender submission end date: 03.11.2022 (1500 hrs) Date & time of opening of Tender online: 04.11.2022 at 1500 hrs

PM Modi inaugurates and travels in Ahmedabad Metro Phase I

Linxon emerges as

the lowest bidder for CMRL’s electrification work

invites tender for construction of four elevated stations

Hyderabad Metro launches WhatsApp e-Ticketing feature first time in India

Mitsui wins contract to supply head-hardened rails for CMRL Phase II project

Chennai Metro Rail Ltd. (CMRL) has finalised the deal to deliver headhardened rails for two stretches of its Phase II project. The order for headhardened rails has been awarded to the Japan-based company, Mitsui Co Ltd. These rails, which will be utilised to lay tracks on two sections of the Phase II project, will be provided by the Japanese firm.

The two stretches are Madhavaram to Shollinganallur, which is a section of the Madhavaram to SIPCOT corridor that travels through Purasawalkam, Mylapore, and Adyar (Corridor 3), and Madhavaram to CMBT, which is a section of the Madhavaram to Sholinganallur corridor that touches CMBT, Vadapalani, Porur, and Madipakkam.

Indian Railways

RailTel’s retail broadband RailWire customers can now use their home broadband plans on RailTel’s High-Speed Wi-Fi network across 6105 Rly Stations. RailWire Subscribers need not buy prepaid Wi-Fi plans at Rly Stations and can use their RailWire FTTH subscription on RailTel’s Wi-Fi network at Rly Stations. To avail of this facility, they need to use their Smartphone, switch on Wi-Fi, select RailWire SSID and click the hyperlink provided on the Captive Portal (log-in screen) to punch RailWire User ID and Password.

The PCMC metro station to Phugewadi metro station and Vanaz to Garware college metro station has been operational since 6th March 2022. Soon Pune Metro will complete the work from Phugewadi to Civil Court in corridor I and Garware college to Civil Court in corridor II. Simultaneously, the work on the communication Base Train Control Signaling System (CBTC), commissioning of the command and control center commissioning of Receiving Substation (RSS), etc., are being undertaken by Maha Metro.

Pune Metro has made various options available for buying tickets at metro stations. Pune Metro has installed Digital Kiosks at the stations, so passengers don’t have to wait in queues to buy tickets. A Digital Kiosk is designed for a stand-alone uncrewed operation and gives ticketing services to patrons using only digital payment methods,i.e.e, UPI.

Union Minister of State for Railways Darshana Jardosh, on 4th October, a superfast train from Surat’s Udhna station to Banaras in Uttar Pradesh was flagged off. The train, which will be operational from October 11, will help Banaras and Surat’s textile merchants, Union Minister stated.

The train departed from the Udhna station on 4th October at 10.30 am and reached Banaras on 5th October at 1.45 pm.

Every Tuesday, a train will run between Surat and Banaras. It will leave Surat at 7.25 am and arrive in Banaras at 10.50 am. It will leave Banaras on Wednesday at 17:50 and arrive at the Udhna Railway Station at 8:35 the following evening.

RailTel’s Wi-Fi at Rly Stations is spread across India and is one of the single largest integrated Public Wi-Fi networks globally, which gets accessed by more than 1tenlacs unique users daily. RailWire has 4.82 lakh subscribers across India, which is only growing.

to float 16 stations redevelopment tender udder PPP, model

The railways will float tenders for 16 stations under the publicprivate partnership (PPP) model for redevelopment purposes. Tenders are being floated over the next two months, sources said on 7th October. The stations to be redeveloped are Anand Vihar Terminal, Tambram, Vijayawada, Dadar, Kalyan, Thane, Andheri, Coimbatore Jn, Pune, Bangalore City, Vadodara, Bhopal, Chennai Central, Delhi Hazrat Nizamuddin, and Avadi.

The railways intend to float bids for these stations this year. These railway stations will be updated to provide travellers with better accessibility and fundamental amenities. Various monetisation models are being investigated to support the private sector. As many as 199 stations with a footfall of 50 lakh per day will be redeveloped in the first phase.

RailWire, RailTel’s retail broadband connection, is now available at 6105 Indian Railway Stations

Railways

Darshana Jardosh flags off the superfast train from Udhna to Banaras

Pune Metro Installs Digital Kiosks

Indian Railways to achieve net-zero carbon emissions by 2030

The Indian Railways intends to achieve net-zero carbon emissions by 2030 while also concentrating on expanding network capacity, according to a statement released by the Ministry of Railways on 7th October.

According to the report, the nation’s railway network is being electrified to reduce pollution and conduct transportation in an environment-friendly manner.

The ministry said that the Railways would attempt to reduce its carbon footprint primarily by sourcing its energy requirements from renewable energy sources. Other strategies include taking a multi-pronged approach to electrification of its routes, shifting from diesel to electric traction, promoting energy efficiency, construction of dedicated freight corridors, green certification of railway establishments, etc

Railways envisages the installation of EV charging stations in Mumbai, Delhi, Bengaluru, Hyderabad, Ahmedabad, Chennai, Kolkata, Pune, and Surat by December 2024, the report stated. As the Indian Railways aims to become a net zero carbon emitter by 2030, the move aims to reduce the use of internal combustion engine (ICE) vehicles for internal use by 2025.

RRTS Update

ETCS Level 2 Signalling Over LTE Successfully Tested on Delhi-Meerut RRTS by NCRTC

Shri Vinay Kumar Singh, Managing Director, NCRTC, on-board RRTS trainset along with all the Directors and other senior officials of NCRTC, recently initiated the first dynamic test run of the RRTS trainset with the European Train Control System (ETCS) level 2 signalling over LTE communication network, on the test tracks in Duhai Depot. The test run was successful, and the Signalling system and the RRTS trainset operated with each other as per the technical expectations.

National Capital Region Transport Corporation (NCRTC) Managing Director Vinay Kumar Singh unveiled the new look of the organisation’s corporate website, an official statement said.

The NCRTC is implementing the country’s first RRTS, a high-speed rail-based transit corridor between Delhi and Meerut via Ghaziabad.

The Delhi-Ghaziabad-Meerut RRTS corridor is 82-km-long and will have around a 70-km-long elevated section and a 12-km-long underground section.

ETCS technology is widely deployed globally on GSM-R communication networks in Europe and other countries. GSM-R technology will become obsolete shortly. For the first time in the world, NCRTC is deploying standard ETCS technology on the LTE communication backbone for RRTS.

Indian Railways to install EV charging points at significant stations in the next three years

The Indian Railways will install electric vehicle (EV) charging points at all major national stations over the next three years, according to a new policy to promote e-mobility.

Railway stations in megacities with a population of more than four million each will be used for the first phase of the installation of charging points for electric vehicles.

According to a document, the Indian

According to NCRTC officials, the trial runs of the RRTS train will first be conducted on the priority section between Sahibabad and Duhai and is likely to start by the end of this year.

They said that the 17-km-long priority section between Sahibabad and Duhai is targeted to be commissioned by 2023 and the entire corridor by 2025. The priority section of the Delhi-GhaziabadMeerut RRTS corridor has five stations — Sahibabad, Ghaziabad, Guldhar, Duhai and Duhai Depot.

Seven out of Eight RRTS stations of Ghaziabad to make pedestrians friendly

The Regional Rapid Transit System (RRTS) project passing through Ghaziabad will have a footbridge facility for passengers and regular pedestrians at seven out of the eight stations in the district. Eight RRTS stations in the area are currently in advanced phases of construction before the 82-kilometrelong project gets commissioned in March 2025.

NCRTC unveils revamped website with commuter-centric features

A high-speed train network with a planned speed of 180 kilometres per hour (kmph) will connect the three cities of Delhi, Ghaziabad, and Meerut as part of the project, which is estimated to cost Rs.30,274 crore.

As a part of the project, a 17-km section in Ghaziabad with five RRTS stations is being planned as a “priority section” and will be the first RRTS section in the nation to be operational in 2023.

The first of eight planned regional rapid rail corridors in the capital region will connect Delhi to critical cities and sub-urban areas in the surrounding states – Haryana, Rajasthan and Uttar Pradesh. The Alstom technologies implemented in this project will cut down the commute time to half and change the lives of millions in the National capital region.

In early 2023, Alstom’s first semi-high-speed rapid rail transit system, which is a first-of-its-kind worldwide in digitalisation and automation technologies, is set to be operational.

It will connect Sahibabad and Duhai, the priority section of India’s first Regional Rapid Transit System (RRTS) line, the Delhi- Ghaziabad-Meerut corridor.

The RRTS project aims to address social and economic issues and promote balanced and sustainable economic development in the National Capital Region.

The

8.3

Meerut, of which 12 km is subterranean, and 70 km is elevated. It is anticipated to be completely operational by 2025.

The National Capital Region Transport Corporation (NCRTC) executed the project, a joint venture between the Central and the governments of Delhi, Haryana, Rajasthan, and Uttar Pradesh.

Phase I of the RRTS project will connect the elevated Sarai Kale Khan station to the Delhi-Panipat and Delhi-Alwar corridors, enabling travellers to travel between stations along several corridors.

High-speed rail

This

tunnel.

The Prime Minister, Shri Narendra Modi, flagged off the inaugural run of the new Vande Bharat Express from Amb Andaura, Una, to New Delhi, on 13th October.

The Prime Minister inspected the Vande Bharat Express train coaches and took stock of the onboard facilities.

Shri Modi also inspected the control centre of the locomotive engine of Vande Bharat Express. He also inspected Una railway station.

Introducing the train will help boost tourism in the region and provide a comfortable and faster mode of travel. The travel time from Una to New Delhi

be reduced by two hours.

Two stations at the core of the interstate, high-speed Regional Rapid Transit System (RRTS) rail project in the Capital — Anand Vihar and Sarai Kale Khan — are nearing completion.

The RRTS is an 82-km corridor connecting Delhi, Ghaziabad, and

Running from Amb Andaura to New Delhi, the fourth Vande Bharat train will be introduced. It is an advanced version compared to the earlier ones, being much lighter and capable of reaching higher speeds in a shorter duration.

will

The Delhi-Ghaziabad-Meerut corridor of India’s first RRTS witnessed the first tunnel breakthrough in Meerut on 22nd October 2022. Sudarshan 8.3 (TBM) made a breakthrough from the tunnel at the Begumpul RRTS station.

Mr Vinay Kumar Singh, MD, NCRTC, initiated the breakthrough by pressing a remote button in the presence of the Directors and other senior officials of NCRTC.

Sudarshan

Tunnel Boring Machine (TBM) was lowered at the launching shaft constructed at Gandhi Park and will now be retrieved from the Begumpul RRTS station.

has been achieved within four months after completing the boring and formation of a 750 m-long

PM flags off Vande Bharat Express from Una in Himachal Pradesh to New Delhi

Delhi-Ghaziabad-Meerut RRTS corridor Witnesses First Tunnel Breakthrough in Meerut

Delhi-Ghaziabad-Meerut

Rapid Rail network is a game-changer: Alstom’s MD Thameem Kamaldeen

Construction work on Anand Vihar and Sarai Kale Khan RRTS station is likely to complete

India’s fourth Vande Bharat express train from Amb Andaura to New Delhi, which Prime Minister Narendra Modi inaugurated in Una, Himachal Pradesh, has completed its first public run on 19th October. It left the New Delhi railway station at roughly 5:50 am as scheduled.

It travelled through Chandigarh and Ambala Cantonment, arriving at 8 am and 8:40 am, respectively, to arrive at its destination at 11:05 pm. On the return trip, the train left at 1 pm and arrived at Chandigarh and Ambala Cantonment at 3:25 pm and 4:06 pm, respectively, before reaching the national capital at 6:30 pm. There were few delays reported for both journeys.

According to data provided by the Ambala Railway Division’s reservation and ticketing department, approximately 50% of tickets on the train from Chandigarh to New Delhi were booked.

PM Modi to Flagg off South India’s first and fifth Vande Bharat Express trains on November 11

Prime Minister Narendra Modi will lead the inaugural trips of South India’s first and fifth Vande Bharat Express trains on November 11 in Bengaluru. This will also be the State’s first Vande Bharat train, which is set to go to the Legislative Assembly elections scheduled for next year. Through Bengaluru, the train will run between Mysuru and Chennai.

On 27th October, Chief Minister Basavaraj Bommai presided over a virtual meeting with Mr Modi and his senior officials and discussed the program’s preparations.

Train-18 chugs off with 50% occupancy from Chandigarh to Delhi during its first public

Mass Rapid Transit System

MRTS in India –The Opportunities & Challenges

Introduction

An effective urban transportation system is essential for increasing economic productivity and making Indian businesses competitive. Mass Rapid Transportation Systems (MRTS) are undoubtedly one of the urban mobility options. Still, their significance increases significantly when cities are viewed as the economic centre of a region, and inclusive growth is measured not only by the condition of the transportation network within the city limits but also by the criteria of how well it is connected to the rest of the area and periphery.

For numerous reasons, India needs a reliable urban transportation system. If boosting ease of living is India’s primary policy goal, which the government is increasingly emphasising, then the state of urban transportation infrastructure needs to go a long way to determine livability.

MRTS: Goal of Inclusive Development

• MRTS projects are expensive and frequently receive unjustified criticism for being aristocratic. Realising the critical role that MRTS may play in India’s sprawling cities is essential for achieving the government’s vision, which is aptly captured in “Sabka Saath and Sabka Vikash.”

• Contrary to popular belief, one of the most significant developmental difficulties is addressing the observable anomaly of India’s slow rate of urbanisation. According to the 2011 Census, 377 million Indians or 31% of the nation’s population, resided in urban areas. This is a lower percentage when compared to other significant emerging nations, such as China (45%), Indonesia (54%), Mexico (78%), and Brazil (87%).

There is currently no indication that the rate of urban expansion is accelerating. While it is true that India’s population increased more in urban areas (90.98 million) between 2001 and 2011 than in rural areas (90.46 million), the annual exponential growth rate (AEGR), which had peaked during 1971–1981, has slowed down in recent years and only slightly increased between 2001–2011. In the 1950s, the urban population’s AEGR was 3.5%. 3.8% was a relatively high rate of urban expansion in the 1970s. But in the 1980s, the growth rate dropped to 3.1%. In the 1990s, it further decreased to 2.73%. The equivalent growth rate is 2.76% from 2001 to 2011.

• Additionally, rural-to-urban migration has only had a minor impact on the rise of the urban population, while the establishment of census towns has been a major factor. According to the Census of 2011, there were 7,935 towns in India as opposed to 5,161 in 2001. It emphasises that rather than statutory towns, census towns saw most of this growth (a rise of 2532). (which increased by only 242). Census towns are agglomerations that develop in rural and peri-urban areas but have not yet been designated as urban areas. Statutory towns are those that have municipalities or corporations.

• Despite attempts by municipal authorities to act in favour of the urban poor, the fact that the core of large Indian cities is not drawing population to the amount that their growth potential suggests is symptomatic of a somewhat exclusive nature to Indian cities. Numerous factors contribute to this, including strict land use laws and regulations, unnecessarily high prices for urban land in the city centre and others. One of those is having a poor urban transportation system. In the short and medium term, India must heavily invest in MRTS to provide dependable, fast, and reasonably priced transportation

to those on the periphery of cities. In contrast, in the long term, it must fundamentally change how it determines the land use pattern and shift toward strategic densification of cities, especially in favour of mandating sufficient land in the core for affordable housing and other amenities that directly benefit the poor urban.

The mass transit systems in cities can be broadly classified into the following five categories:

• Bus-ways and Bus Rapid Transit System (BRTS): Physically distinct bus lanes with a separate corridor for bus travel alone are called bus-ways. They are located along the main highway. Buses may be given preference over other types of transportation at crossings thanks to a signalling system. A busway that has been improved to include features for pedestrians, non-motorized vehicles (NVM), and many other related infrastructures, including operations and control mechanisms, is known as a bus rapid transit system (BRTS).

• Light Rail Transit (LRT): LRT is a type of at-grade railbased mass transport system often isolated from the major thoroughfare.

• Tramways: These at-grade rail-based systems are not segregated and frequently operate in mixed-traffic environments.

• Metro Rail: A fully segregated rail-based public transit system, the metro rail may be at grade, elevated, or underground. Metro rail can carry 40,000–80,000 passengers per hour in each direction because of its physical segregation and system technology (PPHPD). Monorails are also a part of metro systems. However, they have smaller capacities and cost more to maintain.

• Regional Rail: Regional train connects the periphery and the city’s heart by providing passenger services within a broader urban agglomeration or metropolitan area. The services have more stops over shorter distances than long-distance railroads but fewer stops and faster speeds than metro rail. Large metropolitan areas frequently have regional rail systems, which help to relieve congestion in the city centre by giving commuters from less congested suburbs safe, quick access to the city centre.

Options of Mass Rapid Transit Systems (MRTS)

While many factors may be taken into consideration when choosing a technology, including population, per capita disposable income, urban densification, the availability and opportunity cost of land, the morphology of the city, and, most importantly, the aspirations of the populace as expressed through political demand, the Ministry of Urban Development (MoUD) has proposed the following criteria as a general framework:

Structuring and Financing of the MRTS Project

Mode Choices Criteria Value Remarks

Peak Hour Peak Direc tion Traffic (PHPDT) on the proposed corridor

Metro Rail

>=20,000 by 2030

The population of the city/urban agglom eration >=2 million as per the 2001 census

Average Trip Length More than 7-8 kms

Trunk infrastructure like MRTS can be built in a city with a linear morphology at a much lower PHPDT. Such crite ria, which become part of the policy document, should at best be used for guidance and should be seen as something other than binding constraints in case the city’s economic poten tial is evident and much higher traffic growth is projected in the relative ly short run.

<20,000 in 2031

PHPDT Population >1 million as per the 2001 Census

Light Rail Transit (LRT) primarily at grade

Monorail

More than 7-8 km

It would also depend upon the availability of land on the Right of Way.

Average Trip length

PHPDT Population

<20,000 in 2031

>2 million as per the 2001 Census

Suitable for curvy, nar row right-of-ways with high-rise buildings on either side. Has a carry ing capacity of less than half that of an elevated metro, approximately the exact construction cost and hefty mainte nance costs. Suitable for use as a feeder network.

About 5-6 km

Average Trip Length

PHPDT

>4,000 and up Up to 20,000 in 2031 gen erally.

Bus Rapid Transit System

> 1 million as per the 2001 Census

With overtaking lanes, higher PHPDT can be accommodated. If there is a high demand for specific routes and plans for transit-orient ed development, BRTS may also be offered in smaller cities.

metropolitan and sub-urban rail systems, with varying degrees of success.

• There are many variations, depending on the private sector’s desire to take on risk, its aptitude, and the regulatory authorities’ readiness to implement projects. The models range from assuming entire commercial risk to entrusting private organisations with a simple service supply. A different approach has been to use the land to create income.

Population

Average Trip Length More than 5 km

<5,000 in 2031

Personal Rapid Transit PHPDT Population

Average Trip Length

1 million 5 km

The system is still in the final stages of devel opment globally. So it can be taken up only as a pilot in one or two cities, and based on the experience gained, further decisions can be taken.

MRTS developments require much capital. The industry will continue underfunded if its support is restricted to finite budgetary resources. As said, such underinvestment places a penalty on the economy, known as opportunity cost, especially for a nation undergoing structural changes. It stands to reason that nations looking to restructure the industry would want to attract more private capital. Reforms in this industry, which frequently possesses a natural monopoly and has been the preserve of the public sector, must therefore seek private investment, both from the standpoint of efficiency (particularly in cases where the operation and maintenance contract has been given to private entities) and more frequently due to the need of additional investment. In several nations, the private sector has assumed full or partial control of the operation of

• However, there is a general understanding that using private money as the primary funding source for these initiatives gives lesser hope based on international experience. Since bids overextend themselves to win contracts, it has been noted that the failure of many franchises indicates the prevalence of the winner’s curse syndrome. The overconfidence of bidders may lead to unrealistic bids.

According to international experience, Renegotiation is complex regardless of whether the need to renegotiate results from unanticipated changes in circumstances or gaming behaviour. First of all, any renegotiation tends to compromise the integrity of the contracting process and leaves room for legal challenges. Second, permitting a reprieve under challenging conditions might foster a disincentive to manage expenditures.

A different strategy is to include extensive clauses addressing many of these situations in the concession agreement itself, for example, by including a provision relating to a change in the law that requires the Authority to protect the concessionaire from the adverse effects of any abrupt change in the law. Another one of these clauses allows for certain scope flexibility (usually not exceeding 20% of the project cost) during the concession term.

The strategy has been to introduce a clause referring to value share if the projected revenue exceeds a threshold percentage to prevent windfall benefits from accruing to the concessionaire. Another strategy used worldwide is to change the concession period (Malaysia) if increasing user fees is not practical or the project’s financial return is below a threshold.

Choice of Technology

Many regions of the world have made railbased public transportation a priority, but the technology they use depends on the particulars of their local economies, which vary widely. For instance, tramways are almost back in many cities in wealthy nations. More excellent investment has been made in tramways and other LRT modes in addition to metro rails and regional sub-urban rails because of increased per capita spending capacity, increased value placed on environmentally sustainable transport solutions and the desire to make cities more livable, particularly from the point of view of keeping them as popular tourist destinations.

Another significant development has been the MRTS’s integration of various public and private transportation modes, made possible by ITenabled services. These have increased these

cities’ ability to live more comfortably while producing notable efficiency benefits.

The improvement of regional connectivity has been another significant trend. A conventional metro rail project loses its appeal throughout longer routes because the train must stop at numerous stops. The strategy for achieving this mobility has been to combine city-based, slowly moving metro railways with quick regional transportation services. The NTDPC report notes that for shorter distances, the speed of the movement of the rolling stock is not a significant factor because the time spent riding a train only makes up a small portion of the total trip time, with the remainder being spent on the approach to the terminal and in the MRTS stations.

However, for a more extensive regional transportation system, attractiveness requires speed and fewer stops. Cities in industrialised countries, particularly those with a comparatively higher population density, like Paris and Amsterdam, have a network of metro rail (with numerous stoppages) interspersed with swift regional rail while maintaining inter-modal integration. Therefore, there is a considerable possibility to develop these regional transportation systems for large metropolitan areas in India (either as suburban railways or Regional Rapid Transit Systems).

New technologies in MRTS

New technologies are causing a stir in the market. Many emerging technologies have prototypes in various stages of development. They essentially make two sets of improvements over the current technologies. First, they promise to be more environmentally friendly by releasing fewer pollutants and having a smaller energy footprint per passenger kilometre. Second, they assert that they provide rides of higher quality. Some of the latest technologies are mentioned as under:

• Hyper Loop - In an evacuated tube, it envisions several pods. The speed is expected to exceed 750 mph due to reduced wind resistance inside the tube. The commercial prototype, however, isn’t ready yet.

• Pod Taxi System - Pods with roughly 5–6 passengers capacity are promoted as a suitable substitute for automobiles on elevated rails. However, because a pod can only hold 5–6 passengers, it is not appropriate for infrastructure used for trunk transportation like buses or metro rail unless multiple pods are imagined. In contrast to buses, a pod may hold only 5 to 6 people, making it ideal for point-to-point travel with fewer passengers at once. However, densely populated Indian cities can support transportation systems that need a higher passenger volume at a more reasonable cost per passenger kilometre.

• Electric/Hybrid Vehicle - It’s important to realise that MRTS,

which includes traditional metro rail systems and sub-urban railways, are one of the mainstays of electric mobility in a city and region, even though the public tends to focus more on whether it would be desirable to replace the ICE bus system with a hybrid or fully electric one and to promote electric vehicles or two-wheelers.

Opportunities & Challenges

A reliable urban transportation system, including the Mass Rapid Transportation System (MRTS), is essential for an equitable and environmentally sustainable growth process. The vast majority of the MRTS segment and the urban transportation industry continues to be underinvested, putting a tremendous societal burden on this nation. Such fundamental insights, however, are frequently overlooked in favour of the minute project specifics, a glaring financial shortfall, and a project’s inability to move forward.

Ironically, India’s Public-Private Partnership (PPP) regime,

supported by the Department of Economic Affairs, especially its agreement to provide up to 40% of viability, makes this situation even more ludicrous. One of the world’s most complex regulatory and enabling regimes for luring private investment is grant funding. It’s accurate to say that the policy controlling metro rail was updated in 2017. Despite a robust PPP framework, most MRTS projects are budget-funded. However, a greater reliance on budgetary support results in a slower rollout of new MRTS projects.

MRTS systems are controlled because they constitute a natural monopoly. They have a very long gestation period and require much cash, and the amount of return on investment that can be secured through user fees is constrained. They cannot, except in exceptional circumstances, be fully funded by private capital; therefore, the sector requires a variety of wellstructured projects where uncertainties are reduced, risks are appropriately allocated, the public interest is protected, and the private sector is guaranteed a reasonable return.

Simply put, the status quo cannot continue. This impasse

can be broken by creating an atmosphere encouraging government bodies to use creative finance methods. The private sector must demonstrate its willingness to invest on its end. Public authorities in India, particularly in larger cities, have a unique opportunity to generate revenue for infrastructure through land-based instruments, particularly by commercially utilising inefficiently used or vacant land in the centre of the city. While there can be many creative ways to raise money, this opportunity is perfect for larger cities.

Another crucial route for obtaining funding is value capture, which occurs when installing a trunk infrastructure increases the value of the surrounding real estate. Another issue that has to take centre stage is the deteriorating environmental situation in larger Indian cities. While new technologies like the hyperloop and pods have received much attention, the exponential growth of electric mobility is significant. Even though more people are talking about electric mobility, much of the focus is still on electric or hybrid cars, with the rare mention of electric buses. Like elsewhere in the world, MRTS systems based on rail, especially sub-urban railroads, should receive attention in the rising agenda of electric transportation.

Several potential ways are included below to examine the financial bottlenecks and problems with land acquisition:

• Due to their significant societal benefits, MRTS projects should be prioritised when allocating funds. Additionally, the Indian government should arrange a soft loan for the project.

• Before considering a project like a metro, the possibility of encouraging more affordable modes like BRTS and non-

motorized modes should be explored.

• The budgetary allocation for a project should be supplemented by a contribution from a special urban transport fund, which should be established at the state level in consultation with MoUD through the imposition of special taxes or levies to account for the rising value of land and property as the rising FAR along the metro corridors.

• The alignment of land use rules along the metro line to permit densification, flexible land use policy, and developing high-rise buildings is crucial to the strategy’s success. This needs to be included in the requirements for project approval.

• It’s very likely that a State won’t be able to gather enough money to fund a significant government initiative in its earliest stages. Development Authorities, which typically own most of the public land and get revenue from controlling its usage, may contribute to the project’s initial financing. (For example, DDA). In collaboration with the appropriate central government agency and the state governments, MoUD may develop the specifics of the Fund’s operational mechanism.

It should also be highlighted that India’s urban transportation system, including MRTS, is seriously underfunded. One of the leading causes is said to be a lack of resources. While this is true, India needs to tap the potential of its land value capture fully. Some prime government land is underutilised or not used at all. The government can make significant money by altering the land use pattern and commercially exploiting these properties, which can be used to build infrastructure and address problems with the nation’s sustainable transportation system.

Taking proactive initiatives aimed at creating more value for your brand www.symbrojmedia.com

INTERVIEW EXCLUSIVE

Exclusive Interview with Sanjay Risbood, CEO, Getzner India Pvt. Ltd.

including Delhi, Bangalore, Hyderabad, Lucknow, Mumbai, Jaipur, Kochi, and the international projects like Riyadh, Mauritius, and Dhaka metros.

Apart from railways track superstructures, Mr Risbood has led the entry of Getzner in the construction sector of India for vibration isolation of heavy machine foundations in the power, steel, and cement industries.

An alumnus of the prestigious College of Engineering- Pune, Mr Risbood brings with him vast experience of 35. He has headed the sales department of engineering industries and consulted various organisations in management, sales and marketing.

Some of the prestigious projects under progress are NCRTC- RRTS (Delhi Meerut) high-speed metro, Kanpur and Agra metro. While I am giving this interview, my team is already working on the Pune metro project to install our systems.

Apart from India, our systems are adopted at Dhaka Metro, Riyadh Metro and Mauritius metro projects where L&T had been a track work and turnkey contractor.

Mr. Sanjay Risbood CEO

Mr Risbood is also a Chairman of the Railway Sector Committee of EBG India. European Business Group (EBG) is a joint initiative of the European Commission and The Indian Government recognises European Business Community in India as the premier industry advocacy group.

Here are the edited excerpts: –

Our solutions are also a part of the fastening systems of renowned manufacturers like Vossloh, Schwihag, and Patil. We are also on the slab track turn-out solutions from VAE VKN and Vossloh Conifer. Different track systems like Sonneville (LVT) in Mumbai line III, Porr track slabs and Rheda from PCM Rail One across the world and in India use our solutions.

Metro Rail News conducted an email interview with Sanjay Risbood, CEO of Getzner India Pvt. Ltd. In the interview, Sanjay Risbood talked about vibration mitigation systems for urban Railways.

Mr Sanjay Risbood, as a CEO and Resident Director of Getzner India Pvt Ltd., heads. Getzner’s operations in the Indian subcontinent. Getzner is an Austrian company – a leading provider of vibration mitigation solutions for the track superstructures of urban and mainline railways.

Under the leadership of Mr Risbood, Getzner, in the last 12 years, has provided vibration mitigation solutions to almost every metro project in India,

Q.1. What are the company’s significant developments in vibration mitigation systems for urban railways? Please quote major orders on the book and project accomplishments.

Our first project in India was in 2009 with MMOPL (Mumbai Metro), followed by DMRC Phase II, where we installed a mass-spring system under a tight schedule just before the beginning of the Commonwealth games. From that point onwards, we have been a part of almost every metro project in India. Our vibration mitigation systems are adopted on DMRC Phase III, Delhi Airport extension line, Lucknow Metro, Ahmedabad metro, Bangalore metro, Mumbai metro, Kochi Metro, Jaipur Metro, etc.

In urban railways, Getzner is present on more than just tracks. Getzner’s vibration mitigation solutions are also used under the floating floors of metro rolling stock to prevent vibrations from entering the coach floors from the wheel sets. All the leading coach manufacturers such as Alstom, Bombardier, BEML, TitagarhFirema are using our solutions on the rolling stocks manufactured by them for Delhi, Kolkata, Kochi, Lucknow, Mumbai, Pune, Jaipur, etc. projects.

Q.2. Do you think developing a vibration mitigation system for IR is particularly challenging as the national transporter in India is one of the world’s largest in terms of passenger and freight transportation?

Because of the challenges, the priorities in front of IR differ from the urban railways. IR’s primary focus is safety, network capacity enhancement, speeds like 160200, upgrading the rolling stock (VandeBharat), Electrification, etc. Vibration

Getzner India Pvt. Ltd.

mitigation is not their top priority, as IR and DFCC mainly operate on open tracks outside the city limits. However, when IR starts operating at higher speeds, the corridors running in and out of the cities will need to be equipped with vibration mitigation solutions to avoid any concerns for the citizens staying in the vicinity of the railway tracks. In future, in the cities, the main line corridors also may run underground. Therefore, adopting vibration mitigation systems on the IR tracks will become necessary.

Having said this, it is also important to note that IR’s foremost priority is track quality improvement, reducing the maintenance requirements, increasing rack availability for the traffic and reducing the overall life cycle cost (LCC) of the track assets. And I am glad to mention that Getzner is already working with IR and DFCC with our high-quality elastic solutions like Under Sleeper Pads, Under Ballast Mats to achieve the high initial track quality that requires far less maintenance. These solutions are already in use on advanced railway systems from Europe and heavy haul lines in Brazil, Australia etc. and are under trial at various locations at IR and DFCC.

Q.3. What is ‘structure-borne noise’, a common term that we generally come across while talking about noise and vibration caused by the running of trains on wheels?

Structure-borne noise is caused by vibrations transmitted via solid or liquid bodies. Imagine a heavy train running near a condominium: the wheels transfer vibrations to the rail track and transmit them to the surrounding grounds and buildings. You can often feel the vibrations inside the house, and if windows or tableware start to shake, you can even hear it as secondary airborne noise. So very often, the effect of vibrations is noise. Therefore, vibration isolation prevents structure-borne noise, has less harm to building structures and causes less noise pollution.

Q.4. In what ways Getzner is helping urban transport planners to provide sustainable transportation and urbanisation solutions for approx. 2.5 billion new citizens who are expected to join cities globally by 2050?

In India, migration to urban areas is a fact today and will remain a reality in

future also. We have no choice but to adapt to mass rapid transit systems for convenient, affordable and environmentfriendly movements of people. The urban transport systems, especially the metro, while helping people to move efficiently, should not create problems for the citizens staying or businesses, hospitals, or schools established around the corridors. In these cases, the primary cause of concern is getting disturbed by the vibrations and structure-borne noise. If urban planners and metro companies do not consider this aspect, the people will not support such projects. If proper measures for mitigation are taken, disruptions, rework, and litigations will be avoided.

This is precisely where Getzner is helping the metro companies and contractors. We not only supply our solutions but work with metro companies from a very early stage of the project and try to share with them the best practices in the NV assessment of the corridors, predictions, selection of the suitable mitigation systems considering their boundary conditions, supply, installation training and supervision, measurements etc. Over the last five decades, Getzner has worked with different track systems, consultants, speeds, and underground and elevated corridors and has gathered valuable expertise, experience and knowledge. Getting this on the table helps metro companies get a holistic picture of the vibration mitigation aspects, and they can make the themed decision for adopting sustainable solutions for their project.

Q.5. What, in your opinion, is more challenging – providing sustainable transport solutions or ensuring better urbanisation options for citizens? Do you think a well-developed urban rail transit system is the best solution for a sustainable and clean transport system for cities?

Ensuring better urbanisation options for the citizens is more challenging than merely providing sustainable transportation solutions. Transportation solutions are part of the whole “better urbanisation” puzzle. Better urbanisation is a far-reaching concept that includes many parameters like housing, energy, sanitation, health, environment, transportation, education, trade, and industry.

In transportation, only thinking of railbased transit in isolation will not work. One has to think of the entire spectrum of efficient bus services, concepts like trams (LRT), last-mile connectivity, enough parking space, corridors connecting different corners of the city, interchange points, etc. The entire public transport system will be successful if it’s planned with a broader long-term view.

Gustavo Petro, a Mayor of Bogotá, once said, “A developed country is not a place where the poor have cars. It’s where the rich use public transportation”. The measure of the success of any public transport system can’t be described in better words than this.

Q.6. You have a long experience with innovative vibration isolation solutions for rail, construction, and industry sectors for nearly five and a half decades. How do you see the Indian market in this context? What are your long-term goals in unity with the Make in India & Aatmnirbhar Bharat campaign?

A fast-growing economy, rapid urbanisation, expanding rail-based urban transit systems, ever-expanding and modernising railway infrastructure and the stable investment-friendly government are the key drivers for the entry, growth and success of Getzner’s solutions in any market. And in India, we see that happening. So, we are confident about our growth here and strongly believe in the success story of India. With all the conducive environment around, we see enormous opportunity for our solutions in the central line railway, heavy haul, high speed, urban railway, rolling stock, building acoustics and industrial foundations.

We are already thinking of a manufacturing facility in India under the “make in India” policy of the government.

Q.7. How are you planning to help IR in its modernisation efforts with some major key players already in the market? Seeing the rugged terrains and demographics IR operates, do you have any class apart customised solution in your category which gives you an edge over other companies? Please mention.

The government of India, through its “Gati Shakti” initiative and the vision document “National Rail Plan” (NRP), is focusing on

the expansion and modernisation of the Indian Railway network. The prime objectives are

• Increasing the speed on the essential routes to 160-180-200 KMPH.

• Shifting the significant share of freight movement to railways (Target 45 %). Develop Dedicated Freight Corridors, and feeder routes – (By increasing speed and lowering operational costs)

• Increasing the capacity and reliability of the whole network.

• Track Infrastructure’s focus is capacity creation and expansion. Significant capital expenditure in creating track infrastructure (DFC, HSR and Core Track Infrastructure). This planned expenditure accounts for 60 ~ 66 % of investments till 2031 and further up to 2051

However, more than capacity creation will be needed. The enhanced capacity should be available for the train traffic to run. This means that the tracks should not need frequent maintenance, block closures for maintenance should reduce, and no speed restrictions should be required.

One of the fundamental aspects of achieving the above objective is introducing the designed elasticity into the ballasted tracks. Getzner’s flexible solutions have been used successfully for decades on modern railway systems across Europe on mainline, high-speed ballasted tracks and heavy haul tracks in Brazil, China, and Australia.

On IR and DFCC, Getzner’s Under sleeper pads are already under trials with encouraging results. Getzner’s experts continuously interact with IR and DFCC officials about good practices, track specifications, component design, solutions for maintenance-prone areas, etc. We are glad to mention that the railway board, RDSO, is taking various initiatives to adopt the designs and specifications to build/upgrade tracks with initial high quality, use of suitable quality track components, adoption of proven technologies used on advanced railway systems (USP/UBM), adoption of international standards, etc.

“Indian railways” is such a massive market that there is a place for many players capable of supplying products with the required quality, long terms sustained performance and a reasonable price. So Getzner is not worried about existing players or the upcoming competition. Our high quality, service, technical expertise, experience, and the quest for innovation make us stand apart from other players. Also, our commitment to “Make in India” by adopting these technologies by IR will go a long way in making our footprint bigger in the railway sector of India.

Q.8. What would be your message to our readers? Any views for MRN?

On the background of the phenomenal and remarkable pace and nature of changes coming in IR over the past few years, I can only say that we, as Indians, should have a strong faith in India’s growth story, especially that of railways and metros. There are ample opportunities for excellent quality, innovative products and solutions are proven on the modern railway systems. Adopting new technologies may take longer than one wants, but it will happen. Days are not far off for IR to use high-quality, reliable, “made in India” products and solutions that meet international standards.

Congratulations to MRN on publishing a magazine in such a niche sector. Your initiative will go a long way in bringing the decision-makers, suppliers, industry experts, academicians, and policymakers on one platform for sustainable development.

FEATURED METRO

Kochi Metro: A fast transit system for financial capital of Kerala

In Kerala, India, the city of Kochi has a fast transit system called the Kochi Metro. It is one of the fastest-completed metro projects in India; it was made public four years after work began. The Kochi metro project is the nation’s first metro that links rail, road, and marine transportation services. The first phase is set up at an estimated cost of Rs. 51.81 billion. As part of the annual Urban Mobility India (UMI) international conference, the Urban Development Ministry honoured Kochi Metro in October 2017 as the country’s best urban mobility project.

Prime Minister Narendra Modi officially opened a 13.4-kilometre segment of the line from Aluva to Palarivattom on June 17, 2017, after construction on the project began in June 2013. On October 3, 2017, a second 5-kilometre segment was opened between Palarivattom and Maharaja’s College metro station. On September 3, 2019, CM Pinarayi Vijayan and Housing and Urban Affairs Minister H.S Puri officially opened a new 5.65-kilometre segment from Maharaja’s College Stadium to Thaikoodam. The Kochi Metro also has driverless train technology and plans to use it shortly.

The Kochi Metro is lauded for hiring transgender people and Kudumbashree employees. It is the initial rapid transit system where women carry out all managerial functions. A vertical garden is installed on every sixth metro pillar, solar electricity is installed, and non-motorized transportation routes are all part of the system’s sustainability objectives.

In addition to the standard tickets, it now uses a single card,

timetable, and command and control system. This debit card, used in conjunction with the Kochi One Mobile App, would give users access to all forms of public transportation and the ability to make purchases and conduct online transactions. The ‘clickand-collect feature will be introduced, allowing users to pick up items they have ordered online from metro stations. Every metro station in Kochi has a unique theme based on the history and geography of Kerala.

Construction

On September 13, 2012, former Prime Minister Dr Manmohan Singh laid the project’s founder in stone. After an official opening ceremony at the Jawaharlal Nehru Stadium on the same day, piling construction for the viaducts near Changampuzha Park began as part of the Kochi Metro train project on June 7, 2013. The State Government declared at the opening ceremony that the metro would be extended by one and a half kilometres from Pettah to Tripunithura. On September 30, 2013, Soma Constructions started piling at Kaloor, the site of the metro’s first stop. Aluva was the next station where piling work was done.

Several companies, including Era Infra Engineering, Larsen & Toubro, Cherian Varkey Construction Company, SP Singla Constructions, and Soma Constructions, have constructed stations and viaducts. In April 2013, the Kalamassery-Stadium stretch viaduct and six stations construction contract, expected to cost Rs. 4 billion, was given to Larsen and Toubro (L&T). The construction of a four-lane road with metro viaducts and the

demolition of the existing ROB were given to Cherian Varkey Constructions-RDS (CVCC-RDS JV).

On January 23, 2016, Chief Minister Oommen Chandy signalled the start of the first trial run. The trial run of the three-car train set was successful. On February 27, 2016, the first trial run of Kochi Metro was conducted with speeds up to 10 km/h on a 1 km segment between the Muttom Yard depot and Kalamassery. On December 8th, 2016, the Research Designs and Standards Organization (RDSO) authorised the metro to run at 80 km/h. The Kochi Metro received the go-ahead to launch its services on May 8th 2017.

The contract to build the Kochi Metro from Maharaja’s College to Ernakulam south and from Kunnara Park to Pettah was given to a consortium of Cherian Varkey Construction Company and Vijay Nirman Constructions (VNC) in July 2017.

Tripunithura extension

On January 27, 2014, KMRL approved the metro extension to Tripunithura. Based on the preliminary RITES report, the State Cabinet approved the Tripunithura extension on March 5, 2014.

Phase II: Kakkanad Infopark extension

To extend the metro up to Infopark, KMRL started the land acquisition procedure in November 2016. The various provisions included widening the Kakkanad-Airport corridor to a 22-metrewide stretch and constructing metro pillars in the centre of the stretch by KMRL. Palarivattom Junction, Palarivattom Bypass and Collectorate Jn. They are also slated to be widened. The 11.2 km extension to link Jawaharlal Nehru International Stadium to Infopark via Kakkanad is estimated to cost Rs. 2,024 crores.

On May 17, 2017, the State Cabinet approved the Kochi Metro’s Phase II. The project is expected to cost rupees 2,577 crores. Unlike Phase I, the KMRL implemented Phase II independently without the involvement of the DMRC. Phase II comprised an 11.2 km line from Jawaharlal Nehru International Stadium to Infopark via Kakkanad, having 11 stations on the line.

Phase III: Airport Extension

The Cochin International Airport at Nedumbassery shall be reached by extending the metro line from Aluva as part of its third phase. The airport authority requested that the State Government build the metro link during the second phase, but the State Government decided to complete the extensions during the third phase.

Financing

• Funding: The original cost of the Kochi Metro project was Rs. 51.46 billion, which later increased to Rs. 55.373 billion. The total estimated cost of land acquisition was Rs. 11.1 billion, higher than the 6.72 billion rupees estimated per the original plan. The total external borrowing for the metro rail project was nearly Rs. 21.7 billion. The KMRL director board approved Canara Bank’s offer to lend a loan of Rs. 11.7 billion on November 4, 2013. On February 8, 2014, KMRL and Agence Française de Développement (AFD)

signed a contract for lending the project a loan of Rs. 152 crores by AFD. The AFD has given a 25-year loan with a 2% interest rate. A 20-year payback and five-year grace period make up the time frame. The combined debt from Canara Bank and AFD was INR 21.70 billion.

• Revenues: The KMRL aimed to make money in addition to ticket sales by licensing station names and running advertisements. Advertisements will be displayed at metro stations, on the pillars along the viaduct, inside and outside trains, and the KMRL website. Renaming stations after sponsors who donate have been proposed. The metro also planned to provide connections between metro stations and surrounding business establishments in exchange for fees from the establishments.

Additionally, the Kochi Metro has promoted competitive bidding for the naming rights of particular stations. After winning the naming rights for the station, Lissie Hospital’s nearby station was given its name. On February 1st, 2020, the station’s name was changed to Town Hall Metro Station. OPPO also won the name rights for the stations at MG Road and Edapally. Thus, Edapally OPPO and MG Road OPPO are the names of the stations. If the projected ridership in the DPR is met, the Indian Institute of Management, Bengaluru (IIMB) predicted that Kochi Metro might achieve financial break-even after eight years of operation.

Stations

From Aluva to Pettah, KMRL has suggested a 25-kilometre elevated line with 23 stations. The length of each platform is 70 metres. The course features 17 steep turns, the sharpest of which has a radius of 120 metres. Design elements for the stations, such as the floors and doors, have been created by Egis India. The Indian Institute of Architecture (Kochi Chapter) created the roof and interior layouts of the stations. On March 14–15, 2014, the IIA gave the KMRL 14 station designs.

The Kochi Metro stations have local cultural allusions in their exteriors and interiors. All the stations share a common design element: the Western Ghats, which run primarily along the boundary between Tamil Nadu and Kerala.

Infrastructure

• Rolling Stock: The Kochi Metro uses 65-metre-long Metropolis train sets built and designed by Alstom. Coaches are 3.90 metres tall, with each train of three coaches 65 metres in length. Each coach has 03 wide doors with automatic door closing and opening. The platforms at each station would be 70 metres long and have half-platform screen doors.

• Signalling: The Kochi Metro is India’s first metro system to use a communication-based train control (CBTC) system for communication and signalling. Alstom won the contract for the signalling and train sets, using the Alstom Urbalis 400 CBTC signalling technology. Signals have a limited role in a CBTC system since beacons placed along the corridor inform the operation control centre (OCC) at Muttom of the precise location of each train. Every train movement is tracked and managed by the computerised OCC. Though CBTC enables the

running of driverless trains, the Kochi Metro proposes using metro pilots for initial runs.

• Power: KMRL started adding solar panels to 22 stations’ rooftops and the structures at the Muttom yard in November 2016. Hero Solar Energy (P) Ltd. received the project under contract. The agreement is based on the Renewable Energy Service Company (RESCO) business model having provisions of investment of Rs. 27 crores by Hero to build the solar power station and run it for 25 years. According to the power purchase agreement terms, Hero suggested charging KMRL Rs. 5.51 per unit for the generated power. KMRL proposed a plan to erect solar panels on 9 acres of vacant ground at the Muttom yard in March 2017.

Operations

• Open Data: Kochi KMRL introduced Open Data on March 16 as part of their Open Data Initiative. To increase access to its services in Kochi city, Kochi Metro became the first metro agency in the nation to implement an open-data strategy. Developers, business owners, and data analysts can now obtain information on planned stops, routes, and prices from the KMRL website because it has been transformed into the generally accepted General Transit Feed Specification (GTFS).

• Fare Collection: The Kochi Metro has Rs. 10 minimum and Rs. 60 maximum fares. The metro line is divided into six tariff zones with the letters F1, F2, F3, F4, F5, and F6, each corresponding to a multiple of five in terms of distance. For the first 2 km, there is a minimum fee of Rs. 10, and rates rise by Rs. 10 for each additional fare zone. The cost of the Kochi metro is marginally higher than the cost of the Volvo city bus services.

• Management: The KMRL signed a contract with a women’s self-help organisation, Kudumbashree, to manage the metro station area, including ticketing, customer service, housekeeping, parking management and operating the canteens. KMRL declared that in addition to Kudumbashree, it should hire transgender employees to manage metro services.

• Boat Service: The Kerala State Water Transport Department (KSWTD) began offering a boat service from Vyttila to Kakkanad on November 19, 2013. It is integrated with the subway and served as a traffic diversion while the metro was being built. Steel Industries Kerala Ltd., in Kannur, produced the boats (part of Steel Authority of India Ltd). The 9-kilometre boat trip from Vyttila to Kakkanad takes about 25 minutes.

Latest Update

In two years, KMRL (Kochi Metro Rail Ltd.) will have finished building the new line that runs from JLN Stadium to Infopark at Kakkanand. On October 12, 2022, a stakeholder conference was conducted to assess the new line’s development under Phase II. The Kochi Metro is a quick public transportation system that serves the fantastic city of Kochi in God’s land, Kerala. A Special Purpose Vehicle (SPV) called KMRL (Kochi Metro Rail Limited) was created for the Kochi Metro Rail Project. Dr Manmohan Singh set the groundwork for the Kochi Metro train project in 2012, and on June 17, 2017, Prime Minister Narendra Modi officially opened the line for travel from Aluva to Palarivattom.

The PM laid the Phase II corridor’s foundation on September 1st, 2022. It is the first transit system in the world to have women handling every aspect of administration. Every metro station in Kochi has a distinctive motif inspired by Kerala’s culture and landscape. Kochi Metro uses Alstom Metropolis trains with three carriages. With 136 seats and a length of 66.55 metres, each train can accommodate 975 passengers. A new fleet was added by KMRL at Muttom Yard, boosting the total number of trains to 25. The maximum speed of the metro trains is 80 km/h.

Coimbatore Metro

An urban rail transit for the picturesque city of Kovai

Introduction

The Coimbatore Metro is a proposed fast transit system for Coimbatore, Tamil Nadu. The Coimbatore Metro Rail Project was initially revealed in December 2017. During the MGR Centenary celebrations in Coimbatore, a flurry of additional constructions, including the Avinashi Athikadavu Project and new flyovers, were undertaken. Coimbatore is a charming city tucked away in the Western Ghats, perched on the banks of the gurgling Noyyal River. Coimbatore, also known as Kovai, is a beautiful natural tourist destination with ornately carved temples and opulent shopping districts. Due to its well-established cotton industry, it is frequently called ‘The Manchester of the South.’

One can visit Coimbatore in Tamil Nadu to visit many tourist attractions. The excursion can begin with seeing the enormous Adiyogi Shiva structure, which is situated in the foothills of the lush and captivating Velliangiri Mountains. Visit Coimbatore’s breathtaking temples, like Perur Siva Temple, Ayyappan Temple, Velliangiri Hill Temple, and Marudhamalai Hill Temple. to go on a spiritual journey. The babbling Vydehi Falls and Monkey Falls offer a chance to experience the tranquility and comfort of nature. Visitors are equally astounded by the luxuriant flora and wildlife of Coimbatore’s Nilgiris Biosphere Nature Park and the ivory stream of Siruvani Waterfall.

For parents looking to take their kids on an exciting trip, Coimbatore is the ideal family vacation spot. The Kovai Kondattam Amusement Park offers several water slides for guests and tourists to enjoy and a zoo and park where they may unwind. The Coimbatore Metro line offers travellers an affordable way to visit these breathtaking locations and more. Additionally, swift travel between all of the well-known tourist locations is made possible by good transit and a decent connection.

Coimbatore Metro

A proposed fast transit system for Coimbatore, Tamil Nadu, is

called Coimbatore Metro, sometimes known as Kovai Metro. The Assembly formally declared the Coimbatore metro rail project to start in the budgetary year 2017–2018. It came into reports in Feb 2019 that one year shall be kept aside for preparing the DPR for the proposed transit system.

As per the full project report, Coimbatore Metro has been planned to be built in three phases. The first phase plans call for two corridors, the first of which will run from Park Plaza to the Ukkadam Bus Stand and connect the Vellalore Bus Terminal to PSG Foundry (covering 31.73 km). The second corridor will connect the Collectorate Metro to Valliyum Palayam Pirivu (14.13 km). The connecting station for these lines will be the Collectorate Metro, which will probably be constructed at the eastern end of the Collectorate.

Route Map

Three phases of the Coimbatore Metro have currently been proposed. Below, each phase is briefly described.

Phase 1

Corridor 1: PSG Foundry-Vellalore Bus Terminal

The first corridor of the Coimbatore metro route will have 26 stations and run from the Vellalore Bus Terminal to the PSG Foundry, including connections to the airport.

Corridor 2: Vaiyampalayam Pirivu-Collectorate Metro

The second corridor of the Coimbatore metro route would include 13 stations and connect to the airport, running from Collectorate Metro to Valiyampalayam Pirivu.

Phase 2

Red Line (Line 1): Kaniyur - Ukkadam Bus Stand

Yellow Line (Line 2): Bilichi - Ukkadam Bus Stand

Blue Line (Line 3) : Karanampettai - Thanneerpanthal

Green Line (Line 4) : Ganeshapuram - Karunyanagar

Pink Line (Line 5) : Ukkadam – Vellalore

Phase 3

The details have not been disclosed yet.

Major Stations on Metro Route

Following are a few of the significant metro stations along the Coimbatore metro route:

• Podanur Junction Metro Station: Passengers may quickly go to Podanur Junction from this metro stop on the Coimbatore Metro route. Podanur Junction, run by the Southern Railway Zone, is the city’s first railway station. The train station has five platforms and controls both local trains and trains that travel farther distances.

• Town Hall Metro Station: The Town Hall business district would be connected to this metro station on the Coimbatore metro line, which would be located right in the centre of Coimbatore. It is the centre of several significant locations, including NH Road, Oppanakara Street, and Ukkadam. Additionally, it is accessible to both Ukkadam and Gandhipuram Central Bus Terminus.

• Coimbatore Junction Metro Station: The city’s primary railway station, Coimbatore Junction, would be connected to this metro station on the Coimbatore metro route. This railway station, which has six platforms, is one of the important ones in South India. You can board a train from here to get to destinations like Chennai, Delhi, and Jaipur.

• Saravanampatti Metro Station: This metro station on the Coimbatore Metro line connects to the upscale neighbourhood of Saravanampatti. In addition to roughly 50,000 IT professionals, the area is home to several famous IT companies.

Metro Facilities

The Coimbatore metro line is being developed with the needs and preferences of the passengers in mind. It is intended to offer the utmost comfort, a smooth travel experience, and a wide choice of primary and sumptuous amenities for a tranquil ride.

Parking spaces would be available for passengers who might need to leave their private vehicles before joining the metro. For more accessible access to the intended platform, escalators and lifts are also being built at metro stations. A pedestrian overbridge has also been constructed to provide passengers with a safe road crossing. The Coimbatore metro line’s stations would also have additional amenities.

It has been proposed to construct Coimbatore metro stations through a Public-Private Partnership in prime locations, including airports, train stations, bus terminals, sizable institutions, retail malls and other locations so that people can get to the city’s significant locations quickly.

Key Dates & Timeline

• 2011: Metro rail projects for Tier II cities, including Coimbatore, were announced by the Central Government under Prime Minister Dr Manmohan Singh.

• 2011: The metro rail project was shelved by the Tamil Nadu government under former Chief Minister J. Jayalalithaa in favour of the monorail.

• 2013: Metroman E. Sreedharan declared Coimbatore’s metro rail a suitable mode of transportation after conducting research.

• 2017: Metro rail for Coimbatore was again announced by the Tamil Nadu government, led by former Chief Minister Edappadi K. Palaniswami.

• 2017: Following approvals from the state and central governments, the Tamil Nadu government announced the commencement of the Coimbatore Metro Project’s construction in FY 2017–18.

• 2017: Additionally, the Central Government’s approval to start and finance the Coimbatore Metro Project was announced by Railway Minister Suresh Prabhu.

• 2017: The Detailed Project Report (DPR) for Coimbatore Metro was announced by TN Govt to be prepared by CMRL and fund availability by German-based KFM company.

• 2017: CMRL releases tender notice for preparing Coimbatore Metro’s DPR and feasibility report post clearance byT.N the Government to float tenders by CMRL.

• 2018: Tenders floated by CMRL for Coimbatore Metro’s DPR and feasibility report preparation.

• 2018: Five firms shortlisted by German-based KFW Company to prepare the DPR and feasibility study for Coimbatore Metro.

• 2019: SYSTRA Group was chosen for the feasibility study and DPR preparation.

• 2019: SYSTRA Group submits feasibility study to the Government.

•2019: To provide information regarding the development work

to be implemented in the city and on state highways, national highways, and National Highways Authority of India (NHAI) roads, SYSTRA Group approached the district administration and the city municipal corporation. The private company hired to create the DPR did so following the information given by the corporation and the district administration.

• 2020: CMRL met with representatives from Coimbatore Corporation and the Highways Department to discuss the execution of the metro project. Because of issues with the Ukkadam flyover, it was suggested that a portion of the metro line be altered. To connect to the new bus terminal, a metro line is expected to be extended up to Vellalore.

• 2020: A fifth metro line was suggested to connect CIBT at Vellalore and Ukkadam.

• 2021: Allocation of Rs. 6,683 crores for the Coimbatore Metro Rail Project as per the 2021–22 budget allocated by the Tamil Nadu government.

• 2021: Floating tenders for a topographical survey of the Coimbatore Metro Rail Project by RITES.

• 2021: Land survey begins.

• 2021: Prime meridian begins feasibility study survey work.

• 2022: Preparation of Detailed Project Report to be under final stages by CMR, announced by State FM PTR Palanivel Thiagarajan. Accordingly, funds are to be allocated by the central government and construction to start soon.

• 2022: Final stages of approval for a detailed project report (DPR) for phase one of a mass rapid transit system for Coimbatore.

Project Development

In 2010, the Central Government proposed building a metro rail system in 16 Tier-2 cities, including Coimbatore. The Tamil Nadu government scrapped the proposal in favour of a monorail in 2011. However, the Coimbatore Railway Struggle Committee also raised objections to the state government’s proposal advocating for the construction of a metro rail system for the city. E. Sreedharan surveyed in 2013 and suggested metro rail as a viable mode of transportation for Coimbatore. A representative of the Coimbatore District Administration stated in January 2017 that no rapid mass system was currently being considered for Coimbatore.

In 2017, the Tamil Nadu government announced its support for the Coimbatore metro train idea. Suresh Prabhu, the railway’s minister, declared that the central government was prepared to implement and finance the Coimbatore metro rail project. Metro rail has also received state government approval. The construction was supposed to start by the 2017–2018 fiscal year. However, it didn’t. CM Edipaddi K. Palaniswami announced Coimbatore’s metro rail plan. He announced that Chennai Metro Rail Limited (CMRL) would produce a feasibility study and Detailed Project Report (DPR) with funding from the German KFW business. To prepare the project’s DPR and feasibility report, CMRL published a tender notice.

The SYSTRA Group won the contract to prepare the DPR and feasibility study. The SYSTRA Group also contacted the district government and the city municipal corporation to provide information regarding the development work that would be carried out on the city, state, national, and National Highways Authority of India (NHAI) roadways. This project was initially envisioned as a monorail, which was then changed to a metro rail project, and is currently a Metro rail lite project.

Proposed

Metro Rail Routes in Coimbatore Based on CMP and Feasibility study

Coimbatore Metro

1 Red Line Ukkadam Bus Termi nus

Karu matham patti Avinashi Road

Coimbatore Junction, Peela medu, Coim batore Interna tional Airport

29

2 Yellow Line Ukkadam Bus Termi nus Bilichi Mettupa layam Road Saibaba Colony Bus Termi nus, Thudiyalur 24 3 Blue Line Karanam pettai Thaneer pandal

Trichy Road, Thadagam Road

Singanallur Bus Terminus, Uk kadam Bus Terminus 42 4 Green Line Karunya Nagar Ganesha puram

Siruvani Road, Sathy Road

Perur, Gandhi puram Central Bus Termi nus, Saravana mpatti

44 5 Pink Line Ukkadam Bus Termi nus

Coim batore Integrated Bus Termi nus

Latest Update

Chettipal ayam Road

Podanur Junc tion 8

The project in Coimbatore has been planned to be carried out in three stages, the first of which shall cover 14.1 km from the Collectorate to Valiyampalayam and 31.7 km from PSG Foundry to Coimbatore Airport. The complete project length will be 45.8 km, and the Coimbatore Railway Junction to Periyanaickenpalayam of 18.1 km, with a 13 km journey from Coimbatore Railway Junction to Pappampatty, thereby covering a total distance of 31.1 km in the subsequent phase. The third phase is 9.2 km from PSG Foundry to Kaniyur, 10.5

The Coimbatore Metro Rail Lite is planned to open in 2027 for Rs 9,424 crore. The project is planned to be

Organized By

Regional Rapid Rail

RRTS: The Indian Eurostar getting into reality

Abstract

The 82.15 km long, semi-high-speed rail system known as the Delhi-Meerut Regional Rapid Transit System shall link the cities of Delhi, Ghaziabad, and Meerut. It is one of three rapid rail routes proposed under Phase-I of the Regional Rapid Transport System (RRTS) project, which the National Capital Region Transport Corporation manages (NCRTC). The trip from Delhi to Meerut will take less than an hour at a top speed of 180 km/h. The project is anticipated to cost Rs. 30,274 crores and will have 24 stations, including two depots in Duhai and Modipuram. On March 8, 2019, Prime Minister Narendra Modi laid the route’s foundation stone.

One of the unique aspects of the RRTS corridor is the provision of local transportation services along the route in Meerut, with 21 km set aside for such purposes. By March 2023, regular operations will start on the 17-kilometre priority stretch between Sahibabad and Duhai. By June 2025, the entire 82 km long Delhi-Ghaziabad-Meerut RRTS line is expected to be operational.

Following the skirmish in the Galway Valley on June 15, 2020, Swadeshi Jagran Manch called on the government to revoke the Chinese company’s bid for the transportation system. The manufacturing facility of Alstom in Savli, Gujarat, manufactures the trains.

Project Detail & Key Information

· Operational: 0 km

· Under Construction: 82.15 km

· Approved: 209 km

· Proposed: 700 km (approx.)

· Design Speed: 180 kmph

· Operational Speed: 160 kmph

· Average Speed: 100 kmph

· Track Gauge Standard Gauge: 1435 mm

· Rolling Stock: Aerodynamic, 3.2 m wide and 22 m long, stainless steel/aluminium body (Alstom will supply 210 coaches for the Delhi – Meerut line)

· Signalling: European Train Control System (ETCS) Level-2 ERTMS

· Traction: 25 KV (One) AC-OHE

· Seating: Transverse

· Classes: Business & Economy (1 coach per train)

Route

· Length of the corridor: 82 km

· Number of stations: 14

· Depots: 2

· Depot Names : Duhai and Modipuram.

Partapur, Ritani, Brahmapuri, Meerut Central, Bhansali, MES Colony, Daurli, and Meerut North are the eight stations in Meerut that have been built specifically for local transit services. Meerut’s four stations receiving RRTS and local transit services are Meerut South, Shatabdi Nagar, Begumpul, and Modipuram. 1.45 km of the total Length will be at grade for connections to two depots situated at Duhai and Modipuram. Of the total Length, 68.03 km is elevated, and 14.12 km is underground. The route will be underground through densely populated parts of Delhi and Meerut, close to the Yamuna river. With an operational speed of 160 km/h, the entire route is intended for a top speed of 180 km/h. When stopping is considered, the average speed will be about 100 km/h.

The corridor connects Delhi with Meerut at Delhi’s Sarai Kale Khan station. The corridor will go through parts of Meerut, Ghaziabad, and Delhi before ending at Modipuram in Meerut. With the Sarai Kale Khan ISBT and Hazrat Nizamuddin railway station in the vicinity, Sarai Kale Khan shall also develop as a transit hub with Sarai Kale Khan - Nizamuddin metro station.

It is anticipated that the 16.60 km Hazrat NizamuddinSahibabad will open in January 2024, the 38.05 km Sahibabad - Meerut South section, which includes Duhai Depot, will open in January 2023, and the remaining 37.40 km, Meerut SouthModipuram shall become operational in July 2024. There will be 16 stations altogether. Hubs for multimodal transportation will be combined with current operating systems including the Delhi Metro, Indian Railways, and bus terminals operated by the Uttar Pradesh State Road Transport Corporation (UPSRTC) (planned at Anand Vihar, Sahibabad and Shaheed Sthal stations).

Key Features

· Delhi-Ghaziabad-Meerut corridor is the first RRTS corridor to be implemented in the country.

· Multimodal Integration: Airports, railroad stations, interstate bus terminals, Delhi Metro stations, and other transportation hubs will all be integrated with RRTS stations. It will make switching between commuter modes easier.

· Platform Screen Doors: For increased commuter safety, platform screen doors will be installed at all RRTS stations.

· The Delhi-Ghaziabad-Meerut RRTS Corridor is expected to increase the region’s modal share of public transportation from 37% to 63%, which is predicted to reduce traffic.

· According to projections, this corridor will dramatically reduce air pollutants, including PM 2.5 by 60,000 tonnes, NO2 by 475,000 tonnes, Hydrocarbons by 80,000 tonnes, and CO by 80,000 tonnes annually

Rolling Stock, funding, signalling & train control system

· Rolling Stock: On May 1, 2020, Alstom won the contract to provide and service 210 coaches after competing with three other companies. The coaches will be constructed at the Gujarat plant of Alstom. The RRTS rolling stock would have a design speed of 180 km/h, making it the first in India. The rolling stock for the Delhi-Ghaziabad-Meerut RRTS corridor shall be manufactured in the country itself. The NCRTC revealed the design of the RRTS trains in 2020.

· Funding: Multilateral Funding - The Asian Development Bank (ADB), the New Development Bank (NDB), and the Asian Infrastructure Investment Bank (AIIB) each contributed about $1 billion, $500 million, and $500 million, respectively.

Governmental contributions:

• 20% from the Government of India

• 3.22% from the Government of Delhi

• 16.78% from the Government of Uttar Pradesh

· Signalling & train control system: The European Train Control System (ETCS) Level-2 signalling will be installed on the route, according to the National Capital Region Transport Corporation. On April 17, 2020, bids were opened for its purchase.

Timeline & Status Update

· May 2017: Uttar Pradesh government approved the Detailed Project Report-DPR for the Delhi-Meerut RRTS project.

·

· Feb 2019: The Central Government approved Rs. 30,274 crores for the Delhi-Meerut RRTS project.

· Mar 2019: The foundation stone of the project laid by PM Modi.

· Jun 2019: Pillar construction work started.

· Oct 2020: Civil construction work is in progress on about a 50km stretch between Sahibabad and Shatabdi Nagar.

· Feb 2021: The construction work of the Anand Vihar Station of the RRTS corridor started.

· Apr 2021: Track laying for the Ghaziabad section of the corridor began.

· Jun 2021: The first elevated section pier was constructed (for the Sarai Kale Khan section).

· Jun 2021: In Anand Vihar, the construction’s first phase of the underground portion got underway.

· Jul 2021: The piers completed for the 24 km elevated stretch.

· Jul 2021: Alstom began manufacturing 210 trains. The train sets will be manufactured at the Gujarati city of Savli’s Alstom manufacturing facility.

Alstom.

· Mar 2022: The first visuals of the RRTS trains to begin service after completion of the priority corridor’s work, unveiled by NCRTC.

· Mar 2022: The tunnelling work starts for Meerut’s underground portion of the RRTS corridor.

· Mar 2022: By defeating the State Bank of India, Paytm Payments Bank won the contest to take over as the financial entity in charge of the fare system.

· Apr 2022: Roughly 25% of the corridor completed.

· May 2022: The first train manufactured by Alstom in Savli, Gujarat.

Summary

The National Capital Region Transport Corporation (NCRTC) is building the Delhi Regional Rapid Transit System (RRTS), a semi-high-speed rail system, to connect Delhi with its far-flung suburbs by eight lines known as Smart Lines, with trains moving at a top speed of 160 km/h.

· Aug 202: In Meerut, construction on the second underground section started.

· Sep 2021: Overhead Equipment (OHE) line installation began.

· Oct 2021: Tenders issued for the construction of the Modipuram depot.

· Dec 2021: Datamatics Global Services – The AFC System contract of Rs. 227 crores was awarded to AEP Ticketing Solutions JV.

· Jan 2022: A private wireless network system based on LTE/4.9G and supporting ETCS-II signalling deployed by Nokia and

This system aims to improve regional connections within the National Capital Region and lessen commuters’ reliance on automobiles. In addition, the Delhi Metro Rail system will be connected to the RRTS system, which will primarily operate underground and give locals a quicker alternate route to their destination (Eg. nonstop service between Sarai Kale Khan –Kashmere Gate on the Delhi – Panipat line).

The Crossrail system in London, the RER system in Paris, and the S-Bahn system in Munich are similar systems in other parts of the world. The Asian Development Bank (ADB) and Asian Infrastructure Investment Bank (AIIB) are providing a loan as part of their official development aid (ODA) programme to help fund the Delhi-Meerut RRTS Line. The project is now under construction, with the 82.15-kilometre Delhi-Ghaziabad-Meerut RRTS Line seeing the start of construction. A 17-km segment between Sahibabad, Ghaziabad, Guldhar, and Duhai has been given priority and is expected to open in 2023. The first contract for the 164 km Gurgaon segment of the Delhi-SNB-Alwar RRTS

Aug 2021: Announcement regarding six hundred and fifty hectares of land between Guldhar and Duhai RRTS Stations to be developed as a residential, commercial and industrial hub.

FEATURED PROJECT

Line was won in April 2020 after the invitation of the bids in November 2019.

RRTS Phase 1 Lines (349 kms)

A task force established by the NCRPB - National Capital Region Planning Board, has prioritised the construction of 3 routes as early bird lines:

Line-1: Delhi – Ghaziabad – Meerut RRTS

· Length: 82.15 km · Type: Elevated & Underground · Depot : Duhai EPE and Modipuram

· Number of Stations: 22

· Station Names: Sarai Kale Khan, New Ashok Nagar, Anand Vihar, Sahibabad, Ghaziabad, Guldhar, Duhai (EPE), Murad Nagar, Modi Nagar South, Modi Nagar North, Meerut South, Partapur, Ritani, Shatabdi Nagar, Brahmapuri, Meerut Central, Bhansali, Begum Pul, MES Colony, Daurli, Meerut North and Modipuram.

Line-2 : Delhi – Gurgaon – SNB – Alwar RRTS

· Length : 199 km

· Main-line : Delhi – SNB – Alwar (164 km)

· Spur Line : SNB – Sotanala (35 km)

· Type : Elevated & Underground

· Depot : Dharuhera, Alwar

· Number of Stations : 22

· Stations on Main-Line (18) : Sarai Kale Khan, Jor Bagh (INA), Munirka, Aerocity, Udyog Vihar, Gurgaon Sector 17, Rajiv Chowk, Kherki Daula, Manesar, Panchgaon, Bilaspur Chowk, Dharuhera Depot, MBIR, Rewari, Bawal, Shahjahanpur-Neemrana-Behrod (SNB), Khairthal, Alwar

· Stations on Spur Line (4) : Shahjahanpur, Neemrana, Behror, Sotanala

Line-3: Delhi – Sonipat – Panipat RRTS (103 km)

· Length: 103 kmType: Elevated & Underground

· Depots : Murthal & Panipat

· Number of Stations: 16

· Station Names: Sarai Kale Khan, Indraprastha, Kashmere Gate, Burari Crossing, Mukarba Chowk, Alipur, Kundli, KMP Interchange, RGEU, Murthal, Barhi, Gannaur, Samalkha, Panipat South, Panipat North, Panipat Depot

RRTS Future Phase 2 Lines

· Delhi – Faridabad – Ballabhgarh – Palwal (60 km)

· Ghaziabad – Bullandshahr – Khurja (83 km)

· Delhi – Bahadurgarh – Rohtak (70 km; Future extension planned to Hisar)

· Ghaziabad – Hapur (57 km)

· Delhi – Shahadra – Baghpat – Baraut (56 km)

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Technical Institutions.

Light Rail Transit

LRT : The search for a viable and costeffective transport system

Abstract

The Central Government is proposing to promote the Light Rail Transit System as an alternative means of the fast transportation system in metropolitan regions because of the growing concerns regarding the viability of the expense of metro rail projects, especially in smaller cities. One of the forms of urban rail transit, called the ‘light rail transit (LRT), uses tram-like rolling stock but operates at a higher capacity and frequently on a dedicated right-of-way. Between the high-capacity Metro rail and the low-capacity bus services, LRT is a medium-capacity mode of mass rapid transit.

LRT, or light rail transit, uses infrastructure and equipment typically smaller than those found in commuter/regional and metro rail/subway modes of heavy rail transportation. Some transportation options, including people movers and personal rapid transit, might be viewed as even lighter. LRT can be elevated, partially grade-separated, or at grade. Like road vehicles, light rail cars typically operate at significantly lower speeds but have a top speed of about 100 km/h.

Emphasis on LRT

The Central Government plans to introduce a new mass

transit system named Light Rail Transit to improve city public transportation systems. With tracks on the ground rather than elevated or underground segments, as with metro rail routes across the nation, the system known as the Metrolite has become a dedicated rapid rail corridor in cities and villages. The criteria and specifications for Metrolite have been finalised and delivered to the Railways for assessment by the Housing & Urban Affairs ministry of the central government.

Smaller cities falling under the Tier-II and Tier-III categorisation may need to be more viable for the typical metro rail system, which necessitates significant capital expenditure. Moreover, the population, as it stands, suggests that there would need to be more riding too. In these situations, the centre can consider the Metrolite Light Rail System, which will be acceptable and much less expensive while also serving as feeder services from different city regions. Approximately 800 km of the country’s metro rail network is already in operation, while another 1000 km are being built in 27 cities, according to the current state.

LRT: Global Projects

• Germany: Only Russia and other former Soviet Union countries have more light rail lines than Germany does in Western Europe. LRT systems have been effectively utilised by Germany, a leader

in rail transport systems, and they are present in many of its cities.

• France: In French cities and urban areas, transit systems— including metros and other types of LRT, particularly tramways— are immensely popular. Other cities employ the rubbertired metro or run light metros using the French VAL (Vehicle Automatique Leger) with small automated rubber technology. The legacy metro system in Paris uses both steel-wheel rail rapid transit and the French rubber-tired Gadgetbahn technology.

• United Kingdom: The Redlands Passenger Rail System and the metro rail systems in Glasgow and London are among Britain’s legacy rail transit systems. In addition, Blackpool has an urban legacy LRT tramway system. London’s Docklands Light Railway, an automated light metro that essentially uses LRT-style rolling equipment, has been one of the most effective new systems.

• China: China has an extensive intercity, regional, and urban rail transit network. Rapid train metros connect Beijing, Guangzhou, Shanghai, Hong Kong, and Tianjin. Many cities are putting light metro and LRT systems, including tramways, into place. Additionally, the legacy tramway in Anshan is undergoing renovation and modernisation. Legacy tramway systems also operate in Dalian, Changchun, and Hong Kong.

• Japan: Another country having a substantial intercity railway and urban and regional rail transit network is Japan. Several Japanese towns and regions, in addition to RPR, have longoperated legacy metros, LRT tramways, and interurban systems. Now, Japan may be catching on to the light rail revolution that has thrived in Europe and North America.

LRT in developing nations: Few examples

• Mauritius: The 26-kilometre Mauritius Metro Express Project will include 19 stations, including two cutting-edge elevated stations, and will run from Curepipe to Immigration Square in Port Louis. The alignment will enable a multimodal urban transit

system by linking three significant bus interchanges.

• Indonesia: The first light rail system to be built in Indonesia is the Palembang Light Rail Transit (LRT), built in Palembang, the provincial capital of South Sumatra. The Sultan Mahmud Badaruddin II (SMB II) International Airport and Jakabaring Sports Complex are linked by the 23.4km-long Palembang LRT system. It serves as a direct route between the airport and the sports complex, reducing the time it takes to get there by 30 to 45 minutes.

• Sri Lanka: Between Malabe and Fort, there will be 16 stations connected by the Light Rail system, which will cut the trip time in half to roughly 32 minutes. Most of the existing roadways will be used to build the tracks. The project is anticipated to help lessen traffic congestion and offer a safe transportation system for the city’s population, which has been multiplying in recent years. Construction will start on a 15.8 km stretch between Colombo Fort and Malabe in the first phase, while further phases will extend into the Western Megapolis area. The completely powered network will be constructed six metres above the ground.

LRT: Recent Developments in India

To improve public transportation in smaller cities throughout India, Metro Lite and Metro Neo, as less expensive alternatives to traditional metro rail, have gained importance. The administrations of Nashik, Thane, Gorakhpur, Jammu, Srinagar, and Coimbatore are in discussions with the centre to have these transport options.

A typical metro rail costs Rs 222 crore per km to build, compared to Rs 140 crore for a Metro Lite, which resembles a tramway and Rs 71 crore for a Metro Neo, which is more akin to an electric trolleybus.

The two innovative technologies also received praise from the finance ministry because they were significantly less expensive than the traditional metro. As a result, according to the union minister of finance, the country’s Tier-2 cities and outlying areas of Tier-1 cities would receive metro rail systems at far lower cost with the same experience, convenience, and safety.

According to the MoHUA (Ministry of Housing and Urban Development), the organisation responsible for constructing the MRTS in the nation, the department has already received bids for a Metro Lite project from Gorakhpur and Delhi (Rithala to Narela link) and a Metro Neo project from Nashik.

Proposals by different cities

• As an illustration, Nashik has proposed two Metro Neo lines totalling 32 km in length and costing an estimated Rs 2,100 crore. Delhi has implemented the

Metro Lite project to offer last-mile connectivity in the outlying areas.

• Several other cities have expressed interest in these transportation systems in addition to these three proposals, including Thane, Coimbatore, Warangal, Hyderabad, Jammu, and Srinagar.

• Thane has prepared the DPR for developing a Metro Lite corridor and is expected to send the proposal to the government for approval soon. The plan to build a 28.8-km corridor at an estimated price of Rs 6,279 crore has already been approved by the Thane Municipal Corporation.

Metro projects require a significant upfront investment but are financially feasible in large cities with substantial ridership and “per hour per direction traffic” (PHPDT). On the other hand, light rail options like Metro Lite or Metro Neo will be more practical and economical for smaller communities with less traffic.

Both new technologies could be good alternatives for supplying last-mile connections in the outlying parts of large cities like Delhi and complementing the conventional metro. India already has a 717-kilometre metro rail network, and construction is underway on a further 1,000 km. As a result, India is anticipated to have the second-highest metro network behind China, which has over 7,000 km, by 2024–2025, with over 1,700 km.

Metro Lite and Metro Neo

• A light urban rail transportation system like Metro Lite can readily handle traffic of 2,000 and 15,000 passengers per hour in each direction. Over 15,000 PHPDT are served by the conventional metro. Cost-wise, Metro Lite is 40% less expensive than a typical metro system. The reduced size of coaches, a reduced axle load of 12 tonnes compared to the typical metro’s 17 tonnes, and primary railway stations without concourses all contribute to the low cost. Up to 300 passengers can ride a three-coach train unit on Metro Lite. They have a 7.6 metre right of way and can operate on standard gauge track. With a maximum operating speed of 60 kmph, it primarily uses elevated lines and has a substantially smaller civil structure than a regular metro.

• The Metro Neo has the appearance of an electric bus trolley and can accommodate up to 8,000 PHPDT, with a capacity increase of 10,000. A track with a standard gauge is not necessary. The coaches will be equipped with rubber tyres and travel on either elevated or grade-level road slabs. They’ll have their rails and be powered by overhead traction. They may accommodate up to 250 passengers with a single coach about 12 metres long, two articulated coaches about 18 metres long,

or three vocal coaches about 24 metres long.

• The Railway Ministry has finalised the Metro Neo and Metro Lite standards. The Metro Act will govern both transportation networks.

These are the technological advancements that will change how we use public transportation. They are more affordable and offer a safe and effective public transportation system. The main goal is to extend metro service to smaller cities across India, boosting their economies. The public transportation systems in numerous cities worldwide, including Budapest, Melbourne, Zurich, Salzburg, San Francisco, Riyadh, Lyon, Vienna, and Vienna, are affordable and fuel-efficient. Light rail transit is widely accepted as the most promising system for Tier-II and Tier-III cities and has established itself in numerous cities across the globe. Moreover, one can anticipate this approach being deployed in many cities shortly, thanks to new Metrolite projects in India.

Conclusion

The government has recently concentrated on enhancing public transportation by looking into several alternative mobility solutions in addition to traditional metro rail networks. Regional rapid transit systems (RRTSs), monorails, and light rail transit (LRT) systems have all been identified as workable alternatives. These programmes don’t cost the government much but also significantly impact by limiting private cars on the road and lowering pollution levels.

Light rail transit systems

The capacity and speed of LRT are often higher than those of traditional street-running tram systems but generally lower than those of heavy rail and metro systems. LRT is a type of urban rail public transit. A new light rail system called Metrolite would be built and operated in 50 Indian cities and towns with lower

estimated ridership, according to criteria and guidelines established in July 2019 by the Ministry of Housing and Urban Affairs.

Although LRT/Metrolite offers several advantages over metro rail systems, it could have been a better-liked form of public transportation in India. However, since it has been noted that Metrolite only offers minor cost reductions during the asset’s lifetime, most communities continue to favour metro rail systems. LRT systems had previously been proposed for several cities, however, due to various implementation problems, more progress needs to be made on the projects (Kozhikode LRT), or they have been abandoned entirely (Bengaluru and Pune LRT). Nevertheless, despite significant setbacks, Metrolite projects are now being built in several cities, including Srinagar, Jammu, Kochi, and Delhi. Besides, several other LRT projects have been recommended for Tier II and Tier III cities, such as Dehradun, Vijayawada, and Visakhapatnam.

Monorail

In 2014, Mumbai’s first monorail project went into service. In addition, Mumbai is still the only city in the nation to have done so. The Mumbai Metropolitan Region Development Authority chose to introduce monorails with typically elevated single tracks to provide a feeder service for other city transit systems and accommodate confined congested regions. In March 2014, the project’s 8.9 km Phase I between Chembur and Wadala was serviced. In March 2019, the 11.28 km Phase II from WadalaSant to GadgeMaharajChowk was serviced. There are 17 stations altogether in the project. The monorail can accommodate 150,000 and 200,000 commuters daily and moves 7,500 people an hour in each direction.

However, Mumbai’s monorail has also been experiencing several problems, including technical difficulties, inadequate frequency, and poorly maintained rakes. Moreover, given fewer vendors for these projects globally, the future of monorails is less bright than that of LRT.

Regional Rapid Transit System

The National Capital Region Transport Corporation is implementing the first RRTS of the nation, which aims to relieve congestion in the transportation network serving the capital. Eight corridors have been chosen for construction as part of the RRTS project. Three routes with a combined length of 350 km— Delhi-Meerut, Delhi-Gurugram-Alwar, and Delhi-Panipat—have been prioritised. The three stretches, projected to cost roughly Rs 1 trillion, are anticipated to have a daily ridership of about 2 million.

At Sarai Kale Khan, where the system will be connected to other forms of public transportation, all three RRTS corridors will come together. The Level 2 signalling system of the European

Train Control System is being implemented to facilitate this. The RRTS and multimodal integration are anticipated to cause a shift away from private transportation, increasing the share of public transportation from 37% to 63%.

The Delhi-Meerut section will have 24 stations and carry 800,000 passengers daily throughout its 82.15 km length. The Sahibabad-Duhai priority portion, measuring 17 km, is anticipated to be finished by March 2023. The entire corridor is anticipated to be operational by March 2025.

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Indian Railways

Use of Smart technologies for a green & efficient transport system

By 2030, Indian Railways (IR) hopes to have a rail system prepared for the future through several initiatives. The plans include the following:

• Building capacity in advance of demand.

• Operating freight trains at 50 km/h average speed.

• Electrifying the whole railway system by 2024.

• Increasing the speed of passenger trains to 130 km/h on a few lines.

The goal is to improve efficiency, sustainability, and modernity to create a more affordable, secure, and reliable means of transportation for the public, whether in the passenger or freight segment.

Some of the major policy initiatives and key developments in recent years:

· The budgetary allotment increased by 27.54%: The Ministry of Railways (MOR) has been allocated Rs 1,403.67 billion (budget estimates) as part of the Union Budget 2022–23. The allocation is 27.54 per cent more than the budget projection for 2021–22 (Rs. 1,100.55 billion) and 16.92 per cent more than the amended estimate (Rs. 1,200.56 billion). Additionally, it is predicted that the operational ratio will reach 96.2% in 2021–22. This is slightly better than the operating ratio for 2019–20, which was 98.4 per cent.

· Loading of freight rose by 15%: IR successfully loaded freight goods totalling 1,416 million tonnes (mt) in 2021–2022—a 15% increase over the loading the same time the previous year (1,231 mt). As a result, this financial year’s IR load is the highest ever. The goal for loading freight between 2022 and 2023 is 1,475 mt.

· Continuous rise in freight loading: In July 2022, IR achieved the most significant monthly freight loading ever at 122.14 mt, 8.25% greater than the freight loading during the same period the previous year. As a result, IR has now registered the highest monthly freight loading for 23 straight months. The cumulative freight loading from April 1, 2022, to July 31, 2022, shows an incremental loading of 49.4 mt at 501.53 mt compared to the 452.13 mt attained in the equivalent period of 2021–2022.

· Mumbai-Ahmedabad high-speed rail project makes significant progress: More than 90% of the required land for the entire project had been acquired as of July 15, 2022. Additionally, 75 km of the project’s pier construction was finished in July 2022. The installation of 162 kilometres of pilings has also been finished. Various levels of construction are being done on each of Gujarat’s eight stations. The Gujarat segment is anticipated to be completely operational in 2027, and a trial run between Vapi and Sabarmati is possible in 2026.

· Station redevelopment gets a shot in the arm: Throughout 2021–2022, numerous newly renovated railroad stations were opened. With an investment of Rs 5.57 billion, the Gandhinagar railway station was opened in July 2021. The former Habibganj station, Rani Kamalapati, opened in November 2021 with an expenditure of Rs 4.5 billion. Finally, the Sir M. Visvesvraya Railway Terminal opened in June 2022. with an investment of Rs 3.14 billion.

· Completion of dedicated freight corridor (DFC) delayed: By years 2023 and 2024, the eastern and western DFC is expected to be completed, respectively. The WDFC’s 62-kilometer New

· New arm for Gati Shakti constituted: A new arm has been established to oversee the execution of projects under the Gati Shakti Master Plan to regulate the Railway Board’s administration. Consequently, a representative of the grade of additional members shall serve as the director of the IR Gati Shakti directorate. The directorate will prioritise carrying out and implementing the railway portion of the Gati Shakti initiative.

Palanpur–New Mahesana section began operating in August 2022. In the Vaitarna-Sachin segment of the WDFC, IRCON International Limited completed 100 km of track connection work. Additionally, the project’s 74 km Khar-sia-Dharamjaygarh portion was inaugurated on June 21, 2021.

Freight Reforms

· IR to set up cargo terminals: To increase freight transportation, IR will build 500 multimodal cargo terminals at Rs 500 billion as part of the PM Gati Shakti programme. It is expected to be completed in 4-5 years. The government plans to construct 200 multimodal freight facilities in three years. The IR division successfully launched the first Gati Shakti cargo port in West Bengal in Asansol in March 2022.

· Operationalisation of new trains: The Northeast Frontier Railway has chosen to run a short-distance parcel special train with ten general-class carriages. Manipur connected with the rail network through a freight train in January 2022. With effect starting on August 1, 2021, regular operation of freight trains through the Haldibari-Chilahati rail route was reinstated. Two long-distance freight trains, Trishul and Garuda, were successfully operated by IR on South Central Railway (SCR)in October 2021. On August 15, 2022, IR completed a test run of the 3.5 km long freight train called Super Vasuki.

Developments in Rolling Stock

· Revisions under the coach production programme: The coach production programme for 2022–2023 has been modified by IR. According to the most recent updates, IR intends to produce 8,429 train coaches and rakes, comprising 220 Tejas, 70 Vistadome, and 75 Vande Bharat Express trains. As a result, the ministry increased the production target for 2022–2023 by 878 units over the earlier planned 7,551 units.

· Locomotive production gets a boost: Chittaranjan Locomotive Works accomplished a noteworthy feat by producing a record 486 locomotives in 2021–2022. In addition, Banaras Locomotive Works broke its record in a related development by producing the most locomotives—367 from 2021–2022. 31 WAP7, 332 WAG9, and four Mozambique locomotives were produced out of 367.

· Development of fire-resistant coaches: Five coaches were created at the Rail Coach Factory in Kapurthala using fire-

resistant materials, roof-mounted air conditioning package units and automatic smoke detection. The reverse cycle feature allows for heating setups. Further deployment would occur in additional coaches after these coaches’ performance was observed.

IR Towards sustainability and digitalisation

· Mission electrification on the right track: On its goal to electrify its whole network by 2023–2024, IR is making steady progress. The national transportation company has successfully finished electrifying 81% of its track. The Konkan region will be electrified when construction on the 741 km long Roha-Thokur railway line doubling-cum-electrification project is finished in March 2022. During 2021–22, IR accomplished record electrification of 6,366 route km.

· Railway stations go green: The Indian Green Building Council (IGBC) has recognised train stations all around the nation for implementing sustainable green practices. Coimbatore Junction Railway Station in Tamil Nadu received a platinum rating from the IGBC in August 2021. The Chhatrapati Shivaji Maharaj Terminal train station received gold certification from the IGBC in 2021, and the New Delhi railway station received platinum certification. Malda station also obtained a green rating in February 2022.

· Railways utilise solar energy: By October 2021, the Chennai railway station was able to meet all its daily energy needs. SCR is the first zone under IR to develop the idea of ‘energy-neutral’ railway stations using solar photovoltaic panels installed on roughly 13 station buildings. Northeast Frontier Railway also puts solar power plants up throughout the region. On vacant railway land, IR intends to build solar energy installations totalling 71 MW. Using alternative energy sources, Southern Railway has saved Rs. 549.9 million.

· EV charging stations to be set up at railway stations: A draught policy for IR to install electric vehicle (EV) charging infrastructure across the nation was created by NITI Aayog in January 2022. While the policy is still under discussion with MoR, it has been suggested that EV charging stations should be gradually deployed at all stations by 2030.

· Digitalisation gains traction: In November 2021, the national transporter unveiled a unified command and control centre. Western Railway’s Mumbai Central Division opened the facility,

combining information systems across the core function of IR operations and generating reliable data-driven cross-functional visualisation toolkits for boosting the division’s short, medium, and long-term performance. The other digital initiatives include the availability of Wi-Fi at train stops, video surveillance and cashless transactions.

· IR gets brilliant coaches: With upgraded Tejas carriages with sophisticated sensor-based technology, IR began rolling out the Rajdhani Express in July 2021. The new train will contain unique, innovative features for enhanced passenger comfort and safety. In addition, elegant carriages have also been added to operate the Rajendra Nagar (Patna)–New Delhi Rajdhani Express train on the East Central Railway.

· Wagon tracking under progress: By the end of 2022, IR plans to have radio frequency (RF) identifying tags installed in every waggon. The combination of RF tags and GPS is anticipated to minimise the scope of artificial shortage and promote optimal use.

Smart Railway Infrastructure & Control Systems

In India, the importance of railways in ensuring the mobility of rail infrastructure has been growing. However, the recurrent issues that have emerged along with development continue to be safety and dependability. Studying India’s Smart Railway Infrastructure & Control Systems is crucial for overcoming these obstacles. In addition, the railroad industry requires Digital technology to create a cutting-edge train control system to meet current problems.

Better Transportation

Most nations worldwide continually make great efforts to reduce their reliance on oil and cut carbon emissions. India is no exception; that is why there is a critical need for intelligent rail infrastructure and control systems. The primary technique to do this is the improvement of the rail infrastructure being made by Indian railways and businesses. Rail operators are working on upgrading the system without launching costly and disruptive civil engineering projects now that it is necessary to upgrade railway infrastructure.

To increase operational effectiveness, decrease delays and guarantee the safety of trains and cargo, innovative railroad management uses IoT-capable sensors and devices to track and monitor equipment performance and environmental conditions in trains, rails and connected equipment.

The railroads are safe thanks to cutting-edge train control technologies. However, a robust control system is required for Indian Railways to improve the reliability and competitiveness of rail travel in India. Therefore, a system of crucial components like point machines and level-crossing control devices may be employed.

Working

Innovative railroad management solutions connect a network of sensors monitoring and recording time, vibration, and electrical currents across equipment embedded in tracks and trains to

give managers a high-level perspective of how both trains and rails are working. Through these solutions, managers can follow trains and make sure that all interested parties are aware of the arrival and departure times, as well as dig down into the historical performance of particular pieces of equipment to assess maintenance needs and detect long-term difficulties. Innovative railroad systems may instantaneously and automatically alert human operators and managers to problems by monitoring the operation of both trains and rails in real time. This eliminates the possibility of human error and guarantees that conductors know what to expect on the track.

Key Benefits

By implementing intelligent railroad management solutions, businesses can gain better visibility into the operation and location of specific trains along their routes, rail defects, equipment that needs maintenance along the rails, and the presence of potentially dangerous conditions like rockfalls or obstructions on the tracks. As a result, companies can save downtime and avoid unexpected equipment failures by optimising schedules and receiving and sending warnings to conductors to alert them of potential risks or issues before they become a problem.

Other benefits

· Receive alerts for potential equipment problems or inefficiencies while tracking trains in real time.

· Pinpoint rail defects or wheels in need of maintenance.

· Monitor the status of trackside equipment to optimise maintenance schedules better.

· Identify and receive real-time alerts to obstructions on the rails.

Milestones

· In 2021, freight revenues for Indian Railways were $16 billion. Following the motto ‘Hungry For Cargo,’ Indian Railways has consistently worked to increase business efficiency and service quality while maintaining competitive costs. As a result, both traditional and unconventional commodities streams are now using the railways to transport new cargo. In the Financial Year 2021–22, the Railways exceeded the 1400 MT Freight Loading milestone for the first time thanks to a customer-centric approach, the efforts of business development units and flexible policy making. The Indian Railways’ originating freight loading for the fiscal year 2021–22 was 1418.1 MT (provisional), 15% greater than the previous best set in the fiscal year 2020–21 at 1233.2 MT.

· By developing infrastructure to accommodate 45% of the economy’s modal freight share, India’s railway sector hopes to contribute around 1.5% to the nation’s GDP.

· Two Dedicated Freight Corridors (DFC) have been expedited, one on the Western route (Jawaharlal Nehru Port to Dadri) and the other on the Eastern route (Ludhiana to Dankuni).

· In India, the railway sector has the most significant capital expenditures ($32 billion) planned for 2022–2023 alone.

· The average freight train speed has increased from 42.97 kmph in 2020–21 to 44.36 kmph in 2021–22. (+3.23 %) (up to 31.12. 2021)

· In IR history, the record electrification of 6,366 RKMs was attained during FY 2021–2022.

· The new line doubled line, and gauge conversion completed in FY 2021–22 was 2904 km, a 23% increase over the previous year. Additionally, it is the highest commissioning ever (excluding DFC)

· The IR produced and introduced 1,110 electric locomotives in FY 2021–2022, a record.

Snapshot

The Indian Railways have 7,335 stations and a total track length of 126,366 kilometres across a 67,956-mile route. Thirteen thousand five hundred twenty-three passenger trains and 9,146 freight trains are run by IR every day. A 15% rise in freight loading from the previous year was recorded by the Indian railway during FY 2021–22, loading 1418.1 MT of freight. Indian Railways employs about 1.3 million people and is the country’s largest employer and the eighth largest employer globally.

· The objective of Vision 2024 is to load 2024 MT of freight by 2024.

· The $14.27 billion high-speed rail project between Mumbai

and Ahmedabad has received approval.

· India’s railway industry hopes to electrify the whole network by 2023, resulting in annual energy savings of $1.55 billion.

· In IR history, 6,366 RKMs were electrified in FY 2021–2022. 6,015 RKM was the previous record for electrification during FY 2020–21. As of 31.03.2022, 52,247 BG RKM, or 80.20% of the overall BG network, have been electrified out of the 65,141 RKM of IR’s BG network (including KRCL).

· Wi-Fi has been installed by Indian Railways in 6,089 stations nationwide.

· Indian Railways has solarised more than 1000 stations as part of its green objective.

· In 2022–2023, 2000 Km of the railway network will be brought under Kavach, an indigenous TCAS of international renown. Over 850 Rkm of Kavach have been put into service in FY22.

· 400 brand-new Vande Bharat trains will be produced over the next three years.

· 100 PM Gati Shakti Cargo terminals for multimodal logistics will be built over in next three years.

Conclusion

IR has been developing new initiatives and programmes to achieve higher operational efficiency. For example, creating a dedicated freight corridor (DFC), one of IR’s mega programmes, will give the freight segment a much-needed boost. By March

2021, 1,138 km of the DFC would have been operational, with work on the project moving along as planned. Furthermore, the Khurja-Rewari link is anticipated to connect the Kanpur-Khurja region in Uttar Pradesh’s eastern DFC to the Kandla, Mundra, and Pipavav ports in the western DFC by December 2021. Up until March 2021, the DFC project had incurred capital costs of Rs. 530 billion.

Three additional DFCs have been suggested for the Union Budget 2021–22 to improve freight transportation. These are the East Coast Corridor (1,115 km), East-West Sub-Corridor and the North-South Sub-Corridor (975 km). West Bengal’s Kharagpur and Andhra Pradesh’s Vijayawada will be connected via the East Coast Corridor. With a total length of 1,673 km between Bhusaval in Maharashtra and Dakuni in West Bengal and 195 km between Rajkharasawan in Jharkhand and Andal in West Bengal, the East-West Sub Corridor will run along these two routes.

The North-South Sub-Corridor, which has a total length of 975 km, will run from Vijayawada in Andhra Pradesh to Itarsi in Madhya Pradesh. These routes are heavily used for freight and see much traffic in iron ore, coal, cement, and steel. Detailed project reports (DPRs) are currently being prepared for these initiatives.

Seven additional high-speed rail lines have been suggested to ease passenger mobility, and their DPRs are now being prepared. These include the Delhi-Agra-Varanasi corridor (865 km), Varanasi-Patna-Howrah corridor (760 km), Delhi-JaipurAhmedabad corridor (886 km), Delhi-Chandigarh-Amritsar corridor (459 km), Mumbai-Nashik-Nagpur corridor (753 km), Mumbai-Pune-Hyderabad corridor (711 km), and the ChennaiBengaluru-Mysore (435 km) corridors.

Additionally, IR is gradually launching several digital activities. The industry is closely integrating with information technology to enable digitalisation and automation. Some major digital projects include the freight business development portal, an improved passenger e-ticketing website, satellite-based train tracking currently operational in 6,500 locomotives, and smart yards, which include machine-aided fault diagnosis and repairs in 40 freight yards. Other programmes have also been implemented, including the predictive maintenance programme, human resource management system, 100% digital platform procurement through IREPS and GeM, and WiFi connectivity at train stations.

The launch of Kisan Rail, under which 157 trains are being operated on eight routes and moving more than 49,000 tonnes of commodities, is another significant step to enhance the freight industry and boost farmers. Additionally, Kisan Rail offers 50% freight subsidies. Some of the other significant areas of attention for the railway industry include increasing the average speed of freight trains from 23 km/h to 46 km/h, finishing the outstanding vital infrastructure and safety work, sustaining the supply chain, and guaranteeing the availability of essential commodities.

Additionally, IR has launched a significant endeavour to improve rail connectivity in the nation’s northeast. The whole rail system in the northeastern states is being converted to broad gauge

as part of this programme. As a result, Assam, Tripura, and Arunachal Pradesh’s largest cities are currently connected by train.

The government of India’s Aatmanirbhar Bharat initiative has also been advanced by IR, as imports in the purchase of railroad equipment fell from 5.6% in 2013–14 to 1.5% in 2020–21. As a result, the production of electric locomotives in the nation climbed from 250 in 2014 to 700 in 2020. Additionally, more than 97% of the machinery needed to produce electric locomotives comes from domestic suppliers. IR also has begun producing ‘smart coaches,’ which offer extra features, including announcements, information on approaching stations at various stops and temperature control.

The road ahead

The Ministry of Railways received an allocation of Rs. 1,100.55 billion under the Union Budget 2021–22. (budget estimates). The budget estimates for 2020–21 included Rs 2,255.13 billion for all traffic receipts. However, the updated forecasts for 2020–21 reduced this amount to Rs. 1,461.84 billion due to the ongoing epidemic. Budget estimates for 2020–21 included a CAPEX of Rs 1,610.42 billion; the revised estimates have a CAPEX of Rs 1,616.92 billion. As a result, the estimated total income in the budget projection for 2021–22 is Rs 2,174.6 billion, or Rs 708.51 billion more than the updated estimate for 2020–21.

Passenger revenue is predicted to generate the secondhighest earnings (63%) behind the freight segment (28%). It is estimated that Rs 2,174.60 billion will be spent in the budget year 2021–2022. Employee salaries and benefits comprise the majority of IR spending (42.7%), then pensions (24.5%). It’s also anticipated that IR will be able to attain an operating ratio of 96.15 in 2021–22.

The overall capital expenditures allocated to IR in 2021–22 amount to Rs 2,150.58 billion, which is Rs 533.66 billion (or 33%), more than the updated projections for 2020–21. The railways have been given the most excellent CAPEX allocation in history. The northeastern region, Himachal Pradesh, Jammu & Kashmir and Uttarakhand have each received the highest-ever budget of Rs 129.85 billion for their respective national projects (72 per cent higher than the revised estimates of Rs 75.35 billion for 2020-21). The gross budgetary support has increased significantly, from Rs 316.17 billion in 2014–15 to Rs 1,073 billion in 2021–22.

With 300 km of new lines, 1,600 km of doubling sections, and 500 km of gauge conversion, IR has set a goal of finishing 2,400 km of construction projects. In addition, 6,000 km of lines must be electrified by the end of the 2022 fiscal year. Additionally, it has been planned to produce 905 electric locomotives, 6,600 coaches, and 12,000 wagons between 2021 and 2022.

Given the expensive impending initiatives, the sector’s prognosis is favourable. To enhance its freight operations and meet the goals of the National Rail Plan, it is undergoing a significant makeover. In addition, it is increasing emphasis on increasing rail passenger capacity. Therefore, the railway sector will strengthen infrastructure, productivity, and efficiency in the future.

Connecting India for Freight Transportation: The DFC

Abstract

The Railways in India have had gradual expansion in recent years and are now preparing to make a significant leap forward in infrastructure development. Even though India has one of the most significant rail networks in the world, it has to be upgraded and expanded to areas where there are still problems with rail connectivity. As a result, the sector is expected to expand significantly, supported by the government’s drive and expensive projects like the highspeed rail corridor, the dedicated freight corridor (DFC), and station refurbishment.

Allocations under the Union Budget 2022-23

One of the top-three industries in the nation, the railways also receive the highest funding from the government. Despite obstacles and disruptions due to Covid during the year, the Ministry of Railways (MoR) capital expenditure surged by almost 58% to Rs 2.34 trillion (revised estimate). The progress of ongoing and forthcoming railway projects has not been hampered in the country as the central government provided vital support to the sector with significant funding. However, the capital expenditure is expected to have moderated in 2021–22, as per revised and updated estimates.

Over the past two years, the central government’s overall budgetary support has increased significantly. Additionally, it is planned to boost capital expenditure from Rs 2.15 trillion in 2021–2022 to Rs 2.46 trillion in 2022–2023 (revised estimates).

The overall expenditure for 2022–2023 is split across many categories, including track infrastructure, rolling stock, and other projects carried out by public sector undertakings (PSUs), joint ventures (JVs), special purpose vehicles, etc. Track infrastructure accounts for the most significant portion of the overall CAPEX, at 38%. This includes funding for major areas of infrastructure development or improvement, such as line doubling (Rs. 371.5 billion), new line construction (Rs. 263.24 billion), track renewals (Rs. 120.77 billion), electrification projects (Rs. 76.95 billion), safety/road over-bridge/road underbridge works (Rs. 65 billion) and gauges conversion. Rolling stock, which accounts for a 16% share, receives the second-highest allocation. Entities like the Kolkata Metro Rail Corporation, the National High-Speed Rail Corporation Limited, the Dedicated Freight Corridor Corporation of India Limited, other state JVs, etc., are working on notable projects. Most of the capital

expenditure is also made up of public-private partnership (PPP) projects.

The way projects are awarded significantly changed since last year. Before December 2019, PSUs like Rail Vikas Nigam Limited, RITES, and IRCON were given cost-plus management feebased contracts to complete railway infrastructure projects. The PSUs would then assign or delegate tasks to private parties. However, beginning in October 2021, a significant policy shift will allow private parties to compete directly for railway projects. Increasing competition this effort will help PSUs operate more effectively. Consequently, it is a wise decision for Indian Railways (IR).

The increased use of PPP projects is another new trend. PPP ventures have been successful in some industries, and this model needs more momentum. The non-government railway private line model with the JV model and capacity augmentation with customer money are the three approaches that the railways have been able to use to attract private capital for essential track infrastructure projects. PPPs in rail infrastructure has primarily been used for station renovation projects and port or mining (coal/iron ore) connection projects. The PPP approach has been used to build 2,964 km of track infrastructure for a total expenditure of Rs 417 billion.

Private partnerships are also being investigated for the Sonnagar-Gomoh portion of the eastern DFC (264 km). Along the lines of the hybrid annuity model, the project is anticipated to be started in 2022–2023. As initiatives to expand or upgrade freight and passenger terminals are planned, PPP in terminal

infrastructure is anticipated to increase. The PPP model shall also be taken for the rolling stock. Under the Container Train Operator Scheme, over 11% of the private sector owns the waggons. Similar in concept, the passenger train operator (PTO) model, which has a concession tenure of almost 35 years, is also being examined. The government continuously implements favourable policy changes to make the railway industry appealing for private sector participation.

Opportunities and Outlook

One of the nation’s largest infrastructural industries is the railways. Initiated by IR, the National Rail Plan (NRP) presents considerable prospects for numerous stakeholders. A long-term plan/vision (between 2022 and 2050) to build and increase the capacity of the rail infrastructure has been laid out in the draft NRP that IR released in December 2020. The goal of the NRP is to develop strategies based on operational capabilities and commercial policy measures to raise the modal share of railways to 45% for freight. Under the NRP, a significant CAPEX of Rs 38 trillion has been planned till 2050. Track infrastructure has been planned to account for 66% of the total investment, followed by rolling stock at about 29% and terminal infrastructure at the remaining 5% of the investment till 2031.

According to the NRP, key projects are expected to have a fund expenditure between Rs 1.8 trillion to Rs 2 trillion annually over five years. Additionally, two DFCs—the western DFC and the eastern DFC—are in advanced phases of development and are expected to be commissioned by 2023. In addition, five new DFCs will require a CAPEX of Rs 2.3 trillion and have an enormous prospect highlighted in the NRP. Other than this, the projected HSR corridors (with an anticipated expenditure of Rs 15 trillion) and railway station refurbishment are sections that are likely to see observable traction in the medium- to long-term period. As a result, railway project-related construction companies are expected to experience consistent order inflows.

The Dedicated Freight Corridor

One of the most ambitious projects that Indian Railways are working on is the dedicated freight corridor (DFC) project. To connect the four major cities of Delhi, Mumbai, Chennai,

and Kolkata with the two diagonals it makes (Delhi-Chennai and Mumbai-Kolkata), it is being built along the Golden Quadrilateral. With approximately 52% of its passenger volume and 58% of its freight traffic, the Golden Quadrilateral currently makes up about 16% of IR’s total route length. This has led to excessive traffic congestion and increased turnaround time.

The western and eastern DFCs are being created to address these problems and reduce the freight traffic on some of the busiest train routes in the nation. The project, which was started in 2006, aims to increase the rail’s market share in the freight sector by offering specialised logistics services, building new rail infrastructure to meet high levels of demand for transportation, and implementing timetabled freight trains and guaranteed transit times. In addition, the implementation of cuttingedge technology and IT packaging for freight services, the separation of freight infrastructure for a focused approach on both the passenger and freight businesses, and the reduction of the unit cost of transportation through accelerated freight train operations and increased productivity are also targeted. The DFCCIL, a particular purpose corporation, and the Ministry of Railways (MoR) have signed a concession agreement for the project’s implementation for 30 years.

The DFCs are proposed to adopt cutting-edge, world-class technology. It is planned to modify fundamental design elements to increase the current carrying capacity significantly. The endless corridors will be built with much-improved design elements that shall allow the corridors to support greater loads at higher speeds. Additionally, to maximise productive use of the right of way, the dimensions of the rolling stock have been planned to be increased. Longer and heavier trains will be able to operate on the DFCs with these improvements.

The DFC includes two freight lanes, the western and the eastern DFC. From the Jawaharlal Nehru Port Trust in Mumbai to Dadri in Uttar Pradesh, the western DFC would be a 1,504 km long section of double-line electric (225 kV) track. Along with the current New Delhi-Faridabad-Palwal railway line, this includes a new single-line branch that runs from Prithla in Palwal to Tughlakabad in Delhi. As it travels parallel to the current railway line through Narnaul, Srimadhopur, and Reengus, it will start at Dadri, Uttar Pradesh (close to Delhi), and cover a new section of a railway line between Dadri and Rewari.

Originally planned to be finished by June 2022, the western DFC is expected to be completed by December 2022. In addition to clearing up congestion on the current IR network, this will enable the national transporter to run more passenger trains on the Mumbai-Delhi routes by making room on the existing tracks. The eastern DFC, meanwhile, will have a route length of 1,875 km, divided into two distinct segments: a 447 km electrified single-track segment connecting Ludhiana (Dhandarikalan), Khurja, and Dadri in Punjab, Haryana, and Uttar Pradesh, respectively; and an electrified doubletrack segment connecting Dankuni in West Bengal and Khurja in Uttar Pradesh. In addition, the 46-km branch line that connects Dadri on the western DFC with Khurja on the eastern DFC is a part of this

corridor.

Funding Mechanism

According to the latest data, a total estimated investment of Rs 1,240.05 billion is needed for the project. The land cost is Rs. 218.46 billion, and the hard and soft costs are Rs. 1,021.59 billion. The project’s total capital expenditures as of October 2021 were Rs 806.2 billion, and it has made 78% of its projected financial progress. The eastern DFC is receiving Rs 124.53 billion in funds from the World Bank, and the western DFC is receiving Rs 387.22 billion from the Japan International Cooperation Agency.

Progress so far

Construction on both DFCs is in full swing as per the latest updates. Track linking for 466 km and overhead equipment work of 266 km was completed in 2021–2022 (till November 2021). In addition to it, 329 (out of 540) important bridges, 1,149 (out of 1,590) road under bridges, and 113 (out of 304) road over bridges have also all been finished. All contracts for the eastern DFC and the western DFC, totalling Rs. 574.41 billion, have been awarded. As of November 2021, the cumulative contractual progress is Rs. 449.44 billion (78%).

Trains hauling trucks are being tested between New Rewari station in Haryana and New Palanpur station in Gujarat by the national transporter as of October 2021. In five states, namely Haryana, Rajasthan, Gujarat, Maharashtra, and Uttar Pradesh, more than 99% of the land has been acquired. However, due to specific issues with land acquisition, five patches totalling 6.634 km in length for the western DFC and four patches totalling 0.94 km in length for the eastern DFC are yet to be acquired. In addition, issues with only 923 of the 3,215 families affected by the project in Mumbai remain to be resolved. On the other hand, work on rehabilitation for 2,292 project-affected individuals has already been finished.

A significant development has been opening the 351 km long New Bhaupur–New Khurja section of the eastern DFC on December 29, 2020. The operation control centre for the eastern DFC was also opened in Prayagraj, Uttar Pradesh. On January 7, 2021, the central government officially opened the western DFC’s 306-kilometre-long Rewari-Madar portion as a significant development. The newly inaugurated stretch is located in the Rajasthan districts of Jaipur, Ajmer, Sikar, Nagaur, and Alwar, as well as the Haryana districts of Mahendragarh and Rewari (about 79 kilometres) (approximately 227 km).

The Road Ahead

Now that IR is almost on the verge of completing critical portions of the DFC in the east and west, DFCCIL is looking for more high-speed and dedicated freight lines. This shall help reduce traffic on trains and the price of logistics. For the three new DFCs—the east-coast corridor, the east-west sub-corridor, and the north-south sub-corridor—the MoR is preparing DPR (Detailed Project Report). Rs 405.44 billion investment is expected for the east coast corridor, while an Rs 868.05 billion investment is anticipated for the east-west sub-corridor. The north-south sub-corridor, meanwhile, shall need an investment

of Rs. 895.79 billion.

Conclusion

Positive developments for rail freight include the creation of independently managed dedicated freight corridors (DFCs). However, they must enhance the Indian Railways (IR) network. Capacity issues have consistently plagued IR. In 2014, the National Transport Development Committee emphasised that insufficient expenditures to solve the problems of insufficient track capacity and terminal detentions had limited the railroads’ ability to handle freight traffic. In addition, the prioritisation of passenger trains has further impacted freight movement.

The national carrier prioritises bulk items that can be transported in significant quantities by trainloads, primarily due to capacity restrictions. As a result, trucks are the only way to move nonbulk goods. Due to this, the freight moving by rail has decreased drastically, from 35% in 2005 to about 26% presently.

By increasing the capacity of high-density train traffic lines, the DFCs were intended to address this issue. These corridors offer dedicated tracks for moving freight, which results in faster trains, more extended, heavier trains, and assured delivery schedules, among other advantages. In addition, DFCs will assist IR in using the newly released capacity on existing routes to introduce additional passenger trains to meet the intercity travel demand and increase freight trains’ capacity.

Although, despite approval in 2006, the western (DadriMumbai) and eastern (Ludhiana-Dankuni) DFCs continued to experience delays because of financing and land acquisition issues. For the western and eastern DFCs, respectively, 42% and 34% of the work has been finished. By 2023, these two corridors are expected to be completely operational. However, seeing the limitations, it might take some time for plans for four further DFCs to come to fruition.

The DFCs represent the railways’ most significant undertaking in recent times. The more established Dedicated Freight Corridor Corporation of India Limited gave it the responsibility to construct, maintain, and run the DFCs. This arrangement marks a significant change in how rail freight is managed in India. Currently, IR develops, owns, and regulates freight operations and infrastructure. The infrastructure and operations will be separated as a result of the DFCs. DFCCIL will administer the infrastructure on the DFC routes, while IR acts only as an operator and pays a track access fee to use the facility.

The overlap between the DFC routes and the IR network under this new configuration raises the possibility of rivalry. The Konkan Railway is already experiencing a similar scenario. The 756 km long track operated by Konkan Rail Corporation Limited (KRCL) significantly reduces the distance between Kerala and Karnataka. However, by refusing to divert freight trains via the Konkan line, the fastest route to many Southern destinations, IR emerged as KRCL’s primary rival. This was done for the apparent reason that IR would then have to split revenues with KRCL as access charges.

Additionally, the prices on this route were kept 40% higher than

IR rates, discouraging customers. Therefore, despite significant innovation and specific marketing initiatives, Konkan Railway nevertheless experiences losses. Recently, there have been proposals for the IR network and this line to be combined. To prevent a repeat occurrence, IR and the DFCs agree to move 70% of its freight traffic on existing lines. According to a recent analysis, IR would be required to pay track access fees to DFFCIL of about Rs 120 billion annually in the first few years.

IR only generated a revenue surplus of Rs 15.89 billion in 2019–20, so this additional penalty might harm IR’s bottom line. Moreover, this would make enhancing services throughout the rest of its network more challenging. An alternative might be further budgetary help, but given the financial impact of Covid-19 on government resources, this isn’t easy to justify.

Track Access Charges

Currently, track access fees are structured under a regulated asset base method, which means that IR is responsible for paying the infrastructure costs. As a result, the current track access fees are on the higher side when compared to the essential criteria of giving the investor a respectable rate of return on their funds.

If the financial viability of IR were taken into account when

designing these charges, this would probably result in reduced yearly charges and a longer time frame for repaying investors. However, since freight accounts for two-thirds of rail revenue, this would be advantageous for enhancing the rail freight industry. Such a change might be acceptable given that the DFCs’ primary goal has been enhancing freight loading rather than merely building infrastructure on specific routes. Once more, it is abundantly evident that there is a critical need for an independent rail regulator to establish access fees and rates.

Need for alternative long-term arrangements

A different management structure will eventually resolve the conflict of interest. To transfer assets to IR for upkeep and operation, DFCCIL and IR need to agree. DFC routes effectively work as additional lines on the same route, allowing IR to utilise them as needed for operational purposes.

This would raise the issue of how to repay the DFCCIL investment. A charge that would offer a reasonable rate of return and a suitable duration for repayment can be agreed upon by IR. The benefit of this would be that IR could employ DFCs in the most effective way possible, generating higher income. To construct future DFCs, the DFCCIL shall only remain as an agency. Nevertheless, a new and exciting era for rail freight is expected to begin with the DFCs.

Expression Of Interest For Shortlisting Of Eligible General Consultants For Undertaking Pre Construction General Consultancy Services For The Project Of Communication Based Train Control (Cbtc) For Existing Metro Railway North South Section At Kolkata, West Bengal, India

Supply Of One Set Of Angles & Brackets For Kolkatta Metro Mrm/Mc And Mrm/Tc Coaches To Drg No Mrm/Mc-1-6-002 Col I Alt 'D' - 1 No. Mrm/Mc-1-6-003 Col I Alt "B " - 1 No. Special Condition : Design Of Kolkata Metro Coaches With Fully Suspended Traction Motors May Undergo Minor Changes As Per The Propulsion System. Hence, Drawings To Be Followed Should Be Confirmed With Icf Before Taking Up Manufacturing.

Supply And Installation Of Epdm Assembly For Kolkatta Metro Trcc Cables To Icf Drawing No: Icf/Sk3 -7-1-113 Alt #C#, The Per Rake Requirement Consisting Of 8 Car Rake Set Is As Per The Following Table Coli (5 Module Assly.) 24 Nos. Col -Ii (4

West Bengal, India Refer Document 07-12-2022

Tamil Nadu, India Refer Document 06-12-2022

Comprehensive

Metro and Railway Industry Events Calender

Dates

Event Name

Venue

Nov 17-19, 2022 5th InnoRail India 2022 RDSO Stadium ground, Lucknow

Nov 23–25, 2022 METEC India, Wire India, Tube India, India Essen Welding & Cutting Expo Bombay Exhibition Centre in Mumbai, India

Mar 08-10, 2023 Eurasia Rail

IFM / Istanbul Expo Center, Istanbul

Mar 23-24, 2023 India eMobility Show 2022 India Expo Centre & Mart May 24-25, 2023 3rd InnoMetro 2023 New Delhi, India

June 04 - 07, 2023 UITP Global Public Transport Summit BARCELONA, SPAIN

Sep 05-06, 2023 8th Railway Forum Berlin, Germany

Oct 12-14, 2023

15th International Railway Equipment Exhibition (IREE) Pragati Maidan, New Delhi, India