M E T R O R A I L N MEWS E T R O R A I L N EWS A SYMBROJ MEDIA PUBLICATION W W W M E T R O R A I L N E W S I N InnoTrans Special Issue EditionSept2022 A J o u r n a l o n M e t ro & R a i l wa y sISSN 2582-2330 / Vol. VI / Issue 69
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Vo l . V I | I s s u e 6 9 | S e p t e m b e r 2 0 2 2 Managing Editor Narendra editor@metrorShahailnews.inEditorialSupportStaffAriaSmithCorrespondent(International News division) Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.inAnuragJha,Manager-Business Development MetroEditorialAnurag.jha@metrorailnews.in&BusinessOfficeRailNews|SymbrojMedia Pvt. Ltd 32B/14, J. P. Complex, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India Tel: +91 1140590405, 9990454505 E-mail: contact@symbrojmedia.com © Symbroj Media Pvt. Ltd, New Delhi Cover Price: 100.00 RNI Ref. 2017-10-1274 | ISSN No: 2582-2330 Subscription Inland Overseas 1 Year (12 Issues) 1800.00* $ 750.00* 2 Year (24 issues) 3000.00* $ 1500.00* None of the Information contained in this publication may be copied, otherwise reproduced, repackaged, further transmitted, disseminated, redistributed, resold, stored for subsequent use for any such purpose, in whole or in part in any form or manner by m e a n s w h a t s o e v e r, b y a n y p e r s o n w i t h o u t p r i o r w r i t t e n permission from Symbroj Media Pvt. Ltd, New Delhi The Editorial Board may or may not concur with the views expressed by various authors in this publication. Printed, published & Edited by Narendra Shah at Friends Digital Color Solutions, G8-57, Manjusha Building, Nehru Place, New D e l h i 1 1 0 0 1 9 b e h a l f o f Sy m b ro j M e d i a P v t Lt d , 3 2 B / 1 4, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India * INCLUDING SHIPPING CHARGES W W W M E T R O R A I L N E W S I N Rajesh Agrawal Advisor & Consultant Former Member (Rolling Stock) Railway Board Cover Page & Graphics Joydeep jk@metrorkunduailnews.in AdvisoryEditorialBoard S K Suri Advisor & Consultant, Former General Manager, Rail Coach Factory, Kapurthala Yogesh Dandekar Founder: Sarg Design Studio LLP (Pune) Haru Imam Principal Project Controls Engineer, Persons Corporation Saudi Arbia (UAE) Digvijay Pratap Singh MainChairmanMastGroup Ved Mani Tiwari Chief Operating Off icer National Skill Development Corporation Sudhanshu Mani General Manager (Retd.) IRSME, ICF, Chennai Team Leader – Train 18 Manas Ranjan Panda Sr. Rolling Stock Expert TYPSA, India Dr. Ajeet Kumar Pandey Technical Principal - RAMS Mott BangalorMacDonalde,India Dr. Nasim Akhtar Sr. Principle Scientist, CSIR-CPRI Mahesh C. Yadav Ex.IRSSE , MIE(I) Chartered Engineer (I) Percy Bernard Brooks Senior Project Manager Wabtec CanadaCorporationSt.Laurent Sanjay Kumar Agarwal Head (Safety & Quality) Mumbai Metro One Pvt. Ltd. (India) Chinmoy Pattanyak Train Control Site Business Manager Alstom, India Sumit R Joshi Technical Specialist –3M Asia Region
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MaaS provides multimodal/intermodal transport alternatives that combine options like soft/micro-mobility, car sharing, and ridesharing for an effective door-to-door route, optimising the itinerary, and offering the suitable transport option for a hassle-free commute. By integrating real-time information and communications technologies, connected technology and digital transformation enable the Internet of Things (IoT) to automate activities, making the emergence of smart cities conceivable. Cities may interact and
The upcoming issue shall have postevent details of ‘Innotrans - 2022’ with major updates. Innotrans is a leading international trade fair for transport technology organised in Berlin, Germany every two years. The fair this year is the 13th edition of the coveted event.
By 2050, 68% of the world’s population is expected to reside in urban regions, according to a UN assessment report in year 2020. Furthermore, according to a research from the European Commission, urban mobility is responsible for 40% of all CO2 emissions from road traffic. Cities must control population density and enhance transit options to accommodate the rush of people moving to metropolitan regions. This entails putting in place new transportation options that offer different traffic patterns and give customers real-time information to optimise their journeys by assisting them in choosing the best mode of transportation to ensure a quick, effective commute. Every big city’s ability to function depends on urban transportation. And it appears to be true that smart cities cannot exist without smart mobility. In order to minimise carbon footprints, eliminate pollution, and enhance air quality, the second issue will necessitate sustainability and environmental solutions, including the creation of new virtuous transportation systems. For the development of smart cities, smart urban mobility is crucial. In actuality, modern cities breathe with smart mobility. It is essential to the city’s ability to function economically and is crucial to sustainability. Mobility as a Service (MaaS) offers a chance for smart cities to move in the right path as they look for innovative transportation solutions to fulfil their goals of lowering accidents, traffic and delays, and pollution.
We are delighted to present our InnoTrans special issue this month covering various topics like MaaS, Passenger experience, Affordability in Urban Mobility and our other regular columns and interviews.
The love and support of our readers, partners and stakeholders helps us keep going. We value your suggestions and feedback. Wishing you a happy reading.
An integration with changing technologies to improve sustainability & urban mobility
connect with commuters using these technologies to give them information in real time. In order to improve the effectiveness and performance of services while fostering innovation and new uses, technology can help strengthen collaboration between stakeholders, including service providers, transport operators, and government agencies. Through APIs, communications services like text messages, phone and video calls, file sharing, and notifications can be incorporated into the ecosystem. Additionally, software and hardware can facilitate in-the-moment communication and enable calls to action from the mobility applications of MaaS providers. Connectivity, digitalization, real-time communication, and collaboration are essential for the success of smart cities and smart transportation. These components will improve smart mobility, assisting smart cities in achieving their objectives of reduced pollution, reduced traffic, and increased sustainability. Studies by ‘Niti Aayog’ also states that the population in Urban India shall double by 2050, which will be the most crucial challenge for implementing sustainable metro projects. In such a scenario, an apprehension matrix must be developed for future projects on budget allocation, planning, execution timeline, traffic study and management, a proposal for BOT or PPP, environmental management, and revenue generation and operation Hence,management.thecountry needs to address various issues like route mapping for the economical project cost, the acquisition of land and resettlement for the upcoming need for a new route, sorting out legal hurdles at the community level involving urban local bodies, property mapping along with smooth compensation and integration of the interdepartmental bottlenecks on priority to ease up the various challenges.
Managing Editor Narendra Shah Narendra Shah Managing Editor Metro Rail News (A Symbroj Media Publication) E-mail: editor@metrorailnews.in
THE EDITOR’S NOTE
12 34 58 64 76 4878 14 22 38 87 84 28 EDITOR’S NOTE PROJECT OF THE MONTH FEATURED ARTICLE ARTICLE NEW WHITEDEVELOPMENTPAPER ARTICLE NEWS COVERHIGHLIGHTSSTORY FEATURED PROJECT TENDERSEVENT LIVE EXCLUSIVE MEDIA INTERVIEW An integration with changing technologies to improve sustainability & urban mobility Guwahati MetroThe largest metropolis of northeast to wait for Metro transportation Train Travel Improving Passenger Experience on moving MumbaiWheelsMetro Line 3 Flagged Off For AffordabilityTrail In Urban Transportation MaaS : The Plan, Book & Ride Journey Bengaluru Metro Namma Metro : Ongoing efforts for an integrated and Multi-modal transport System Urban Transportation Big Efforts for City Decongestion : Bangalore Peripheral Ring Road THIRU M.A. SIDDIQUE MR. ANJUM PARVEZ Managing Director Chennai Metro Rail Corporation Ltd Managing Director Bangalore Metro Rail Corporation Limited (BMRCL) CONTENTS BY METRO RAIL NEWS 54 6282 SEPTEMBER 2022 | Issue #69 28 32
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The Mumbai Metropolitan Region Development Authority’s (MMRDA) two key projects are about to be finished, and the trials run will soon start. Construction on Line 2A (From Dahisar to DN Nagar) from Link Road and Line 7 (From Dahisar East to Andheri East) from the Western Express Highway is both almost complete. MMRDA stated that the two
Hon’bleapproach.ChiefMinister
The cabinet meeting was held on 24 Aug 2022, and it was resolved to entrust Kochi Metro Rail Ltd construction for the Light Metro/Metro Light projects and three flyovers that will be built in Thiruvananthapuram and Kozhikode by Kerala Rapid Transit Corporation Ltd. For the Light Metro projects, the Kochi Metro will be tasked with creating a new, comprehensive project report. The DPR needs to be created in accordance with the instructions provided by the Union TheGovernment.Kerala Land Reforms Act, 1963’s principles and requirements for granting exemptions from the law’s land ceiling restriction were modified by the government. Applications for exemption will be conducted through an entirely online
Bangalore Metro Rail Corporation Limited (BMRCL) by Rail India Technical and Economic Service (RITES) Limited, a consulting firm for the Ministry of Railways, is scheduled to be approved by the State government for the final Detailed Project Report (DPR) for Phase 3. BMRCL has estimated that the 44.65km elevated project would cost over Rs 13,000 crore and have a ridership of 4.65 lakh passengers per day when it becomes operational in 2028.
The Delhi Metro Rail Corporation (DMRC) has issued a Letter of Acceptance (LoA) to M/s M I A Construction Pvt. Ltd. for the work of Multi-Modal Integration of 10 Metro Stations, including Janakpuri East, Uttam Nagar West, Dwarka More, Nawada, Shahdara, Shastri Park, Shastri Nagar, Jahangirpuri, and Karol Bagh Metro Stations of Phases I and II. Number of the tender: MMI/Civil/04 Amount of the Accepted Contract: Approximately INR 19,00,83,381 Crore Time Frame for Work completion: 10 Months BMRCL seeks approval for Phase-3 final DPR from the Karnataka government MMRDA to begin trail runs on Mumbai Metro Lines 2A & 7 KMRL to construct Metro Light in Kozhikode Thiruvananthapuramand Mumbai Metro Line 3 commence trial runs between Sariput Nagar and Marol Naka station M I A Construction wins contract of IntegrationMulti-Modalof10MetroStationsofDelhiMetro News Highlights Metro Rail lines’ trial runs are anticipated to begin by October of this year. By the end of December, the MMRDA intends to begin the final stage of commercial operations. METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN| Page14
Eknath Shinde & Hon’ble Deputy Chief Minister Devendra Fadnavis flagged off the first trial of Mumbai’s first underground Metro rail on 30 August 2022, Aqua Line 3 also known as Colaba Bandra SEEPZ. The trial run will be held inside a 3-km tunnel stretch between the temporary facility of Sariput Nagar and Marol Naka station.
MMRCL stated that the trains will be tested on various parameters throughout their 10,000km test runs, including speed, oscillation, and emergency brake distance. He also added that the trial may go for more than three to six months.
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The 2.884 km package RT-03 (Shivajinagar to Tannery Road) of the Bangalore Metro Phase 2 project, which was awarded by the Bangalore Metro Rail Corporation Ltd (BMRCL) in February 2019, includes China Railway Construction Heavy Industry (CRCHI) slurry machine.
The rolling stock of Delhi Metro (288 new coaches are being procured) will be able to guide from one track line to another through these turnouts and crossover.
Newly appointed deputy chief minister Tejaswi Yadav was also present along with Nitish Kumar at the foundation stone laying down ceremony. The estimated cost of the project is Rs 19,500 crore. The proposal calls for the construction of 26 metro stations. On February 17, 2019, Larsen & Toubro and KEC International – Vijay Nirman Company JV won two ballastless track work contracts for Chennai Metro Phase 2 on Saturday from TheCMRL.contract for the 45.813 km Line-3, with scope between Madhavaram Milk Colony and Sholinganallur Station, was awarded to Larsen & Toubro. Tata Projects and Larsen Toubro are building this portion, which is mostly underground.
Voestalpine VAE VKN India emerges as the lowest bidder to manufacture and supply UIC-60 turnouts and scissor crossovers for two contracts of the 65.1 km Delhi Metro Phase 4 project. Deliveries for the new 28.92 km Magenta Line extension (Janakpuri West to R.K. Ashram) are included in the first package DT-06, while deliveries for the new 23.62 km Silver Line (Aerocity to Tughlakabad) and 12.58 km Pink Line expansion (Mukundpur – Maujpur) are included in the second package DT-07.
Prime Minister Narendra Modi placed the first brick of the Patna Metro project. Patna Metro train line is 31 kilometres long.
KEC International Ltd. emerges as the winning bidder for the 25 kV OHE & 33 kV power supply contract for the elevated corridors of the 65.1 km Delhi Metro Phase 4 project on 25 Aug 2022.
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One of the largest contracts of Chennai Metro Rail Ltd.’s Phase II project, the design and development of the signalling software, has been awarded to Hitachi Rail Signalling and Transportation Systems India Pvt. Ltd. Nitish Kumar, the chief minister of Bihar laid the foundation stone for the underground construction project of the Patna Metro Rail on 18 August 2022.
Electrification contract for Delhi Metro Phase 4 Bangalore Metro’s Vindhya TBM achieves its breakthroughsecond Voestalpine VAE VKN India emerges as the lowest bidder for Delhi Metro Phase 4 Project
METRO RAIL 2022
NEWS -SEPTEMBER
Delhi’s new Phase 4 is well under construction and it includes one new line (the 23.62-kilometer Silver Line from Aerocity to Tughlakabad) and the extension of the Magenta Line (the 28.92-kilometer Janakpuri West to R.K. Ashram) and Pink Line, (12.58 km Mukundpur – Maujpur). Bangalore Metro saw the second breakthrough made by the Larsen & Toubro(L&T) Tunnel Boring Machine (TBM) Vindhya (DZ671) at 21.386 km Pink Line on 18 Aug 2022. Executive assistant Public Relations of BMRCL, Srivas Rajagopalan shares this information through his Twitter handle.
L&T & KEC – VNC JV Bags Chennai Metro Phase 2 ballastless track work contract between Madhavaram Milk Colony and CMBT Station.
KEC – VNC JV was awarded the contract for the 47 km Line-5, which included the area inside Madhavaram Depot and KEC International Ltd. bags
Hitachi submits lowest bid for Chennai Metro Phase II signalling contract CM Nitish Kumar lays the foundation stone for Patna Metro UG Construction
CT-42 is one of the low-value residual projects approved under the 162 km Phase 3 project, which is almost finished.Chief Minister of Uttar Pradesh, Shri Yogi Adityanath, visited the Agra Metro Rail Project on 8th August and digitally unveiled the first sight of the Agra Metro train in the Agra Metro Depot Premises . Siemens consortium bags Signaling and Telecommunication order for Kolkata Metro Paras Railtech emerges as the lowest bidder to supply and install tracks at 3 existing train maintenance depots of the Delhi Metro UP CM Yogi Adityanath digitally unveils the Agra Metro Train at Depot Hitachi Rail Signalling and Transportation Systems India Pvt. Ltd. came in with the lowest bid of Rs. 1,600 crore for the Phase II Hitachiworks. was the lowest bidder when the financial bids were opened a few days ago, according to authorities of Chennai Metro Rail Ltd. (CMRL). The only other company that submitted a bid was Nippon Signal. According to sources, Hitachi provided a quote for the project of roughly Rs. 1,600 crore. Before legally granting the contract, there are some procedures and evaluations to be completed. The project management committee must first approve it, and then and only then can the contract be released, an official stated.
The Northern Railways on Friday conducted a trial of an advanced version of the aforementioned special train between Sanehwal and New Morinda Junction railway station, in an effort to launch more than 400 Vande Bharat trains across the nation by 2025.
Indian Railways has been relentlessly constructing train connections between all of India’s states. Railways have one of the greatest rail networks in the world, having expanded rail networks to unreachable rural locations and now offering train services in every state, including connecting North-East India with the rest of the country. Indian Railways does all possible to provide travelers with comfort and convenience.
The project’s scope includes completing tracks at the Shastri Park Depot on the Red Line, the Najafgarh Depot on the blue and grey Lines, and the Yamuna Bank Depot on the Blue Line, all of which are expanding their current facilities to accommodate more maintenance and Contractstabling.
The consortium of Siemens Limited India and Siemens Mobility GmbH has secured an order from Rail Vikas Nigam Limited (RVNL), a Listed Mini Ratna Category I Schedule A CPSE under the Administrative control of Ministry of Railways, for signaling and telecommunication of the Kavi SubhashBiman Bandar Corridor (32 km) and JokaEsplanade Metro Corridor (16 km) of Kolkata Metro Line 3 & 6. Siemens’ CBTC solution will facilitate 100% punctuality, maximum network capacity, energy savings and decreased headways while ensuring highest possible safety. Paras Railtech Pvt. Ltd. won the contract to supply and install tracks (Package CT42) at three already existing Delhi Metro Train maintenance depots that were constructed in Phase 1-3.
The CM also strongly advocated for environmental protection and planted a tree inside the Agra Metro Rail Depot, which is located within the grounds of the 15th battalion PAC premises.
The Oscillation trial of Vande Bharat train was conducted at a speed of 90 kmph from Sanehwal in Ludhiana to New Morinda Junction railway station. Minister of Railways, Ashwini Vaishnaw shares this information on his Twitter handle.
Indian Railways connecting Northeastern states with rest of country
Vande Bharat train soon to be run in Punjab, oscillation trial
IndiancompleteRailway
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The honourable chief minister also presented the digital metro train for Kanpur Metro last year.
Indian Railways is reportedly planning to connect the two thriving IT hubs of the country, Bengaluru and Hyderabad via a semi-high-speed railway track that is compatible with running trains at a speed of 200km per hour which will result in cutting the travelling duration to 2.5 Whilehours.the total length of the existing track between the two cities is 622 km, the Railways is planning to reduce it to 503 km from Umdanagar near Secunderabad to Yelahanka in Bangalore as part of the Gati Shakti initiative and would reportedly cost around ₹30,000 crores. Currently, it takes around 10 to 11 hours for passengers to commute between Hyderabad and Bengaluru by train.
The first mile of the continuous viaduct for the Mumbai-Ahmedabad High-Speed Rail (MAHSR) project has been finished, marking a significant advancement in its development.The fact that this erection was completed using Made in India Full Span girder launcher is also notable. The 1,100MT full-span launching apparatus was designed and produced domestically by M/s Larsen &Toubro at Kanchipuram, Chennai.
The Ministry of Railways denied on Aug 25, 2022, that the Delhi-Varanasi bullet train project had been abandoned and said that its DPR was still being taken into account. The DPR for the high-speed rail between Delhi and Varanasi has not been decided. The Railway Ministry does not have any objection to the project’s DPR, as stated by the ministry. Additionally, it stated that the National High-Speed Rail Corporation Limited (NHSRCL) had completed and submitted the project’s detailed project report (DPR) to the Railway Board. “It (DPR) is under evaluation by RB, as part of the process of obtaining approval,” the ministry
On Indian Railways, increasing train speed is a continuous process that depends on constant optimization of the investments made in technology modernization, high-powered locos, contemporary coaches, and better tracks. The National Capital Region Transport Corporation (NCRTC) had conducted the test run of the RRTS train set on its depot tracks at Duhai in Ghaziabad.
Theupdated.high-speed corridor’s projected route travels via Varanasi, Greater Noida, Agra, Lucknow, and Prayagraj. The ministry further stated that R N Singh, Principal Executive Director (Infra), and NHSRCL representatives did not recently meet to discuss the DPR.
“Mission Raftaar is not a standalone project, and the overall allocation and utilisation of funds under Mission Raftaar cannot be calculated,” Union Railway Minister Ashwini Vaishnaw stated in a written response to a question in the Rajya Sabha.
Indian Railways to connect Bengaluru to Hyderabad with semi high-speed railway track Railways to introduce “Mission Raftaar” to increase the speed of train Made in India Girder Launcher erects its First Kilometer of Viaduct for the MumbaiAhmedabad high-speed rail the report’s preparation.
The goal of “Mission Raftaar,” is to double the average speed of freight trains and raise it by 25 kmph for superfast, mail, and express trains. The Railway Minister asserted that the CAG report, which was presented during the 2022 budget session, reviewed the overall timeliness and travel time of Indian Railways’ operations. Mission Raftaar was one of the documents used as audit criteria for
On Saturday 6th August night, the test run was carried out at the Duhai depot
NCRTC conducts maiden test run of first RRTS train at Duhai in
trainDelhi-VaranasiGhaziabadbulletprojectisstillunderconsiderationRRTSBulletTrain METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN| Page20 NEWS HIGHLIGHT
NCRTC is building India’s first Regional Rapid Transit System (RRTS), a railbased, high-speed regional passenger transit system from Delhi to Meerut via TheGhaziabad.first RRTS train set from its manufacturing unit in Savli, Gujarat, had arrived at Duhai depot in June.
The Concept of MaaS
The changes in personal mobility markets also have shifted roles of public authorities. Public authorities are moving beyond its conventional role as infrastructure providers by enabling and promoting the mobility services of non- conventional providers.
Modern mobility should offer a high level of flexibility and convenience. The public transport operator association has already forecasted that combining various transport modes, e.g. car-sharing, taxi, shared taxis, bicycle and bike-sharing, carpooling, demand-responsible transport can complement the classic fixed lined and routed public transport.
Introduction Traditionally, a traveller needs different tickets for different transport modes and/or different operators. In recent years, public transport operators have made considerable efforts to provide a single public transport ticket to allow a traveller to use public transport services from different transport operators in the same city or region. However, recently also many new transport service provisions have entered the market, such as bicycle sharing, car sharing and ride sharing.
Usage of those new transport modes are accelerated by increasing concerns from users for sustainability and environment. In addition, changes in lifestyles of younger generations and people who choose to live in cities rather than the traditionally suburban life style, which depends on private car as the main transport mode.
Mobility as a service (MaaS) is a relatively new concept, which holds the promise for a paradigm shift in the provision of urban mobility. The concept of MaaS is to use a single app to access and pay for various transport modes within a city or beyond; and the app will give options to allow a traveller to select the most suitable transport mode. The concept of MaaS is enabled by the current mass uptake of smart phones and social media as well ubiquitous internet connection.
MaaS : The Plan, Book & Ride Journey
Urban Transportation
Abstract
Public authorities and public transport companies are now using the services of new enterprises and new platforms in order to reduce the need for costly investments in new transport infrastructure, equipment and operation systems.
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The changes in personal mobility markets have presented great opportunities to urban mobility and new players, e.g. travel brokers, enter the market. Travel brokers have developed smart phone based apps to integrate available transport modes and to enable seamless multi-modal travel. Such an app offers its users one-stop access to a wide range of travel services through a single app. Such an app may simply just allow users to get information on various options and use the same account to pay for the chosen service, e.g. Go Denver in US. However, some apps are built up as a monthly subscription service when a user or a house- hold decided their desired combination of transport and associated amount, such as UbiGo in Gothenburg, Sweden. Mobility as a Service (MaaS) often refers to the latter one.
2022
• Majority of the transport operators a open their data including real-time data to a third party;
A railway passenger can buy a railway ticket and save the QR data on a smart phone which can be inspected by train conductors. Some train companies, e.g. Thalys, an international high speed train operator in Europe, offers its passengers to book and travel using their frequent traveller cards only. Yet most surface transport modes in cities do not require a user to carry ID while travelling, using single identity for traveller may be challenging. However, very often people say that ‘they often forget their public transport cards but they rarely forget their mobile phones’. In another word, smart phones have become people’s new ID. Therefore, using the new ‘ID’ to travel through different transport modes in a city is feasible.
Operating MaaS : Various Conditions Despite different business models, implementing and operating a MaaS service requires a single identity for a user, open data and open payment methods from various transport modes. If a transport operator is not willing to use third party’s payment to buy its ticket or to not allow third party to sale its tickets on their behalf services of the transport operators cannot be included in MaaS. In many countries public transport tickets have been heavily regulated and no third party is allowed to sell tickets rather than the operator itself. Within such legal framework, integrated ticketing of various modes may not be possible, thus MaaS is also not feasible.
Operating MaaS requires a single identity for a traveller to travel with different modes. This is not a new concept. In the air transport sector, a paper ticket or a physical ticket had disappeared for years. An air traveller uses his/her identity to access air transport services without carrying any physical tickets. Since air travel requires ID documents for security reason, such ticketless travelling is a consequence of the nature of the air travel. In recent years, railway ticketing also has been upgraded to electronic ticketing, although paper tickets are still in use.
• Majority of the transport operators allow a third party to sell their service;
The monthly or yearly subscription of public transport, i.e. season ticket, is widely used in many cities and regions. Often, such season ticket offers unlimited use of various public transport services in a city or a region, e.g. commuter train, metro and bus, even though the public transport services may be provided by different operators. Daily, weekly and monthly subscription of bicycle sharing is also available. For example, Vélib in many French cities offers the monthly subscription with which a rental bicycle can be used free-of-charge for half an hour per day. Some cities allow using pre-paid public transport cards to use other transport services, e.g. the public transport card, Metro Card, in Shanghai can also be used to pay taxis. However, the monthly subscription of combination of various transport services not widely used yet. The revolution MaaS has brought to the personal mobility market is a monthly subscription combining various transport services. With a package of MaaS, a user can have e.g. unlimited usage of public transport, a number of taxi trips, a number of days using car rental, etc. Such business model is inspired by the business model of the current personal communication market. In the old times, phone bills were paid based on usage. Then mobile phone companies started to offer a package including a number of calls and texts. Now in Europe, some mobile phone companies offer a package including a number of calls, texts and usage of internet. There are subscriptions which cover local and roaming in other countries. MaaS simply takes the subscription model into the transport market.
• A wide range of transport modes are available in the city;
• Majority of the transport operators offer e-ticket or e-payment
Currently all available MaaS services target local residents, i.e. commuters, even though MaaS may offer great value also to visitors to a city. A visitor may feel difficulties to understand local public transport systems and to buy tickets. Although Google map and other map providers offer information on public transport in most major cities worldwide, travellers, particularly business travellers often go for the easiest options, e.g. taking a taxi or renting a car, in an unfamiliar city. Taxi or car rental is not only expensive, in some cases, they may not be the best option, e.g. if the city is congested, has limited parking spaces or restrict access control. Thus, a traveller may find himself/ herself in a stressful situation in a city even though the city has excellent public transport services.
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Although current MaaS is still operated at a local level much effort is being made into turning MaaS as a global solution. MaaS Global, a company in Finland, has claimed that its App, Whim, is the first MaaS solution in the world. Currently Whim in Helsinki offers four types of MaaS services, i.e. Light, Medium, Premium and Pay-as-you-go. All services include unlimited usage of public transport and a number of taxi rides. Medium and Premium services include 2 and 5 day rental car usages respectively. UbiGo in Gothenburg, Sweden, covers a wider range of transport modes than Whim in Helsinki. In addition to public transport, taxi and car rentals, UbiGo also offers one stop access to car-sharing and bicycle-sharing. The subscription can be modified on a monthly basis according to personal needs at different periods of a year.
There is a vision to enable a user to use the same app to travel in different cities worldwide and to have the same level of services as in the home city. Uber has realised the vision for taxi services. A user of Uber can use the same app to call an Uber car anywhere in the world where Uber services are available without being worried about costs and different currency. To realise the vision of global availability for MaaS, the MaaS Alliance has been created in 2015, which is a public-private partnership, aiming to creating the foundation for the mass market uptake of MaaS in Europe and beyond. Much of the current work of the MaaS Alliance is focused on openness and interoperability of data, roaming cost, billing and clearing, business rules of different actors.
There are some basic conditions which must be met in order to develop and operate MaaS. Conditions to operating MaaS in a city may be summarised as below:
There is no doubt that MaaS does have great potentials to offer convenient and comfortable travels in a city without owning a car. MaaS can help a user to plan their journeys based on the user’s calender, thus providing the user with stress-free travel Implementationplanning.
However, if a MaaS service only targets local customers, the benefits may be limited. Firstly, decreasing car ownership levels have been observed in big cities due to changes of lifestyles, increasing concerns about sustainability and health and improved services and facilities for sustainable transport modes, e.g. widely available real time public transport information, dedicated cycling lanes, etc. Those, who do not have private cars and travel by public transport, use shared cars and cycle to work, are often familiar with various transport option in the local areas and aware of all potential options and costs.
If all conditions above have been met in a city, implementation of MaaS still faces significant challenges on users’ perspectives, business model and policy support, even though MaaS has been seen by transport professionals as potentially enabling a paradigm shift towards more sustainable urban mobility.
A key success factor of MaaS is to use a single account to pay for all. A user of MaaS does not need to have different cards, different accounts or individual payments. Without MaaS, a user may have an Uber app and a local taxi app, even though the two apps are in the same smart phone and may use the same credit card for payment. Currently there are huge numbers of apps for transport services available in app stores. For example, there are more than 60,000 travel apps available in Google Play. With MaaS, the user can have only one app to replace a number of transport apps. There have been increasing concerns about the negative impacts of MaaS on competition of travel app services and provision of innovative transport modes. Since many apps are developed by Small and Medium-sized Enterprises (SMEs), MaaS may be seen as a threat to SMEs in the travel app market.
to access their services.
Notable examples are car-sharing and taxi apps. Therefore, to make a user shift from familiar travel apps to one single app is a challenge for MaaS providers. Yet the users’ perspectives toward MaaS have not been well studied and understood.
MaaS would only be operated in a city when the city offers different transport modes. Since public transport still is at the centre of MaaS, a city must have adequate public transport services to allow users to travel in the city easily without having to own a car. In another word, MaaS may only be operated in a place where users are willing to move away from car-dependent daily transport. That is often in a city where public transport services are already quite good and many residents do not see the essentials of owning a car.
MaaS may only be used when a public transport provider allows passing the physical barriers by scanning smart phones. Additional investments into infrastructure may be required. Whether or not a transport operator is willing to pay for such additional cost is a challenge for MaaS providers.
A good example is Google Transit. For many years, various government efforts have been made and research projects have been conducted into unified public transport data format. Despite of the efforts, public transport companies were still not willing to abandon their own data formats. However, when Google Transit becomes widely available, many transport operators voluntarily supply their data following the pre-defined data format following Google Transit. There are two reasons to enable public transport operators to work with Google Transit. One is that they want their public transport services to be included in Google map and navigation services which enjoy a dominant position worldwide. The second reason
Process & Challenges
One essential condition to operating MaaS is that smart phones can be used to access various transport modes. That means that operators of those transport modes must allow various forms of e-ticket or e-payment. For example, a MaaS app can be inspected by a conductor to prove the traveller has paid for his/her journey. If a user has chosen shared bicycle, a MaaS app should be able to release a bicycle from the parking slot. Public transport often requires tickets to go through physical barriers.
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of MaaS at a local level can make even more people choose sustainable transport modes rather than using private cars. Researchers in Gothenburg have concluded that 93% of participants were satisfied with their travel and 97% wanted to continue using UbiGo.
Even when MaaS would aim at a Pan-European or global market, i.e. to provide MaaS for a user wherever the user travels MaaS may still face strong competitions from existing travel apps which have already offered global services. Beside the famous Uber app, eCab, a taxi app, also offers taxi booking and payment services using one single account in 6 European countries as well as in India, Canada and Lebanon. A MaaS service will have to work with existing providers, e.g. eCab, instead of attempting to integrate individual taxi companies again. It remains unclear whether such providers are willing to integrate their platforms with MaaS. That will have to depend on the growth of the MaaS market.
As mentioned, if MaaS would become the main-stream travel app, various transport operators and service providers would be willing to share their data and services with MaaS providers.
If a MaaS provider is planning to include bicycle sharing in the service, the provider must access real-time data at each bicycle sharing station to enable its user to rent a bicycle or to return a rental bicycle. Moreover, current taxi apps allow a user to track his/her reserved vehicle’s location. MaaS will have to offer the equivalent services when a MaaS subscriber chooses the taxi service. It means that the taxi company must allow MaaS to access its real time operation data. It can be foreseen that if MaaS becomes main stream travellers’ choice, more transport operators would be willing to share their data with MaaS developers. However, at this stage, to enable all transport operators to make their data available for MaaS developers remains challenging.
They are also the generation who knows how to find information through the internet. They may have installed hundreds of apps to help them plan their journeys and pay for their journey. To a certain degree, a user can today already travel only with his/ her smart phone to access many transport services.
Currently MaaS targets young customers who use smart phones for information and payment. Benefits of MaaS in the ageing society have not been studied. Contrary to current targeted customers, the authors believe that MaaS would benefit elderly travellers more than younger ones. MaaS may be a good solution to meet travel demands of the aging society. Current research has shown more than 60% of elderly people in the UK own smart phones. This is the first generation of elderly people who are used to smart phones and internet. Thus they will continue to use smart phones for their travel needs. A one-stop solution to access and pay for all types of transport modes would thus be an excellent solution for elderly travellers. Research also has shown that elderly travellers conduct more long trips than younger ones. Therefore, MaaS covering home cities as well as overseas destinations would be welcome to elderly travellers who frequently travel abroad. In addition, MaaS may be seen as a travel companion that offers security and safety services at the same time. This can offer independence to elderly citizens, which is an important factor for enhancing quality of life.
MaaS providers should learn from Google Transit and develop user-friendly feed APIs to allow individual operators to join MaaS simply and easily. That would require pre-defined data formats and quality check mechanism. MaaS currently works on an open, standard-based system architecture. However, the issues of data formats and quality checks have not yet been addressed. Data quality is more essential for MaaS since it will have direct impacts on customer’s experiences. Different from Google Transit, which is free- of-charge to users, MaaS must guarantee quality of information in order to build and maintain customer’s confidence.
Role in Future Mobility
In addition to all the previously mentioned reasons for moving to MaaS, the shift to a truly integrated shared mobility ecosystem will facilitate the transition to shared automated mobility. MaaS may be only fully realised when automated vehicles are available. Although automated vehicles have many potential benefits such as enhanced safety and efficiency, improved comfort and convenience levels for travellers and improved social inclusions, there is a possibility of increasing Vehicle Km Travelled (VKT) when using automated vehicles as personal vehicles, resulting in increasing congestion and energy consumption. Automated vehicles have been tested in Singapore as a Demand Responsive Transport solution. Automated MaaS (A MaaS) will offer a great alternative to personal cars and will maximise the benefits of automated vehicles.
• Seamless and Frictionless Travel : Given that it is a fixed transport system, the rail industry will not replicate the success of Uber so that consumers can summon trains. But by adopting a user-centric approach and focusing on its passengers, the rail industry can unlock opportunities. The seamless ability to complete an end to end journey is key to improving the
A more connected future for rail Mobile ticketing and payments could also be transformed by rail companies who could leverage passenger smart phones to improve the speed and convenience of frequent and recurring transactions. Rail operators are partnering with fintech companies to offer international passengers the option to pay for tickets in their own currency offering transparency on spend for both leisure and business travellers.
is that Google Transit APIs, General Transit Feed Specification (GTFS) and GTFS Real Time, are simple and user-friendly.
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There are increasing concerns about competitiveness of the MaaS market. Currently, MaaS is still operated at a local level. When MaaS is extended to the global market, SMEs that are in the travel information and app services may face unfair competitions from big players. MaaS may also be a threat to innovation in the urban mobility market, which has seen many innovative solutions in the past few years. As sharing economy may continue to play an important role in many aspects of daily life, sharing economy in the mobility market will continue to influence people’s choice of transport modes. While current MaaS does include car-sharing and ride-sharing in its services the growing new transport modes of the sharing economy will have impacts on the future MaaS market.
Such opportunities could also increase tenfold through the mobile channel where rail operators could sell to passengers in more sophisticated ways, when and wherever. Similar to airline-airport-retailer partnerships, rail companies can also embed further ancillary revenue opportunities into the journey through partnerships with retailers and other travel suppliers. After all, these services are now expected by rail travellers and this expectation will only get higher from an increasingly techsavvy Completingpublic.the end-to-end journey will be crucial to improving the rail passenger experience. Passengers need to know that they can plan seamless and frictionless train journeys using their mobile devices. Once this is possible, rail travel will become a more attractive proposition for both short and long haul journeys. By taking a mobile first approach to rail travel, operators can connect passengers to other transportation hubs, manage peak-time capacity in a more efficient manner and increase the opportunity for ancillary revenue.
Conclusion Personal urban mobility has been changed towards a smart phone, e-ticket and app based market. There are many new urban mobility solutions available which are sustainable such as ride sharing and car sharing. Often such solutions are enabled by updates of smart phone apps and ubiquitous internet connection. With the increasing options available in the urban mobility market, there is scope to combine all available options and to use a single app to access and pay for all transport modes. Mobility as a service (MaaS) is a relatively new concept, which holds the promise of providing a paradigm shift in urban mobility.
Operation of MaaS faces many challenges in users’ perspectives, policy frame- work and business models. When attempting operation of MaaS on global scale, there are concerns on competitiveness of the mobility market which may have negative impacts on innovation and SMEs. There is a possibility that the global MaaS market may be dominated by few big players. Therefore, an appropriate policy framework which allows implementation of MaaS and benefits of MaaS to travellers, whilst at the same time preventing unfair competition is essential.
Although current targeted customers of MaaS are mainly the young generations who wish to adopt a sustainable lifestyle, MaaS may have great benefits to elderly travellers and play an important role to meet travel demand of the aging society. Moreover, MaaS may be the perfect solution when automated vehicles are available in the market.
Automated MaaS (A-MaaS) will offer a great alternative to personal vehicles and its integration with public transport means which shall maximise the benefits of connected and easy travelling.
passenger perception of rail services. Solving the ‘last mile’ conundrum will be crucial for rail operators who will seek to integrate other rail content with additional transport modes.
The concept of MaaS is to use a single app to access and pay for various transport modes in a city or in a wide area and the app will give options to allow a traveller to select the most suitable transport options. MaaS was initiated in Finland where public transport operators opened their data to app developers and allow e-tickets. MaaS is available as monthly subscription or pay-as-you-go. Enabling operation of MaaS in a city requires good public transport services, availability of various transport modes, open data and e-ticketing.
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Metro Rail News conducted an email interview with Thiru M.A. Siddique, Managing Director, Chennai Metro Rail Corporation Ltd (CMRL). In the interview Mr. Siddique talked about recent development of Chennai Metro Phase 2 Project. Mr. Siddique is an IAS officer of Tamil Nadu Cadre belonging to the batch of 1995. He has served in various capacities in the Government of Tamil Nadu and Government of India. He served as SubCollector, Sivakasi, Virudhunagar district from 1997-1998 and had subsequently joined the Finance department as the Under Secretary to Government in 1998 and worked as Deputy Secretary in Finance Department from 1999 to 2002, acting as the Budget Officer of the State Government. He served as District Collector of Dharmapuri District between 2002 and 2004 and in Sivaganga District from 2006 to 2007. He held the post of Director of Museums for two years from 2004 and 2006 and that of Commissioner of Archives for three years between 2014 and 2017. In Government of India, Mr Siddique worked as Director in Department of Expenditure for a year in 2008-2009 and worked in two key ministries of Home and Finance for five years between 2009 and 2014. He holds a Bachelor’s degree in Technology in Electronics and Communications Engineering from Indian Institute of Technology, Madras. M.A. Siddique has been appointed as the Managing Director of Chennai Metro Rail Limited (CMRL) on 12 June 2022. He was the Commissioner of Revenue Administration until then. Here are the edited excerpts: –What are the outcomes of the access audit of two new stations of Chennai Metro which has been conducted recently? How important are such audits for the metro systems and what should be the needed response mechanism? Access Audit for all 32 Operating Metro Stations of Phase I and Phase I extension was conducted by an NGO and the reports are submitted to CMRL. The above report and check list are prepared based on Harmonized Guidelines issued by MoHUA in the year 2016. The Phase I and Phase I extension Metro Stations were constructed based on the earlier Guidelines issued by CPWD in the year 1998. However, based on the Audit check list, CMRL is in the process of implementing the missing amenities like Slope corrections, Dedicated parking, Hand rail modifications, Corrections to Tactile floor layouts, Signages, Lowering of Ticket counters, Modification in Physically Handicapped Toilets etc.
MD visited the progress of above works at two stations (ST. Thomas Mount & Arumbakkam) and the works are progressing well. All Phase II stations are being designed based on the 2016 Guidelines.
EXCLUSIVE
THIRU M.A. SIDDIQUE Managing Director Chennai Metro Rail Corporation Ltd
INTERVIEW
Status of Award of Contract: • Civil Package: 12 Civil Packages are awarded and works are under progress. For 1 Civil Package, Bid opened and yet to be awarded. Tender for balance 6 packages are under process. • Track Package: 2 Track Packages are awarded and works are under progress. Tender for balance 3 Packages are under •process.System Package: 2 Packages are awarded. Tender balance 34 Packages are under Commissioningprocess.of
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OMR is the IT Corridor Highway of Chennai, housing many IT hubs. Part of Corridor 3 of Phase II is planned along OMR. The traffic in this road is heavy since many people spread all over Chennai city travel to their work place through this road. Once the entire Phase II is operational (including OMR line) people from any part of Chennai can travel to their works spot by Metro. Further, CMRL is planning to construct Elevated pedestrian walkway below the Viaduct connecting the Stations along OMR which will give direct connectivity to various IT hubs. By using this facility, people can get into their work place without getting into the road. What are the Extension plans of the Chennai Metro for different phases? In what ways you are planning to address the traffic issues for densely populated Northwest greater Chennai localities?
• Poonamallee Bypass to Sriperumbudur Koyambedu/ Thirumangalam to Avadi
With a long-gained expertise in public finance, policy-making and public administration how are you taking the new responsibility as MD CMRL? What are your immediate priorities and plans? Immediate priorities are: • Increasing the ridership to ensure consistent operating profit • Take measures to provide intermodal and last mile connectivity both for seamless passenger experience and to increase ridership. • Exploring non-fare box revenue, wherein CMRL has identified huge potential in this front. • Above all, to ensure timely completion of Phase II, which is considered as the largest metro project taken up at a time. Timely completion will reduce project cost and provide traffic solution to Chennaities early. What is the official statement regarding the development of infrastructure and systems at Chennai Metro? Is it in accordance with National Building Code 2005 for all sections?
Phase II is planned in Stage KM ROD Stage 1 15.5 Nov-25 Stage 2 33 Feb-26 Stage 3 26 Aug-26 Stage 4 11.7 Jan-27 Stage 5 11 Jun-27 Stage 6 19.9 Dec-27 Phases, starting from November 2025. Phase II will be fully operational by December 2027. CMRL is developing and implementing a TOOL called PMIS (Project Monitoring Information System) for Project Monitoring. Issues like delay in Award of contract, Delay in Land Acquisition, Permission/ NOC from other stakeholders, delay in utility diversion, traffic diversion etc. are monitored closely and timely mitigation measured are being taken up. How important is the OMR line which the Government is increasingly emphasizing? In what ways the proposed line shall help the commuters in road traffic during peak hours?
Other than Phase II, which is under implementation, the DPR (Detailed Project Report) for Extension of Metro line from Airport to Kilambakkam New Bus stand is in advanced stage. In addition, CMRL is in the process of preparing Detailed Feasibility Report for the following lines.
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Yes. All Metro Systems in both Phase I and Phase II Extension have been designed based on NBC 2005 and NFPA130. In Phase II, all systems are being designed based on NBC 2016 and NFPA130. All Fire and Life Safety requirements and other standards are based on NBC 2016 / NFPA130. What is the status of Phase II works? How are you planning to achieve the deadline with works on multiple sections of the Phase? What would be strategy towards common issues generally responsible for project delays and cost overruns?
There are 60 Contract Package in Phase II. 19 are Civil contract Packages and 41 are Track & Systems.
via Mogappair and Ambattur • Siruseri to Kelambakkam • Kelambakkam to Kilambakkam The Koyambedu to Avadi line via Mogappair and Ambattur will address the traffic issues of densely populated North West Chennai. What is the status of merger of MRTS with CMRL which has been lying pending for long? What are the major obstacles? In what ways the merger would help and benefit the people in the city? Merger of MRTS with CMRL is already agreed in principle by Railway and CMRL. Railways wants to construct one additional track (4th line) between Chennai Beach and Park before handing over of MRTS to CMRL. Land acquisition for the above is in progress. The strategy for merger of both is being worked out. Since ST. Thomas Mount Station is a common interchange Station between Metro and MRTS, MRTS line will become an integral part of Metro System and people from all parts of Chennai will be benefitted. As a successful and experienced technocrat what would be your message to young minds willing to join Metro and Rail Industry? Any message for our readers? Metro is using best of technologies in the world, for example in the Phase II Civilconstruction both underground and elevated. Underground tunnelling below the existing corridors are challenging and needs expertise. In case of Elevated construction, we are constructing 4 no’s spans on balanced cantilever construction method, each spanning 100m that too with sharp curves. The work has to be executed without endangering the road traffic and two metro corridors below with utmost safety standards. Similarly, CMRL in Phase II is using more advanced CBTC signaling technology to increase reliability and train frequency. The trains are built to the latest standards for safety and comfort. Therefore, the young generation of engineers who join Metro have abundant exposure and career opportunities in metro organization.
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INNOMETRO 2023 3rd Edition A Global Platform to Showcase Innovation & Technology for Metro, Railway, RRTS, High-Speed Rail & Allied Industries. 24-25th May 2023 New Delhi Sustainable and Green Metro FOCUSED ON The Most Awaited & Appreciated Event of The Industry Organized ByPresented By 32B, J. P. Complex, Patparganj, Mayur Vihar Phase-I, New Delhi-110091, INDIA contact @symbrojmedia.com 011- 40590405 www.symbrojmedia.com SYMBROJ MEDIA PVT. LTD. 500+ SP100+EAKERS 20+ COUNTRIESEXHIBITORS50+ PAST EDITION FACTS
Mr. Anjum Parvez Managing Director Bangalore Metro Rail Corporation Limited (BMRCL)
What is the work status of construction works on phase-3. It’s been more than six years since the total route length for the corridor has been planned and ascertained. Why is the delay then.
What is the status of purple line extension. Has the bottlenecks for elevated line between Baiyappanahalli and Whitefield been sorted out?
BMRCL is putting all its efforts for commissioning this line by this year end.
What would be the expected deadline for completion of phase-3 works?
Metro Rail News conducted an email interview Mr. Anjum Parvez, Managing Director, Bangalore Metro Rail Corporation Limited (BMRCL) . In Which Mr. Parvez shared his views on the role of metros in a high-tech city like Bangalore and recent developments. Here are edited excerpts:
After approval of the State Government in December 2021 for study and preparation of Phase-3 DPR by M/s RITES has been completed and is under scrutiny by BMRCL. The same will be submitted for approval to the State Government and forward the submittal to Government of India for its approval. Constructions works will be started only after the approval of the Governments. Please give updates on proposed Sarjapur-Hebbal line. What is the work progress for construction of integrated metro station at Iblur on outer ring road?
After the approval of Government of Karnataka for preparation of DPR from Sarjapur to Hebbal line of 35.14 km in the first quarter of this year, tender was called for preparation of DPR and the same has been recently awarded. The details for integration will be studied after the submission of DPR by the consultants.
Do you think putting the Calmelaram –Yelahanka line into sideline, proposed almost 8-9 years back has been a righteous decision for BMRCL. What has been the reason for rejecting the economically viable section and what have been the suitable alternatives
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INTERVIEWEXCLUSIVE
Theenvisaged?reply for Q 3 is in line with the Comprehensive Mobility plan for the Bangalore city for the year 2031 and covers the above areas in the proposed DPR for Sarjapur to Hebbal line. What is the status of supply of rolling stock for metro operations. Amidst orders to Chinese CRRC Corporation
In a conversation with Mr. Anjum Parvez (IAS), Managing Director, Bangalore Metro Rail Corporation Limited.
The Contract awarded is for manufacturing under Make in India policy with 50 % local content. Due to constraints in obtaining statutory approvals required for setting up a Metro Coach factory in 45 acres of land at Sri City, Andhra Pradesh on lease. Now the local manufacturing is done at Titagarh Wagons Limited, Kolkata, India. It is expected that the roll out of the first train set will have in the second quarter of 2023 and the remaining Train Sets will follow, at the rate of two Train Sets per month. What in your opinion the newly proposed BSRP, Peripheral Ring Road, Hyperloop, MetroNeo, Metrolite etc. would bring changes to transport scenario in Bengaluru. Do you think it would prove to be a milestone towards modern transport system being developed in the country?
Ltd. for supply of more than 200 new coaches how would you substantiate the Make in India campaign?
BMRCL work plan is to integrate the metro stations with the proposed Sub Urban Rail network stations which is in close proximity (Upto 700-800m) with the Metro Stations. Some of the plans are to construct Foot over Bridges connecting the metro stations (existing/proposed) with the Suburban with the existing Metro Stations at Baiyappanahalli, Nayandahalli, Jnana Bharathi, Pattanagere, Yeshwantpur, Mantri Square, Majestic and with the proposed Metro Stations at Whitefield, K R Puram, Benniganahalli, Cantonment, Marathahalli, Doddanekundi, Kasthurinagar, Hebbal etc,. For intermodal connectivity, all the stations of Phase 2A and 2B (Central Silk Board to Airport) are proposed to have Multimodal Integration facilities wherever multiple modes are in close proximity to each other. Further, in terms of Last mile connectivity, the feeder bus routes along Phase 2A and 2B are yet to be formulated. Please share your views for Metro Rail News. Any message to our readers?
Metro Rail News is a magazine with a comprehensive news with factual information and I am pleased at their efforts.
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Every system has its own advantages. With their feasibility in the areas implemented would definitely help in bringing more people to adopt to use the public transport. K-RIDE is the implementing agency for BSRP. Further commuter rail would be integrated with other modes of transport for seamless transfer between modes – as in European cities. What is the work plan for BMRCL in this regard. For intermodal and last mile connectivity which major new routes and line have been identified?
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The largest metropolis of -northeast to wait for Metro transportation Guwahati Metro
he Guwahati Metro is a rapid transit proposed for the city of Guwahati, Assam. The system plan consists of 4 corridors covering a distance of 61.42 km in phase one of the Guwahati Metro. On 11 January 2013, former Chief Minister of Assam Tarun Gogoi held discussions with officials of Guwahati Development Department and Guwahati Metropolitan Development Authority, in which after detailed deliberations it was agreed that there was a need of urgently taking up the study of introducing a metro rail and bus rapid transit system in the city to arrest the chaotic traffic condition on the streets. The survey of the proposed project included preliminary exercises such as a study of the number of commuters in different areas of the city at different times of the day and a calculation of the estimated cost of the project. The survey conducted a track type feasibility study at different places. Three types were considered: underground track, overground track, and elevated track. The Khanapara – Jalukbari route was proposed to have overground and elevated tracks because this route is not congested. The other two routes were to have a combination of underground and elevated tracks. The contract to make a feasibility report and to prepare a detailed project report was awarded to M/S Rites in June 2014. However, it was suggested that elevated tracks will be most viable in Guwahati because they are cheaper and can boost tourism potentiality.
Project Details
Operational : 0 Km Under Construction : 0 Km Proposed : 61.4 Km Phase 1 Routes Line 1 : Dharapur – Narangi Length : 22.6 km Type : Elevated Number of Stations: 22 Line 2 : MG Road – Khanapara Length : 10 km Type : Underground Number of Stations: 10 Line 3 : Jalukbari – Khanapara Length : 19.4 km Type : Elevated Number of Stations: 14 Line 4 : ISBT – Paltan Bazar Length : 9.4 km Type : NumberElevatedofStations: 8
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Corridor-2: MG Road to Khanapara (Underground) = 10.0 kms
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The DPR was sent to the Union Ministry of Urban Development (MoUD) in May 2016. The MoUD advised the State government to resubmit the proposal along with an updated Comprehensive Mobility Plan (CMP). The State Cabinet in January 2017, suggested some changes and asked GMDA to recast the DPR (Phase-I) for Rail-based MRTS. The Government also instructed the GMDA to prepare the DPR for additional metro corridors from Dharapur to Guwahati Airport and Jalukbari to North Meanwhile,Guwahati.
the Government of India adopted the Metro Rail Policy, 2017, and advised the states to submit MRTS proposals accordingly. As per the new policy, the project DPR required Alternative Analysis (AA). In the case of Guwahati, a CMP was also required. On approval of the Government of Assam, RITES was handed over the preparation work of the CMP and AA Report for Guwahati on a nomination basis, which is for the CMP at Rs 1.25 crores (excluding taxes) and AA reports at Rs 35.00 lakhs (excluding taxes). The timeline for CMP was 4 months and the AA report was 2 months.
DPR for Phase-I was prepared for a total length of 61.4 kms. Phase-I would have 4 corridors: Corridor-1: Dharapur– Narangi (Elevated) = 22.6 kms
Latest Update Metropolitan Development Department (GMDA) revealed that a new Metro Rail Policy was introduced by the Centre in 2017, which asked for rigorous assessment of new metro proposals. States were required to adopt innovative mechanisms to mobilise resources for financing metro projects. The options for availing Central assistance include Public Private Partnership (PPP) with Central assistance under the Viability Gap Funding Scheme of the Ministry of Finance; grant by the Centre, under which 10% of the project cost would be given as lump sum central assistance; and 50:50 equity sharing model between the Central and State governments. Under all these options, private participation, however, was mandatory.
RITES submitted the final CMP and AA report in 2018, but since then the State government has not yet decided any further course of action on the project. It needs to be mentioned that metro projects are highly capital intensive and therefore need to be justified on several grounds. The viability of the metro has to be ascertained from all aspects. Social benefits, financial viability, growth of the city, commuting issues and various other factors needed for easy commuting of the metro system must be taken into consideration. It has been 5 years for now and the GDD Department has not done enough to start the project, which makes the metro rail in Guwahati a distant dream. However, it must be noted that if the population of Guwahati has reached 20 lakhs, it is the right time to plan for a metro system for the city. At least 5 to 6 years are required for getting the metro operational in a hilly and picturesque area like Guwahati. Nevertheless it is beyond doubt that the ‘Gateway to North-East India’ deserves to have a metro system.
Summary Guwahati Metro is a 61.40 km urban Mass Rapid Transit System (MRTS) with 4 lines and 54 stations proposed to be built in Guwahati, Assam. Guwahati Metro Phase 1 project’s Feasibility Report and Detailed Project Report (DPR) was prepared by RITES in January 2016. On February 26 2016, this DPR and the formation of Guwahati Metro Rail Corporation Limited (GMRCL), to execute the project, were approved by Assam’s state government. In January 2017, the new government’s state cabinet reviewed the project and suggested to modify the DPR with additional lines connecting Dharapur with Guwahati Airport and North Guwahati with AIIMS in Phase 1 itself. As of March 2020, RITES has been tasked with preparing a Comprehensive Mobility Plan (CMP) & Alternative Analysis (AA) Report for Guwahati. After the approval of these reports, Guwahati Metro’s DPR will be modified and finalized accordingly.
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Corridor-4: ISBT to Paltan Bazar (Elevated) = 9.4 kms
During the review meeting of the presentation of inception report of the CMP, held on December 2018 under the Chairmanship of Principal Secretary of Guwahati Development Department (GDD), RITES was enquired by the Principal Secretary of GDD about the inclusion of traffic impact study from Assam State Capital Region Development Authority (ASCRDA) region in the present scope of CMP and was asked to submit proposal and cost implications for the study. The ASCRDA area is approximately 6,100 sq km, covering five districts namely Kamrup Metropolitan, Kamrup, Nalbari, Darrang, and Morigaon. RITES said that since the traffic study for the CMP is for the Guwahati Metro Region, the inclusion of the traffic impact study from ASCRDA area can be done at a very reasonable rate and time.
Additional potential lines being explored: Dharapur – Guwahati Airport North Guwahati – AIIMS
The Feasibility report for Guwahati Mass Rapid Transport System (MRTS) was completed by the Rail India Technical and Economic Service Limited (RITES) in March 2015, for a total corridor length of 203 km in three phases and a complete DPR (Phase-I) for a total length of 62.95 km in January 2016. The State Cabinet, on February 2, 2016, had approved the DPR (Phase-I) for MRTS and the State-owned Special Purpose Vehicle (SPV) namely Guwahati Metro Rail Corporation Limited, to carry forward the implementation of rail-based MRTS for Guwahati city.
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Corridor-3: Jalukbari to Khanapara (Elevated) = 19.4 kms
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The quest for rail-based solutions began close to 40 years ago in 1983 in Bengaluru, when a Commuter Rail system was first proposed. Since then, road traffic has grown by leaps and bounds as street-based transport has remained the only option, even as BMTC buses became inefficient, unreliable and unpredictable due to increasing traffic congestion.
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High Traffic Congestion Reports state that the total number of motorised vehicles in the city would be well over 10 million by end of year 2022. The number of motorised vehicles in the city was 2.64 million in 2008. This had shot up to over 8 million by 2019 at an average CAGR rate of growth of 10.32. If this trend were to continue, the city will have over 14.5 million vehicles by 2025 itself.
Bus Transportation Bus commuters increasingly have moved to two-wheelers, cars and other more nimble vehicles of all sizes including door-todoor taxis that can be hailed over a mobile phone. Wrestling to
If all goes well, the bulk of Bangalore’s Public Transport commuters will be moving in trains over rail tracks rather than on roads by around 2032. Plans that have been pending for long are finally being implemented to expand Metro and add Suburban Rail to cover large parts of the city with a combined urban rail network totalling over 400 km.
The transportation system plays a vital role in a part of any country as it contributes to the social and economic development. Transportation built closely with well oraganized movement and development of humans throughout history of world. Transportation played a part of industrial, economic, social and cultural development of all region in every commodity produced which includes agricultural to industries at various stage of production to distribution. The transportation system includes planning, design, developing, maintenance and improvement. The increasing vehicular traffic on the urban road in network demand effective measure of the traffic control on roads – networks, mixed traffic creates the congestion, traffic jam in road networks.
Bengaluru Metro
Development of Transport Systems
Abstract
Namma Metro : Ongoing efforts for an integrated and Multi-modal transport System
The land use feature and transportation system is inter-dependent as it contributes in improvement and expanding the transportation network. If system is efficient, safe and economical, the development of the city improves in better accessibility. Mass rapid transit system projects like metro rails are expected to improve traffic and road safety conditions (reduced vehicular traffic, traffic congestion, road accidents etc.) and environmental conditions (air and noise pollution) in urban Studiesareashave been conducted to assess the overall potential and efficiency of the metro rail in terms of easing the traffic scenario in Bengaluru city through commuter perception. The use of metro services by public is known to decongest urban traffic. Public can use metro services when the outermost destinations are directly accessible to metro stations. Issues with connectivity from home or destinations to access metro can lead to choice of modal shift. In this regard, last mile connectivity study is undertaken to evaluate the last mile problems. Last mile connectivity is defined as movement of public and goods from a transportation area to their final destination such as home or Thisworkplace.isusually used in telecommunications, chain management and transportation planning describing transportation efficiency. When users have difficulty getting from their starting location to a final transportation network, the scenario is alternatively known as the problem in first mile. Vice versa Last mile problem refers to difficulty getting conveyance from transportation network to the users destination.
The expansion of Metro and the development of a Suburban Rail system on dedicated tracks are steps that were long overdue in the city. These steps are now being taken by the government in an attempt to shift public transport users off the streets onto exclusive track systems for faster commutes.
To ease traffic congestion and with a focus on NammaMetro, suburban rail and Peripheral Ring Road (PRR), underlining the need for a better mass transit system, a new 35-km Metro line connecting Sarjapur to Hebbal through Agara, Koramangala and Dairy Circle at an estimated cost of Rs 15,000 crore has been announced by the present Bommai government in Bengaluru,. A detailed project report (DPR) for this line is proposed to be prepared in FY 2022-23. Of the 35km, Hebbal to Koramangala (16. 8km) will be underground, the remaining Koramangala to Sarjapurstretch (18. 6km) will be elevated. BMRCL yet, have not stated anything clearly on whether this corridor will be taken up in Phase 3A or Phase 4 and also on its deadline but mentioned that several traffic studies need to be conducted before preparing the DPR. The BMRCL also disclosed that they plan to take up this corridor in the next phase.
Experts and activists have welcomed the announcement since the proposed route cuts through the city’s core areas. Earlier, BMRCL had drawn flak for focusing on Bengaluru outskirts, allegedly due to political pressure. It may be noted that, around nine years ago, BMRCL had proposed Carmelaram-Yelahanka line, which was to be taken up under Phase 3, but it was later put into cold storage reportedly for the controversial elevatedcorridor project. Now, it has been truncated to SarjapurHebbal. The KR Puram-KIA Metro corridor will cover the HebbalYelahanka section, so it makes sense to have SarjapurHebbal Theline.
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gain advantage on streets with vehicles jostling for space has thus reached alarming proportions. No matter how excellent the supply side of public transport may be, services can only have as much quality and punctuality as traffic conditions will allow. This aspect is being overlooked when calls are being made to increase bus services multi-fold to address public transport deficiencies.
Bommai government have also announced adding another 33km of Metro line to the existing network in 2022-23. With the addition, the NammaMetro will have 89km network. The 58km Outer Ring Road-Kempegowda International Airport Metro corridor will be completed by March 2025. The DPR of Namma Metro’s Phase 3 corridors —32 Km Hebbal JP Nagar
It is hoped that the onslaught of motorisation will slow down, if not halt once these extensive rail-based travel options are made available. Road expansions need to be minimized; just enough to take care of necessities to operate buses or reach public transport, particularly in peripheral areas where the secondary and tertiary road networks are in poor condition and also to assist commuters to reach trains easily.
During Phases 2 and 3, Bengaluru Metro (popularly called ‘Namma Metro) is likely to add 211.6 km to the existing 42.3 km that has been in operation since 2017 (built under Phase 1). About 14 km under Phase 2 has been commissioned in 2021. Thus, 56.1 km is currently operational. Two new lines are expected to be commissioned by 2024-25 and the Airport line is likely to get ready by 2026-27.
Metro’s Phase-3 routes and stations have been announced and Detailed Project Reports (DPR) are under preparation. It is likely that construction may begin by 2025 with an estimated completion target of 2032. Route selections appear reasonably good to cover most parts and activity centres.
At the same time, buses do have enormous reach as city road networks are vast. Hence buses have an important role to play since tracks can’t be built everywhere for trains since they require a lot of space and are far more capital intensive.
On completion, the Metro network will have eight lines. Two lines would be aligned around the circle of the Outer Ring Road. The remaining six routes are mostly radial and will have intersections with the Ring line/s (some lines will intersect at multiple points). The three North-South Metro lines will provide easy access to central CBDs as they cut through the city’s central areas. The four Suburban routes will supplement the Metro system and offer faster commutes over longer distances (thus, it will more or less be an ‘express’ mass transit system with much fewer halts than the metro). The existing East-West metro Line (Purple line) will in future be supplemented by the Parijaata Suburban Line that deviates from the Purple line’s route when within ORR but converges outside ORR at both ends.
Expansion of Rail Based Transportation
Major Development Plan
Rail Network Connecting Most of the Areas
The commencement of Namma Metro services in 2011 had generated the hope that commuting from point A to B will be hassle free, and it would bring down the traffic volumes on roads, once BMRCL increased its footprint across the city.
However, commuters complain that even after a decade of becoming operational most stations lack last-mile connectivity and BMTC’s feeder buses have poor frequency. In fact, the transport utility has cut down on feeder buses after the pandemic began. Many areas in West Bengaluru include Kengeri, Jnanabharati, Sir M V Layout and few areas off Magadi Road are not well connected by BMTC or any other public transport. As the BMTC has failed to ensure proper connectivity on these routes, commuters are forced to spend hours waiting for a bus. The Railways planned to upgrade the Byappanahalli railway station to integrate with the metro and BMTC. The aim is to reduce congestion at Yeshwantpur and Krantiveera Sangolli Rayanna Railway Stations. Though work on the new terminus is almost complete, it has not been thrown open to the public. But in recent days the Railways, Bangalore Metro Rail Corporation Ltd (BMRCL) and BMTC have been working in tandem to ensure last-mile connectivity to commuters.
Last Mile Connectivity : A Need While Bengaluru has grown in leaps and bounds, especially in the last two decades after it became the Silicon Valley of India, the overall connectivity has miserably failed to keep pace with this growth. Though 110 adjoining villages were included in the city corporation nearly 14 years ago, the city’s public transport system continues to be patchy, forcing residents to rely on private vehicles. The city has multiple modes of public transport, including BMTC buses, Namma Metro and suburban trains, but they function in isolation and lack integration. Hence, many commuters find them unreliable and bank on private vehicles for their daily commute.
and 13 Km Hosahalli-Kadabagere lines— at an estimated cost of Rs 11,250 crore soon shall be submitted to the Centre for approval.
The integration between BMRCL, BMTC and Railways for lastmile connectivity is a big task considering the Departmental approach and approval process. Phase 1 of Metro has many lessons to be learnt by all three agencies and the NHAI. This is the need of the hour for commuters considering the huge capital expenditure incurred by all three entities. Commuters are the worst affected presently. Including Common Mobility Card and seamless connectivity of Foot Over Bridges (FOBs) or Underpass between the three entities are issues that need to be resolved on a war footing. The state government should provide separate funding instead of asking each entity to contribute for integration and last-mile connectivity. To cite an example, Kengeri urgently needs FOBs between the Metro station and the TTMC as people have a lot of problems in crossing the road. For this, all the corporations concerned should work together.
The state government has said that the Peripheral Ring Road project will be implemented at a cost of Rs 21,091 crore under DBFOT (design, build, finance, operate and transfer) model. The contractor will bear the cost of land acquisition and construction. The government has stated that the 148-km Bengaluru suburban railway project will be completed by 2026 at an estimated cost of Rs 15,267 crore. A skywalk shall also be constructed at a cost of Rs 45 crore at Banashankari junction to connect Metro station with the bus stand. Similarly, Metro stations will be connected to their nearest railway stations at a cost of Rs 55 crore in White-field, KR Puram, Byappanahalli, Yeshwantpur, Jnanabharathiand Yelahanka.
The daily ridership of Namma Metro’s Phase 1 was five lakh in February 2020. However, following the pandemic and the introduction of the work-from-home concept, it has dropped to 1.2 lakhs. This has forced the BMTC to reduce the number of feeder buses on the road. Now, the BMTC is operating buses based on their traffic survey. Also, there are complaints that many metro stations lack parking space, which forces people to use their own vehicles. The BMRCL had earlier tied up with rental scooter companies like Bounce and Yulu at some stations, but only a few locations have the facility now.
As the city has been a boomtown for the software industry and startups, the number of people with purchasing power to buy cars and two-wheelers is high. The result is severe traffic gridlocks at many junctions, due to the proliferation of private vehicles. Entry of the pandemic has only added to this tendency of using private vehicles. People are now wary of using public transport for the fear of contracting the virus.
Bengaluru citizens feel that all government stakeholders like BBMP, BMTC, BMRCL, SWR, NHAI, BDA, UDD, DULT and RTOs need to work closely in the larger interest of the city to improve last-mile connectivity. The state government needs to fund projects as a single nodal agency to implement last-mile BMRCLconnectivity.however, have stated that efforts are being made to provide facilities like bus bays at all upcoming Metro stations under Phase 2 and 3. Efforts been also taken to coordinate with different agencies and planning to survey pedestrian and vehicular traffic at places where the stations are being set up.
Multimodal Transportation : An Expansion
The city’s transition from predominantly street-based vehicles to one that is rail-based for commutes is going to throw up
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It may be noted that commuter preference to mass transit system (MTS) has increased since its launch but the traffic congestion does not seem to have reduced to that extent.
A report from WRI in 2017 highlighted that a lack of affordable transport to the metro and bus stations in Bengaluru which further highlighted that people who live beyond 5 km from the metro stations are unlikely to prefer public transport. A survey conducted by Ola Mobility Institute in 2018 showed that 70% of citizens in Bengaluru felt the need for improving first and last mile connectivity. In an another survey 24 % of the respondents stated lack of first and last mile connectivity as their reason to not to use public transport. The new age mobility service providers in the city have been working on solutions to address the first and last mile gap.
challenges. No matter how much urban rail is built, it can never match the volume of roads in a city and all rail commutes will most certainly involve streets for the last mile and pedestrian paths for the final lap of any commute in most Thuscases. the emphasis on buses, taxis, autorickshaws and parking availability close to train stations would be a necessity. Arranging multimodal transfer facilities is a formidable task as multiple agencies would be involved, but it has to be done, no matter what, to attract commuters to trains being built with huge investments. The next ten years are going to see vast changes in travel habits in the city after a long period of uncertainty and debates for solutions when commuters were largely left in the lurch.
First and last mile connectivity to public transport forms an important part of the travel experience on public transport. In Bengaluru, the connectivity to public transport varies across the localities, with certain areas in the city having either metro, bus or suburban connectivity. At present, there is no formal physical integration or information integration across the modes of transport in the city. This level of integration is imperative to encourage people to use public transport.
Conclusion Bengaluru is one of the fastest growing cities in India and expanding vastly in all directions. As a result of larger floating population with increasing existing population of the city, there has been increase in vehicular population adding to extreme congestion and air pollution on the city roads. The mass rapid transit system (MRTS) has been encouraged in the city, so that commuters could start using public transport more and more, instead of using private vehicles.
At present, the app based bike taxi, bike rental, cycle rental, shared cabs and carpooling among others are the options to cover the first and last mile journey. However, not all public transit stations at present have parking facilities for app based rental vehicles. As highlighted, the use of walking as mode of first and last mile connectivity is very minimal. The use of non motorized transport such as walking and cycling can be encouraged by providing walking and cycling infrastructure as well as providing cycle parking at metro stations. Shared mobility – shared cabs, shared autos offer effective means of covering the first and the last mile to public transport. However, the existing regulations in the state of Karnataka restricts the mobility service providers in offering these services. The shared auto services work efficiently in certain areas of Bengaluru connecting the interior parts of the city with public transit
Further,stations.a shuttle service or a feeder bus system with a specific route covering the distance between residential areas to public transit stations is the most desirable option to close the first and last mile gap. The innovation in the mobility space to close the first and last mile gap such as bike taxis, erickshaw, e-scooters should be encouraged as they offer better first and last mile
Additionally,connectivity. a multi modal integration of all public transit modes in the city would enable service providers to build solutions to close the first and last mile gap. The city’s poor public transport utilization needs urgent attention. We need to conduct pilots in a few high traffic corridors aimed at providing the requisite physical infrastructure, connectivity services for above use cases and complete information integration across different public and shared mobility modes. Such a pilot would provide huge learning for deployment at scale across the city.
Metro has emerged as safe mode of transport, but still commuters continue with unsafe modes of transport due to limited connectivity of the metro rail. The outermost destination covered by BMTC services and feeder facility has to be improve by providing more number to last mile destination for the different sectors. Last mile defines the difficulty in getting for the people from a transportation hub, to their final destination.
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Environmental Issues
Bengaluru has been attempting to complete several large ring road projects to improve its city-region connectivity and alleviate traffic congestion. A Satellite Town Ring Road (STRR) is currently under construction.
The proposed PRR alignment is close to Peenya Industrial Area and Jigani-Bommasandra Industrial Area, which are notified as severely polluted and critically polluted areas by CPCB.
The project has received initial environmental clearance, which was required as it involves the diversion of 7.91 hectares (19.54 acres) of forest land in the Jarakabandekaval reserve forest. Since the boundary of Bannerghatta National Park and Puttenahalli bird conservation reserve is located at a distance of 7.21 Km and 1.49 Km, respectively, additional approvals were required.
At Thippagondanahalli reservoir, 20 km of the proposed road will be built and 13,355 trees will come in the way of the project.
More than 630 trees have been identified in the Jarakabande Kaval reserve forest area.
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Urban Transportation
As per the environmental impact assessment (EIA) done for the project, 36,824 trees will have to be uprooted for the project.
The project’s total cost is Rs 14,934 crores, out of which Rs 9,318 crore is required for land acquisition and rehabilitation purposes, while the construction cost is estimated to be around Rs 5,600 crores. The state government has already provided administrative approval for the project. When originally conceptualised 15 years ago with the aim of decongesting Bengaluru and easing traffic, the project was estimated to be Rs 3,000 crore. But due to design, rapid urbanisation, and land acquisition challenges, the project could never take off despite repeated attempts.
The project is very significant to Bangalore city because it is expected to address serious traffic challenges. According to local authorities and the state government, Bengaluru needs PRR given the massive geographical expansion of the city to the current spread of 2196 sq km and explosive growth of vehicular ownership (2019 estimate - over 80 lakhs). The ring road is also expected to provide massive economic benefits.
The PRR is planned as a 74 km stretch with a 100-meter-wide road. On completion, it will connect Tumakuru Road and Hosur Road via Hessaraghatta Road, Doddaballapur Road, Ballari Road, Hennur-Bagalur Road, Old Madras Road, Hoskote-Anekal Road, and Sarjapur Road. Along with NICE Road, which links Tumakuru Road and Hosur Road via the city’s northwestern, western and southwestern areas, Bengaluru will have a 116-km-long bypass on its periphery. The proposed alignment of PRR will be located at an approximate radial distance of 17 km - 25 km from the city centre and is envisaged to be a bypass to the city for the longdistance personalised vehicles (cars and cabs) and commercial vehicles (trucks and LCVs). The total land requirement for the project, which was initially estimated to be 733 hectares (1811.28 acres), was later revised to 1036.51 hectares (2561.27 acres) due to the change in length of PRR from 65.5 km to 74 km. The increase in length was due to realignment and inclusion of cloverleaf structures to integrate at Tumkur Road and Hosur Road with NICE road.
Peripheral Ring Road (PRR)
Big Efforts for City Decongestion : Bangalore Peripheral Ring Road
Environmental groups also say that there are six lakes along the proposed road alignment, and construction will result in a significant loss of habitat for small mammals like squirrels and bats and birds like the Black kite, Brahminy kite, Common buzzard and the Indian peafowl. They argue that about 555 hectares (1,371 acres) of farmland will also be lost to the PRR.
Timeline & Major Phases
• The project was mooted in 2005-06 by the then government.
BDA and the state government may need to come up with some innovative funding ideas to resolve the problem.
• The project got environmental clearance in 2014, and by 2015, the Urban Development Department gave its assent for the Now,project.with
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Of the total land notified, government land consists of about 114.20 hectares, Kharab land consists 43.43 hectares and remaining private land is 555.57 hectares. A section of land owners oppose BDA’s proposal to compensate them under the BDA Act and have demanded compensation under the Right to Fair Compensation and Transparency in Land Acquisition Act 2013. According to an estimate by BDA that was done in 2021, the land acquisition cost would shoot up by more than Rs 14,000 crores if the compensation package is fixed as per 2013 Act. Even when the Congress-led United Progressive Alliance government passed the bill in 2013, the critics had pointed out that it would increase the cost of infrastructure dramatically.
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A major legal hurdle for the project was cleared in Nov 2021 after the Supreme Court directed the Karnataka government and the Bangalore Development Authority to acquire the land for the formation of PRR and proceed to implement the project.
BDA has proposed to mitigate the impact of the PRR on the environment by planting ten trees for every tree removed (a total of 3,38,380 trees to be plated). BDA has also undertaken to erect barriers on both sides of the road construction site to mitigate dust and air pollution. It has promised that no materials will be dropped from a height greater than 3 feet to minimise dust and that water will be sprinkled on the construction site at least three times a day. It is also to note that, approximately 33,000 trees will be felled for PRR development, which has sparked concerns from environmentalists. This project will also affect forest land in Jarakabandekaval and six water bodies. The authorities have laid out a plan for planting trees in lieu of those that would be axed. However, the final Environmental Impact Assessment (EIA) report is still awaited as some details of the project have now been revised. To construct the PRR in Bangalore, land in around 67 villages will have to be acquired, spread across 8 districts. These are: Yeshwanthpur Hesaraghatta Yelahanka
• KR Puram • Bidhrahalli • Varthur • Sarjapur
Summary The Peripheral Ring Road (PRR) is the third Ring Road of Bangalore developed by the Bangalore Development Authority (BDA). The 73 km circular road will lead from Hosur Road and connect to Tumakaru Road and NICE Road to form a complete
The SC permitted the project to go ahead in response to an affidavit filed by the Additional Chief Secretary, Government of Karnataka, Urban Development Department, Bengaluru.
While the National Democratic Alliance government attempted to dilute the law by ordinances etc, it abandoned the idea after opposition from allies and a lack of majority in the Rajya Sabha.
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Attibele Land Acquisition Challenges
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• Between 2006 and 2010, the land acquisition process hit a roadblock with a number of landowners approaching Courts.
the Supreme Court giving its nod for land acquisition, the project has been brought back to life. Also, the original length of the road has been revised from 65 km to 73.5 km to enable linking of the road with the BMICP Expressway or the NICE Road as it is locally called. Japanese agency, Japan International Cooperation Agency (JICA), was roped in to finance this project. Initially, the project’s cost was pegged at Rs 3,000 crore, which has jumped to Rs 21,000 crore now, with land acquisition forming the bulk of this amount.
• In 2011, the High Court cancelled the project due to delays. The government then revised the length of the road to 65 km and sought the Court’s permit for land acquisition.
In April this year, the Bangalore Development Authority (BDA), the nodal authority tasked with the responsibility for providing civil amenities for the metropolis, floated a global tender inviting construction infrastructure firms to submit bids to develop a greenfield 8-lane, 74 km PRR through a publicprivate partnership (PPP) on design, build, finance, operate and transfer model (PPP-DBFOT).
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The government has created a Special Purpose Vehicle (SPV) called the Bengaluru PRR Development Corporation Ltd for implementing this project. Formal tenders are expected to be invited soon to finalise a developer for this road. With the Cabinet approval in place, the project seems to be moving up from the drawing board to the implementation stage. Once constructed, this road project would significantly ease the hightraffic areas and have a strong effect on the real estate market in Bangalore. • •
•
At present, Bangalore has two Ring Roads. The Inner Ring Road links Indiranagar to Koramangala, while the Outer Ring Road (ORR), which is 60 km long, links all the highways that converge into Bangalore, including five National and five State Highways. These include Mysore Road, Bannerghatta Road, Tumkur Road, Magadi Road and Kanakpura Road, among others.
Latest Update
As per the plans, the Peripheral Ring Road will be a 73 km circular road, with eight lanes (100 metres wide) and four service lanes. It will cover areas of North and East Bangalore and Anekal. The stretch will start from NICE Road Junction at the Tumkur Road, pass through Bellary Road, Old Madras Road and end at National Highway- 44 on the Hosur Road. Further, it will also be integrated with the semi-circular NICE Road near BIEC and near Konappana Agrahara. About 2,400 acres of land is expected to be acquired for the road. The project will be executed via a public-private partnership on the Design-Build Finance Operate and Transfer model. The road developer will get a concession to collect toll for 50 years to meet the funding targets of the project and recover its costs and profits. Once completed, the road will have 17 toll plazas and two clover field junctions at Old Madras Road and Airport Road. Total nine entry and exit points have been identified with five flyovers, four underpasses and five Railway Overbridges (ROB). As per the project plan, someplace in the median will be left vacant for metro projects in the future. It will also have provisions for a helipad and electronic charging stations for EVs. The Need for the third Ring Road
As per the tender terms, the winning concessionaire will get 50year lease period for collection of the toll to recover the cost and then hand over the project to the State Government. The winning concessionaire would also be required to pay upfront part of the land-acquisition cost. The BDA also notified the last date for submission of the bids as May 18 and the bid opening date as May 20. However, as per few reports in June again, BDA decided to scrap the tender process and announced that it would issue a fresh one. The decision to scrap the tender was attributed to queries from potential investors who participated in the tender process, seeking clarification on the land acquisition cost.
Special Features
It may be noted that the tenders were previously invited in March but have to be scrapped at the last moment due to technical glitches. This is the second time the tenders have been floated without any changes in the terms and conditions. Earlier, the farmers agitation delayed the construction as disputes relating to land acquisition reached the Courts. However, the authorities have now received a go-ahead from the Supreme Court. Global tenders were invited by BDA last year. An Israeli firm, Symba Maz, has expressed interest to invest in this project, the cost for which has now escalated to Rs 21,250 crore.
It is estimated that more than 10,000 heavy vehicles use the Outer Ring Road, which is also facing pressure from the growing real estate around it. The new Kempegowda International Airport also pushes the vehicular traffic here. Keeping in mind the traffic burden on existing roads and the increasing number of new vehicles in Bangalore (the district is witnessing a 10 percent annual vehicle growth), the Peripheral Ring Road received renewed interest from policymakers.
circle around the boundaries of Bangalore. After being on the drawing board for several years, the Peripheral Ring Road Project (PRR) has finally received a nod from the Karnataka government. The mega project would encircle the peripheral areas of Bangalore, the city best known for its IT/ITeS hubs and new-age businesses. Once through, the development will create new connectivity points and fillip the realty landscape in Bangalore by and large.
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Work on the bridge restarted in 2010, with the plan to complete it in 2015.
The Chenab bridge is part of the ambitious 272-km long railway line from Udhampur to Baramulla - named the ‘Udhampur-Srinagar-Baramulla Rail Link Project’ - joining Jammu with the Kashmir valley as an all-weather high speed alternative. The 272-km long railway line will have 38 tunnels - a total length of 119 km - with the country’s longest tunnel T-49 (12.75 km), and 927 big and small bridges (total length of 13 km) part of it. The place near the Chenab bridge often witnesses hostile weather conditions, and so a sophisticated automatic signalling system installed on both sides will stop the trains from crossing the bridge if wind speeds there touch 90 kph. For the first time ever since independence, Srinagar will be linked to the rest of India after the overarch deck on the world’s highest single-arch railway bridge over Chenab River will be launched. The world’s highest railway bridge is now being built, and when it is finished, it will be 35 meters higher than the Eiffel AfconsTower. is building 16 additional railway bridges for Konkan Railway Corporation Limited (KRCL) in the dangerous terrain of Jammu and Kashmir in addition to the Chenab Bridge. All the bridges are part of the Udhampur Srinagar Baramulla Rail Link (USBRL) project. Afcons recently finished the main deck slab concreting of a bridge that is even higher than the Qutub Minar as part of the 16 KRCL bridges project. In under 70 days, four levels of concreting totalling over 1,550 cum were completed.
The entire event took place in Jammu and Kashmir’s steep Sangaldan at a height of more than 90 meters above the surrounding countryside.
Construction The Chenab Rail Bridge was originally intended to be completed in December 2009. However, in September 2008, the project was halted due to fears over the bridge’s stability and safety.
The design and construction was awarded to Afcons Infrastructure, a part of the Shapoorji Pallonji Group, the third-largest construction group in India, with the help of IISc Bangalore. Major construction decisions were taken by Konkan Railway Corporation. The Defence Research and Development Organisation (DRDO) helped in the design of the bridge, making it blast-proof using special steel.
The erection scheme for the bridge is a project in itself. Two pylons (about 130 m and 100 m high) were erected on either side of the river, and two auxiliary self-propelled cable cranes (capacity of 20 tonnes each) were used to tow temporary auxiliary ropes across these pylons. The ropes were used to support the partly finished arch parts. After arch completion, the trusses will be added, finally the girder will be constructed
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The Chenab Rail Bridge : An Engineering Marvel setting new Milestones Rail Technology
• Computation
and
as a horizontal sliding type platform.
-3R guidelines METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN Page | 51 ARTICLE
Following are some of the design considerations taken philosophy of design has been decided to be followed as per BS codes of wind load effects as per wind tunnel tests specific seismic spectra developed by Indian Institute of Technology (IIT) Roorkee of Euro code 8 for ductility detailing of very tall and hollow rectangular RCC piers of long welded rail (LWR) over the bridges resulting force calculation as per UIC – 774-3R guidelines resistant design fatigue per BS UIC 776-2R 776
into •account:Limitstate
used • Design checking for
• Site
• Provision
• Blast
The bridge, which will include a 14-metre dual carriageway and a 1.2-metre-wide central verge, will have a design speed of around 100 kilometres per hour with a lifespan of 120 years. It is said to be able to withstand earthquakes with a magnitude of up to eight and high-intensity blasts. Steel has been specifically chosen for the construction of the bridge as it will make the project more economical. The metal will also be able to resist temperatures of minus 20 degree Celsius and wind speeds of above 200 kilometre per hour. The preparations of the rail link began in 2002 and the initial plan was to connect Kashmir’s northernmost city Baramulla to New Delhi. The project was given high priority by Atal Bihari Vajpayee government but the project suffered several delays owing to the weather conditions and contractual issues. Work on the bridge started again in July 2017 with the aim of completing the construction by the end of 2019 but due to contractual issues in 2018, it was delayed. The coronavirus pandemic also added to the delay in the construction of the project. Design After many deliberations, taking into account aesthetics, economy, and availability of local expertise and construction materials, the Chenab Rail Bridge was designed as a large span single arch steel bridge with approach viaducts on either side. The arch is two-ribbed, fabricated from large steel trusses. The chords of the trusses are sealed steel boxes, internally stiffened and filled with concrete to assist in controlling wind-induced forces on the bridge. Another advantage of concrete filling is that internal painting will not be required. The number of bearings has been minimized, particularly on the approach viaduct, through the use of continuous construction. This is advantageous, as it reduces the maintenance and inspection efforts, and improves the riding quality. The viaduct piers are of concrete, while the piers near the arch are Indian construction standards such as the Indian Railway Standards (IRS), the Indian Road Congress (IRC) and the Indian Standards (IS) were found inadequate for the large spans of the Chenab ForBridge.example, the Indian Railway Standards (IRS) is primarily intended for simply supported bridges with spans up to 100m (although these have been successfully used for higher spans up to 154m). The spans for the Chenab Rail Bridge greatly exceed this limit, and are continuous. Therefore, to assure a safe design, Indian national standards have been supplemented with International standards such as British Standards (BS), International Union of Railways (UIC) and Euro. Also, many global experts with versatile and relevant experience, have been involved in order to facilitate making the project a success.
• Provision
codes • Deformation limits as per comfort criteria of
as
–
and UIC
• Jul 2017: Construction work resumed on the bridge.
•
Once completed, the bridge will be able to withstand winds with speed up to 260 kmph and will have a lifespan of 120 years. The project has other firsts like the longest railway tunnel having overall length of 12.75 km situated between Sumber and Arpinchala in Sangaldan area of Ramban district which has been made through on February 15 and first cable-stayed bridge which when completed would be an engineering marvel of 21st century. In addition, a 205-Km access road has also been completed which provides connectivity to far flung and inaccessible remote areas, leading to socioeconomic development of the local residents. The cumulative expenditure on Katra-Banihal section up to June is Rs 23,071 crore. The electrification work on the railway line from Banihal to Baramulla also is in progress and is likely to be completed by end of this year. • •
• Nov 2019: 83% work completed on the bridge, expected to be opened in March 2021.
Important Stages & Timeline
• Dec 2018: The project envisaged to be completed by the end of 2019, but ascertained unlikely.
• Jan 2020: Time for opening again revised. Now expected to be opened in December 2021.
• Apr 2021: Work on both the ends of the bridge’s arch finally completed. Planned to be opened in 2022.
• Aug 2022: The bridge’s remaining work on the final joint completed. The ‘Golden Joint’ of the rail bridge completed on 13 August 2022. The workers decked it with national flag to celebrate ‘Azadi ka Amrit Mahotsav’.
• Redundancy provided in the structures, for lower level of operation during mishaps and against collapse in extreme cases of one pier failure
• Feb 2008: Contract awarded for construction.
The quality aspect has been emphasised, as the quantum of fabrication and welding is colossal. Mostly indigenous material compliant to IS codes has been planned to be used, whereas for the design, international codes have been referred, which means the Quality Control work is still difficult.
Latest Update More than 75 per cent of the total 37 bridges and 97.6 per cent tunnelling work on the vital Katra-Banihal railway link stands completed. The Katra-Banihal stretch is part of the prestigious Udhampur-Srinagar-Baramulla Rail Link (USBRL) Project which has missed several deadlines in the past amid huge cost escalations since 1997, when the then Prime Minister H D Deve Gowda laid its foundation at Udhampur. In view of the importance of the USBRL project in providing seamless and hassle-free connectivity, the 272-Km-long railway line project was declared as a ‘national project’ in 2002. While the 161 km was commissioned in phases with first phase 118-km QazigundBaramulla section commissioned in October 2009 followed by 18-km Banihal-Qazigund in June 2013 and 25-km UdhampurKatra in July 2014.
The intervening stretch of the Katra-Banihal section (111 km) is in progress. This is, perhaps, the most difficult new railway line project undertaken in the Indian subcontinent. This section predominantly involves tunnelling of 164 Km (97.57 km main tunnel and 66.4 km of escape tunnel), in addition to construction of 37 bridges on Chenab river and its tributary Anji Khad. At present, 160.52 Km of tunnelling (95.47 km of main tunnel and 65.05 km of escape tunnel) and 28 bridges, out of total 37 have been completed. The work on the project is going on in full swing and the Railways is hopeful about commissioning the final phase to connect Kashmir with the rest of the country next Referringyear. to the completion of the overarch deck of Chenab railway bridge in Reasi district with the laying of the ‘golden joint’ on August 13 as a milestone, the Railways informed that ‘minor’ works on the nearly 1.3 km bridge is expected to be completed by November this year. The paradigmatic bridge is located 359 m above the Chenab riverbed in Kauri village and is 30 m higher than the Eiffel Tower in Paris.
• Dec 2003: Project approved.
• Jun 2022: About 90% of construction work completed, now confirmed to make the bridge operational by December 2022.
• Aug 2019: 80% of construction work completed on the bridge, expected to be opened in mid-2020.
• Nov 2018: The bridge under active construction.
METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN| Page52 ARTICLE
• Nov 2017: The work bridge’s arch is was expected to be completed By May 2019.
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Bengaluru Sub-Urban Rail Project: A new era of Advance Transport System Commuter Rail
Bengaluru Commuter Rail is an under construction suburban rail network for the city of Bangalore. A Commuter Rail system for the city was first proposed in 1983. Since then, several different route proposals were made but no Commuter Rail project took shape. It was finally approved in the 2019 Railway Budget. On 1 February 2020, finance minister, Nirmala Sitharaman mentioned in her budget that the project would be implemented at cost of Rs 18,600 crores. The Finance Ministry stated that the central government would provide 20% of the equity and facilitate external assistance up to 60 percent of the project cost. It will be first of its kind and unique in India as it will have metro like facilities and rolling stock. It has slowest design speed among all the new commuter rail projects currently being implemented in India as Nagpur broad-gauge Metro and National Capital Region Transport Corporation are building rail tracks for design speed of 200 km/h with operating speed of 160 km/h. Commuter rail along with Hyperloop, High speed Airport Train, Intercity trains, Metro rail, Metro Neo, Metrolite will provide rail based public transport to the Bengaluru’ s general public.
Current operation by Indian Railways Indian Railways south west railway zone operates several suburban train services from Bengaluru to Hosur, Jolarpettai, Tumakuru, Marikuppam, Bangarpet, Hindupur, Mysuru and Hassan. Hosur and Jolarpettai is across the border in Tamil Nadu and Hindupur is in Andhra Pradesh, while Tumakuru, Bangarpet, Mysuru and Hassan are in Karnataka. Service to and from Hassan, Hindupur, Hosur and Tumakuru will operate from Yesvantpur station in the city’s northern suburb, while service to Marikuppan, Bangarpet and Jolarpettai will be to and from Bengaluru main city station. The zonal railway has been operating daily suburban service between Bengaluru and Mysuru. Diesel Electrical Multiple Unit (DEMU) and Mainline Electrical Unit (MEMU) cars will be used for the services on the suburban routes. Integrated intermodal and public transport experience with last mile connectivity Comprehensive Mobility Plan for Bengaluru provides a roadmap for integrated public transport experience. Bengaluru Suburban Rail stations will be integrated with other modes of transport for seamless transfer between travel modes - as in European cities.
Public Bus Service, Metro trains, Inter-city bus, Inter-city trains, Metrolite, Metro Neo, Hyperloop, BRTS, Peripheral Ring Road, Bus priority corridors, Airport metro, Airport Bus service, High speed Airport Train, will be integrated with the Suburban train Publicnetwork.Bicycle Sharing (PBS) and the Shared Micro-Mobility System initiatives have been launched to provide last mile connectivity to suburban rail stations. K-RIDE plans to evolve all 57 stations to integrated commercial hubs (smart station hubs) where people can work, park, shop, eat and trade. Approaches to suburban train stations will be provided from all directions.
Project Details
• DPR suggests that Metro Train sets (EMU) – RS 13 series, which is used in Delhi Metro and manufactured at M/s BEML, Bengaluru, is the most suitable for Bengaluru Commuter Rail system. Routes Route-1: Sampige Line Route-2: Mallige Line Route-3: Parijaata Line Route-4: Kanaka Line Depots Two depots have been planned. Jnanabharathi depot would be spread over 56.9 acres and Devanahalli depot would be on 61.2 acres. However, these are not on the priority routes 2 and 4. Hence, feasibility for a depot at Huskuru along Kanaka Line is being explored besides other options.
• Many Stations will act as Integrated commercial hubs.
• Stations will have Automated fare collection system and Platform screen doors.
Route Proposals (A) Routes recommended by RITES for CTTP – 2007 Corridor Length (km) Kengeri – KSR Bengaluru 13 KSR Bengaluru – Whitefield 24 KSR Bengaluru – Baiyappanahalli Via Lottegollahalli 23 Lottegollahalli – Yelahanka Junc tion 7 Banaswadi – BMR Boundary 29 Kengeri – BMR Boundary 9 Yeshwanthpura Junction – BMR Boundary 14 BMR Boundary – Hosur 12 BMR Boundary – Ramanagara 23 BMR Boundary – Tumakuru 50 Total 204 (B) Routes proposed by Praja in July, 2010 Route Distance (km) Yeshwanthpura Junction – Yelahan ka Junction – Devanahalli – Chikka ballapura 60 Benniganahalli – Thanisandra Y ela hanka Junction – Doddaballapura 37 Yeshwanthpura Junction – Bennin ganahalli – Anekal Road – Hosur 66 Tumakuru or Nelamangala – Yesh wanthpura Junction – Bennigana halli 83 Yelahanka Junction – Benniganahalli – Whitefield – Malur – Bangarpet 80 Yelahanka Junction – Yeshwanth pura Junction – KSR Bengaluru –Kengeri – Ramanagara 50 Total route length (km) 376 (C) Routes studied by RITES, as per their final report of November, 2012 From To Distance (km) KSR Bengaluru Mandya 92.88 KSR Bengaluru Yeshwanthpura Junction 5.35 Yeshwanthpura Junction Tumakuru
64 Yeshwanthpura Junction Yelahanka Junction 12.45 Yelahanka Junction Baiyappanahalli 19.23 Yeshwanthpura Junction Baiyappanahalli 16.12 Yelahanka Junction Doddaballapura 20.72 Yelahanka Junction Chikkaballapura 46.05 Baiyappanahalli Hosur 48.59 KSR Bengaluru Baiyappanahalli 10.76 Baiyappanahalli Bangarpet Junction 59.45 Soladevanahalli Kunigal 45.2 Total 440.8 (D) Routes proposed by RITES & approved Route Distance Ridership Length (Km) No. of Stations Lakhs)(Estd, Elevated Surface Elevated Surface KSR Bengaluru Yelahanka Junction Devanahalli 41.4 2.82 18.98 22.42 8 7 (Sampige JunctionChikkabanavaraLine)JunctionYeshwanthpura–Benniganahalli(MalligeLine) 25.01 2.03 12.905 12.105 6 8 METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN Page | 55 ARTICLE
• Many Stations will be built as Intermodal Integration hubs were people can switch easily with other modes of transport like Metro.
DPR for the project has included many rare and unique features in System.
In November 2018, RITES prepared a revised plan for a 161 km network that was again amended in August 2019 to reduce costs. Out of 82 stations, 29 stations were deleted, route length reduced to 148 km & costs lowered to Rs. 16,000 crores. This was finally accepted by Government of India.
Several rail electrification projects and railway line doubling projects that have been completed were dedicated to the nation today.
However, Railways stated that the proposed Phase Two of the project (linking Tumakuru and Yeshwanthpura Junction) was not feasible.
Latest Update Prime Minister Narendra Modi on June 20 laid foundation stone for rail and road infrastructure projects worth over Rs. 28,000 crore in Karnataka, including the Bengaluru Suburban rail project. Among the projects kicked off, the sub-urban rail project is the most costly project at a cost over Rs. 15,700 crore.
Other Important Infra Projects
In July 2010, a proposal was made by Praja Bangalore in a ‘Call To Action’ report. This plan was supported & presented at the center for infrastructure, Sustainable Transportation and Urban Planning (CisTup), Indian Institute of Science (IISc), Bangalore. The proposal had suggested a 376 km network around three hubs (Yeswanthpura Junction, Benniganahalli & Yelahanka Junction) with 42 new stations. A key recommendation was to use the congested KSR Bengaluru only as a pass-through station. In November 2011, RITES conducted a feasibility study exclusively for commuter rail services in Bengaluru and submitted their final report to the Directorate of Urban Land Transport (DULT) in November 2012. The 179-page report studied all existing routes totalling 440.8 km of the rail network in & around the city & development of Commuter Rail services over three phases.
Kengeri KSR Bengalu ru Bengaluru Canton ment Whitefield. 35.52 1.64 10.4 25.12 4 10 (Parijaata Line) Heelalige – Yelahanka Junction –(KanakaRajanukunteLine) 46.24 3.34 13.29 32.95 4 15 Total 148.17 9.83 55.575 92.595 22 40*
It envisages 4 corridors with a total route length of over 148 Kms.
In the state that is home to the fourth largest technology cluster in the world, 150 ‘Technology Hubs’ have also been inaugurated that will upskill the workers in cutting edge technology.
Two sections of the Bengaluru Ring Road project are to be developed at a cost of more than Rs 2,280 crore which will help reduce traffic congestion in the city. Other road projects are six laning of Nelamangala-Tumkur section of NH-48, widening of
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The objective is to enhance mobility and boost connectivity in TheBengaluru.project will connect Bengaluru city with its suburbs through a Rail-based rapid transit system. Dubbed as India’s most integrated Rail project, it is likely to be completed by 2026. The network will have 57 stations in six directions of Bengaluru, which includes Kengeri on Mysore side, Chikkabanavara on Tumkur side, Rajanakunte on Doddaballapura side, Devanahalli on Kolar side and Whitefield on Bangarpet side. Further, PM Modi dedicated to the nation India’s first Air Conditioned Railway Station – Sir M Visvesvaraya Railway Station at Baiyappanahalli, which is developed on the lines of a modern airport at a total cost of around Rs 315 crore.
Conclusion A Commuter rail service existed in Bengaluru as early as in 1963 for HAL employees to commute from KSR Bengaluru to Vimanapura Railway station. In 1983 a formal Commuter Rail system for Bangalore had first been proposed by a team from Southern Railway under then Railway Minister C. K. Jaffer Sharief and Member of Parliament representing Bangalore. Their recommendation had been to invest in 3 commuter rail lines and a 58-km ring railway. The package was estimated to cost Rs. 6,500 million in 1983 terms spread over a 25-year period. Again in 1993 C. K. Jaffer Sharief Minister of Railway’s, India. Influenced the State of Karnataka to establish another committee to look into mass rapid transit. This committee recommended essentially the same put forward by Southern Railway in 1983 and the same circular railway. Both in 1983 and 1993 the proposal was rejected by then Prime Minister of India. In 2007, RITES (Rail Indian Technical and Economic Services) was commissioned by the Government of Karnataka to conduct a CTTP (Comprehensive Traffic & Transportation Plan) for the city of Bengaluru. Their report called for 10 Commuter Rail routes totaling 204.0 km. As per the report, Commuter Rail (along existing rail routes) would cost much lesser than mass rapid transit systems.
The state government approved the commuter rail system on 5 July 2013. Chief Minister Siddaramaiah approved the system in the 2013-14 state budget that he presented on 9 July 2013. The budget proposed the setting up of the Bengaluru Suburban Rail Corporation Limited, a special purpose vehicle (SPV) to implement the project estimated to cost Rs. 87.59 billion. In the 2016-17 Railway budget, Union Railway Minister Suresh Prabhu announced a partnership with Karnataka government for a Rs. 9000-crore Commuter Rail network for Bengaluru, but did not allocate any funds. On 3 February 2016, the state government proposed a modified version of the original RITES plan. This looked to kick-start the project with a Rs. 1,000-crore investment to connect Mandya with Kengeri, Whitefield with Baiyappanahalli and Tumakuru with Yeshwanthpu a Junction. The state government released 100 crore towards this. The state appointed RITES again to study the feasibility of the project, and the latter’s survey deemed the project as feasible.
Karnataka is the number one FDI destination and Bengaluru is the IT hub of India. The road and rail connectivity projects in Bengaluru will give a strong boost to India’s economy. It will also catalyse the vibrant automobile, agro, aerospace, textile and garment, biotech, and heavy engineering industries.
The Prime Minister also laid the foundation stone of several rail and road projects. These include redevelopment of Bengaluru Cantt. and Yesvantpur Junction railway station to be developed at a cost of around Rs 500 crore and Rs 375 crore respectively.
The Prime Minister dedicated the nation 150 ‘Technology Hubs’ that have been developed by transforming the Industrial Training Institutes (ITIs) across Karnataka. This unique initiative developed at a cost of over Rs 4,600 crore is supported by many industry partners. It aims to create a skilled workforce to address Industry 4.0 manpower needs. These Technology Hubs, through its various innovative courses, will provide high skill training in cutting edge technology and improve opportunities for ITI graduates in employment and entrepreneurship.
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Punjalkatte-Charmadi section of NH-73, and rehabilitation and upgradation of a section of NH-69. The cumulative cost to be incurred in these projects is about Rs 3,150 crore.
The Prime Minister while laying the foundation stone of the project said that, “Bengaluru is a reflection of the spirit of Ek Bharat – Shreshtha Bharat. The development of Bengaluru is the development of millions of dreams. Therefore, in the last 8 years, it has been a continuous effort of the Central Government to develop Bengaluru further”. “The Indian Railways is now trying to provide the facilities, the environment that was once available in airports and air travel. The modern railway station in Bengaluru named after Bharat Ratna Sir M. Visvesvaraya is also a proof of this,” PM Modi further said in connection to India’s first Air Conditioned Railway Station which was inaugurated on the day.
Improving Passenger Experience on moving Wheels Train Travel
The current scenario has changed the transport paradigm with the focus shifting from infrastructure to service and from ready-made to tailored solutions. Underling the importance of evolving with technology, the Railway Minister recently said that technology is the only input which can significantly impact the future of the Railways. Further, with metro rails resuming operations in a graded manner, digital technologies help in demand management, social distancing, and providing realtime information for authorities and passengers.
Introduction Indian Railways is the third largest railway network in the world by size, and is continuously undergoing changes. One area of importance is to improve the network capacity and utilisation, faster services, and safe running of trains.
The amalgamation of advanced technologies and empowering measures by the Government in all the areas of railway from infrastructure to rolling stock, customer services and modernised railway stations, digitisation of railway operations and predictive asset management, implementation of the landmark Dedicated Freight Corridors (DFCs) and ambitious bullet train network are all propelling the nation towards sustainable mobility, with passenger experience and economy growth at the core.
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The Government of India has focused on investing in railways to upgrade its infrastructure networks fit for operating both freight and passenger trains at higher speeds which shall play a major role in integrating and bringing different parts of our vast country closer and thus enhancing economic activities in meeting the $1 Trillion economy target.
Most of the rail coaches run through traditional manufacturing processes that lead to high inventory cost with parts being produced and stored before being assembled. With digitalisation, the costly traditional manufacturing is being rapidly optimised and enhanced by platform-based 3D Withtechnologies.therolling stock manufacturers using virtual 3D platform and technology to incorporate subsystems, components and assembly information, the coach designs are accurately modelled, simulated, analysed and improved in the virtual world, to correct the faults and inefficiencies in order to avoid costly mistakes. Additive manufacturing is evolving as a game changer in the Railways like in other sectors. The Railways
For the Railways, the rapid digitalisation is marked by the fourth industrial revolution — Railway 4.0. It enhances railway infrastructure, services, systems, signalling and rolling stock while improving the operational efficiency of the assets. They are being re-imagined, designed, delivered and operated using technology that brings stakeholders into collaborative partnerships, thus changing the face of the Railways.
Designing of coaches, signalling and traffic management, freight management, train services, workforce and customer management are some of the key areas of digitalisation in the rail sector. By embracing digitalisation in all spheres of its operations — such as asset management, signalling, manufacturing and passenger information system — the Railways is on track to improving its revenues and passenger experience
Abstract Indian Railway has embarked on a transformational journey and is harnessing innovation to usher a new era of sustainable mobility in India – one that offers a safer, reliable, faster, punctual, and comfortable travel for the passengers, making every train journey a satisfying experience, while being environment-friendly with lowest possible carbon footprint. Indian Railway is a key driver for India’s economic growth and development.
Rolling Stock
Having the right fleet with wagons, coaches at the right place and at the right time can increase the revenue to the Railways.
The software platforms allow the operators to see all scenarios and decision consequences in real time and then take an informed action. It also enables the train planners with a dynamic decision support tool to see all scenarios and decision consequences in real time, to help make customer-centric decisions and improve service reliability.
The staff in the Indian rail network are using various innovative technological solutions to improve efficiency, ranging from customer service to maintenance and repair work. Having a workforce management platform helps the staff to plan and schedule processes in a planner software for control over the entire workforce process such as capacity planning, daily task scheduling, real-time rescheduling, routes, employee availability and competing time slots.
The Railway Minister also recently announced the plan to redesign passenger coaches as per international standards to make them safer, comfortable and faster. The 3D design platforms and passenger experience solutions are also revolutionising the rail sector by incorporating integrated electronics, reconfiguring seating and standing areas or adding styling through the cabin that reflects the local aesthetic or identity. Signalling System
Workforce Management
The infrastructure 3D model technology also recognises the oncoming train and its speed, records data image and helps with 3D visualisation of railway track with all assets, train driver simulations and digital track capturing. Additionally, the new policy framework by the government has proposed to use public-private partnership (PPP) to unleash faster development signalling systems in the country.
A huge part of maximising utilisation comes from reducing maintenance time. Maintenance and cleaning are critical and, in most cases, can’t be delayed. For instance, wagons that have been used to transport diesel must be thoroughly cleaned before they can be used to transport petrol. In order to clean the wagons efficiently, planners need an intelligent system that provides full visibility on which terminals, employees and materials are available at the requested time slots. With such visibility, they will be able to manage last-minute cleaning tasks while responding to urgent order bookings that come in unexpectedly.
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Reducing empty kilometres by proper planning can reduce the time and cost spent. This requires an intelligent planning platform that can incorporate all the constraints and produce the best plans based on KPIs.
Train Service Efficiency
The technological advancements are enhancing the railway infrastructure capacity by converting to electrified routes with advanced signalling. This modernisation of signalling system includes implementation of European Train Control System (ETCS) that adheres if the speed limit of the train is compatible with the permitted speed allowed by signalling, thus improving safety and punctuality. With the plans to modernise 8,000 railway stations, the government is also leveraging the Building Information Modelling (BIM) process for designing and installing railway-signalling systems. The 3D technologies helps to visualise infrastructure life-cycle and solve problems by eliminating various issues because of the mistakes caused by poor communication of data.
Fleet Planning
Different trains running on a network have different priorities, speed restrictions and stoppages. Considering these constraints, track speeds, and requirements, the train schedules are being made to increase the network utilisation. This, when performed with network optimisation, increases the number of trains that can run on the same network, thereby increasing the revenues to the Railways.
recently started using ‘Make in India’ 3D printer to design and print coach components in-house as per requirement.
Disruption handling is an essential part of an intelligent planning platform to handle unexpected disruptive events such as non-availability of loading cranes, late arrival of inter-modal transport units. Delaying the entire train will mean a hold-up for the other load orders and result in many unhappy customers. An intelligent planning system aids as a decision support system, one that provides an overview of all possible solutions and their influence on KPIs.
Today, the primary challenges plaguing the passenger rail industry includes lack of multi-modal journey planning or last mile coverage, customer safety, siloed travel platforms and non-availability of real time personalized and contextual information. The latter leads to long delays and queues at the stations for ticketing, commuting services and travel enquiries. Additionally, rail operators face issues with migration of legacy systems onto new payments systems. Overall, the absence of reliable connected infrastructure resonating between the passengers, and technology service providers, underpinned by obsolete business models is highlighting the need for change in Mobilityrailways.as a Service (MaaS) is emerging as the key driver that facilitates the shift from physically connected to digitally connected services. Implementing a digital ticketing or a frictionless check out system that supports account-based, cashless and biometric ticketing in collaboration with other partners in the travel ecosystem could prove to be the starting point for better, safer customer experience. It will also reduce the cost of travel for rail operators and passengers alike. MaaS also facilitates reduction in environmental emissions, paving the way for cleaner travel. Amidst and post the COVID-19 pandemic or any other future crisis of such nature, intelligent and contactless technologies would prove a key enabler of faster and safer rail travel. Already, health checks have become a norm in public travel and transportation. Going forward, digital factsheets/ general information about crisis scenarios will be an imperative need to guide railway staff on operations. The need is to have established protocols for:
Customer-Centricity
MaaS enabled Train Travel
A paradigm shift from physical to digital connections
The Indian rail network is continuously enhancing the passenger experience through digital technologies. The modern features such as facial recognition, emergency talk-back system, WiFi infotainment system, automatic plug-door and step control have completely changed the passenger travel experience.
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The passenger railway industry has been under increasing pressure to transform due to changing business dynamics and customer expectations. There is a need for enhancing passenger experience and ensuring profitability for railway operators worldwide. The need is to invest in next generation rail travel where a passenger is informed at every stage of his journey in real time to enable personalized mobility. Mobility as a service (MaaS) is also gaining increasing traction today as the COVID-19 pandemic makes a strong case for contactless travel and minimized human touch points. Emerging IoT based data sources will see greater uptake as they help travellers make better informed choices about their journeys. The use of IoT will also aid in better planning and optimization of transport networks and services. It will result in a resilient and connected rail travel experience that is safe, seamless and has the traveller at the front and center of the whole transportation business. This paper identifies key drivers that facilitate a seamless travel experience with integration of multiple rail journey elements. It will enable rail operators to offer personalized mobility services while driving operational efficiency.
The Railway Ministry recently launched a transparent reservation system wherein passengers can check the real-time reservation status. Keeping in mind the current scenario, the contactless ticket checking system by the Railways is helping passengers to check for availability of berth to passengers.
One of the steps undertaken to modernise the Railways is the use of solutions that enhance passenger experience and offer the ability to propose custom-tailored coaches depending on train routes and passenger tiering. These solutions allow a detailed exploration of the cabin, including a 360-degree view of the rail coach and high-end visualisation provides the customers with a visual experience while meeting their requirements.
Over the last couple of years, technology and innovation have been changing the face of the Railways as it has embraced digitalisation in all spheres of its operations such as asset management, train signalling, manufacturing, passenger information system and coach factory automation. With the Railways’ digital transformation, the industry will accelerate new railway intelligence thus enabling enhanced industry-wide knowledge and business model innovation.
• App
Coupled with prescriptive analytics to assist passengers across their journey; ecosystems will drive mass personalization, while simultaneously reducing the cost of operations and risks for rail Personalizationoperators.
of Services : Services on Wheels
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• How to disinfect facilities and surfaces • Training staff to handle passengers’ concerns on safety •measuresDeploying health control checkpoints to minimize the risk of infected people • Generating alerts and reminders for regular disinfection of entry/exit points, customer touch points, vehicles, and Moreover,equipment.systems
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Intelligent Rail Travel: Focusing on passenger experience and safety
imbibed with surveillance mechanisms, enable safety for travellers round the clock – in crisis and otherwise. These drivers could be supported by robust IoT ecosystem and prescriptive analytics within IoT, the two foundational technology themes driving the future of rail travel. For instance, imagine that a train gets cancelled while passengers are on their way to the station. The passengers receive a simple app notification informing them of the cancellation; while also providing a ready list of alternatives to choose from to quickly get to their destination. This would be an example of pure customer delight even in crisis. Passenger needs in future would go beyond predictions and this is where prescriptive analytics adds value. It not only determines or describes the travel challenges, but also prescribes solutions to overcome them using re-route mechanisms.
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Passenger Safety
The engine for seamless travel experience Some of the key customer safety trends that are currently in high demand in the passenger railways segment include deriving real-time information on rail movements and leveraging predictive maintenance and driver assistance systems. As part of predictive maintenance strategies, some of the leading rail operators use artificial intelligence (AI) to identify defects in their locomotives and cars thereby preventing any untoward incidents. AI helps in predicting when assets need maintenance with real-time asset health monitoring sensors. The advanced driver assistance systems help in preventing accidents and prescribes solutions to avoid any mishaps in real time. Cyber security is also becoming a priority for rail operators as the cyber threat landscape expands; putting passenger data privacy at risk. Physical safety, an erstwhile challenge for rail transport, is also witnessing increasing emphasis with rail operators leveraging systems with high-tech 3D cameras, biometrics and sensors to track the behaviour of passengers moving through subway stations and eventually report any suspicious activities. Biometric ticketing inspection would help in identifying passengers thereby reducing frauds. Machine vision based automatic inspections, leveraging high resolution video cameras and drone-based surveillance at the stations and depots is becoming a surging trend now, enabling safety of people and railway assets.
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(II) Retail Merchandize retail products delivery onboard (III) Food on Wheels booking from nearby restaurants onboard food booking from Pantry (IV) Onboard Comfort & KM Onboard Biometric / QR Code Ticketing based AC adjustments adjusted recliners Query solving on-the-go by using phygital assistants Smart windows (V) Frictionless Payments payments & Currency exchange Fraud Management (VI) Robo Guides Travel Guides / Voice enabled Chatbots, Local Maps Language translator alerts on events at destination (VII) Linked Services Smart real time customized parking Book taxis, metros, ride sharing, ride hailing (VIII) Medical Assistance Book wheelchairs/personalized ambulance at stations before travel Medicine delivery from nearest pharmacy during rail travel Frequent health checks at customer touch points
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Travellers today are eager to choose their own way of seamless end-to-end travel; driven by one-stop solutions, making multimodal journey planning a key trend. The future of passenger rail travel will witness ecosystem play where multiple vendors will be part of the travel management system supported by aspects like customer engagement, planning and routing, booking and ticketing, reporting, partner management and payment gateways, all integrated on a single unified customer centric platform. Ecosystems inclusive of retailers, travel aggregators, caterers, smart technology providers, medical aid providers and other ancillary services will help create exponential value for travellers through industrial convergence. The benefits will come by way of reduction in delays caused due to long queues at ticketing windows, commuting services and travel enquiries; enabling frictionless automated payments and refunds, and ensuring seamless travel with real time updates for passengers.
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The various facilities provided as one-stop solution for end-toend travel support promoting enhanced passenger experience on moving wheels (Train aboard) and passenger transportation can be illustrated as under : (I) Onboard Entertainment Music & entertainment movies Wifi connectivity
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• Noise Mitigation : Noise is an inherent part of any machinery. Engineers work day and night to solve this discomfort for the users and those who will be around high-speed rail network. Many such features to reduce noise will be fitted in these trains.
• Ergonomically Designed Interiors : There will be three different classes in these trains namely First class, Business class and Standard class. Seats in all classes are ergonomically designed and have ample leg space for passenger comfort.
Additionally, Trains will be provided with modern passenger aircrafts like features like LED lighting, overhead baggage racks, seat leg rests operating in conjunction with seat tilting in First class and Business class, reading lamps in First class and Business class etc. Trains will also have other facilities like power outlets for laptop/mobile charging etc. Cars will be fitted with modernized toilets for men, women and with special consideration to wheelchair accessibility.
• Facilities for differently able passengers : The trains will be specially equipped to handle special needs of differently abled passengers. Certain seats in the coach will be wheel chair friendly. Wheelchair accessible toilets will be designed with ease of use for special needs. Cars will have braille enabled information signage in the vestibule area, toilets, and other required places.
Additional Smart Features Includes:
• Special Lurch Control System : All cars will be fitted with active suspension system that will minimize lateral vibrations due to car body swaying. Besides conventional suspension system which uses spring and the lateral damper; active suspension consisting of actuator and controls vehicle body movement. Such features will add up to increasing passengers’ comfort during the high-speed rail journey.
• Cabin designed to avoid ear pressure, especially in tunnels
The new trains (viz; Tejas, Vande Bharat, Hamsafar etc.) will have special smart features for enhanced passenger safety and comfort. The smart coach aims to provide world-class facilities to passengers with the help of intelligent sensor-based systems.
It is equipped with Passenger Information and Coach Computing Unit (PICCU) provided with GSM network connectivity, which reports to the remote server. PICCU will record the data of WSP, CCTV recording, Toilet odour sensors, panic switch and other items integrated with fire detection and alarm system, air quality and choke filter sensor & energy meter.
For example, use of double skin aluminium alloy in the car body, air tight floors with noise insulation, sound absorbing side covers over the bogie portion, fairings (smooth covers) between cars, noise insulation panels for pantographs etc.
All passenger cabins (both sides of cabin end) and all toilets will be provided with emergency call system. Passengers will be able to talk with train crew by pushing a button in case of any emergency.
• PA/PIS (Passenger Announcement/Passenger Information System): Two LCDs inside each coach display vital journey related information to the passengers such as the next station, distance remaining, expected time of arrival, delay and safety related messages.
Key Developments
• Passenger Interface: Cars will be fitted with enhanced passenger information system for regular communication with passengers onboard. LCD passenger information display system will provide information in English, Hindi, Gujarati and Marathi. Displays will show information such as train name & number, current station, next stopping station & destination station, information in emergency situations, text news, door opening side and speed etc. In addition to LCD displays, Voice communication system consisting public address system, automatic announcement system, emergency call equipment, wired/wireless interphone (for crew) will be provided onboard.
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: As many of us must have experienced ear pressure during air travel. Similar challenges might occur in high speed rail, especially while passing through tunnels. Reason being, when train enters a tunnel at high speed, air pressure differential occurs between inside and outside of the car causing pain in the ears. In order to overcome such discomfort to our passengers, the complete car body will be made air tight and a positive pressure above the atmospheric pressure will be maintained inside the cars.
With the use of Vande Bharat, Tejas SMART Coach, Indian Railways aims to move to predictive maintenance instead of preventive maintenance. The introduction of this modern Tejas Sleeper type train for long distance journey is another paradigm shift by Indian Railways for enhancing the travel experience for the passengers.
• Multipurpose Rooms : Apart from the world class seating arrangement in each car, one car will be provided with multipurpose room with folding bed, baggage rack, mirror etc. for sick persons or child feeding women and many other such purposes. Multipurpose room will be large enough to accommodate wheel chair passenger.
• Passenger Security : Passenger safety is given utmost importance in this project. There will be a set of cameras on front and rear ends of the passenger cabins and on both sides of vestibule that will record any suspicious activity onboard.
• Toilet Annunciation Sensor Integration (TASI): Two nos. of Toilet Annunciation Sensor Integration are fitted in each coach which will relay dos and don’ts announcement in the lavatories, whenever it is engaged. Bio-Vacuum Toilet system which provides improved hygiene condition in the toilet due to improved flushing and also save water per flush.
The combination of IoT, AI, predictive and prescriptive analytics, and other technologies will pave the way for connected rail wherein MaaS will help interlink various modes of transport. Leveraging a connected ecosystem will help railway companies deliver mass personalization, thereby providing best-in-class travel experience to the customers; driven by better safety and simplified processes. This in turn will help the passenger railway companies to track their customers’ preferences and analyze the patterns of travel. •
• Improved Toilet Unit: Provided with anti-graffiti coating, Gel coated shelf, New design dustbin, Door latch activated light, Engagement display. Toilet Occupancy Sensor - Automatically displays the toilet occupancy inside each coach, Panic Button in Lavatories - Fitted in each lavatory, in case of any emergency.
The future of passenger rail travel in India will be providing enhanced customer services and convenience. This will be enabled by an intelligent end-to-end transport system, capable of optimizing resources, learning from pitfalls, re-routing the journey, and leading the way with predictive mechanisms.
• On Board condition monitoring system for Bearing, Wheel, to improve safety, HVAC - Air quality measurement for Air Conditioning system, water level sensor to indicate water availability on real time basis
Much of the credit goes to the use of technology, which has improved the systems, infrastructure, and signalling, giving the train journey new meaning.
• Automatic Plug Door: All main entrance doors are centralized controlled by Guard. Train will not start until all doors are closed.
• The other facilities : Roller Blind on window: Instead of curtains roller blinds provided for easy sanitization, mobile charging points provided for each passenger, berth reading light provided for each passenger, upper berth climbing arrangement made convenient.
Tejas type Sleeper coaches are manufactured at Modern Coach Factory (MCF) which will gradually replace the premium longdistance trains over Indian Railways network.
• Stainless Steel Under-frame: Complete under-frame is of austenitic stainless steel (SS 201LN) which increases life of the coach because of reduced corrosion, Air Suspension Bogies - Provided with Air Spring Suspension in bogies to improve passenger comfort and ride quality of these coaches.
• Digital Destination Board: Flush type LED Digital Destination Board has been installed on each coach by splitting the displayed data into two rows. The first row displays Train number and Coach type while second row displays scrolling text of destination and intermediate station in multiple languages.
Conclusion Since its inception in 1853, Indian Railways, the world’s thirdlargest train network, has seen tremendous growth and change.
Digital technologies will play a key role in helping rail operators ensure better communication, crowd control, as well as operational logistics.
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• Security & Surveillance Monitoring: Six nos. of cameras are fitted in each coach which gives live recording. CCTV cameras with day night vision capability, Facial recognition even in low light condition, Network Video Recorder are provided.
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• Fire Alarm, Detection and Suppression System: All coaches are provided with Automatic Fire Alarm and Detection System. The Pantry and Power Cars have automatic fire suppression system in case detected. Emergency Talk back for medical or security emergency.
• Textured Exterior PVC Film: Exterior is provided with textured PVC film, Improved interiors - Seats and berths having fire –resistant silicon foam, provide better comfort and safety to passengers.
Furrer+Frey is aware of the need to constantly improve the systems that assure the safety of those employed to keep the rail infrastructure and rolling stock on track.
As one of the few industries that requires its employees to deal with high voltage electricity and powerful machinery on a daily basis, the rail industry is a potentially dangerous place to work.
Subsequently,network.
Furrer+Frey’s Moveable overhead conductor-rail (MOCS)
Furrer+Frey has been creating iconic overhead contact line solutions for almost 100 years and is recognised as a pioneer of Moveable Overhead Conductor-rail System (MOCS)
Moveable Overhead Conductor-rail System for rail depots and freight terminals
F+F equipped four IBLs at DMRC’s Kalindikunj Depot with MOCS
The Moveable Overhead Conductor-rail System is helping rail depots and workshops across India achieve safety and accessibility improvements expected from a modernised railway system. Furrer+Frey has always believed that there is more to great customer service than just technical expertise; successful design involves listening to customers and working closely with them to develop solutions that enhance safety, efficiency and the reliability of railway systems.
Furrer+Frey also upgraded the depot equipment and maintenance process to be better equipped for inspection and maintenance of the rolling stock at Transport Nagar depot for Lucknow Metro, including working around overhead crane, work platform and man-safe system.
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NEWS
Modernisation of Indian Railway and introduction of metro rails opened doors for investing in and adoption of latest rail technologies. Since its early interaction with metro rail organisations in India almost two decades back, Furrer + Frey discussed ideas to improve the facilities for inspection and maintenance of rail vehicles in depots. The vehicle inspection and maintenance tracks in depots were often electrified using conventional OLE system (tensioned wire) to allow uninterrupted train movement within the depot or they require battery operated shunting locomotives. In the case of battery-powered locomotives, a significant amount of time and logistical management is required to haul trainsets into the depot. Correspondingly, if it’s electrified, the conventional OLE system would not only pose a safety hazard and obstruction for staff accessing the train roof, it would also make overhead crane working extremely difficult and risky. It would be easy to entangle a crane hook block in the overhead wires, which could then lead to a de-wirement of tensioned overhead conductors.
During delivery of Phase-3 works for DMRC, Furrer+Frey was able to work with DMRC to deliver a MOCS solution for Kalindikunj Depot that minimised risk and maximised efficiency. It was the first time that this technology was implemented on Indian rail
Based on the company’s Rigid Overhead Conductor-rail System (ROCS), the moveable overhead conductor-rail (MOCS) can, as required, be moved away from the track in different positions, switched off and earthed, enabling obstruction-free access to the infrastructure. The system is supported on a set of motorized cantilevers that have the ability to rotate from across-track position to along-track and vice-versa. As the system is rigid in nature it can also be easily isolated from adjoining electrified Thesections.system is always accompanied by an integrated control system which sits inside a track-side control cabinet and provides a proven safe and efficient way of controlling MOCS operations including various electrical and mechanical interfaces to other depot equipment.
Upgraded efficiency and enhanced safety for rail depots
Once inside the depot, the power is supplied by the Furrer+Frey MOCS. The overhead line is then de-energised by a switch and is then earthed by an automatic earthing switch. The moveable system is then retracted away from the track by the control system to its parking position at the touch of a button. To ensure further safety, the conductor rail is always earthed when it is in retracted position.
The MOCS system can also be used to electrify other loading/ unloading stations such as silos, hoppers and wagon tipplers with retractable conductor rail installed only in the loading/ unloading section.
Currently, freight terminals in India use diesel operated shunting locomotives or movement of train in reverse direction; both of which need a significant amount of time and logistical management to haul carriages within the terminal as the loading/unloading tracks are not electrified. Electrification of freight loading & unloading tracks face a massive challenge, as the loading & unloading operations under overhead line pose a significant risk to workmen and plant; and also a physical obstruction due to which cranes cannot be used. Equipping loading/unloading areas with MOCS will overcome these challenges and provide a safe methodology for loading & unloading under electrified line. Furrer+Frey has already proved this in Switzerland, Sweden and UK; and is now working on India’s first ever such installation for a moveable conductor rail at a freight corridor siding.
More recently, Furrer+Frey equipped the inspection bay lines (IBL) of NCRTC’s Duhai depot with the latest generation MOCS. NCRTC recently took delivery of India’s first high speed trainset at Duhai depot, where IBL tracks will be used for inspection and maintenance of the new trains. Collaboration with all parties involved has allowed timely design approvals and successful installation; on time, on budget and with no safety incidence. As part of Furrer+Frey’s continuing commitment towards the Indian rail industry, the project was delivered with a significant indigenous contribution. Integrated control system allows easy operation and safe interface with depot equipment (In photo : NCRTC Duhai Depot)
Newly equipped F+F MOCS at two IBLs of NCRTC’s Duhai Depot MOCS allows safe access to loading/unloading plant at freight terminals. In photo: F+F installation at Wellingborough. Equally effective at freight terminals and silos
The system follows a simple procedure. The train is moved from outside the depot via a conventional OLE system. The transition from the conventional overhead line to overhead conductorrail is done through a transition bar and an in-line overlap with arcing horn. The in-line overlap acts as a separator between the fixed transition bar and moveable conductor-rail system.
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There are both visual and acoustic signalling devices as part of the system, giving warnings that moving and switching procedures are about to take place. Through a control cabinet, safety electrical interlocks monitor all the interfacing services such as doors to roof working platforms and allows release or lock up of cranes or similar equipment. This means the doors to overhead gantries to allow staff onto the train roof do not unlock until the overhead system is safely earthed and folded away. Similarly, the crane and man-safe also cannot move until it is safe to do so.
Electrification of moveable bridges has always been a challenge as conventional overhead line is not capable to address this unique requirement. Due to its intrinsic capabilities however, Furrer+Frey’s moveable overhead conductor-rail system has been successfully used to electrify many lifting bridges with installations in Sweden, Netherlands, Germany and USA. The overhead conductor rail is installed only in the section of the bridge that is moving as it is a modular unit, with robust transition and switching arrangements either side that allow smooth make and break contact each time the bridge deck moves up or down.
Electrification of Lifting bridges
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Electrification of freight siding using Furrer+Frey MOCS
Visit:Email:Tel:Contact:+91-8800201250INDIA@furrerfrey.inwww.furrerfrey.ch/en
Furrer+Frey’s innovative Moveable Overhead Conductor-rail System has a proven track record of safety and reliability on a wide range of networks, customers and system voltages around the world. The system is operational in more than 125 installations in over 20 countries and can be adapted to achieve electrification in unique situations.
Fluid Controls is approved by Indian Government Locomotive and Coach production units, Bombardier Transportation, Alstom Transport (Metro & E-Loco), WABTEC (GE / Faiveley), Knorr-Bremse, Escorts, Delta and over 60 Rail & Metro system integrators.
PERFORMANCE ENGINEERING FOR RAIL & METRO BRAKE PIPING APPLICATIONS
luid Controls Private Limited has over 45 years of experience in engineering connections for Rail & Metro brake piping assemblies. Headquartered in Mumbai, India with plant in the industrial hub of Chakan (Pune), we offer comprehensive solutions – from design, engineering, testing and site installation services to the supply of high-performance connectors, isolating cocks, cleats and tube & hose assemblies.
• Custom designed AcrossFrame Connectors to connect pipelines separated by a panel and which have an inbuilt swiveling action at one end
• DIN Single Ferrule Connectors design certified by DIN 3861 / DIN 3859 / ISO 8434 and performance certified to ISO 19879 / ISO 8434-5 to form leak-free, corrosion resistant connections
• Threaded Adaptors to provide reliable sealing with NPT, ISO/ BSP and SAE thread connections
• Double Ferrule Connectors with multiple sealing points and high vibration resistance which have been design validated by ABS & performance validated to ASTM F1387-99 (2012)
•applications
F
Since its inception, Fluid Controls has engaged in original R&D and we are approved as an “In-House R&D unit” by the Department of Scientific & Industrial Research under the aegis of the Government of India. At our R&D center spread over 10,000 sq. ft., we offer design and engineering services, including 3D modelling, FEA and prototyping, and our team is equipped to customize products for brake piping layouts. All products developed are validated at our fully-fledged laboratory which is equipped to conduct pressure, vibration, reliability and measurement tests.
Fluid Controls is certified for the International Railway Industry Standard (IRIS) for Rail Application (ISO/TS 22163:2017) and the National Accreditation Board for Testing & Calibration Laboratories (NABL - ISO/IEC 17025:2017). Our Rail & Metro products are certified to key standards for pressure, vibration and reliability.
Clamps to DIN standards and Customized Cleats To facilitate on-site inventory management and save installation time, Fluid Controls now offers integrated Tube Assemblies and Hose Assemblies.
Fluid Controls partners with customers to be a single source supplier for connection solutions for rail and metro brake piping applications. The Fluid Controls product range for Rail & Metro applications include:
• A complete range of Isolating Cocks available with vented and non-vented options, and latched cocks for locomotive
• Quick Release Connectors and Customised Connectors
A Single Source for High-Performance Rail & Metro Brake Piping Products
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• FlexiGripTM Connectors for zero-leakage and vibrationresistant connection between misaligned pipes or pipes of different materials
• Testing Services: Standard & Customized testing offered at our in-house NABL accredited laboratory (ISO/IEC 17025: 2017). Testing offered includes product performance validation testing, metallurgical testing, and non-destructive testing.
• Engineering Services: In-depth FEA studies for customers with 3D Modeling/ Analysis of performance criteria such as pressure, vibration, reliability life estimation, energy absorption
Fluid Controls Value Added Services
o Tube Assemblies facilitate easy onsite installation. The tube formation, end formation, connector manufacturing and swaging is done in-house at our facility and all bends are CMM validated. Each assembly is tested prior to dispatch.
At
With decades of experience in fitment and accurate tube bending, Fluid Controls offers customers value -added services which include:
• • • METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN Page | 69 ARTICLE Mwebsitevisitoronthly 10,00,000+ 2,00,000+ NewsletterSubscriber 12,000+ Print 1,25,000+ Digital Circulation India's leading Monthly Magazine and News Portal on Metro & Railway Sector For Advertising & Premium Services +91 8076369858, 9990454505 Sales@metrorailnews.in,priyanka.sahu@metrorailnews.inReadBy METRO RAIL NEWSMETRO RAIL NEWS ● Research Organisations. ● Metro Railways/Urban Transport Operators. ● Construction & Infra Companies. ● Metro & Railway Contractors. ● Suppliers/Manufactures/OEMs. ● Rail Professionals & Consultants. ● Ministry/Govt. Department. ● Technical Institutions.
Fluid Controls: A Single Source for Brake Piping Connections Fluid Controls, we Engineer Connections Everyday. Our corporate and product ethos is integrity and reliability and innovation, and we offer our customers unparalleled products and services to ensure a leak-free, reliable, “Fit and Forget” brake piping connections.
• Onsite Installation Services: Teams of highly-trained resident engineers and fitters manage product inventory, tube formation, swaging/crimping and fitment.
o Hose Assemblies with high-quality in-house connectors, crimping and testing. We have state-of the-art equipment for hose cutting, crimping, and skiving. Each assembly is performance tested prior to dispatch.
SIDWAL got the first Refurbishment contract from DMRC for RS1 AIT units for 548 units. SIDWAL has service centers in major cities rendering services to air-conditioning system of the Railway coaches under AMC since 1997. Through this comprehensive technical support network Sidwal provides round-the-clock 24x7 service under Maintenance Contracts throughout the Indian Railway track length. SIDWAL also enters into Annual Maintenance Contracts for Preventive as well as Corrective Maintenance of airconditioning units with all zones of Indian Railways.
SIDWAL a Reliable Partner for Rolling Stock Air Conditioning Solutions
• Backward Integrated – We manufacture majority of components viz. Cooling Coils, Condenser Coils, Blowers, Motors, PCB’s, FRP moulding, Electrical Panels, in house ensuring efficient control mechanism on both quality & cost of the end products. Sidwal also operates its own fully equipped Tool Room which gives it a cutting-edge benefit over its competition.
• In-House Designing – One our core strength is self-reliance in designing, engineering, prototyping, and manufacturing. The design team is well equipped and skilled with CAD & CAM software’s.
Inner Strength of the Company
• Customized Product Design - The Company offers customized designs as per the needs of its customers
SIDWAL has also supplied air-conditioners for the luxury prestigious tourist trains “Palace on Wheels” for Rajasthan Tourism Development Corporation (RTDC), “Deccan Odyssey and Maharaja Express. SIDWAL pioneered the all-indigenous development of Heating Ventilation and Air Conditioning Unit for Metro Coaches in the year 2004-05 and has supplied more than 3200 HVACs for metro coaches such as Delhi Metro, Jaipur Metro, Metro Railway, Kolkata, CRRC China and Mumbai Metro, RRTS etc. these units are running satisfactorily in service since 2005.
• High Quality – The products undergo through a stringent process at each stage ensuring zero defect.
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SIDWAL pioneered the all-indigenous development of Roof Mounted Modular Compact Air Conditioner for Rail Coaches in 1991. Since then SIDWAL has supplied more than 25,000 such AC Units duly tested and approved by Research Design & Standards Organization (RDSO), Ministry of Railways, Government of India for higher speed trains like Vande Bharat Express, Shatabdi Express, Rajdhani Express for Indian Railways.
SIDWAL is an ISO 9001-2015 and ISO/TS 22163:2017 (IRIS) certified company, subsidiary of Amber group, a listed organization. SIDWAL has primarily grown on account of high quality of products & services. Our motto is “Performance, Quality, On-time Delivery and Excellent Service Support”. SIDWAL entered the Air-conditioning and Refrigeration Industry in 1974. Through extensive in-house research and development SIDWAL has produced excellent products acclaimed for their distinguished quality for more than 47 years. The abundant technical expertise gathered over the years puts SIDWAL in the forefront of technical innovations with the capacity to supply the most sophisticated Airconditioning equipment for any type of application.
• Tested for Quality – Every product is put through a stringent testing condition under a specially designed ambient controlled 5 fully automatic test chambers & mock up facilities in which even the harshest climatic conditions can be stimulated.
• Inhouse Testing Facilities - In-house capabilities for Cooling capacity, energy consumption, rainwater ingress, air flow tests, dielectric & insulation resistance etc.
• Sidwal has executed prestigious projects in Railways, Metro, Telecom & Bus Company’s clientele also includes various governments departments, Embassies, Hospitals, Schools, Hotels, Corporates etc.
SIDWAL products are designed using man-machine interactive type techniques. Reliability is assured with stringent testing under controlled temperature and humidity conditions in highly equipped test rooms. Best of class equipment is used for manufacture of AC Units. Through extensive research & development, SIDWAL has produced excellent products acclaimed for their distinguished quality.
•tests;This
• Engaged in highly specialized custom HVAC designs per project specification; Quicker response to customer for proto-typing and technical allows Sidwal to take leadership role for new applications; In addition, these project based product production, its R&D team continuously work on improvisation for effective cost controls and efficient solution; Product Innovations are expected to further strengthen reputation as a leader in product quality;
•
New Product Development Capability
•
SIDWAL’s
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Ruggedness and longevity of our products through a strict quality control and 100% testing in controlled climate test chambers has been the key strength of SIDWAL. Repeat orders are placed on us due to qualities of products backed by a strong and prompt service team. We have been able to create an undisputed reputation in the competitive market.
• Energy and Cost Efficient - We develop energy and costefficient products which are competing with the international products in the HVAC market.
SIDWAL has one of the most advanced and modern factory at Faridabad (Haryana) near DELHI having young and dynamic team of engineers and technicians equipped with the latest Computer Aided Design Systems and Computer Aided Manufacturing with CNC Sheet Metal Presses, Folding Machines and Brake Presses. Cooling Coils, Condenser Coils, Blowers, Motors, PCB’s, FRP moulding, Electrical Panels produced inhouse provide the cutting edge benefit over the competition.
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• Expertise – We have a pool of highly skilled resources of 32 team members be it mechanical, refrigeration system, electrical or software development.
HVAC
CAB Booster Unit for Metro Coaches Unit for Metro Coaches
FLAGGED OFF FOR TRAIL
Approval of Overrun Costs
The Colaba Bandra Seepz metro, also called Mumbai Metro Line 3, is an ongoing project being implemented by the Mumbai Metro Rail Corporation Limited (MMRCL). When completed, the 33.5-km-long Mumbai metro line 3 will be the first underground metro line in Mumbai, with 27 stations. Presently, of the 33 km underground tunnel, only 1.5km remains to be done.
As per media reports, the MMRCL aims to finish the Phase 1 works of the Aqua Line from Bandra to Seepz by January 2024. Post that another 6 months is set before operations of the phase 1 can start, provided the metro car shed land issue is sorted in the next three months. The reports also claims that the Aqua Line may be extended till Navy Nagar with the government appointing a consultant to do the feasibility study. The extension cost is pegged around Rs 2000 crore.
Nearly 17 lakh people will travel daily on this line once it is operational. With the commencement of this line, nearly seven lakh vehicles will go off road. It will definitely support the environmental cause. The MMRCL on August 30, 2022 launched the much awaited trial run of the Colaba – Bandra - SEEPZ Metro line-3 at Sariput Nagar in Aarey Colony.
Mumbai Metro Line 3 : Project Details
The initial deadline for the first phase- Bandra to Seepz was December 2021 and the second phase- BKC to Colaba was June 2022 for the first underground metro in Mumbai. Owing to the delay of the line, the cost of the project which was initially projected at Rs 23,000 crore has gone up to Rs 33,406 crore, excluding the cost of Navy Nagar extension that is being explored now.
Mumbai Metro Rail Corporation Limited (MMRCL) successfully conducted trial run of the first train set delivered by Alstom for Mumbai’s Colaba - Bandra-SEEPZ Metro line 3 (Aqua Line). The trial run marks an important development in the realisation of the Metro track shrouded in controversy. Before giving the green signal, Chief Minister & Deputy Chief Minister of the state Mr. Eknath Shinde and Devendra Fadnavis inspected the Metro train from inside.
Citing cost escalation, the Maharashtra cabinet on August 10, 2022 approved an additional expenditure of Rs 10,269 crore for the Metro Line 3 project. Clarifying the cost escalations the Deputy chief Minister of the State Mr. Devendra Fadnavis briefed that the cost of Mumbai Metro Line 3 has increased on account of almost no construction undertaken in the last two years. The original cost of the project was Rs 23,136 crore, which has now gone up to Rs 33,405 crore (total rise Rs 10,269 crore). The cabinet therefore, approved an additional expenditure of Rs 10,000 crore for Aqua Line. The state government is now going to request the Union government to contribute from its corpus for the completion of the Earlier,project.forthe line 3, Rs 2,402 crore was to be spent which has now been increased to Rs 3,699 crore. The cabinet instructed the Mumbai Metropolitan Regional Development Authority (MMRDA) to transfer Rs 1,297 crore (the difference in cost) to the Mumbai Metro Rail Corporation as part of the Rs 10,269 crore funding. The Metro Line 3 is funded by Japan International Cooperation Agency (JICA). A proposal to make a fresh demand to JICA to increase its loan amount has been cleared by the cabinet. JICA now will increase its contribution from Rs 13,235 crore to Rs 19,924 crore. By 2031, some 17 lakh passengers will travel by the Aqua line everyday. People will be able to travel from Colaba (in south Mumbai) to the international airport in suburban Mumbai in 50
MUMBAI METRO LINE 3
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ZArail – Flexible high-tech fan model range for railway engineering Complete fan model range developed for switching mode to meet the highest strength and quality requirements. Covering almost every operating point, for temperature ranges from -50°C to 100°C and available for fast delivery if required. Developed in compliance with railway-specific standards and tested in ZIEHL-ABEGG’s innovative test facility for maximum reliability. www.ziehl-abegg.in ZArail – The right impeller for every operating point The Royal League in ventilation , control and drive technology The Royal League of fans Movement by Perfection Feel the future
• On February 21, 2019, it was announced that a sixth tunnelling RAIL -SEPTEMBER 2022 |
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minutes. The tunnel work of the project has been completed around 98.6 per cent, while 82.6 percent work on stations also has been done. Acquisition of 73.14 hectares of government land and another 2.56 hectares of private land too has been completed. Construction Timeline On October 5, 2020, the Mumbai Metro Rail accomplished tunnelling from Siddhivinayak till Dadar, covering a distance of 1.10 kms. This part was the most precarious, since a number of residential buildings and commercial shops are located in close proximity to the site. The Aqua Line work is ongoing at Dadar, Siddhivinayak and Sitladevi Metro stations. Around 61% of the Line 3 work has been completed at Dadar Metro station. So far, around 87% of the tunnelling work and the 60% of the civil work of Line 3 has been completed.
Key Phases & Date
Connectivity and Route
METRO
The original deadline for Metro Line 3 was 2016 but owing to various legal disputes and environmental issues arising out of its construction, it is now expected to be completed in 2024. Full-fledged construction activities commenced on May 18, 2017, when officials notified the concerned authorities that any further delay would escalate the cost of the project by as much as Rs 4 crores per day. The Line 3 will be implemented in phases and the first phase will connect Aarey Milk Colony to Mumbai airport. Works on the line is going on a fast pace with only 1.5 km of tunnelling work remaining to be done. Although line 3 completion date has not yet been decided, the complete project is envisaged to be operational by 2024.
• On February 14, 2019, the MMRCL announced its fifth tunnelling milestone at the Chhatrapati Shivaji Maharaj International Airport (CSMIA) - T2 on Line 3 of the Mumbai Metro. The corridor between CSMIA-T2 station and Aarey Colony will provide access to the Versova-Andheri-Ghatkopar Metro 1 line at Marol Naka and the Swami Samarth Nagar-JogeshwariKanjurmarg-Vikhroli Metro 6 line at Aarey Station. Mumbai Metro line 3 will also provide some much-needed connectivity between the business hubs of MIDC and SEEPZ, which are not currently connected by Mumbai’s local trains.
Twin tunnels of 5.2 metres in diameter each, are being dug at a depth of 20-25 metres below ground. Seventeen tunnel boring machines are being used, to construct these tunnels. A section spanning 1.2 kms, from the Bandra-Kurla Complex to Dharavi stations, will pass under the bed of the Mithi river and an additional stabling line is being constructed for this section of the line.
The line 3 shall provide commuters connectivity to other metro lines as well as the suburban railways. Under the original Line 3 plan, there was no direct connectivity to the airport and commuters would have to exit the metro station, come up to ground level and cross a road on foot to reach Mumbai airport. However, as per revised plan MMRCL now has been directed to provide direct access from the Metro Line to the airport and Mumbai Central railway station.
NEWS
• Domestic Airport – Line 7 (under construction) Sahar Road – Line 7 (under construction) International Airport – Line 7 (under construction) Marol Naka – Line 1 (operational) – Line 6 Line
•completed.InMarch2020, the MMRCL achieved a major milestone, when it finished the tunnelling work on one of the two tunnels passing under the Mithi River. The tunnels are at a depth of 12.5 metres below the river.
project had been completed at the Sahar Road metro station. Starting from September 2018, tunnelling of 692 metres had been completed in this critical section of Mumbai Metro Line 3, with part of it running under the Tansa Water Pipeline. This new section on Mumbai Metro Line 3 will help connect Sahar Road to the rest of the city. The MMRCL has completed around 97% of the tunnelling work in the total project as of November 2021. Of 7 underground civil packages, tunnelling for six has been
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Stations with Interchanges: Churchgate – Western Line CSMT Metro – Central Line, Harbour line, Indian Railways Grant Road – Western Line Mumbai Central Metro – Western Line, Indian Railways Mahalaxmi – Western Line, Monorail Dadar – Western Line, Central Line, Indian Railways BKC – Metro Line 2 (under construction)
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• SEEPZ
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• Environmental Clearance : The construction of Line 3 has been mired by several environmental issues, including the felling of trees and noise pollution complaints. On June 6, 2017, it was reported that over 5,000 trees were proposed to be cut in various areas of south Mumbai. The high court had earlier imposed a stay on the cutting of trees but on May 5, 2017, it vacated its stay and gave a go-ahead to the MMRCL to cut the trees, after observing that a balance needed to be established between development and environment. It is now reported that a total of 5,012 trees will be affected, of which 1,331 will be cut and the remaining 3,681 will re-planted in other parts of the city.
In March 2017, MMRC director Ashwini Bhide stated that the metro was designed in a way that would minimise the cutting down of trees and that three times more trees would be planted to make up for the loss. She further notified that if all the trees that needed to be cut were saved, it would reduce carbon dioxide in the air by 6,100 kg. However, it was informed that
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3 Stations
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• JICA extends loan of Rs 2,480 crores : Japan International Cooperation Agency (JICA) in March 2020, signed an agreement with the government of India, to provide an official development assistance (ODA) loan of 39,928 million Japanese Yen (approximately Rs 2,480 crores) for the Line 3 Project. The ODA loan agreement was signed between CS Mohapatra, additional secretary, Department of Economic Affairs, Ministry of Finance and Katsuo Matsumoto, chief representative, JICA India. The Aqua Line is scheduled to be completed by 2024.
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Few Other Facts
Overall, JICA has extended concessional ODA loans worth over 1 trillion Japanese Yen (approximately Rs 60,000 crores) for the development of metro systems in Delhi, Bengaluru, Kolkata, Chennai, Mumbai and Ahmedabad.
• Cost escalation in five years : While the Metro project had been facing numerous hurdles, the state government has spent about 70% of the total expenditure on nine projects in the Mumbai Metropolitan Region (MMR), for this underground corridor. According to the economic survey of Maharashtra, the state had spent Rs 22,624.29 crores on nine ongoing Metro projects and nearly Rs 15 crores was spent on the Mumbai Metro Line 3 project. The cost had increased by nearly Rs 10,000 crores from the original estimated amount. Consequently, the budget has been revised from Rs 23,000 crores to Rs 32,000 crores in 2021.
• Leading PSUs and corporates vie for naming rights of stations : The Mumbai Metro Rail Corporation (MMRC), which is implementing the project, has received 87 expressions of interest (EOIs) to acquire rights to name 18 stations. In totality 28 organisations expressed their interest in naming rights, with many of them showing interest in multiple stations. These include large PSUs like LIC, Indian Oil, banking and financial institutions like SBI, Bank of Baroda, UTI, Kotak, IDFC First, HSBC, airlines like Indigo, SpiceJet, and corporates like JSW, GlaxoSmithKline, TimesGroup, Blackstone, Phoenix Mills, Piramal, Oberoi, DB Realty among others. The BKC station, being the most significant business district in the city, was the most sought-after station with 12 EOIs. Dadar and Airport Terminal 2 stations were joint second, receiving nine EOIs each, followed by Airport Terminal one and CSMT with seven EOIs each.
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the metro would help cut CO2 emission by 9.9 million kgs, by significantly reducing the number of vehicles on the road. The MMRC had signed an agreement with the Forest Development Corporation of Mumbai to plant around 9,000 trees. The works on Line 3 also ran into trouble, when residents in parts of Churchgate, Cuffe Parade and Mahim, complained that noise pollution norms were being flouted during the construction. The Maharashtra government, on June 4, 2018, told the Bombay High Court that it had recorded the decibel levels at three spots where construction work was underway and had sent a report to the Maharashtra Pollution Control Board (MPCB), for further action. The Bombay High Court, on July 18, 2018, said it was not inclined to allow the MMRCL to carry out construction for the Mumbai Metro 3 Line in south Mumbai’s Cuffe Parade area at night, until the MPCB submitted its report on noise pollution.
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• Aarey Colony car-shed shifted: The Line 3 project came under fire from various quarters, for the proposed car-shed at Aarey Colony, a prime green tract in the city, the then Chief Minister Mr. Uddhav Thackeray announced shifting of the depot to Kanjurmarg. The Maharashtra CM, on November 29, 2019 ordered a stay on the construction work of the metro car-shed and announced that it would set-up a four-member committee, to identify an alternative land for the car-shed. In December 2020, the Bombay High Court passed an interim order, staying the transfer of land at Kanjurmarg to the Mumbai Metropolitan Region Development Authority (MMRDA).
Abstract
AFFORDABILITY IN URBAN TRANSPORTATION
Passenger information systems enable users to know when the next service is due and to understand the routes easily, and high
Key elements of a sustainable public transport system
A good public transport system must be easy and convenient to use. It also must be fast, safe, clean and affordable. Seoul, Singapore and Hong Kong are known for their excellent transport systems. Smaller cit¬ies like Lyon in France and Curitiba in Brazil also have very good systems. More recently, León in Mexico, Pereira in Colombia, La¬gos in Nigeria and Ahmedabad, Delhi & Bangalore in India have developed good sys¬tems. Many more are in the development stages.
Good public transport systems are an essential part of safe, clean and affordable transport for development. From a social perspective, public transport is often the only means of transport for the poor. Without it, they would be able to look at work opportunities only within walking distance of their homes, so public transport improves their livelihood opportunities. It also gives them greater access to education, health care and recreation. For senior citizens, people with disabilities and children, public transport is also their main means of mobility. From an urban mobility perspective, public transport is far more efficient than personal motor vehicles in terms of the road space it uses up and the energy it consumes. For example, a bus carrying 40 passengers uses only 2.5 times more road space than a car carrying only 1 or 2 people. And the same bus consumes only about 3 times as much fuel as a car. Public transport is thus important for improv¬ing sustainable mobility in urban areas, and it is well considered the right approach to encourage low-carbon growth in cities.
A key feature is that they integrate multiple technologies, such as metro rail, light rail, Bus Rapid Transit and basic bus services. A common ticket or fare card serves all the systems, making it easy for passengers to transfer from one mode to the other.
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• The social image of public transport is another barrier. In devel¬oping country cities, as income levels go up, people like to demon¬strate their enhanced income status by shifting from public modes to personal motor vehicles. The public transport system is seen as the only option for people who cannot afford their own vehicle. As a result, people tend to look down on someone who is using public transport. Getting the image of public transport right is a challenge.
Main barriers to sustainable public transport in developing countries
Transportation affordability means that people can purchase access to basic goods and activities (medical care, basic shopping, education, work and socializing), which typically means that households spend less than 20% of budgets on transport and less than 45% on transport and housing combined. This is a critical equity objective, since it affects the cost burdens and opportunities available to disadvantaged people.
Lower-income households tend to be particularly impacted by the costs of alternative modes, since they rely on them more than households with higher incomes. Individual and community factors influence transportation affordability. People who must commute to work or school have greater transportation requirements than people who do not work or work at home.
People with physical disabilities or other special needs tend to require more expensive transportation services. Many planning decisions affect transportation affordability. Modern transport planning responds well to demands of wealthy travellers but not to the needs of the poor. Current planning supports automobile, air and freight transport but does much less to improve affordable modes such as walking, cycling and public
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Transportation Affordability : An Understanding Affordability refers to people’s ability to purchase basic goods and services. It can be defined as the situation in which household incomes can purchase Basic Goods (housing, food, medical care and transport), or simply that lower-income people need not worry too much about purchasing essential goods and services. Since affordability refers to household’s ability to save money, it is particularly evident in the expenditure patterns of lower-income household, and their response to financial limitations such as reduced income or new cost burdens; for example, public transit services tend to provide affordability because they provide a fallback option to lower-income commuters when their vehicles are unavailable.
Transportation affordability can be evaluated from several perspectives. It is affected by the number of vehicles that a household must own, the costs of owning and driving each vehicle, indirect costs such as residential parking, and the quality and costs of alternative modes such as transit ridesharing, cycling, walking, car-sharing and taxi services.
• Having a large number of small operators allows for low-cost services, but the quality is poor due to severe competition. Other disadvantages include dangerous driving practices, pollution and a tendency to have too much service on profitable routes and virtual¬ly no service on non-profitable routes. Meanwhile, single publicly owned entities may offer higher quality of service but costs tend to be high and the quantity of service is often •inadequate.Thereisincreasing recognition that the best industry structure falls somewhere between the two. Having a single public entity that plans the network and determines the quality of service, with a small number of private operators providing services under struc¬tured contracts, allows a balancing of public good needs with the operational efficiency of the private sector. However, the historical industry structures make it difficult to undertake reforms.
frequency of service reduces the hassle of a long wait for the next bus or train.
An important barrier is the historical industry structure. Many coun¬tries in Africa (Ghana, Nigeria, South Africa), Latin America (Co¬lombia, Peru) and Asia (Philippines, Indonesia) have bus systems that are owned and operated by a large number of small operators. Meanwhile, other countries in Asia (India, China), North America (USA, Canada) and Europe (France) have a single publicly owned entity that provides all transport services. Experience shows that nei¬ther of these is the best for ensuring a good public transport system.
• Another barrier is the financial sustainability of mass transit sys¬tems, especially metro rail. These cost a lot to build as well as to operate, and so the operating costs are not recovered through fares. It is essential to look at additional revenue sources, beyond fares, to sustain such systems.
Integration of Rural & Urban Transport System
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Affordability should be evaluated with regard to total rather than unit costs. For example, low per-gallon fuel prices provide less affordability in an automobile-dependent community where high vehicle ownership and mileage is necessary for access than high fuel prices with a more diverse transportation system and a more accessible land use pattern. In general, automobile dependency tends to increase per capita transportation costs and reduce overall transportation affordability, while smart growth can increase transportation affordability by creating more accessible land use (which reduces the amount of travel needed for basic access) and improving affordable transportation options such as public transit, ridesharing, cycling and walking. Smart Growth and TDM (Transport Demand Management) programs can help increase the prestige of affordable modes such as walking, cycling and transit, making it more socially acceptable for residents to use them. As a result, greater portion of household wealth is devoted to mobility in automobile dependent communities than in communities with more balanced transportation systems.
In rural areas, the challenge is in providing connectivity to urban mar¬kets for rural produce. Public transport is not needed to meet travel needs within each village. Such connectivity to urban centres, or between one village and another, need not be run at very high frequency – a few serv¬ices a day are usually enough. The challenge, however, is to be able to do it at an affordable price. In urban areas, the challenge is that there are competing modes, like personal vehicles, which are unsustainable. In getting people to choose public transport over personal vehicles there are stringent quality parameters that need to be met. These relate to con¬venience and reliability, which are not as stringent for rural-urban con¬nectivity or even for connecting one rural area to another.
Transportation Costs
Conclusion The world is becoming increasingly urbanized. Since 2007, more than half the world’s population has been living in cities,
The portion of household income devoted to transportation tends to be particularly high for lower income households that own an automobile and low for households that do not own an automobile. These factors are generally overlooked because most statistics aggregate the two groups together, essentially hiding the excessive cost burden of vehicle ownership on poor households.
transit travel, or to insure that affordable housing is available in accessible locations. This unfair and exacerbates economic problems since many workers find it difficult to access education and employment, and because motorized modes require costly infrastructure, impose external costs, and are resourceintensive, leading to increasing dependence on imported oil.
First and foremost, if budgets for transportation are small, it is im¬portant for cities to choose a system that meets their needs. There is no point in a city choosing a high-cost system if a smaller, less expensive system could do the job. Expensive systems can be a big drain on the public budget, not only for construction costs but also for the annual operating costs. With regard to financing, the capital costs can be supported with loans, provided there is some contribution from the promoters – typically governments. The challenge is in the operations phase, when not only do the operating costs have to be met but the debt service has to be covered. Further, it is usually difficult to balance cost recovery with affordability. Public transport is often the only mode of transport available to the poor, so fares have to be low; but low fares mean that costs are not Fortunately,recovered.several innovative methods of financing have emerged, of which the commercial exploitation of land resources owned by public transport agencies seems the most promising.
Affordability & Ways to decrease social divide
On the other hand, a low- or moderate-income household can easily and affordably satisfy their basic access needs by using a combination of walking, cycling, ridesharing, transit services and occasional vehicle rentals. TDM strategies that improve these options, and help create multi-modal communities, can significantly increase transportation affordability.
Although it is possible to purchase an automobile for just a few hundred dollars, such vehicles tend to be unreliable, with high maintenance and repair cost. As a result, most lower-income motorists constantly face the risk of unaffordable vehicle repair and replacement costs. Vehicle insurance also tends to be a significant financial strain on low-income motorists. Many lower-income motorists are in higher-risk insurance categories due to age, experience and territory rating factors, and so must pay hundreds of dollars for basic coverage. As a result, they face the choice of devoting an excessive portion of their income to vehicle insurance, driving uninsured (which is illegal in many jurisdictions), or foregoing automobile ownership.
• • • METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN Page | 81 WHITE PAPER
and that share is projected to rise to 60 per cent by 2030. Cities and metropolitan areas are powerhouses of economic growth— contributing about 60 per cent of global GDP. However, they also account for about 70 per cent of global carbon emissions and over 60 per cent of resource use. Rapid urbanization is resulting in a growing number of slum dwellers, inadequate and overburdened infrastructure and services (such as waste collection and water and sanitation systems, roads and transport), worsening air pollution and unplanned urban sprawl. To respond to those challenges, 150 countries have developed national urban plans, with almost half of them in the implementation phase. Ensuring that those plans are well executed will help cities grow in a more sustainable and inclusive manner. The proportion of the urban population living in slums worldwide declined by 20 per cent between 2000 and 2014 (from 28 per cent to 23 per cent). That positive trend recently reversed course, and the proportion grew to 23.5 per cent in 2018. The absolute number of people living in slums or informal settlements grew to over 1 billion, with 80 per cent attributed to three regions: Eastern and South - Eastern Asia (370 million), sub-Saharan Africa (238 million) and Central and Southern Asia (227 million). An estimated 3 billion people will require adequate and affordable housing by 2030 exerting additional pressure on the existing transport systems.
In addition, where possible, cities should also support active mobility infrastructure. Walking and cycling, while a fun and healthy choice for people of means in city centres, are often a dangerous reality for poor people throughout the world. Cardriven urban planning has resulted in road systems that give little attention to the needs of pedestrians and cyclists. For this reason, cities must ensure that when people walk or cycle, they are able to do so safely and comfortably. Sidewalks should not only exist but be well maintained and protected from motor vehicles. Trees and other forms of urban greenery should be planted for shade and to make trips even more pleasant, possibly even encouraging motorists to ditch their cars for a Publicbike.
Central and Southern Asia and sub-Saharan Africa are the two regions that saw the largest increases in particulate matter
In so many cities, many people are forced to travel for hours to go to work (often at low-paying jobs), because living in or close to city centres is untenable and expensive. Women are especially affected by this, only further exacerbating gender inequality and poverty. While doing more on housing is an important step, efforts can also be made to increase connectivity in metropolitan areas. Transit deserts are a growing problem globally, including in developed countries like the United States, where working-class people embark on multi-modal, complex journeys of nearly two hours each way to earn, in many cases, a barely living wage.
Cities must work together with regional and national governments to expand public transport services and ensure affordability. Train and bus services, where available, should reach more communities, not only affluent ones. Where there is little to no public transport infrastructure, cities must engage informal transport providers to guarantee that services are safe and adequate, and costs are low. Very often, governments give little attention to this mode, even though in regions like Sub-Saharan Africa, up to 80 per cent of the population relies exclusively on informal transport services for their mobility needs. In South Africa for example, while overall investments in transport are already low, national budgets do not give proper attention to the needs of the poor. While 66.4 per cent of riders use informal minibus taxis, the state only allocates 1 per cent of subsidies and support.
Nine out of ten urban residents in 2016 were breathing polluted air—that is, air that did not meet the WHO air quality guidelines for annual mean levels of fine particulate matter (PM2.5) of 10 micrograms or less per cubic metre. More than half of those people were exposed to air pollution levels at least 2.5 times above the guideline value. Air quality worsened between 2010 and 2016 for more than 50 per cent of the world’s population.
Inconcentrations.low-andmiddle-income
Air Pollution becoming an unavoidable health hazard
transport is an essential service for urban residents and a catalyst for economic growth and social inclusion. Moreover, with ever-increasing numbers of people moving to urban areas, the use of public transport is helping to mitigate air pollution and climate change. According to 2018 data from 227 cities, in 78 countries, 53 per cent of urban residents had convenient access to public transport (defined as residing within 500 metres walking distance of a bus stop or a low-capacity transport system or within 1,000 metres of a railway and/ or ferry terminal). In most regions, the number of people using public transport rose by nearly 20 per cent between 2001 and 2014. Sub-Saharan Africa lagged behind, with only 18 per cent of its residents having convenient access to public transport. In some regions with low access, informal transport modes are widely available and, in many cases, provide reliable transport. Stronger efforts are needed to ensure that sustainable transport is available to all, particularly to vulnerable populations such as women, children, seniors and persons with disabilities.
and greater investments in all public services.
countries, the air quality of 97 per cent of cities with more than 100,000 inhabitants did not meet air quality guidelines in 2016, compared to 49 per cent in high-income countries. Ambient air pollution from traffic, industry, power generation, waste burning and residential fuel combustion, combined with household air pollution, poses a major threat to both human health and efforts to curb climate change. More than 90 per cent of air-pollution-related deaths occur in low- and middle-income countries, mainly in Asia and Africa.
Need for a sustainable & affordable transport system
People everywhere depend on transport and mobility systems to not only move from point A to point B, but to access economic opportunities, healthcare, food, services, and so much more. For this reason, transport systems can either make or break the liveability and affordability of cities. Governments can learn a great deal from Chile, where in 2019, a small public transport fare increase sparked nationwide protests that eventually lead to the election of a new government. While the hike in cost was simply the spark that incited a movement against wider austerity, the reverse can also be true: increased funding and support to public transport systems can be catalysts for enhanced equality
Please contact our local office in India: Sécheron Hasler (India) Private Ltd. +91 124 4141 714 | mahesh.ahuja@secheron.com www.secheron.com | www.haslerrail.com ENGINEERING POWER FOR TRACTION POWER SOLUTIONS ELECTRICAL SAFETY SOLUTIONS Sécheron offers a broad range of standard and custom solutions for the electrical safety, switching functions and on-board energy measurement for AC & DC rail vehicles. AC circuit breakers DC circuit IntegratedACEarthingContactorsbreakersswitchesvoltagesensorsolutions Transformer - Rectifier groups Regenerative inverters DC switchgears Voltage limiting devices Stray current monitoring system Control & protection Local SCADA Data recording Speed sensing & odometry Speed indicators Energy metering Control protection & I/O Train backbone communication EVA+ rail data management ON-BOARD ELECTRONICS HaslerRail is the market-leading and innovative supplier of safety relevant On-Board Electronics, sensor, software and data management products and solutions for the railway industries. TRACTION POWER SYSTEMS Sécheron offers proven technical solutions and services for DC traction power substations supported by qualified engineers and certified project managers.
TENDER DETAILS LOCATION VALUE DEADLINE Engagement Of Consultancy Services For Undertaking Financial Feasibility Study And Bid Process Management For Commercial Development Of Land Parcels Under Ppp Development For Surat Metro Rail Project Phase-I Gujarat, India 78.INR00Lacs 14-10-2022
Design & Construction Of New Building And Renovation Of Existing Buildings At Iti College Premises Near Dairy Circle For Metro Rail Project, Phase-2 Karnataka, India Refer Document 22-09-2022
Construction & Remodeling Of Existing Baiyappanahalli Depot For Bangalore Metro Rail Project Phase-2a Karnataka, India 266.21INRCR. 03-10-2022
1). Construction & Remodeling Of Existing Baiyappanahalli Depot For Bangalore Metro Rail Project- Phase-2a 2). Design & Construction Of New Building And Renovation Of Existing Buildings At Iti College Premises Near Dairy Circle For Bangalore Metro Rail Project, Phase-2. Karnataka, India 266.21INRCR. Refer Document
Design And Construction Of The Ramp And Underground Metro Railway Works From Mominpur (Excl.) To Esplanade, 5 05 Km (From Chainage 9063 00m To 14113 00m) Including Four Underground Stations (Viz. Khidderpore, Victoria, Park Street And Esplanade), Tunnels By Tunnel Boring Machine And Cut & Cover Method, Architectural Finishing Works, Track Works, Etc. In Connection With Joka-Esplanade Metro Corridor In The City Of Kolkata, State Of West Bengal, India West Bengal, India 2571.29INRCR. 10-10-2022
Request For Proposal For Design, Manufacture, Supply Installation, Testing And Commissioning, Maintenance Of Ncmc Emv & Qr Code Based Automatic Fare Collection System Based On Ppp Revenue Model For Ahmedabad Metro Rail Phase-2 Gujarat, India Refer Document 27-09-2022
Metro Rail
Supply Of Crimping Socket 50sqmm M8 Edts 200/It11 - Copper Crimping Socket For 50 Sqmm E Beam Cable To Rcf Spec No Edts200 Rev Nil, Am-1, Cor 1&2, Table-1, Item 11, With Icf Anx 01. Eligibility Criteria Manufacturer Of Crimping Socket For Railway, Metro Railway, Locomotives Or Automobile Industry/Aviation Industry Applications Or Industrial Applications Such As Heavy Machinery & Plant Equipment Etc. Please Visit Icf Vendor Portal For Downloading Drawing Http://Vp Icf Gov In/Vendtendordetnew Php ..... Tamil Nadu, India Refer Document 23-09-2022 Supply Of Solderless Crimping Socket To Drg.No Icf/Sk 7 2 166 D12/50 Bend 5 Deg Alt - W. Eligibility Criteria Manufacturer Of Crimping Socket For Railway, Metro Railway, Locomotives Or Automobile Industry/Aviation Industry Applications Or Industrial Applications Such As Heavy Machinery & Plant Equipment Etc. Tamil Nadu, India Refer Document 23-09-2022
Supply Of Ocrimping Socket To Drg No Icf/Sk 72166, Alt 'W', Type D13/38, Bend 5. Eligibility Criteria Manufacturer Of Crimping Socket For Railway, Metro Railway, Locomotives Or Automobile Industry/Aviation Industry Applications Or Industrial Applications Such As Heavy Machinery & Plant Equipment Etc. Tamil Nadu, India Refer Document 26-09-2022
Licensing Of Advertisement Rights Inside Selected Metro Stations Of Reach1, Reach-2 And Reach-3 Of Nagpur Metro Rail Project For A Period Of 05 Maharashtra, India Refer Document 22-09-2022
Licensing Of Advertisement Rights Inside Selected Metro Stations Of Reach-1, Reach-2 And Reach-3 Of Nagpur Metro Rail Project For A Period Of 05 Years Notice Inviting Tender Notice Inviting Tender Request For Proposal (Rfp) Request For Proposal (Rfp) Maharashtra, India Refer Document 22-09-2022
Supply, Erection, Testing And Commissioning Of 750 V Dc Hscb Panel ( Standby/Bypass Hscb With Protective Relay And Main Bus Bar Rating 4600 A )As Per Metro Railway Specification No Mr/Elproject/Hscb/2022(Amd-2) For Noapara Biman Bandar Section Multi Location Refer Document 21-09-2022 METRO RAIL NEWS -SEPTEMBER 2022 |
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TENDER DETAILS LOCATION VALUE DEADLINE
Procurement Of Friction Wedge With Specified Range Of Coefficient Of Friction For Broad Gauge Freight Bogies For Indian Railways Through E Reverse Auction. Multi State, India Refer Document 17 10-2022 Indian Railway Supply Of :Set Of Lock Of Entrance Door Consisting Of 3 Items Are:- (1) Upper Lock Assembly To Indian Railways Drg. No. 840 051 (Sheet- 1,2 & 3), Item No-2, Qty/Kit 1 No. Per Set (2) Middle Lock Assembly With Front & Rear Handle To Indian Railways Drg. No 840 051 (Sheet 1,2 & 3) Item No-3 & 10, Qty/Kit-01 No. Per Set. (3) Lower Lock Assembly To Indian Railways Drg. No. 840 051 (Sheet 1,2 & 3) Item No-4, Qty/Kit-01 No. Per Set. Jharkhand, India Refer Document 03-10-2022
Supply Of Set Of Lock Of Entrance Door Consisting Of 3 Items Are:- (1) Upper Lock Assembly To Indian Railways Drg. No. 840 051 (Sheet 1,2 & 3) Item No-2, Qty/Kit 1 No. Per Set (2) Middle Lock Assembly With Front & Rear Handle To Indian Railways Drg. No 840 051 (Sheet 1,2 & 3) Item No-3 & 10, Qty/Kit-01 No. Per Set. (3) Lower Lock Assembly To Indian Railways Drg. No. 840 051 (Sheet 1,2 & 3) Item No-4, Qty/Kit-01 No. Per Set. Madhya Pradesh, India Refer Document 29-09-2022
Supply Of High Tensile Aar H Type Tight Lock Coupler With Transition Screw Coupling For Fitment On Bg Passenger Coaches Of Indian Railways And Balanced Draft Gear, Un-Coupling Devices, Supporting Device And Other Related Components As Per Spec No Rdso/2009/Cg-22 Rev-01 Multi Location Refer Document 27-09-2022 RAIL -SEPTEMBER 2022
NEWS
Development/ Improvement Of Non-Motorised Transport (Nmt) Initiatives Of Kochi Metro Rail Ltd. Package A (Civil Works) - Aluva To Edappally Junction Kerala, India Refer Document 17-09-2022
Rfp For Selection Of Security Service Provider For Manning The Metro Rail Stations In Hyderabad Metro Rail Station System For 57 - Metro Rail Stations Mtro Rail Bhawan & Training Centre Telangana, India Refer Document 17-09-2022
Request For Empanelment Of Financial And Marketing Consultants For Various Sites / Railway Colonies Of Indian Railways Located Pan India Panel-2 For Sites Valuing Rs. 50 Crore Upto Rs. 300 Crore Jharkhand, India Refer Document 03-10-2022
Request For Expression Of Interest For Selection Of Professional Entity For Provision Of Marketing And Pre Award Activities For All Consultancy / Epc / Supply / Works Contract In Railways / Transportation / Infrastructure Sectors, Eg. Port, Highway, Building Airport, Supply Of Rolling Stock, Construction Works Of Railways, Railway Electrification, Signaling & Telecommunication, Metro Railway Systems, Inland Container Depots (Icds) And Private Fright Terminals (Pfts) Etc. For The Business Of Whic..... Multi Location 22.INR49CR. 19-09-2022
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TENDER DETAILS LOCATION VALUE DEADLINE Replacement/ Provision Of Lightening Arrestors At Different Quarters / Service Buildings Of Metro Railway West Bengal, India 28.INR92Lacs Refer Document Metro Rail
METRO
Corrigendum : Design, Manufacture, Supply, Installation, Testing And Commissioning Of Machine Room-Less & Gear Less Lifts (Lot 1) And Heavy Duty Escalators (Lot 2) For Surat Metro Rail Phase-I Project Gujarat, India Refer Document 16-09-2022
Corrigendum : Design, Manufacture, Supply, Installation, Testing And Commissioning Of Two Sets Of Pit Jack, Two Sets Of Mobile Jack And Ten Numbers Of Bogie Turn Table For Depots At Bhopal Metro And Indore Metro Rail Projects Multi Location 22.INR49CR. 19-09-2022
Supply And Maintenance Of "C" Check Kit Items As Per List Given Below:- (1). Filter Element With O Ring Part No. 00120024091104 Nos (2). Filter Insert With O Ring Part No. 001200240912. - 04 Nos (3). Lub Oil Filter Element 234 Part No 605412970039 - 02 Nos. (4) Radiator Pre-Mix Greaves Coolent (10 Ltrs Pack) Part No 141100195038- 20 Nos (5) Gasket Rocker Cover - 24 Part No 200608530104 - 24 Nos. (6) Fuel Pre- Filter Kf 5 0 Liters Part No 105413100062 - 02 Nos. (7) . Spin On Assembly Kit (Rse Gujarat, India Refer Document 22-09-2022
Execution Of P Way Zonal Works Under The Jurisdiction Of Sse(P Way)/Korba Of Bilaspur Division. Execution Of All Works As Per Indian Railway Unified Standard Specifications (Works & Materials) Connected With The Above Work Covered Under S.E.C.Railway Ussor (Works & Materials) - 2010 Chhattisgarh, India 1.INR00CR. 15-09-2022 Engagement Of C.A/Gst Consultant For Gst Work At Wcr, Hq Jabalpur For A Period Of One Year For Day To Day Consultation And Compliance On Gst Matter. - Gst Consultancy And Gst Monthly And Annual Returns (A) Work Related To Output Tax Liability For Ir's Outward Supplies Made In The State/Ut, (B) Work Related To Taking Input Tax Credit For The Entire State/Ut (Registration Wise) For Set Off Against Output Tax Liability For The Entire State/Ut, (C) Work Of Filing Up Monthly/Periodical/Annual Returns..... Madhya Pradesh, India Refer Document 15-09-2022 Supply , Installation ,Commissioning And Testing Of Diesel Alternator Set Of Electrical Power Output 336 Kw, 750 Volt Ac , 3 Phase, Ventilation System, Instrumentation, Protective Devices & With All Accessories Without Noise Reduction Features As Per Clause No. 1 5.30 But Supply Shall Be With Residential Silencer As Per Clause No 2.6 Of Rdso Specification No Rdso/Pe/Spec/Ac/0 084-2008 (Rev 1) Or Latest. Manufacturers Shall Ensure That Engine Supplied To Indian Railways Must Be Complying To Lates..... Andhra Pradesh, India Refer Document 14-09-2022 Supply Of Wheel 1092 Dia For Wag - 9h Loco As Per Clw Drg No 1209-01.111-003, Alt.04 And As Per Indian Railway Spec. Irs R -34, Latest Rev Uttar Pradesh, India Refer Document 13-09-2022
Supply Of Single Phase Relay Test Kit For Testing Of Numerical Relays (Spec. No Ti/Spc/Psi/Protct/6071 And Spec. No Ti/Spc/Psi/Protct/5070 Or Latest) Used In Tss/Fp Of Indian Railways. Makemegger/Vanguard/ Omicron/Doubles Or Similar Single Phase Relay Test Kit As Per Rdso's Specn. No Ti/Psi/Spc/Testkit/1030 (12/2008) Or Latest. Detail In Annexure "A" . Make- Megger/ Vanguard Or Similar West Bengal, India Refer Document 22-09-2022
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Delhi, India Refer Document Refer Document Engaging Exam Conducting Agency To Conduct Computer Based Tests And All Other Related Services Like Preparation Of Results Etc. In Connection With Ldce For Promotion To Group B Posts On Indian Railways. Multi State, India Refer Document 16-09-2022
TENDER DETAILS LOCATION VALUE DEADLINE R Maintenance Of Garden Lowns And Surrounding Area In Campus Of National Academy Of Indian Railway Lalbaug Vadodara For 24 ( Twenty Four) Month Multi State, India Refer Document 26-09-2022 Metro Rail
Relocation Of Exchange In Connection With Station Development Work At Gaya Du To Redevelopment Of Gaya Station (Umbrella Work For Major Upgradation Of Railway Stations On Indian Railways). (Hindi Image) Bihar, India INR1.21CR. Refer Document 1). For Refurbishing, Operation, Maintenance & Transfer Back Of Executive Lounge & Tourist Facilitation Center At Dwarka Railway Station 2). Appointment Of Service Provider For Providing Off Board Services To Guests Of Golden Chariot Train For Two Seasons (2022 23 And 2023-24) 3). Setting Up, Operation And Management Of Food Plazas And Fast Food Units 4). For Customer Satisfaction Survey In 407 Mobile & 477 Static Units Of Irctc 5). For Digital Monetization For Appointment Of Consult.....
METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN
D ates E vent Name Venu e Sep. 20 23, 2022 I nno T ra ns 2022 B erlin, Germa ny Oc t 12 14, 2022 Po werGen I ndia I E C C , PR AGAT I MAI DAN , N E W DEL HI , I N DI A Oc t 19 21, 2022 R a ilwa yT ec h I ndo nesia 2022 J I E x po Kema yo ra n, Ja ka rta Oc t 24 26, 2022 Sma rt Tra nsit U SA Denver, U S N o v 04- 06, 2022 15th U rba n Mo bility I ndia C o nf erenc e a nd Ex po 2022 Ko c hi, Kera la N o v 08 10, 2022 I ntermo da l Euro pe 2022 R AI AMST E R DAM N o v 10 11, 2022 6th Ra il I ndia C o nf erenc e a nd Ex po L e Meridien, N ew Delhi, I ndia N o v 17- 19, 2022 5th I nno R a il I ndia 2022 R DSO Sta dium gro und, L uc kno w N o v 23–25, 2022 ME T E C I ndia , Wire I ndia , Tube I ndia , I ndia Essen Welding & C utting Ex po B o mba y Ex hibitio n C entre in Mumba i, I ndia Ma r 08 10, 2023 E ura sia Ra il I FM / I sta nbul Ex po C enter, I sta nbul Ma r 23 24, 2023 I ndia eMo bility Sho w 2022 I ndia Ex po C entre & Ma rt Ma y 24 25, 2023 3rd I nno Metro 2023 T he L a L it Ho tel, N ew Delhi, I ndia J une 04 - 07, 2023 U I T P Glo ba l Public Tra nspo rt Summit B AR C E L ON A, SPAI N Sep 05 06, 2023 8th Ra ilwa y Fo rum B erlin, Germa ny Oc t 12- 14, 2023 15th I nterna tio na l Ra ilwa y E quipment Ex hibitio n (I R E E ) Pra ga ti Ma ida n, N ew Delhi, I ndia Metro an d Railway In dustr y Events Calen der Metro an d Railway In dustr y Events Calen der METRO RAIL NEWS -SEPTEMBER 2022 | WWW.METRORAILNEWS.IN Page | 87 EVENT
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