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How 5G will transform Rail Transport?
TECHNOLOGY TALK
How 5G will transfor m Rail Transport?
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Shaun Newton, Head-Products, BAI Communications
The consumer messaging around 5G is well known: it will deliver better, more immersive experiences than previous generations while simultaneously enabling new services and capabilities. However, 5G can offer much more than this. It is a revolutionary technology that enables networks to perform at scale, adapt at pace and unlock new revenue streams. It will help transform transport, health, agriculture, manufacturing, entertainment, mining and other industries.
Its combination of speed and responsiveness – while seamlessly connecting people, machinery and automated processes – will provide solutions to some of society’s most compelling challenges.
5G will cover a wide range of use cases and related applications. These uses include internet of things (IoT), artificial intelligence (AI) and machine learning, augmented and virtual reality (AR and VR) and edge computing. While these technologies exist today, the networks currently supporting them constrain their full potential. The technological advances that 5G enables will differ by industry and application. However, all will allow data and communications solutions to create more efficient and sustainable business processes, improve consumer services and enhance users’ quality of life.
This explores 5G’s impact on rail transport operations and how it can help transport authorities restore ridership and revenue. Our next blog will further explore how shared 5G infrastructure can generate shared benefits. Transport authorities and their partners, such as mobile network operators and associated service providers, all stand to prosper from the opportunities 5G will create.
5G: Built for Rail
COVID-19-related changes to consumer behaviour have accelerated the need for 5G. Transport authorities are under increased pressure to do more with less, facing drastic declines in passenger numbers and subsequent revenue losses. Rebuilding public trust and confidence in rail systems’ safety won’t be easy but is crucial to restoring profitability. 5G offers mission-critical capabilities that will
facilitate this task.
Currently, most transport systems worldwide are using – or are upgrading to – wireless control systems such as communications-based train control (CBTC), positive train control (PTC) and the European train control system (ETCS). Most of these systems still rely on cellular or WiFi networks designed in the 1990s. They’re proven technologies, but they can’t scale to support modern applications and use cases.
One result is that transport operators often install multiple different systems to handle the various safety, operational and passenger functions. These include voice, signalling, condition monitoring, closed-circuit TV (CCTV), heating, ventilation and air conditioning (HVAC) monitoring and passenger Wi-Fi systems. Installing a single wireless infrastructure – such as 5G – to manage all these functions simultaeneously, eliminates incompatibilities and maximises interoperability between systems.
5G offers significant improvements to latency, concurrent connection numbers, session transfer speed and reliability, and power consumption. These improvements make 5G ideally suited to connecting IoT sensors and devices. Bringing these onto a single, unified network will generate economies of scale and significant ‘network effects’ that will amplify their value and utility.
The 5G promise
On an operational level, 5G delivers efficiency, cost, productivity and security benefits. It enables technicians and operators to monitor railway networks in real-time. It also allows analysis of various systems related to power, passenger flows, facilities such as lifts and escalators, ticketing, signalling, staff and contractor management, and more.
Unlike other generational upgrades, 5G isn’t just about providing passengers with better download speeds and streaming while on board. Critically, it enables innovations that will restore public trust in mass transit, improve profitability and even create new revenue streams. These capabilities mostly revolve around real-time data feeds to provide service and rail network updates. They also include more pertinent safety-related information such as monitoring mask wearing, social distancing and on-train seating density.
Other adjacent innovations would enable passengers to connect to services outside the rail network. Such connections allow multimodal travel coordination and scheduling, even including online shopping and services. Coordinating click-and-collect groceries, dry-cleaning pickups or takeaway food orders etc. will help make the daily commute fast, convenient and time-saving. The Connectivity outlook report 2020 shows that the benefits of advanced technology are strongly desired, tellingly 85% of rail users are interested in 5G, and 83% support their city investing in a 5G network. 95% of rail users would be more likely to use the rail network in their city if technology-driven solutions were implemented.
Thus, the question for operators is no longer whether they should upgrade their networks to 5G – it’s when.
5G: Railway requirements are built-in
5G offers a seamless upgrade path from existing global systems for mobile communications-railway (GSM-R) wireless services for railway operators. GSM-R is a version of the 2G standard with additional requirements to make it suitable for railway systems. For almost three decades it has formed the backbone of railways’ wireless networks. But it’s out of date, and a new standard is required.
Industry bodies abandoned work on a 4G-based standard called LTR as 5G became imminent. Instead, work started on the Future Railway Mobile Communication System (FRMCS), a set of railway-specific requirements for 5G including latency, bandwidth, security and safety.
These requirements are part of the 5G standard, meaning it’s railway-ready from day one.
Better yet, many of the legacy 2G systems and 5G networks often share the same frequency bands, making upgrades far less disruptive than with previous generations. FRMCS offers a roadmap and upgrade path for public operators or private networks. Many railways have their own private 2G, GSM-R networks and it provides them with a seamless upgrade path to roll out 5G.
Operators can deploy new 5G systems alongside their 2G equivalents and switch over when they’re ready. There’s no need to ‘forklift’ out old systems or manage massive power network buildouts and hard cut-overs.
With 5G networks in place, operators will find they can connect seamlessly to other 5G devices. These include remote sensors on bridges, weather stations and traffic cameras. These connections will enable improved situational awareness and make it possible to anticipate maintenance needs and traffic surges, and adjust service frequencies and arrival times.
Finally, 5G wireless makes edge computing viable for transit operators. Edge computing decentralises servers and data centres to improve performance. With fast, lowlatency 5G connections, moving trains will transmit data as they pass a station or platform. These data transfers will keep essential systems updated and offer passengers fast and seamless streaming and connectivity.
5G: Enabling the stations of the future
5G makes possible the station of the future, where connected services combine to create a seamless travel experience.
Stations of the future will help passengers feel safe and connected. They – and the data networks they run on –facilitate the mobile, distributed modes of work we’re adopting in response to the COVID-19 pandemic.
Biometric ticket gates, information kiosks, live service apps, connected CCTV cameras and pervasive IoT devices will create an environment without physical ticket barriers. Navigation information to help travellers with accessibility requirements will transform stations into free-flowing and data-rich environments. Real-time data will stream to mobile apps, AR or even VR devices, headphones and smart glasses.
Station infrastructure will connect to low-cost wireless networks for real-time condition monitoring and predictive analytics. Elevators, escalators, HVAC systems, passenger announcements and information screens, and ticketing systems will share data and allow operators to adjust and optimise services in real-time.
Crucially, the tipping point for 5G is coming. In 2021 we will see greater device uptake by consumers. By 2022, travellers will expect continuous 5G connectivity throughout their journeys. Transport authorities that engage early with 5G will position themselves to roll out services, rebuild customer trust and restore lost revenue streams faster than those who fall behind. It’s not merely a matter of having ‘the best’ new technology; instead, it’s a matter of committing to efficient operations, improved safety and best-in-class customer relationships. These are the fundamentals of any successful business, making a commitment to 5G a business-positive, revenue-restoring, customer-centric ‘must’ .
While most network providers’ 5G deployments have focused on adding more network capacity, transit authorities are beginning to realise its potential to enable new operational solutions.
The public understands these benefits too. The Connectivity outlook report 2020 asked rail users to prioritise various connected systems. Their top three responses were:
Their improved performance will create new opportunities to share information, improving operational efficiency and customer experience. • Connected sensors which can monitor rail networks • Warnings about out of order escalators, elevators and other disability access options • ‘Predictive maintenance’ systems which monitor the health, efficiency and safety of rail vehicles
These priorities reflect the public’s growing awareness that smart, data-driven systems can enhance their travelling experience and make their rail networks more efficient. 5G wireless, edge computing and other advanced technologies will enhance these systems.
5G and edge computing: an ideal combination for rail networks
One of 5G’s most promising enablers is the combination of ubiquitous connectivity with edge computing. Edge computing is a distributed network topology that uses localised infrastructure rather than centralised storage and
compute. It enhances network performance by locating data and applications closer to the endpoints they serve. Local processing maximises 5G’s capabilities, including improvements to latency, concurrent connection numbers, session transfer speed and reliability, security and power consumption.
This decentralised approach is well-suited to rail networks with their wide geographic distributions and the requirement to connect moving trains. With 5G and edge computing, operators won’t need expensive servers installed onboard their rolling stock to handle critical applications.
Track maintenance illustrates the potential benefits. Currently, most operators use a separate car for track inspection. By combining 5G and edge computing, every train can become a track inspection vehicle, with connected sensors generating high volumes of data in real time. In turn, this data allows for more granular analytics and a better understanding of how different parts of the physical network respond to use.
Neutral hosts: shaping connectivity’s future
Though 5G and edge computing are powerful when combined, deploying both at scale requires complex and dense networks, including more antennas, fibre, power, wireless cells, servers and data centres. The challenge is ensuring that these networks are designed, deployed and managed effectively.
In the rail transport context, trackside infrastructure upgrades can provide the transmission and backhaul capacity needed to deliver high-quality telecommunications services that fit today’s needs and are ready for tomorrow’s. The capital and operational investment required for these networks are significant. In most cases, network ownership and management are not feasible for a single Mobile Network Operator (MNO) to absorb, especially in an environment of increasing capital constraints.
One solution to these technical and financial challenges is to adopt the neutral host model. A Neutral-Host Network (NHN) is a third-party-owned cellular network that provides wholesale mobile coverage solutions to MNOs or other communications service providers (CSPs).
The NHN model is flexible, and in addition to upgrading, building and owning networks, neutral host providers can partner with transit authorities to build jointly owned private networks. This flexibility makes it easier for transit authorities to evolve their services and shield partner organisations from design, operational and other complexities, such as multi-operator support, edge-core integration and network optimisation. For transit authorities and MNOs, accessing a single, unified network infrastructure avoids the time, cost and potential service interruptions associated with each MNO installing their network hardware on platforms and trains.
These options represent various forms of network sharing that can enhance competition, improve utility for consumer and business mobile users, and enable government and municipal authorities to achieve their strategic, financial and other objectives.
Integration and opportunity
The neutral host model can play a significant role as cities learn how to manage COVID-19 and prepare for future public health concerns. Beyond ‘stations of the future’, we must build ‘cities of the future’. These cities will feature pervasive connectivity with smart devices gathering and sharing data in real-time. NHN providers bring such ambitions within reach by building the infrastructure and technology backbone required.
Respondents in the Connectivity outlook report 2020 nominated ‘transport and mobility’ as the top-ranked service they believed could be improved with better technology and connectivity. Similarly, 86% of rail users agreed that an ‘evolved’ rail network that allowed them to work effectively as they travelled would benefit them.
Public transport is a critical part of a city’s prosperity and its citizens’ wellbeing. Transport authorities are responding by evolving their offerings beyond getting people from ‘A to B’. Responding to the public’s desire to be connected while travelling and feel safe and secure while in transit is the key to restoring ridership and revenue.
Thus, transit authorities must design their networks to accommodate future demands as well as current needs. Designing with the future in mind will deliver the level of service demanded by consumers today and provide foundational network infrastructure for new and emerging services and applications.
From MNOs to transit operators and municipalities, there are many cases where neutral host models make good commercial sense. Innovative technologies and shared infrastructure can enhance consumer, business and public safety connectivity. By opening up areas that otherwise would be difficult to service and providing continuous, high-quality connectivity we can ensure that today’s networks are ready for tomorrow’s demands.
Metro rail projects offer Rs 80,000 crore business opportunities to construction firms over the next five years
ICRA
ICRA in its recent research report estimates that metro rail projects will generate Rs. 800 billion of opportunities for construction companies over the next five years. In India, 15 cities have operational metro networks of about 746 km (many of which are undertaking network expansion), while another seven cities of about 640 km have underimplementation metro projects. This apart, 1,400 km of metro rail projects worth Rs. 2 trillion are in the approval/proposal stage; of which a 352-km of new metro network has been approved, with the balance being in the proposal stage.
Civil construction forms ~35-45% of the overall development cost of the metro rail project. It is followed by rolling stock (~25-30% of project cost) and then systems work (~15-20% of project cost).
ICRA expects Rs 80,000 crore business potential for construction entities in the next five years.
India currently has operational metro network of 746.3km in 15 cities, which is expected to increase to 1,900-2,000 Km in next five years.
At present, around 991-Km of metro rail project is underconstruction/approval stage and around 1,040Km is in the proposal stage. Given the strong order/proposal pipeline, the construction entities with presence in the metro rail segment are likely to witness strong growth.
A sizeable share of metro rail projects are currently funded by multilateral agencies, which has helped in easing the financing burden on the Government and in speedy expansion of the project. The Metro Rail Policy in FY2017 helped boost the network, evident from the growth of nearly 4 times in the last six years.
Currently, metro rail projects of about 1,400 km worth Rs.2,00,000 crore are under approval/proposal stage. Based on the projects currently under approval/proposal stage, it will translate into ~Rs.80,000- crore business opportunity for the civil construction industry.
Unlike road segment, which has witnessed steep competition in recent times with most of the bids in EPC segment at discount, the metro rail segment has continued to witness relatively better pricing/bidding discipline amongst participants. Almost 58% of the metro rail projects in the last 15 months were awarded at premium over the base price, with 14% of projects awarded at a premium of over 20%.
ICRA expects competitive intensity to remain moderate with incumbents likely to be the key beneficiaries
Given most of the orders are backed by multilateral agencies as Central Government funding, the receivable cycle of industry participants is also expected to remain under control as well. Giving more insights on this, Mr. Abhishek Gupta, Sector Head & Assistant Vice President, Corporate Ratings, ICRA, says:
“Given the Government’s thrust for infrastructure development, the metro rail network is likely to witness 2.7 times expansion in the next five years. Typically, the metro rail development cost ranges between Rs. 280-320 crore/km for elevated metro and the cost could be much higher in the case of an underground metro network. Civil construction forms ~35%-45% of the overall cost. Given the large size of the metro projects, this is likely to offer sizeable opportunities for construction companies over the next five years. ”
“Competitive intensity is expected to remain moderate in the near to medium term, with the incumbents expected to benefit the most. Given that majority of the orders are funded by multilateral agencies as well as Central Government allocations, the cash conversion cycle of the industry participants will remain comfortable,” Gupta added.
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(TCAS) or Kavach to prevent signal passing at danger (SPAD) cases, unsafe situations arising due to over speed and train collisions in the station area as well as in the block section.
The trains will also have a centralised coachmonitoring system, whereby all electrical components and climate control will be monitored on a real-time basis by a designated person.
Compared to the earlier versions, the new trains have been upgraded with several safety features, including fire detection alarms in the coaches, a fire detection suppression system in the cubicles and toilets, disaster lights, emergency lights - two in the passenger area
New Semi-High Speed Vande Bharat trains to cost about Rs 110-120 crores
and one in the doorway.
The security features also include four emergency windows per coach, while earlier it was two.
Passengers dealing with emergencies can now have an easy access to emergency push buttons and emergency talk-back units, using which they can speak to the loco pilot. The numbers of both of have been increased from two to four.
With cattle run over causing serious damage to the train exteriors, the new trains will have strengthened fibred reinforced plastic like the ones used in aircraft.
The new upgraded semi-high speed Vande Bharat Express trains cost would be more than the cost of existing two trains. "The first two new set of 16-coach semi-high speed Vande Bharat Express trains are likely to hit the tracks for trials in next month, will be manufactured at an estimated cost of Rs 115 crore each," said officials. However, the price will decrease substantially once the coaches are manufactured in bulk, they added.
The Indian railways has a target of manufacturing 75 such trains by August 2023. While two such trains are already running between Delhi and Katra and Delhi and Varanasi, the next set will have 75 upgraded versions of these trains in terms of security and passenger amenities, the officials said. The ICF had rolled out the two earlier trains at a cost of Rs 106 crore each.
"The cost of manufacturing a 16-coach Vande Bharat train would be roughly Rs 110 crore to Rs 120 crore. You may say, it is Rs 115 crore on an average. Our upgradations are improvements only and as we make more trains, our cost decreases. With volume, the cost will come down further," said AK Agarwal, General Manager, Integral Coach Factory (ICF), Chennai.
The biggest safety feature of the new set of Vande Bharat trains will be the use of the train collision avoidance system The ICF has also taken into account passenger feedback and redesigned the seats by replacing the sliding reclining ones with aircraft-like reclining seats.
"The new trains will provide better riding comfort to passengers. We have designed a better bogie and the final trains will be 99-per cent 'desi' with only small components sourced from outside India. They will have automatic doors, sensor-operated doors for coaches, reduced jerks, wider windows, more space for luggage," Agarwal said.
The ICF is planning to manufacture around 10 trains per month and eventually, the RCF-Kapurthala and the Modern Coach Factory in Rae Bareilly will also start manufacturing these coaches to meet the target of 400 Vande Bharat trains over the next three years.
With Prime Minister Narendra Modi setting a target of 75 such trains by August 2023, the railways faced a major roadblock in achieving its goal when the wheels of the trains were stuck in war-hit Ukraine.
Earlier in May, 128 wheels were transported by trucks from Ukraine to Romania, from where those were airlifted to Chennai. From the Chennai airport, the wheels were taken to the factory of Medha Servo Drives Limited in Hyderabad, where the bogie -- the wheels and the axle -will be assembled and sent back to the ICF for the final assembly.
Shri Lokanath Behra, Managing Director, Kochi Metro Rail Limited (KMRL) said that by expanding the prospect of services offered, Kochi Metro could be financially selfreliant in future. In a brief interview with a media firm, he said that after completing the second phase of track construction from Kaloor Stadium, Aluva- Nedumbassery, and MG Road-High court-Marine drive short distance rail projects, KMRL could finally achieve financial independence.
He pointed out that the ongoing projects can be completed within 30 months if followed together. He also expressed hope that this would be beneficial in saving a lot of money. "Some of the new rails will follow the 'Metro Neo' model, a rail system in which the trains will have wheels made of rubber. It is cheaper and also cuts the expense" he added.
"KMRL incurred a loss of Rs 37 crore for running the rail network in the financial year 2021-22. It was much less than the loss of Rs 57 crore recorded in 2020-21 FY. Meanwhile, the number of daily commuters in Kochi Metro has increased to an average of 73,000. KMRL aims to have 1 lakh passengers per day. Thereby, the loss incurred by running the services can be avoided," he pointed out. He said that KMRL's ticket revenue has increased from Rs 30.80 cr to 12.90 cr recorded in FY 2020-21. Meanwhile, other sources of revenue generation also see an increase. This is planned to be increased to this Financial Year as well, he added.
Meantime, there are plans for KMRL to work as a consultancy company for city-based transportation projects. KMRL in association with the state government also tried to act as a consultant for the Bahrain Metro project. However, this was dropped due to the pending developmental projects here, he added.
"KMRL is also planning to roll out a super app to ease the public transport network in Kochi. Further, a single-ticket system that enables travels inside the city in various forms of transport is also planned," he said.
Responding to a question on progress of Phase 2 of Kochi Metro, he said - “Now it’s understood that things are moving forward and hopefully, we can go directly to tender proceedings and begin work this year itself. The plan is to complete the work in 24 months using modern technology and bring down the labour cost”.
As for the third phase, the Kochi Metro’s board of directors’ approval will be sought, he said, adding that the Kochi Metro Rail Limited is looking forward to developing phase 4, and 5 too.
Kochi Metro has recently received safety clearnce from the Commissioner of Metro Rail Safety for the opening of much-awaited 1.8-km extension between Pettah-SN Junction.
Currently, 65,000 people travel to Kochi Metro daily on average. KMRL expects that after service begins at PettaSN Junction, the number will surpass one lakh.
Business Collaboration
CRRC tie-ups with Titagarh Wagons to supply 216 coaches for Bangalore Metro Phase 2
Chinese Rolling Stock manufacturer firm CRRC Nanjing Puzhen Co. Ltd, a subsidiary company of CRRC Corporation Ltd has recently entered into a deal to save its Rs 1,578 crore contract order awarded by Bangalore Metro Rail Corporation Ltd (BMRCL) to supply 216 Rolling Stock coaches for Bangalore Metro's Phase 2.
CRRC has signed a deal with the Kolkata-based firm Titagarh Wagon Ltd (TWL) to fulfill the 90% manufacturing criteria for the 34 train sets comprising 204 coaches to be done within India.
The contract agreement signed between BMRCL and CRRC Nanjing Puzhen Co Ltd for Rs 1,578 crore in December 2019 encountered major hurdles as the firm could not keep up the deadline and it was taken to court. “CRRC’s move to set up its own manufacturing centre at Sri City in Andhra Pradesh to supply coaches for BMRCL did not work out.
BMRCL was on the verge of terminating this high-value contract owing delay in the supply of Rolling Stock coaches according to the deadline. The firm sought more time to sort out the issue and has finally entered into a memorandum of Understanding (MoU) with Totagarh Wagons Ltd this month for the same, according to sources.
“We have agreed to the new arrangement being put in place. Of the 36 train sets, 34 train sets will be readied within India now. TWL will set up stainless steel car body manufacturing facilities under the guidance of CRRC. This will be a major boost to the Make In India policy of the Centre,” said a BMRCL, TIE reported. Just two train sets (12 coaches) will be readied in China and both would be the prototype ones that will be deployed for testing.
This new development i.e. CRRC's deal with Titagarh Wagons has helped BMRCL save over Rs 400 crore now, he said. This would have been the additional cost incurred if retendering had been called due to the steep rise in the cost of stainless steel and the general hike in the price of other components. The next lowest bidder BEML quoted Rs 1,996 crore which was Rs 400 crore higher than the CRRC's bid value.
Of the 36 train sets, 15 will be Communication Based Train Control (CVTC) sets and will be deployed on RV RoadBommasandra Line (Reach-5).
“We are looking at commissioning the line by June next year and these 90 coaches are set to be delivered by then,” another source said. Of them, 21 coaches are based on Distance To Go (DTG) technology and will be used on Purple and Green lines and their extensions.
Incorporation of these coaches next year will help in bringing down the time gap between two trains during nonpeak hours to 3.5 minutes, an official said.
“We gave several extensions and gave May 31 as the final deadline. The (Chinese) company said it signed a memorandum of understanding with Titagarh Wagons in Kolkata to manufacture the cars, but it is asking to revise prices to make the cars,” the official added.
While clarifying that the demand for the price increase is unacceptable, the BMRCL has also said it would not extend deadlines any further, especially since it needs the rolling stock to begin the Phase 2 operations.
“The company has said that the old rate would not be feasible and has sought renegotiation of the prices. We have pointed out that the question of renegotiation doesn’t arise. Our tender conditions are very clear. Unless they provide an unconditional Unless they provide an unconditional MoU, we can accept it. Otherwise, we will proceed as per the tender conditions,” said the official.
Business Collaboration
Jupiter Wagons and CAF join hands to set up metro rail coach facility centre in India
Kolkata-based mobility solutions provider Jupiter Wagons Ltd (JWL) is planning to enter into the metro rail business, metro coaches and similar urban rapid mass transit systems along with mainline high-speed trains in India. The company has entered into a partnership with Spanish Rolling Stock manufacturing firm CAF (Construcciones y Auxiliar de Ferrocarriles) and is planning to set up a manufacturing facility at an estimated investment of around Rs300 crore.
"The company is yet to zero in on the location for the proposed unit. The investment of Rs300 crore would be jointly funded by JWL and CAF," said Vivek Lohia, Managing Director, Jupiter Wagons Ltd.
Jupiter Wagons Ltd has been recently listed on BSE and NSE via a reverse merger with CEBBCO (Commercial Engineers & Body Builders Company Ltd). The company currently has an order book of close to Rs 4,500 crore for wagons primarily coming from Indian Railways and also some private entities.
“We have an order book of around ₹3,000 crores from Indian Railways and another ₹1,500 crore from private entities. Indian Railways is likely to come up with tenders for another 30,000-40,000 wagons. Our order book is very healthy so far and now it all depends on execution,” said Lohia, as reported by Business Line.
According to its financial position, the group revenue of JWL currently stands at close to Rs1,200 crore and is expected to grow backed by a strong order book and foray into newer areas. CEBBCO, a prominent manufacturer of tipplers, trailers, and specialized defense vehicles was acquired by Jupiter Wagons via a stressed assets auction in 2019. The consolidation will result in synergies between business operations, allowing for more efficient cash management and unrestricted access to cash flow to be deployed more efficiently to fund growth opportunities.
“As a result of the merger, JWL will be able to use its financial strength to undertake a growth phase that will include upgrading operations to meet current industry demand, expanding into new product development, and market sector consolidation,” Lohia said.
JWL has also recently entered the electric mobility market with the launch of ‘Jupiter Electric Mobility’ (JEM) focusing on commercial EV vehicles. The company has formed a joint venture with EA GreenPower Pvt Ltd, a wholly-owned subsidiary of GreenPower Motor Company Inc.
With the JV with GreenPower, JWL seeks to align the technology assets of both organizations by generating safety and sustainability in the EV market.
“GreenPower is one of the biggest producers of commercial EV. We hope to launch a seven-tonne vehicle by the beginning of next calendar year,” Lohia added.
Business Collaboration
Talgo and Bharat Forge join hands to set up High Speed Train plant in India
BF Infrastructure, a wholly - owned subsidiary of Bharat Forge Limited, and Talgo India, a whollyowned subsidiary of Spanish manufacturer Patentes Talgo S.L., have decided to set up a joint venture for manufacturing semi/high-speed trains in India.
Talgo has more than 75 years’ experience in design, manufacturing and maintenance of trains.
The joint venture (JV) will focus on bringing high-speed rail technology and solution to Indian Railways. It will tap into any upcoming domestic opportunities in the railways and boost India's 'Atmanirbhar vision'.
"The proposed collaboration will also focus on setting-up manufacturing, maintenance and life cycle support hub for new generation, energy efficient, lightweight aluminum high speed railway trains," a release from the company said.
The announcement of the JV between the two giants comes at a time when the government is focusing on introducing more semi-high speed trains.
The government recently floated a tender for procurement of 100 Semi Hifgh Speed Vande Bharat trains with maximum speed of 200 kmph. These 100 trains will have articulated bogie, aluminium body and sleeper facilities.
The Bharat Forge-Talgo alliance also eyes future large business opportunities in the Indian Railways and upcoming domestic requirements, according to a joint statement from the companies.
“The collaboration will help bring state-of-the-art and highspeed rail technology and solutions to the Indian Railways and other private operators that will serve under the overarching self-reliant vision,” the statement added.
RITES signs MoU with CRIS to explore Rail Technology opportunities
RITES Ltd., the leading Transport Infrastructure Consultancy and Engineering company, has signed a memorandum of understanding (MOU) with Centre for Railway Information Systems (CRIS) to explore information technology-based opportunities in the railway sector and new-age areas.
The MoU will facilitate both entities to leverage each other's expertise and collaborate to drive digitalization in railway technologies. Together, CRIS and RITES will be working on national and international projects. With this partnership, the parties will devise smart, intelligent IT solutions for railway operations, apart from modernizing existing technology and the telecommunication sector.
Sanjay Gupta, Chief Information Technology Officer, RITES Ltd., said, "The MOU with CRIS will help in offering state-of-art solutions to our clients and will pave the path towards building the digital future as we continue to innovate and leverage our technical expertise across the world. “
The Centre for Railway Information Systems designs, develops, implements and maintains most of the important information systems of Indian Railways. It is under the ownership of Indian Railways, Ministry of Railways, Government of India. It is located in Chanakyapuri, New Delhi.
ANNIVERSARY SPECIAL
Mumbai Metro One celebrates its 8th Anniversary
Reliance Infra-arm Mumbai Metro One Private Limited (MMOPL) is celebrating its 8 years of the completion of successful operations of metro train services on Mumbai Metro's Line 1 (Versova-Andheri-Ghatkopar). The first metro train services started on 8th June 2014. This project is known as India's first successful PPP metro rail project. Entering the MRTS space largely managed by public sector organizations, Mumbai Metro One has already proven to be a case study in the industry. With a tremendous focus on operational efficiency, technological innovation and customer-centricity, Mumbai Metro One has become a lifeline in the Mumbai Metropolitan Region (MMR).
Being Mumbai’s first Metro, the operator has been able to imbibe the Metro culture among the commuters and educate people about working on the Metro system. MMOPL has been aptly reciprocated by Mumbaikars who have showered their love, support, appreciation and sense of belonging on various platforms.
In the last 8 years, Mumbai Metro One has received a huge response from the commuters and it has achieved served over 710 million passengers.
Mumbai Metro Line 1 delivered 8.8 Lakh trips with more than 99% punctuality. Rain or shine Mumbai Metro One has always turned out to be a savior of Mumbaikars. In these 8 years of operations, 16 trains of Mumbai Metro One have delivered nearly 1 crore km of a journey of around 6.25 Lakh km by each train.
The company has shared some major milestones and achievements recorded during these 8 years. The Mumbai Metro One has recorded many Ones in its history.
• India’s first metro to launch Mobile QR ticketing (launched on 17.11.2017): Mobile QR ticketing allowed commuters to book tickets at their own convenience from anywhere and travel hassle-free on
Mumbai Metro One. • India’s first metro line with Solar roofs (commissioned on 01.11.2017): Installation of rooftop solar panels with a capacity of 3 MWp at all 12 metro stations and metro depot. • India’s first loyalty program in MRTS, “Metro
Rewards”(introduced on 28.12.2018): “Metro
Rewards" is a unique loyalty program of Mumbai
Metro One that offers benefits to its commuters by making them earn points by travelling by metro, which can be redeemed for various offers by partner brands. • Paper QR Ticket “Innovative Ticketing” (launched on 16.01.2020): Paper QR (quick response) tickets were introduced to achieve the goal of discontinuing the use of plastic tokens & hence eliminating plastic-based pollution as a green and sustainable initiative. • Unlimited Trip Pass “To give more flexibility &
affordable rides to Metro commuters” (launched on
23.01.2020): This Unlimited Pass enables travel for commuters for hassle-free unlimited trips within the chosen stations so that one doesn’t need to buy tickets daily. • MOULD “Metro One Universe of Learning &
Development” (launched on 28.02.2020): In efforts to establish Mumbai Metro One as a knowledge organization, inaugurated "MOULD " (Metro One
Universe of Learning & Development) Center to impart classroom & practical training to all upcoming Metro lines in Mumbai. • WhatsApp e-Ticket facility (launched on 15.04.2022): Mumbai Metro One took a major green initiative in the field of e-ticketing. Continuing with its tradition of innovation and providing world class customer experience, Mumbai Metro One became the first MRTS (Mass Rapid Transit System) in the world to offer e-tickets on WhatsApp. • Retail brands in Metro: Mumbai Metro One has attracted several top brands like Bisleri, LIC, IndusInd
Bank, Jumbo King, Burger King, Aurelia, Peter
England, Wagh Bakri, Monginis, and Kotak Bank to name a few. • Brands in Advertising: Many top brands have partnered with Mumbai Metro One. MasterCard, Vivo,
Medimix, LIC, Bisleri, IndusInd Bank, Tecno, Ikea,
Amazon to name a few. • Mumbai Metro Line 1 is covering a total distance of 11.40 km and consists of 12 fully elevated stations from
Versova to Ghatkopar. It connects the eastern and western suburbs of Mumbai.
Sr. IAS Officer, Ashwini Bhide again takes charge of Managing Director of Mumbai Metro Rail Cor poration (MMRC)
1995-batch Officer of Indian Administrative Services (IAS) and Additional Commissioner of Municipal Corporation of Greater Mumbai, Mrs. Ashiwini Bhide again took the charge of Managing Director of Mumbai Metro Rail Corporation Ltd (MMRC) on July 13, 2022.
On July 12, 2022, in the late evening, the new Maharashtra government issued an Order whereby Bhide was given additional charge as managing director (MD), MMRCL, which is implementing the Colaba-Seepz Metro-3 project. Bhide will also continue to work as an additional commissioner, at Brihanmumbai Municipal Corporation (BMC).
Earlier in January 2020, she was transferred out of MMRCL to BMC due to one of the first decisions of Uddhav Thackeray’s government had been to shift the Metro car shed from Aarey to Kanjur Marg. The decision was reversed at their very first meeting after Eknath Shinde and Devendra Fadnavis took charge earlier this month. The work on the Metro 3 project was delayed after the central government objected to the MVA government’s decision to move the car shed from Aarey to Kanjur Marg.
Ashwini Bhide, who is credited with implementing the Mumbai Metro's Line 3 project rapidly, had been bitterly criticized after the MMRCL felled more than 2,000 trees in the dead of the night at Aarey Milk Colony amid strenuous objections from environmentalists.
Until her transfer in January 2020, Ashwini Bhide had served in the Mumbai Metropolitan Region Development Authority (MMRDA) right through 2008, except for one year in 2014-15. She was in charge of several key projects including the eastern freeway between P D’Mello Road and Ghatkopar. In January 2015, she was appointed as Managing Director, MMRC, a joint venture between the Maharashtra government and the Central Government to implement construction work on 33.5 km Mumbai Metro Line-3 (mostly underground metro corridor).
The 33.5 km Mumbai Metro's Line 3 will connect the Cuffe Parade business district in the extreme south of the city to SEEPZ in the north-central with 26 underground and one at-grade station.
RAIL & METRO EVENT CALENDER 2022
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