Urban Transport Infrastructure November 2020 by Urban Transport News

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VOL. II / ISSUE 12 / BI-MONTHLY / NOVEMBER 2020

infrastructure

Cover Story RRTS: Transforming regional mobility at higher speeds in India Published by Scan from here to read online version

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URBAN TRANSPORT INFRASTRUCTURE / NOVEMBER 2020 / VOL. II / ISSUE 12

REGULAR COLUMNS

Editorial Advisory Board

Editor’s Note

Subscription Form

Round Up

Urban Rail Progress Report

Major Contracts Awarded in 2020-21

Leaders Feedback

29 INTERVIEW 23 29 35

Managing Director, National Capital Region Transport Corporation Limited (NCRTC)

Dr. Brijesh Dixit

Managing Director, Maharashtra Metro Rail Corporation Limited (Maha Metro)

Dr. Tansen Chaudhari

COO, Fluid Controls Private Limited

NEW ANNOUNCEMENT

EXCLUSIVE COVERAGE

Mr. Vinay Kumar Singh

RRTS: Transforming regional mobility at higher speeds in India

Role and importance of Hydrogen-fuel Cell based mobility to save the World

By Urban Transport News, New Delhi

Urban Transport Infrastructure // NOVEMBER 2020

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CONTENT 

47 27 METRONEO (LRTS)

Govt. of India to introduce Metro Neo – A Light Urban Transport System – for small cities…

INTERNET OF THINGS (IoT)

Smart Bus Maintenance in Public Transport by Using Internet of Things (IoT) Dr. Amudhan Valavan, Public Transport Expert

Urban Transport News, New Delhi

DIGITALISATION IN RAILWAYS

How railway digitalisation is on the rise in India?

Gabor Fodor, Bastian Cellarius, David Rothbaum and Keerthi Kumar Nagalapur (Researcher Group, Radio)

INDIAN RAILWAYS

How Indian Railways can emerge as a key driver of the Indian economy?

Amitabh Kant, CEO, NITI Aayog, Govt. of India

MAKE IN INDIA 47

How ‘Make in India’ initiative is giving impetus to the High Speed Rail projects?

National High Speed Rail Corporation Limited (NHSRCL)

INDUSTRY EVENTS

Event Calendar 2020

Editorial Calendar 2020-21

COVID-19 & TRANSPORT DATA

Three ways COVID-19 is reshaping how we collect and use data in transport? Gurpreet Singh Sehmi, Research Consultant, Sustainable Mobility for All (SuM4All)

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NOVEMBER 2020 // Urban Transport Infrastructure

Urban Transport Infrastructure Magazine

EDITORIAL ADVISORY BOARD Our distinguished advisory board has been assembled to guide Urban Transport Infrastructure journal to become even more representative of urban mobility & infrastructure industry. Members have been invited from the highest levels of the industry and academic/research institutions to ensure high quality content so that the journal can continue on its path of success.

Dr. Vinay Maitri Professor & Dean School of Planning & Architecture, New Delhi

Dr. Richa Chowdhary Associate Professor University of Delhi, New Delhi

Karuna Gopal Smart Cities Advisor Foundation for Futuristic Cities, Hyderabad

Dr. Annapoorna Ravi Media & Comm. Expert Public Affairs Centre (PAC), Bangalore

Dr. Surabhi Singh Associate Professor Institute of Management Studies (IMS), Ghaziabad

Ar. Priyanka Kumar Urban Planner Regional Centre for Urban & Environmental Studies, Lucknow

Dr. Vivek Vaidyanathan Urban Transport Scientist Center for Study of Science, Technology & Policy (CSTEP), Bangalore

R. Sethuraman Sr. EPC Advisor Chennai

Sudhanshu Mani, IRSME Urban Rail Expert Ex-GM/ICF, Indian Railways, Chennai

Dr. Kamal Soi Road Safety Expert Member-National Road Safety Council, New Delhi

Dr. Valavan Amudhan Public Transport Expert Executive Director-TECHSACS

Ishan Chanda Dy. Manager DIMTS, New Delhi

Mehjabeen Economist & Policy Expert Hyderabad

Sanjam Gupta Director Sitara Shipping Limited, Mumbai

Urban Transport Infrastructure // NOVEMBER 2020

Ad. Sanndhya Pillai Maritime Lawyer SSS Maritime Services & Consultancy (P) Ltd., Mumbai

MC Chauhan, IRSEE Railway Expert Ex. Chairman â&#x20AC;&#x201C;KMRC, Ex. GM/NCR, Indian Railways

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Vol. II / Issue 12

NOVEMBER 2020

Managing Editor’s Message

Mamta Shah Managing Editor Vinod Shah Head - Communications Surya Prakash Circulation In-charge Anushka Khare Associate Editor Naomi Pandya Digital Media & Design Executive Krishtina D’Silva Sr. News Editor (Global News) Urban Transport Infrastructure Magazine is published bi-monthly by:

Urban Transport News F-35, First Floor, Pankaj Grand Plaza, Mayur Vihar Phase-I, New Delhi-110091 Tel: 011-4248 4505, +91-9716 4545 05 E-mail: editor@urbantransportnews.com Web: www.urbantransportnews.com Subscriptions: Urban Transport Infrastructure Magazine is sent without obligation to professionals and key opinion leaders working in urban transport industry in India and other countries. However, publisher reserves the right to limit the number of copies. Cover Price: Print ₹ 300.00, Digital- ₹100.00 Annual: Print ₹ 1800.00, Digital: ₹ 500.00 All subscriptions payable in advance. Print circulation available in India only. © All rights reserved. Contents of this publication may not be reproduced without written consent of the publisher. For reprint, circulation in outside India, please contact: editor@urbantransportnews.com Edited and published digitally by Mrs. Mamta Shah, Managing Editor from F-35, First Floor, Pankaj Grand Plaza, Mayur Vihar Phase I, New Delhi-110091, India.

ISSN 2581-8023 Disclaimer: The facts and opinions expressed by the authors/contributors here do not reflect the views of editorial team or editorial board of Urban Transport News/Urban Transport Infrastructure Magazine.

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The current necessity of social distancing is re-shaping urban transport. In several cities the impact of the Covid-19 pandemic is already evident. Like the 'bike revolution' started in the Netherlands after an economic and social crisis in the Seventies, the pandemic may be a fly-wheel for sustainable mobility in many polluted urban areas. Willingly or forced by circumstances, cities across Europe have slowly started to change their vision about urban mobility. “Towns built for people not for cars” is a concept acknowledged even before the coronavirus outbreak, due to the high level of pollution released by the heavy traffic in the big communities. Now, social distancing imposed by the sanitary crisis has led many municipalities to offer their citizens new travelling ways to avoid gatherings on public transport along with an excessive use of private cars. At the same time, India is witnessing the arrival of a new generation of mobility discourses, which are nuanced enough to provide sustainable urban mobility. The Ministry of Housing & Urban Affairs has issued a detailed advisory, as to how the nation needs to move ahead in these testing times. It rests on three key pillars, namely, promotion of public transport system, leveraging technological advancements and penetration of NMT systems in the urban transport paradigm. Various studies show that about 16-57% of urban commuters are pedestrian and about 30-40% of commuters use bicycles in the country depending on the size of the city. Considering this as an opportunity, elevating the priority of these modes gives travelers another private vehicle alternative, which is clean, safe, secured particularly if it is integrated with other modes and affordable for all. Non-motorised transport will occupy the prime, non-negotiable, position in every form of urban mobility discourse and intervention. Please share your valuable feedback on the content of this Journal so that we can improve and provide more useful information in our future editions. Stay Safe and Stay Happy! Mamta Shah Managing Editor editor@urbantransportnews.com

NOVEMBER 2020 // Urban Transport Infrastructure

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ROUND UP ď ˇď ľ

HIGHLIGHTS September 2020 KMRL opens Thykoodam-Petta stretch of Kochi Metro Phase-I | Metro Rail The Ministry of Housing and Urban Affairs (MoHUA) and the Government of Kerala jointly inaugurated the 1.33 km long Thykoodam-Petta stretch of the Kochi Metro Rail Project- Phase I on September 7 , 2020. BMRCL signs two MoUs for Bangalore Metro Phase 2B | Metro Rail Bangalore Metro Rail Corporation Limited (BMRCL) signed two Memorandum of Understanding (MoU) agreements for the Bengaluru Metro Rail Project-Phase 2B (Bengaluru Airport Corridor) on September 8, 2020. Govt. of India, ADB sign loan agreement for Delhi-Meerut RRTS Phase-I | Regional Rail Govt. of India and the Asian Development Bank (ADB) signed a loan agreement for providing funds worth Rs 37,402.75 million (USD 500 million) for the Delhi-Ghaziabad-Meerut Regional Rapid Transit System (RRTS) Project- Phase I on September 8, 2020. Three firms submit bids for supply of elevators, escalator for Phases IA, IB of Kochi Metro | Metro Rail A total of three firms have submitted bids for design, manufacture, supply, installation, testing and commissioning of heavy duty machine room less elevators and heavy duty escalator for Phases IA and IB of the Kochi Metro Rail Project. NHAI approves implementation of Phase I of Delhi-Dehradun elevated corridor project | Road Transport The National Highways Authority of India (NHAI) Board granted approval for implementation of phase I of the DelhiDehradun Elevated Corridor Project on September 8, 2020. Survey conducted for Gurgaon-Faridabad Metro Rail Corridor | Metro Rail A survey was conducted by a team of Delhi Metro Rail Corporation (DMRC), Haryana Mass Rapid Transport Corporation Limited (HMRTC) and Haryana Shahari Vikas Pradhikaran (HSVP) officials for the Gurgaon-Faridabad Metro Rail Project on September 9, 2020. Trial run for Washermenpet-Wimco Nagar Metro to be conducted by November | Metro Rail The trial run for the Chennai Metro Rail Project Phase-I Extension (Washermenpet to Wimco Nagar) is likely to be conducted by November 2020. MRVC commences survey for land acquisition at Chikhloli station for MUTP-3A | Suburban Rail Mumbai Railway Vikas Corporation Limited (MRVC) commenced survey work for land acquisition for construction of Chikhloli station under the Mumbai Urban Transport Project (MUTP) - Phase 3A on September 8, 2020. CCEA approves implementation of Haryana Orbital Rail Corridor | Regional Rail The Cabinet Committee on Economic Affairs (CCEA) granted approval for implementation of the Haryana (PalwalSonipat) Orbital Rail Corridor Project on September 15, 2020. WWW.URBANTRANSPORTNEWS.COM

NOVEMBER 2020 // Urban Transport Infrastructure

ď ľď ˇ ROUND UP Maharashtra Govt approves funds for Solapur Airport | Airport The Government of Maharashtra (GoM) approved funds worth Rs 500 million for acquisition of 34 hectares (ha) of land for the Solapur Greenfield Airport Project Phase I on September 15, 2020. Three firms submit bids for civil works in Package C-4 of Mumbai-Ahmedabad HSR | High Speed Rail A total of three firms have submitted bids for Package C-4 involving design and construction of civil and building works including testing and commissioning on design build lump sum price basis involving viaducts, bridges, maintenance depots, tunnel, stations (Vapi, Bilimora, Surat and Bharuch), and Surat depot between Zaroli village at MaharashtraGujarat border (156.6 km) and Vadodara (393.7 km); excluding works for four number pre-stressed concrete (PSC) bridges and six number steel truss bridges under the Mumbai-Ahmedabad High-Speed Rail Corridor Project. Work commences on terminals for Phase I of Kochi Water Metro | Metro Rail The construction work commenced on terminals for Phase I (Stage II) of the Kochi Integrated Water Transport Project on September 16, 2020. MMRCL completes tunnelling work for Sahar-CSMIA T1 stretch of Mumbai Metro Line 3 | Metro Rail Mumbai Metro Rail Corporation Limited (MMRCL) completed the tunnelling work for 1.5 km long Sahar- Chhatrapati Shivaji Maharaj International Airport (CSMIA) Terminal 1 stretch of the Mumbai Metro Phase I Line 3 Project (ColabaBandra-SEEPZ) on September 21, 2020. Rajasthan Govt inaugurates Phase IB of Jaipur metro in Rajasthan | Metro Rail The Government of Rajasthan (GoR) inaugurated the 2.35 km long Phase IB of the Jaipur Metro Rail Project (Phase I) on September 23, 2020. Construction work on Najafgarh-Dhansa Bus Stand Metro to complete by May 2021 | Metro Rail The construction work on the Najafgarh-Dhansa Bus Stand Metro Rail Project (Delhi metro-Corridor 6 extension) is likely to be completed by May 2021. Eight firms submit bids for Package C-6 for Mumbai-Ahmedabad HSR | High Speed Rail A total of eight firms have submitted bids for package C-6 including design and construction of civil and building works including testing and commissioning on design build lump sum price basis involving viaduct and bridges, crossing bridges, maintenance depot and station (Anand/Nadiad), between Vadodara (401.898 km) and Ahmedabad (489.467 km), excluding works for one PSC bridge and four steel truss bridges in Gujarat under the Mumbai-Ahmedabad High-Speed Rail Corridor Project. BIAL, VHO sign MoU for conducting feasibility study for Bengaluru Airport-City Centre Hyperloop | Hyperloop Bengaluru International Airport Limited (BIAL) has signed a Memorandum of Understanding (MoU) with Virgin Hyperloop One (VHO) for conducting feasibility study for implementation of the Bengaluru Airport-City Centre Hyperloop Project. Maha-Metro completes tunnelling work for Range Hill-Civil Court stretch of Pune Metro Phase I | Metro Rail Maharashtra Metro Rail Corporation Limited (Maha-Metro) completed the tunnelling work for 1.6 km long Range HillShivaji Nagar-Civil Court stretch of Corridor 1 of the Pune Metro Rail Project - Phase I on September 28, 2020. NCRTC commences piling work for Delhi-Alwar RRTS Phase I | Regional Rail National Capital Region Transport Corporation (NCRTC) has commenced piling work on 10 km long elevated stretch from Udyog Vihar-Rajiv Chowk of the Delhi-Gurgaon-Rewari-Alwar Regional Rapid Transit System (RRTS) Project Phase I. Six firms submit bids for construction of viaduct, stations for Surat Metro Phase-I | Metro Rail A total of six firms have submitted bids for construction of 11.6 km elevated viaduct from Kadarsha Ni Nal to Dream City dead end including ramp for depot entry near Dream City and 10 stations [excluding electrical and mechanical (E&M), architectural finishing and roofing] under Package CS1 for the Surat Metro Rail Project Phase-I.

Urban Transport Infrastructure // NOVEMBER 2020

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ROUND UP ď ˇď ľ Four firms submit bids for provision of signalling system for Mumbai Metro lines-4, 4A | Metro Rail A total of four firms have submitted bids for design, manufacture, supply, installation, testing and commissioning of signalling and train control (S&TC) including platform screen doors system for main line and depot for the Mumbai Metro Phase II Line 4 Project (Wadala-Ghatkopar-Teen Haat Naka (Thane)-Kasarwadavli) and Mumbai Metro Phase II Line 4A Project (Kasarvadavali-Gaimukh). New Development Bank approves funds for Mumbai metro Line 6, Delhi-Meerut RRTS | Regional Rail The Board of Directors of the New Development Bank (NDB) approved funds for the Mumbai Metro Phase III Line 6 Project [Swami Samarth Nagar-Vikhroli (EEH)] and the Delhi-Ghaziabad-Meerut Regional Rapid Transit System (RRTS) Project- Phase I on September 29, 2020. Seven firms submit bids for construction of tunnel, stations for Corridor 1 of Kanpur Metro Phase-I | Metro Rail A total of seven firms have submitted bids for design and construction of tunnel from start of elevated ramp (after Motijheel metro station) to end of Nayaganj station including four underground metro stations, viz., Chunniganj, Naveen Market, Bada Chauraha and Nayaganj and ramp including architectural finishes, electrical and mechanical (E&M) works, tunnel ventilation system (TVS), environmental control system (ECS) etc. for Corridor 1 under Package KNPCC-05 of the Kanpur Metro Rail Project-Phase I.

October 2020 Kolkata Metro opens Salt Lake Stadium-Phoolbagan stretch of Kolkata East-West Metro | Metro Rail The Ministry of Railways inaugurated 1.66 km long Salt Lake Stadium-Phoolbagan underground stretch of the Kolkata East-West Metro Project on October 4, 2020. MMRCL completes tunnelling work for Siddhivinayak -Dadar stretch of Mumbai Metro Line 3 | Metro Rail Mumbai Metro Rail Corporation Limited (MMRCL) completed the tunnelling work for 1.1 km long Siddhivinayak north shaft-Dadar stretch of the Mumbai Metro Phase I Line 3 Project (Colaba-Bandra-SEEPZ) on October 5, 2020. Union cabinet approves Bengaluru Suburban Rail Project | Suburban Rail The Union Cabinet approved implementation of the Bengaluru Suburban Rail Project on October 7, 2020. Union cabinet approves revised cost of Kolkata East-West Metro | Metro Rail The Union Cabinet granted approval for revised cost of Rs 85.75 billion for the Kolkata East-West Metro Project on October 7, 2020. NIAL, YIAPL sign concession agreement for implementation of Jewar Airport | Airport Noida International Airport Limited (NIAL) and Yamuna International Airport Private Limited (YIAPL) signed the concession agreement for implementation of the Jewar (Greater Noida) Greenfield Airport Project on October 7, 2020. Biocon, BMRCL sign MoU for construction of Hebbagodi station of Bengaluru Metro Phase II | Metro Rail Biocon Foundation signed a Memorandum of Understanding (MoU) with Bangalore Metro Rail Corporation Limited (BMRCL) to contribute funds worth Rs 650 million for construction of Hebbagodi station under Reach 5 of the Bengaluru Metro Rail Project - Phase II on October 8, 2020. State cabinet approves implementation of light metro in Gorakhpur in Uttar Pradesh | Metro Rail The Uttar Pradesh cabinet granted approval for implementation of the Gorakhpur Light Metro Rail Project on October 9, 2020. KMRC completes east-bound tunnelling work of Kolkata East-West Metro | Metro Rail Kolkata Metro Rail Corporation (KMRC) completed the east-bound tunnelling of the Kolkata East-West Metro Project on October 9, 2020. CMRS grants safety clearance for four stations of Nagpur Metro Phase I | Metro Rail The Commissioner of Metro Rail Safety (CMRS) granted safety clearance for four stations viz. Ajni Square, Rahate Colony, Bansi Nagar, LAD square of the Nagpur Metro Rail Project-Phase I on October 10, 2020. WWW.URBANTRANSPORTNEWS.COM

NOVEMBER 2020 // Urban Transport Infrastructure

ď ľď ˇ ROUND UP Land acquisition for Virar-Dahanu section under MUTP Phase-III to complete by March 2021 | Suburban Rail The land acquisition process for quadrupling of Virar-Dahanu section under the Mumbai Urban Transport Project (MUTP) - Phase III is likely to be completed by March 2021. State cabinet approves Nagpur Broad Gauge Metro in Maharashtra | Regional Rail The Maharashtra cabinet granted approval for implementation of the Nagpur Broad Gauge Metro Project on October 14, 2020. MMRCL completes tunnelling work for Churchgate-Hutatma Chowk stretch of Mumbai Metro Line 3 | Metro Rail Mumbai Metro Rail Corporation Limited (MMRCL) completed the tunnelling work for 653 m long Churchgate-Hutatma Chowk stretch of the Mumbai Metro Phase I Line 3 Project (Colaba-Bandra-SEEPZ) on October 16, 2020. UKMRC submits DPR for Dehradun-Haridwar-Rishikesh metro to Uttarakhand Government | Metro Rail Uttarakhand Metro Rail, Urban Infrastructure and Buildings Construction Corporation Limited (UKMRC) has submitted the detailed project report (DPR) for the Dehradun-Haridwar-Rishikesh Metro Rail Project to the Government of Uttarakhand). Three firms submit bids for construction of viaduct, stations for Corridor IV of Chennai Metro Phase II | Metro Rail A total of three firms have submitted bids for construction of elevated metro stations at Power House, Vadapalani, Saligramam, Avichi School, Alwartiru Nagar, Valasaravakkam, Karambakkam, Alapakkam Junction and Porur Junction and associated viaduct from chainage 10.02 km to 17.98 km and all associated works under Package C4-ECV-01 of Corridor IV of the Chennai Metro Rail Project Phase-II. State inaugurates Kumbharia-Kadodara section of Surat BRTS in Gujarat | BRTS The Government of Gujarat inaugurated the 5.08 km long Kumbharia-Kadodara section of the Surat Bus Rapid Transit (BRT) Project on October 20, 2020. Five firms submit bids for provision of consultancy services for Mumbai Metro lines-10, 12 | Metro Rail A total of five firms have submitted bids for provision of general consultancy (GC) services for civil works of the Mumbai Metro Phase III Line 10 Project (Gaimukh-Shivaji Chowk) and the Mumbai Metro Phase III Line 12 (Kalyan-DombivliTaloja) Project. Four firms submit bids for provision of consultancy services for Navi Mumbai Metro Phase II, III | Metro Rail A total of four firms have submitted bids for engagement of detailed design consultant (DDC) for civil, architectural and building services including electrical and mechanical (E&M) works for the Navi Mumbai Metro Rail Project (Corridor IPhase II) and the Navi Mumbai Metro Rail Project (Corridor I- Phase III) including civil and E&M works for Khandeshwar depot. Tenders for civil works of Corridor 1 of Bengaluru Suburban Rail to be issued by April 2021 | Suburban Rail Rail Infrastructure Development Company (Karnataka) Limited (K-RIDE) is likely to issue tenders for implementation of Corridor 1 of the Bengaluru Suburban Rail Project (Bengaluru Commuter Rail System) by April 2021.

Urban Transport Infrastructure // NOVEMBER 2020

WWW.URBANTRANSPORTNEWS.COM

URBAN RAIL PROGRESS REPORT 

India’s Urban Rail Network AT A GLANCE

OPERATIONAL NETWORK System

# As on 31st October 2020

Network Length (km)

Metro Rail

702.4

Monorail

19.5

Tram

38.0

Suburban Rail

2593.5

Regional Rail (RRTS)

High Speed Rail

Total Network:

3353.4

UNDER CONSTRUCTION System

Network Length (km)

Metro Rail

562.08

Metrolite

Suburban Rail

Regional Rail (RRTS)

188.15

High Speed Rail

508.18

Total Network:

1337.41

NEW APPROVED System

Network Length (km)

Metro Rail

626.67

Metrolite/MetroNeo

69.85

Suburban Rail

252.96

Regional Rail (RRTS)

103.0

High Speed Rail

4097.0

Total Network: WWW.URBANTRANSPORTNEWS.COM

5149.48 NOVEMBER 2020 // Urban Transport Infrastructure

 URBAN RAIL PROGRESS REPORT UNDER CONSTRUCTION METRO PROJECT

METRO RAIL PROJECTS

Project

OPERATIONAL METRO RAIL NETWORK Project

Network (km)

Kolkata Metro (West Bengal)

102.2

Ahmedabad Metro (Gujarat)

6.5

Mumbai Metro (Maharashtra)

180.0

Bangalore Metro (Karnataka)

42.3

Meerut Metro (Uttar Pradesh)

20.0

Chennai Metro (Tamil Nadu)

45.0

Nagpur Metro (Maharashtra)

76.5

Nashik Metro Neo (Maharashtra)

32.0 11.0

Delhi Metro (Delhi)

347.6

Gurgaon Rapid Metro (Haryana)

11.7

Navi Mumbai Metro (Maharashtra)

Hyderabad Metro (Telangana)

69.2

Patna Metro (Bihar)

31.39

Jaipur Metro (Rajasthan)

12.0

Pune Metro (Maharashtra)

39.92

Kochi Metro (Kerala)

25.6

Surat Metro (Gujarat)

40.35

Kolkata Metro (West Bengal)

34.5

Total Network:

Lucknow Metro (Uttar Pradesh)

22.9

Mumbai Metro (Maharashtra)

11.4

Project

Mumbai Monorail (Maharashtra)

19.5

Dholera Metro (Gujarat)

100.0

Nagpur Metro (Maharashtra)

24.5

Delhi Metrolite (Delhi)

40.85

Noida Metro (Uttar Pradesh)

29.7

Mumbai Metro (Maharashtra)

Kolkata Tram (West Bengal)

38.0

Nagpur BG Metro (Maharashtra)

Total Network:

740.4

UNDER CONSTRUCTION METRO PROJECT Project

Network (km)

Agra Metro (Uttar Pradesh)

29.4

1060.18

NEW APPROVED METRO PROJECT Network (km)

87.6 268.63

Thane Metro (Maharashtra)

29.0

Gorakhpur Metro (Uttar Pradesh)

27.5

Gurugram Metro (Haryana)

30.0

Total Network:

556.08

UNDER CONSIDERATION METRO PROJECT

Ahmedabad Metro (Gujarat)

95.32

Bangalore Metro (Karnataka)

80.0

Project

Bhopal Metro (Madhya Pradesh)

28.0

Coimbatore Metro (Tamil Nadu)

147.0

Chennai Metro (Tamil Nadu)

118.9

Ghaziabad Metro (Uttar Pradesh)

11.0

Delhi Metro (Delhi)

103.9

Jewar Airport Metro (Uttar Pradesh)

90.0

Network (km)

Noida Metro (Uttar Pradesh)

3.8

Hyderabad Metro (Telangana)

3.1

Indore Metro (Madhya Pradesh)

31.5

Jammu Metro (J&K)

23.0

9.0

Srinagar Metro (J&K)

25.0

Kanpur Metro (Uttar Pradesh) Kolkata Metro (West Bengal) Total Network:

62.96 562.08

Urban Transport Infrastructure // NOVEMBER 2020

Varanasi Metro (Uttar Pradesh) Visakhapatnam Metro (Andhra Pradesh)

19.35 80.0

WWW.URBANTRANSPORTNEWS.COM

URBAN RAIL PROGRESS REPORT 

HSR/SEMI-HSR/RRTS PROJECTS HIGH SPEED RAIL NETWORK Project

Network (km)

Executing Agency

Mumbai-Ahmedabad HSR corridor

508.0

NHSRCL

Under construction

Mumbai-Nagpur HSR corridor

741.0

NHSRCL

DPR under progress

Mumbai-Hyderabad HSR corridor

711.0

NHSRCL

DPR under progress

Delhi-Varanasi HSR corridor

865.0

NHSRCL

DPR under progress

Delhi-Ahmedabad HSR corridor

886.0

NHSRCL

DPR under progress

Chennai-Mysore HSR corridor

435.0

NHSRCL

DPR under progress

Delhi-Amritsar HSR corridor

459.0

NHSRCL

DPR under progress

Delhi-Mumbai HSR corridor

1384.0

HSRCIL

Feasibility study completed

Mumbai-Chennai HSR corridor

1334.0

HSRCIL

Feasibility study under progress

Chennai-Kolkata HSR corridor

1670.0

HSRCIL

Pre-feasibility study under progress

Delhi-Kolkata HSR corridor

1447.0

HSRCIL

Feasibility study under progress

Mumbai-Kolkata HSR corridor

1961.0

HSRCIL

Pre-feasibility study under progress

Delhi-Chennai HSR corridor

2184.0

HSRCIL

Feasibility study under progress

Total Network:

Status

14613.0

SEMI HIGH SPEED RAIL NETWORK Project

Network (km)

Executing Agency

Status

Ahmedabad-Rajkot Semi HSR corridor

227.0

G-RIDE

Pune-Nashik Semi HSR corridor

231.7

MAHARAIL

DPR completed

Thiruvananthapuram-Kasargod Semi HSR corridor

530.6

K-RAIL

DPR completed

Total Network:

989.3

Feasibility study completed

REGIONAL RAIL TRANSIT SYSTEM NETWORK Project

Network (km)

Executing Agency

Delhi-Meerut RRTS Smart Line

82.15

NCRTC

Under construction

Delhi-Panipat RRTS Smart Line

103.0

NCRTC

DPR approved

Delhi-Alwar RRTS Smart Line

106.0

NCRTC

Under construction

Total Network:

WWW.URBANTRANSPORTNEWS.COM

Status

291.15

NOVEMBER 2020 // Urban Transport Infrastructure

 INFRA BUSINESS REPORT

MAJOR CONTRACTS AWARDED IN 2020-21 Project Name

Contractor

Tender Value

Work

RRTS

L&T Infrastructure Engg.

₹6.75 Cr.

Consultancy services for design of three RRTS stations (Udyog Vihar, Sec-17, Rajiv Chowk) of Delhi-SNB-Alwar RRTS corridor

Patna Metro

AECOM JV

₹34.14 Cr.

Detailed Design Consultancy for Civil Construction of Corridor 1 & 2 of Phase I of Patna Metro Rail project

Patna Metro

Systra MVA

₹1.44 Cr.

Detailed Design Consultancy for Traction System of Corridor 1 & 2 of Phase I of Patna Metro Rail project

Delhi Metro

Systra MVA

₹21.16 Cr.

CBTC Consultancy for operation of RS10 Metro trains in Line 7 and Line 8 of Delhi Metro Rail network

Visakhapatnam Metro

UMTC

₹5.33 Cr.

Preparing DPR and providing transactional consultancy services for 33.5 km Visakapatnam Metro Rail project

Pune Metro

Honeywell Automation

₹76.33 Cr.

Supply of Telecommunication Systems for Pune Metro Rail project

RRTS

GR Infraprojects

₹592.17 Cr.

Construction of elevated viaducts including 3 stations (Udyog Vihar, Sec-17, Rajiv Chowk) of Delhi-SNB-Alwar RRTS corridor

Pune Metro

Swastik-URC-FabriykaBertolotti JV

₹110.0 Cr.

Supply of M&Ps for Vanaz and Range Hill Metro Car Shed for Pune Metro Rail project

Bangalore Metro

Siemens

₹250.90 Cr.

Supply of CBTC Signalling Solutions for Phase II of Bangalore Metro Rail project

RRTS

Bombardier Transportation

₹2577.0 Cr.

Supply of 210 Rolling Stock coaches and Depot M&Ps for Delhi-Meerut RRTS corridor

Mumbai Metro

J. Kumar Infraprojects

₹174.76 Cr

Construction of balance civil work of package 1 of Mumbai Metro Line-7 of MMRDA

Urban Transport Infrastructure // NOVEMBER 2020

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INFRA BUSINESS REPORT  Project Name

Contractor

Tender Value

Work

Bangalore Metro

ISGEC Heavy Engineering

₹150.83 Cr.

Construction of Metro Depot Structures, Site development works at Kothnur in Reach-6 of Bangalore Metro Rail Project Phase-2

Pune Metro

Jindal Steel & Power Ltd.

₹18.47 Cr.

Supply of 3000 MT 60E1 (UIC 60) , 1080 grade head hardened (HH) rails as per IRS-T-12-2009 for Pune Metro Rail project

Pune Metro

Mitsui & Co., Ltd

₹19.30 Cr.

Supply of 3000 MT 60E1 (UIC 60), 1080 grade head hardened (HH) rails as per IRS-T-12-2009 for Pune Metro Rail project

Pune Metro

Voestalpine VAE VKN India

₹21.86 Cr.

Design , manufacturing and supply of standard gauge 60E 1 (UIC 60) turnouts for Pune Metro Rail project

Noida Metro

LKT Engineering Consultants

₹2.18 Cr.

Providing detailed design consultancy (DDC) of Noida – Gr. Noida Metro corridor.

Kochi Metro

LKT Engineering Consultants

₹0.9 Cr.

Providing detailed design consultancy (DDC) of SN Junction – Thiripunithra of Kochi Metro Rail project Phase 1B.

Visakhapatnam Metrolite

Urban Mass Transit Company

₹3.38 Cr.

DPR Consultancy for 60.2 km Metrolite (Tram) project in the Visakhapatnam city

Kolkata Metro

ITD Cementation (India)

₹292.63 Cr.

Completion of balance civil work Line-6 (Airport Line) of Kolkata Metro Rail Project

Kanpur & Agra Metro

Technica Y-Italferr SpA JV

₹260.63 Cr.

General Consultancy Services for Kanpur and Agra Metro Rail project

Kanpur & Agra Metro

Bombardier Transportation

₹2051.0 Cr.

Supply of 201 metro coaches and providing Signalling Solution for Kanpur & Agra Metro Rail projects

Kochi Metro

Aarvee Associates Architects Engineers

₹17.59 Cr.

Project Management Consultancy services for Petta to Tripunithura section of Kochi Metro Phase I Extn. Project

Patna Metro

Quality Buildcon Pvt. Ltd.

₹143.35 Cr.

Construction of New ISBT Metro Depot for Phase-I of Patna Metro Rail Project (PC-02)

Chennai Metro

Bureau Veritas (India)

₹81.37 Lakh

Independent Safety Assessor (ISA) contract of the 9.051 km Chennai Metro Phase 1 Extension Project

Kochi Metro

KEC International – Vijay Nirman Company JV

₹162.98 Cr.

Construction of Viaduct from S.N. Junction to Thrippunithura including one Elevated Stations i.e Thrippunithura Terminal for Phase 1 Extension of Kochi Metro Rail Project (KAC-4)

Delhi-Meerut RRTS

ArcelorMittal España S.A.

₹144.79 Cr.

Supply of 22,000 MT of 60E1 Head Hardened (HH) rails for the under construction 82.15 km Delhi – Meerut RRTS project

Kochi Metro

Linxon India Pvt. Ltd.

₹48.39 Cr.

Supply & installation f 750 V DC Third Rail Traction Electrification and Auxiliary Sub Stations (ASS) and associated SCADA systems for Kochi Metro Phase-1 Extension.

Kolkata Metro

GPT Infraprojects Ltd.

₹196.30 Cr.

Construction of viaduct including two metro stations at Mominpur and Majerhat and Ramp at Joka depot end in connection with Joka-Esplanade Corridor of Kolkata Metro Rail Project

Kolkata Metro

ISGEC Heavy Engineering

₹350.89 Cr.

Construction of PEB sheds, structures, buildings, P-way and utilities, general electrical works and supply, installation and commissioning of machinery and plant for setting up of Metro Car Depot at Joka in connection with Joka-Esplanade Corridor of Kolkata Metro Rail Project

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NOVEMBER 2020 // Urban Transport Infrastructure

 INFRA BUSINESS REPORT Project Name

Contractor

Tender Value

Work

Patna Metro

NCC Limited

₹552.93 Cr.

Construction of elevated viaduct and five metro stations viz. Malai Pakri, Khemni Chak (Interchange station), Bhoothnath, Zero Mile & New ISBT of corridor -2 of Patna Metro.

Delhi-Meerut RRTS

Afcons Infrastructure Limited

₹1061.71 Cr.

Construction of elevated viaduct and two RRTS stations viz. Sarai Kale Khan and New Ashok Nagar of Delhi-Meerut RRTS Corridor.

Delhi-Meerut RRTS

Vijay Nirman Company – KEC International JV

₹279.07 Cr.

Construction of Depot cum Workshop near Duhai RRTS Station of Delhi - Meerut RRTS Corridor

Kanpur Metro

Sterling & Wilson Pvt. Ltd.

₹419.14 Cr.

Supply of Receiving cum Auxiliary Sub Stations Including High Voltage Cabling from Grid Substations, 750 Volts DC 3rd Rail Traction System, 33kV Cable Network, ASS, TSS & SCADA System for Corridor-1 & 2 of Kanpur Metro Rail Project

Delhi Metrolite

Gaveshana Geosciences Pvt Ltd.

₹37.80 Lakh

Conducting geotechnical investigation, topographical survey and utility identification works of Kirti Nagar – Bamnoli Village Metrolite Corridor

₹68.84 Cr.

E&M works at Kolkata Metro Line-6’s Barun Sengupta, Beliaghata, Gour Kishore Ghosh, Nicco Park, Salt Lake Sector V, Technopolis and Biddhannagar stations, and Line-3’s Behala Bazar, Taratala, Majerhat, and Mominpur Stations.

Kolkata Metro

Jakson Limited

Mumbai Metro

Blue Star Limited

₹149.0 Cr.

E&M works at Mumbai Central, Mahalaxmi, Science Museum, Acharya Atra Chowk and Worli underground stations of Mumbai Metro’s Line-3.

Kochi Metro

Sree Giri Consultants

₹52.98 Lakh

Proof consultancy services for the detailed structural design of the elevated viaduct and one elevated station from S.N. Junction to Thripunithura of phase 1B of Kochi Metro Rail Project

Delhi-Alwar RRTS

SYSTRA MVA Consulting (India)

₹23.23 Cr.

Detailed Design Consultant (DDC) for Civil, Architectural and E&M Works for the design of Seven elevated stations (Panchgaon, Bilaspur, Dharuhera, MBIR, Rewari, Bawal & SNB), One Depot at Dharuhera, stabling lines at Manesar and elevated viaduct from Kherki daula Toll Plaza to SNB (62 Km) and detailed planning of proposed five underground stations for Sarai Kale Khan (SKK) – SNB RRTS Corridor.

Mumbai Metro

Godrej and Boyce Manufacturing Co. Ltd.

₹44.42 Cr.

External Facade Works of 5 elevated stations i.e. Dahisar (E), Anand Nagar, Rushi Sankul, IC Colony and Eksar of Line 2A on Dahisar (E) to DN Nagar corridor of Mumbai Metro Project

Mumbai Metro

Godrej and Boyce Manufacturing Co. Ltd.

₹34.92 Cr.

External Facade Works of 4 elevated stations i.e. Don Bosco, Shimpoli, Mahavir Nagar and Kamraj Nagar of Line 2A on Dahisar (E) to DN Nagar corridor of Mumbai Metro Project

Mumbai Metro

NCC Limited

₹36.33 Cr.

External Facade Works of 04 (four) elevated stations i.e. Charkop, Malad, Kasturi Park and Bangur Nagar of Line 2A on Dahisar (East) to DN Nagar corridor of Mumbai Metro Rail Project

Mumbai Metro

J Kumar Infraprojects Ltd.

₹42.49 Cr.

External Facade Works of 4 elevated stations i.e. Goregaon, Adarsh Nagar, Shastri Nagar and D.N.Nagar of Line 2A on Dahisar (E) to DN Nagar corridor of Mumbai Metro Project

Delhi-Meerut RRTS

Sam (India) Builtwell

₹270.68 Cr.

Construction of Multistoried Staff Quarters and connectivity from Mathura Road to Jangpura Stabling Yard Complex for Delhi – Ghaziabad – Meerut RRTS Corridor.

Urban Transport Infrastructure // NOVEMBER 2020

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INFRA BUSINESS REPORT  Project Name

Contractor

Tender Value

Work

Kanpur & Agra Metro

Voestalpine VAE VKN India

₹64.52 Cr.

Supply of standard gauge UIC 60 turnouts, scissor crossovers, checkrails etc. for Kanpur and Agra Metro Rail projects

Kanpur Metro

SAM (India) Builtwell

₹150.14 Cr.

Civil, Architectural Finishes, Water Supply, Sanitary installation, Drainage, External Development, Fire fighting, Fire detection, E&M works and PEB structures for 9 elevated metro stations (from IIT Kanpur to Motijheel Metro Station) of Kanpur Metro

Delhi-Meerut RRTS

Larsen & Toubro (L&T) Limited

₹648.46 Cr.

Supply of Ballast-less Tracks from Sarai Kale Khan (in Delhi) to Modi Puram (in UP) including Jangpura Stabling Yard, Duhai and Modipuram Depots for RRTS Corridor

Delhi Metro

Paras Railtech Pvt. Ltd.

₹23.00 Cr.

Supply of Ballastless Track In Underground Section Of Airport Express Line From Dwarka Sec-21 To ECC Dwarka Sec-25 Standard Gauge Corridor Of Delhi MRTS Project of Phase-III

Delhi-Meerut RRTS

Larsen & Toubro (L&T) Limited

₹723.35 Cr.

Construction of elevated viaduct from end of Shatabdi Nagar Station to Brahmpuri DN ramp and from Begumpul UP Ramp to Modipuram end including Modipuram Depot entry Ramp and 5 elevated stations of Delhi – Meerut RRTS Corridor.

Agra Metro

Lisha Engineers Pvt. Ltd.

₹112.63 Cr.

Civil, PEB and E&M works for construction of depot cum workshop, including O&M quarters & structural, architectural, plumbing, external development, VAC, firefighting, etc. at PAC Land Depot for corridor-1 of Agra Metro Rail project

Mumbai Metro

Ahluwalia Contracts (India) Ltd.

₹543.28 Cr.

Construction of (Balance Civil works of CA-14) Mandale Depot [including Architectural Finishing works and excluding PreEngineered Structure works] of Line 2B Corridor [D.N. Nagar to Mandale] of Mumbai Metro Rail Project of MMRDA

Delhi Metro

Ghaziabad Mechfab Pvt. Ltd.

₹48.54 Cr.

Civil works for Remodeling, Construction of Ajronda Metro Depot cum Workshop and Inspection Bay Line including Design, Fabrication, Supply, Erection of Pre-Fabricated Steel Roof Structure, Roof Portals, Purlins, Sheeting etc. at Ajronda Metro Depot for Delhi MRTS Project.

Bangalore Metro

Afcons Infrastructure Ltd.

₹785.25 Cr.

Construction of elevated viaduct of length 9.859 km and 6 Nos of elevated metro stations viz, Central Silk Board, HSR layout, Agara, Ibbalur, Bellandur, Kadubeesanahalli including road widening, Utility diversion and allied works of Bengaluru Metro Rail Project Phase-2A [including construction of loops, ramps for road flyover at Central Silk Board junction of approx. length of 2.84 Km including Road widening & allied works in Reach5 line (R5/P4)]

Bangalore Metro

Shankaranarayana Constructions Pvt. Ltd.

₹623.55 Cr.

Construction of elevated viaduct of length 9.774 km and 7 Nos of elevated metro stations viz, Kodibeesanahalli, Marathahalli, ISRO, Doddanekundi, DRDO sports complex, Saraswathi Nagar and K R Puram including 1.097 km length link line to Baiyappanahalli Depot, 0.30 km length Pocket track, Road widening, Utility diversion and allied works of Bengaluru Metro Rail Project Phase -2A

MumbaiAhmedabad HSR

Larsen & Toubro (L&T) Limited

₹24985.16 Cr.

Construction of Civil and Building Works including Testing and Commissioning on Design Build Lump Sum Price basis for High Speed Railway involving Viaducts, Bridges, Maintenance Depots, Tunnel, Stations (Vapi, Bilimora, Surat and Bharuch), and Surat Depot between Zaroli Village at MaharashtraGujarat Border and Vadodara from MAHSR Km. 156.600 to MAHSR Km. 393.700 in the State of Gujarat

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NOVEMBER 2020 // Urban Transport Infrastructure

 INFRA BUSINESS REPORT Project Name

Contractor

Tender Value

Work

Delhi-Meerut RRTS

IRCON International Ltd.

₹317.80 Cr.

Design, Supply, Installation, Testing and Commissioning of Receiving Sub Stations [including 25 kV AC Traction cum 33 kV Auxiliary Main Sub Stations], Extra High Voltage & High Voltage Cabling, 25 KV Overhead Equipment (FOCS/ROCS), Auxiliary Power Supply and SCADA System for Complete Corridor of Delhi–Ghaziabad–Meerut RRTS Corridor

Delhi-Meerut RRTS

IRCON International Ltd.

₹404.94 Cr.

Design, Supply, Installation, Testing and Commissioning of Receiving Sub Stations [including 25 kV AC Traction cum 33 KV Auxiliary Main Sub Stations], Extra High Voltage & High Voltage cabling, 25 KV Overhead Equipment (FOCS/ROCS), Auxiliary Power Supply [including Auxiliary Sub Stations] and Associated works on Viaduct & tunnel from Duhai (EPE) to Modipuram [including Modipuram Depot] for Delhi– Ghaziabad–Meerut RRTS Corridor

Agra Metro

SAM (India) Builtwell

₹272.90 Cr.

Construction of elevated viaduct and 3 nos. elevated metro stations (viz. Taj East Gate, Basai & Fatehabad Road) including civil, architectural finished, water supply, fire fighting, fire detection, E&M works and PEB structures on Priority Corridor-1 of Agra Metro

Ahmedabad Metro

Ranjit Buildcon

₹417.90 Cr.

Construction of 6.478km elevated viaducts and 5 stations from CH. 25467.443m to 31945.443m and 0.679 km elevated viaducts and ramp for depot entry in connection with Ahmedabad Metro Rail Project Phase – II from Motera Stadium to Mahatma Mandir.

Delhi Metro

YFC Projects Pvt. Limited

₹52.41 Cr.

Civil works for Remodeling, Construction of Sarita Vihar Metro Depot cum Workshop and Inspection Bay Line including Design, Fabrication, Supply, Erection of Pre-Fabricated Steel Roof Structure, Roof Portals, Purlins, Sheeting etc. at Sarita Vihar Metro Depot for Delhi MRTS Project.

Delhi-Meerut RRTS

Afcons Infrastructure Ltd.

₹1529.10 Cr.

Design and Construction of Tunnels by TBM from near Brahampuri DN Ramp to Begumpul UP Ramp and 3 Under Ground Stations at Meerut Central, Bhaisali & Begumpul by Cut & Cover Method including Architectural Finishing and Design, supply, installation, testing and commissioining of Electrical and Mechanical Systtems including Fire detection & suppression System and Hydraulic systems on Delhi – Ghaziabad – Meerut Corridor.

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COVER STORY 

Regional Rapid Transit System (RRTS) Transforming regional mobility at higher speeds in India

o provide a new, dedicated, semi high speed, high capacity, comfortable and state -of-theart passenger services to the people by connecting regional nodes with India’s National Capital Region (NCR), the NITI Aayog (formerly known as Planning Commission) had set up a Task Force under the chairmanship of Secretary, Ministry of Housing & Urban Affairs (MoHUA) in 2005. The Task Force identified 8 RRTS corridors and prioritised three corridors namely DelhiMeerut, Delhi-Panipat and Delhi- Alwar for implementation. In Mar 2010, National Capital Region Planning Board (NCRPB) appointed

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M/s. Delhi Integrated Multi-Modal Transit System (DIMMTS) for DelhiMeerut and Delhi-Panipat and M/s. Urban Mass Transit Company Limited (UMTC) for Delhi-Alwar to carry out feasibility study and prepare the Detailed Project Report (DPR) for the proposed RRTS corridors. To implement the proposed RRTS projects, the Government of India under Ministry of Housing & Urban Affairs (MoHUA) has formed the National Capital Region Transport Corporation (NCRTC) - a special purpose vehicle in collaboration with participating state governments viz. Delhi, Uttar Pradesh, Haryana and Rajasthan. In its first phase, it will build a 383-km long network of high-frequency commuter rail lines to connect Delhi with cities and urban centres in adjoining states to support balanced and sustainable urban development through

better connectivity and access. On 8th March 2019, the Prime Minister of India Narendra Modi laid the Foundation Stone of India’s first Regional Rapid Transit System (RRTS) between Delhi and Meerut via Ghaziabad. The construction work on this corridor is in full swing. The 17-km priority section of the corridor is targeted to be commissioned by 2023 and the entire 82-km corridor will be opened for public by 2025. In addition to Delhi-Ghaziabad-Meerut, under RRTS Phase-1, NCRTC would also provide world class regional commuter transit services on the DelhiGurugram-SNB-Alwar (198 km) and Delhi-Panipat (103 km) corridors in future. All the three prioritized corridors of RRTS, converging at Sarai Kale Khan RRTS station, will be interoperable,

NOVEMBER 2020 // Urban Transport Infrastructure

 COVER STORY helping commuters travel from one corridor to another without changing the train. RRTS stations will be seamlessly integrated with metro stations, railway stations, bus terminals, and airports. RRTS network will be integrated with all lines of the Delhi Metro Rail Network. RRTS Smart Lines (Phase I)

additional 90 cars and a further two years of maintenance. • Delhi-SNB-Alwar RRST Corridor-II (Delhi – Alwar RRTS) will connect Sarai Kale Khan in Delhi to Alwar in Rajasthan through 22 stations in three phases and cover a total distance of 164 km in 117 minutes.

• Delhi-Meerut RRTS Corridor-I (Delhi – Meerut RRTS) will connect Sarai Kale Khan in Delhi to Meerut in Uttar Pradesh through 16 stations and cover a total distance of 82.15 km in 55 minutes. The name of proposed stations are Sarai Kale Khan, New Ashok Nagar, Anand Vihar, Sahibabad, Ghaziabad, Guldhar, Duhai, Muradnagar, Modinagar South, Modinagar North, Meerut South, Partapur, Rithani, Shatabdi Nagar, Brahmpuri and Meerut Central. This line will also share its tracks for the proposed metro rail project in Meerut. The total estimated cost of this project is Rs 30,274 crore (US$ 3947.7 million). NCRTC has recently awarded the contract to Bombardier Transportation to design, build and deliver 210 regional commuter and intercity transit trains with comprehensive maintenance services for 15 years for the Delhi - Ghaziabad Meerut RRTS. Bombardier will deliver 30 trainsets of six-cars each for RRTS and 10 train sets of three-cars each for Meerut Metro. NCRTC has a provision to exercise an option to procure an

In first phase, a total of 106 km corridor shall be built which will connect Sarai Kale Khan to SNB (ShahjahanpurNeemrana-Behror) through 16 stations. The names of proposed stations are Sarai Kale Khan, Jor Bagh, Munirka, Aerocity, Udyog Nagar, Sector 17, Rajiv Chowk, Kherki Daula, Manesar, Panchgaon, Bilaspur Chowk, Dharuhera, MBIR, Rewari, Bawal, and SNB. The total estimated cost of this stretch is Rs 37,000 crores with completion target 2024. • Delhi-Panipat RRTS Corridor-III (Delhi-Panipat RRTS) will connect Sarai Kale Khan in Delhi to Panipat in Haryana through 16 stations and cover a total distance of 103 km in 60 minutes. The names of proposed stations are Sarai Kale Khan, Indraprashtha, Kashmere Gate, Burari Crossing, Mukarba Chowk, Alipur, Kundli, KMP Interchange, RGEU, Murthal, Barhi, Gannaur, Samalkha, Panipat South, Panipat North, Panipat Depot Station. The total estimated cost of this stretch is Rs 37,500 crores with completion target 2024.

FEATURES OF RRTS TRAIN Keeping the passengers informed about punctuality and connections is a key success factor for operators. The train is designed for modern visual and audio announcements which orients passenger with information including next stop, final destination, estimated time of arrival as well as delays and emergencies if needed. The system can be adapted to meet specific individual route requirements through numerous pre-defined variants. Salient features • Universally accessibile: wheelchair dedicated space with safety restraints, ramp • Safety: CCTV, fire & smoke detector, intercom, fire extinguisher, exterior camera, door status indicator Passenger information: digital route map, infotainment display, speakers • Comfort: air-conditioning system, cantilever cushioned seat, adequate leg room, draught screen, lighting with dimming control • Access: mix seating arrangement, wide door and gangway, optimized aisle width with grab handles and rails for standee, overhead luggage rack • Exterior: streamlined aerodynamic cab profile with coupler cover Seamless Connectivity: on-board WiFi, USB charging for mobile / laptop Exclusive for business class • Reclining cushioned seat with head rest, foot & arm rest • Vending machine provision • Sun visor for passenger window • USB charging for mobile / laptop for each seat row • Passageway sliding door Vehicle data • Type of vehicle: Electric Multiple Unit • RRTS Trains 6-car train set (extendable up to 9-car) • Meerut Metro: 3-car train set • Maximum design speed 180 km/h • Seats in RRTS: 400 each coach • Seats in MRTS: 190 each coach • Capacity 6 car set (RRTS): 1,750-1,790 (seating + standing) • Capacity 3 car set (MRTS): 900-925 (seating + standing) • Signalling System: ETCS Level-2 • Power Supply: 25kV OHE (Source: NCRTC)

Urban Transport Infrastructure // NOVEMBER 2020

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INTERVIEW 

Q&A with Vinay Kumar In about sixteen months from the sanction of the project, we recently Singh, Managing Director, launched the first segmental span on the RRTS corridor National Capital Region Delhi-Ghaziabad-Meerut between Guldhar and Duhai, which demonstrates NCRTC’s meticulous Transport Corporation Mr. Vinay Kumar Singh, an IRSE Officer is leading the RRTS projects since 2016. He is first regular Managing Director of National Capital Region Transport Corporation (NCRTC) and is working hard from the front to achieve the target in timely manner.

What is the level of progress of the RRTS station at Sarai Kale Khan, where it is supposed to serve as the backbone for multimodal connectivity with existing modes of public transportation?

planning and collaborative approach with stakeholders to deliver the project on time.

Sarai Kale Khan will be seamlessly integrated with the Hazrat Nizamuddin

The Delhi-Meerut RRTS project must have been impacted by labour issues. Is it expected to begin operations by 2023?

railway station, Delhi Metro Pink Line’s Hazrat Nizamuddin station and the Sarai Kale Khan ISBT.

The return of labourers to their hometowns has been an issue across sectors. However, it is equally true that proactive pro-labour initiatives by us and some other employers during the lockdown have helped many projects to retain labourers.

As far as progress is concerned, detailed designing of the station has been completed. The multimodal integration scheme of the station has been finalized after deliberations and discussions with the stakeholders and approvals have been obtained. The station architecture has been designed with an aim to transform the entire area in a way that will facilitate ease of pedestrian movement from one mode to another. The same has been verified by doing a simulation of commuter movement in the station and surrounding areas. Subsequent to GNCTD’s (Government of National Capital Territory of Delhi) approval, preconstruction works have been initiated. Soil investigation is complete and pile load test and diversion of utilities such as 11 KV, 33 KV (BSES & DTL) lines are in progress. The construction of the station is expected to start after the monsoon.

In a recent conversion with Mr. Jatin Anand (The Hindu), Mr. Singh talks about his priority projects, their progress and how they will make travel smoother in the city. Here are excerpts: The lockdown has impacted several infrastructural projects between March and June. How did it impact the NCRTC Regional Rapid Transit System (RRTS) projects? The COVID-19 crisis is indeed an unprecedented situation for every sector. However, such situations also present an opportunity for each sector in a unique way. We saw this as an opportunity to upscale the deployment of technologies. In 2016, I had conceived NCRTC is a technology-driven organization with extensive use of digital tools in project management and execution of RRTS projects. We have been using electronic platforms and IT tools in our day-to-day functioning such as internal approvals, procurement, designing etc. Thus, during the lockdown, we were able to sustain the momentum fairly well. While the construction activities came to a halt during lockdown 1.0, we diverted our efforts and focused on other activities. Tender processes were expedited; for the first time, pre-bid meetings were held through videoconferencing. Further, activities related to the finalisation of detailed design and drawings of civil structures, stations etc. were accelerated. Once the relaxations were announced, we resumed the civil construction with strict adherence to standard operating procedures and guidelines issued by the governments. WWW.URBANTRANSPORTNEWS.COM

The RRTS is the first of its kind project in the country. With no local benchmarks, it is certainly a challenging task to complete the 17-km priority section between Sahibabad to Duhai within a target time of four years from the sanction of the project. We have resumed and expedited all construction activities after the relaxations were announced. After completion of foundations and substructures, we have started launching superstructures in various stretches of the priority section. The lockdown did pause the construction activities for a while but NCRTC is making all-out efforts to commission the project on time.

How will the NCRTC manage crowds?

NOVEMBER 2020 // Urban Transport Infrastructure

 INTERVIEW Will the station be overground or underground? Have these questions been discussed with the Delhi government? The RRTS is going to be the backbone of passenger transport in NCR. It will be an elevated station, which is the most efficient and economical option, and will facilitate the simultaneous development of ISBT. The decision to make this station over-ground was taken after convincing all the stakeholders, including the Delhi government. To efficiently plan the design of the Sarai Kale Khan station, we have done the simulation of passenger movement in and around the station by a design team consisting of national and international experts as well as experts from DIMTS (Delhi Integrated Multi-Modal Transit System), DTIDC (Delhi Transport Infrastructure Development Corporation) and Transport Department, GNCTD.

India’s first regional rail between DelhiGhaziabad-Meerut. Within three months of sanction, NCRTC started civil construction on the priority section of this 82 km-long corridor. This is a rare feat. Currently, the civil construction work is in progress on a stretch of 50 km length i.e. from Sahibabad to Shatabdi Nagar in Meerut. Construction of all four stations of the priority section – Sahibabad, Ghaziabad, Guldhar and Duhai – is in progress. The launching of precast segments is underway in the priority section. State-of-the-art casting yards at Vasundhara and Shatabdi Nagar are functional. Tenders for civil construction in Delhi and Meerut have already been invited and are under evaluation. The corridor construction is expected to start in the next few months.

What’s the progress on the DelhiGhaziabad-Meerut corridor?

What’s the status of the second priority corridor, Delhi- Gurugram - SNB (Shahjahanpur – Neemrana - Behror Urban Complex)?

The sanction of the project by the government of India was communicated on March 7, 2019. On March 8, the Prime Minister laid the foundation stone of

The 107 km-long rail corridor will immensely benefit industrial towns beyond Gurugram, including Manesar, Panchgaon, Dharuhera and Bawal. It

will connect the industrial and corporate hub of Haryana to the rest of the NCR. This corridor has almost 35 km of alignment underground, which makes the project complex and challenging. Soil testing, topographical survey, utility diversion and road widening are now being carried out. Detailed Design Consultant (DDC) for the design of the elevated viaduct and elevated stations between IDPL complex, Gurugram and Rajiv Chowk has been appointed and the work is in full swing. The detailed project report has been approved by the State governments and is in consideration of the Government of India for sanction. Funding is in the advanced stages of being tied up with the Japan International Cooperation Agency and the World Bank. A team of officers is posted and a project site office has been commissioned at Gurugram for efficient execution of the project. *** (Input Credit: The Hindu)

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FEATURED ARTICLE 

Role and Importance of Hydrogen-fuel based Mobility to save the World  Urban Transport News

Image: Alstom

To bring game-changing plan in this particular industry, the Indian government is keen to achieve the onset on Green mobility by the end of 2030 with a potent excuse to make sustainable road transport energy and also cut the carbon emission by 37%. However government is planning to shift from green energy to fuel cell vehicle. The aim is to decarbonize the mobility segment across the Nation. Transport Decarbonisation

ver the past few years the increasing demand on massive mobility in India has immensely opened multiple travelling options. With over 1.3 billion population of India alone travelling for non-work related, the overall 40% of the country’s population travel over 6 Km for work, making this statistic a huge opportunity of the mobility industry. There isn’t any scope of doubt that the Indian mobility and transport infrastructure has been a constant target of dramatic changes and it has become imaginatively harder to not acknowledge the Green mobility revolution in India.

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The introduction of Battery electric vehicle (BEV) & Fuel cell electric vehicle (FCEV) are in high demand. There is no other way than adopting them if we have to achieve reduction of CGH to 95% by 2025. Without efficient electric drive mechanism like fuel cells long drive climate change cannot be achieved. The use of Fuel cell driving brings the positive impact on environment without changing the personal habits. In Fig 1 shows the suitability of hydrogen & fuel cell reflects the diverse nature of transport sector which spans over land, sea, air, freight & passenger. Role of Hydrogen as a Fuel

Basically a fuel cell is an electro chemical reactor that converts chemical energy of a fuel directly into the electricity. More often times hydrogen has been used as exclusively to describe a reactor as a fuel cell. A hydrogen act as a carrier of energy by reacting with oxygen to form electricity • Hydrogen powertrains: Conventional internal combustion train engine can be modified to run onto pure hydrogen. However, a hydrogen combustion is less efficient as compared to fuel cell. Hydrogen can be blended with natural gas with diesel in dual fuel vehicle. This allows the use of current infrastructure and hence produce low carbon emission. • Passenger cars: Intensive cabonisation should be focused on private cars. Toyota, Hyundai & Honda are now producing FCEV cars. The majority automobile company identified FCEV as the most important trend. • Fuel based Buses: These buses have gained significant attraction to achieve sustainable mode of transport. On an average a bus tank has the capacity to hold 40 kg of hydrogen. These buses

NOVEMBER 2020 // Urban Transport Infrastructure

 FEATURED ARTICLE

may have 10-20% higher total cost of Major application and examples of hydrogen fuel cell usage ownership than Diesel by 2030. • Trucks: They show considerable Category Major application potential for fuel cell. Light weight Transport Hydrogen power trains vehicles with low speed journey could be Transport Passenger cars managed with batteries. However, long haul vehicle may consume hydrogen Transport Buses Interest in fuel based trucks can be seen Transport Trucks as diesel trucks are getting banned from Transport E-bikes major city centers. • E-bikes: They are dominant for Transport Marine passenger transport in many regions. Stationary power Combined heat & power Their low fuel consumption allows them Stationary power Distributed power generation to refueled using Hydrogen as a reactor from vending machines. Other application Portable power • Marine: Marine sector holds a promise Other application Unmanned aerial vehicle for hydrogen deployment. A ferry use to consume 2000kg hydrogen on daily basis. Fuel cell for auxiliary power can be used happen with the availability of proper for early propulsion. Port vehicles can infrastructure, shortest routes, and also be early adopters. It will also affordable trips. improve local air quality. In this article we have tried to put Advantages of FCEV importance on Fuel based mobility, importance for reducing carbon foot print • They produce much smaller greenhouse emission, the reason for government to gases. consider hydrogen as an alternative fuel in a • None of the air pollutants cause health long run. The investments in the sector of problem. Green mobility has been highlighted. The • They only emit heat & water as a usage of hydrogen in fuel cell vehicles has byproduct. been explained. As an important result of • They are more energy efficient than other fuel cell vehicle phenomena, it will play an traditional combustion technologies. important role in autonomous vehicle • They do not need charging fuel stations. sector too. • There is a wide way of producing hydrogen Future recommendation Disadvantages of FCEV • The process of making hydrogen is quite expensive. • Handling hydrogen is a safety concern. • It is more explosive than petrol. • Their fuel dispensing pumps are rare. Conclusion

Fuel based electric vehicle will have a significant role in reaching milestone with the sustainability of Earth environmental eco system and hence the decision of many country’s government. Development in the economic sustainability of fuel cell will also rise in parallel to the situation. Reducing the cost of hydrogen production will ultimately help in achieving energy efficient mode of transport. The importance of economy of Hydrogen has opened our eyes to put efforts in moving towards Green mobility across the globe. We strongly recommend that everyone works vigorously to give the necessary importance to Hydrogen as a fuel cell based mode of transport all over the globe.

The entire concept of any form of mobility is to reach from point A to point B and this will keep changing with time and technology. For now looking at the overall scenario of the country, Green mobility needs a lot of backups and funding to reach the first stage of commercial market. It is an established fact that the government is getting rightful measures to promotes the *** industry, the entire success of this industry depends on the acceptance level of the population of India and this can only

Urban Transport Infrastructure // NOVEMBER 2020

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METRONEO 

Govt. of India to introduce ‘MetroNeo’ – A Light Urban Transport System - for small cities… 

Urban Transport News

he Ministry of Housing & Urban Affairs (MoHUA) of Government of India on 5th November 2020 has issued standard specifications for the a new urban transport system ‘MetroNeo’ to overcome the traffic congestions issues in various Tier-II and Tier-III cities of India.

Salient features • Elevated or At-grade shared Right of Way (RoW) • Rubber-tyred bi-articulated electric coaches – quality at par with Metro • Overhead traction of 750VDC • Coaches are capable of running on battery in Non-OHE zones. • Guided coaches for passenger safety and also upgradable to LRT • Small stations – Entry from footpath to platform through lift/link bridge • Higher acceleration and deceleration • Coaches can run very close to each other thus attaining lesser headway • Telecom network to connect coaches, provide ticketing and smart passenger information system. • Superior in terms of vibration, noise, acceleration and cost

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Civil Parameters MetroNeo

for

Elevated

• Width of viaduct = 8m • Shared right of way can be planned for 8m of the viaduct • Road space occupied for piers is max 2.2m • No Concourse level in elevated stations, All technical rooms and TOM planned on Platform level only. • Platform width for the elevated station is 2.25m on either side, length of the platform is minimum 30m • Foot over bridges and elevators are planned for entry/exits. • Turnarounds are provided at terminals of the corridor. • Vertical gradient for viaduct = 5% • Desirable horizontal turning radius = 90m Civil Parametres MetroNeo

for

Grade

• Shared RoW for Metro Neo. If dedicated RoW is to be provided then continuous fencing/plinth is provided • Width occupied 8m (RoW) on the roads (for UP+DN line) and 12m at the stations. • If road width is not available, a Single line (4m) shall run on one road and the other line is planned on the parallel road

• Width of each platform = 2.25m, length of the platform is min 30m • Station roof shall be optimized up to the platform area, not the entire road width • Ring network to be planned to reduce the headway. • Crash barriers are provided for collision prevention System Parameters Rolling Stock • Rubber-tyred electric coaches with Axle load 10-12Ton • Coach width = 2.55m • 2 types of coaches single articulated with 18m length and double articulated with 25m length • 18m coaches have passenger capacity = 140 and 25m coaches have 250 • Car structure shall be stainless steel or Aluminum • Sufficient Battery capacity up to 2025KM at non-OHE zones • Max operating speed = 65kmph • Average speed = 30kmph • Front or Back or Side evacuation can be possible as per Metro authority • Anti-collision devices in coaches to prevent forward collision and Overspeed warnings Rolling Stock • Operate on 750 VDC Overhead traction (parallel overhead wires)

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 METRONEO • Dedicated HT supply (22/33 kV) will be availed from Grid substation thereby avoiding the requirement of Receiving Substation (RSS). • Ring Main Network - The power supply at 22/33 kV voltage level will be distributed along the alignment through 33kV Ring main cable network for feeding Traction Substations (TSS). • These cables will be laid in dedicated ducts along/below the viaduct. • A Traction substation (TSS) for every 23 km will be envisaged • The contact wire shall be hard-drawn copper or copper alloy wire, usually with a cross-section ranges from 80/100/107/120/150 mm2 • Height used for standard contact lines 5.5m and for lines under bridges or for depots - 4,5m up to 5,5m. • Catenary switches are provided on OHE wires for route diversions Traction & Power Supply • Operate on 750 VDC Overhead traction (parallel overhead wires) • Dedicated HT supply (22/33 kV) will be availed from Grid substation thereby avoiding the requirement of Receiving Substation (RSS). • Ring Main Network - The power supply at 22/33 kV voltage level will be distributed along the alignment through 33kV Ring main cable network for feeding Traction Substations (TSS). • These cables will be laid in dedicated ducts along/below the viaduct. • A Traction substation (TSS) for every 23 km will be envisaged • The contact wire shall be hard-drawn copper or copper alloy wire, usually with a cross-section ranges from 80/100/107/120/150 mm2 • Height used for standard contact lines 5.5m and for lines under bridges or for depots - 4,5m up to 5,5m. • Catenary switches are provided on OHE wires for route diversions

• departure. • Centralized storage is given and telecom racks can be placed below platforms avoiding separate telecom rooms. • Ticket validators are installed inside coaches with NCMC ticketing systems • Tickets are available at stations, TVM’s in local shops and other landmark areas in the city • No AFC gates in stations Guidance System • Kerb guidance system can be used in Metro Neo • Small guide wheels are attached to the bus axle and are guided by vertical curves on either side of the lane. • These guide wheels push the steering mechanism of the bus to keep it on centralized path. The bus can be steered in a normal way if it is away from the guideway. • This system permits high-speed operation and precise positioning. • This type of guidance system is relatively inexpensive as compared to other systems. Maintenance Depots • Entry/Exit shall be toll plaza type with inlet points • The maintenance and stabling or more facilities for coaches can be done in one depot • Depot to be planned without OHE except for OHE maintenance shed • Coaches are to be operated on battery at depots

Happy to share that Ministry has issued Standard Specifications for MetroNeo suited for tier-2 cities or outer areas of tier-1/ mega cities with projected Per Hour Per Direction Traffic (PHPDT) for next two decades up to 10,000 today. Durga Shankar Mishra Secretary, MoHUA, Govt. of India

Signal, Telecom and AFC • Line of sight Signalling dependent on the driver with anti-collision devices and speed limits • The central monitoring system of coaches in the control centre with GPS based system • Fiber optic cables, minimum CCV surveillance in stations, an intelligent display system for coach arrival

Urban Transport Infrastructure // NOVEMBER 2020

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INTERVIEW 

Under the strong leadership of Dr. Brijesh Dixit, Managing Directior, the Maharashtra Metro Rail Corporation Limited (Maha Metro) is executing various mass rapid transit systems in the Maharashtra. Maha Metro is committed to provide a safe, reliable, efficient, affordable, commuter friendly and environmentally sustainable rapid public transport system for the citizens of Nagpur and Pune. In a recent interaction with Urban Transport News, Dr. Dixit talks on the progress of metro rail projects after restarting of construction activities and how Maha Metro is facing Covid-19 challenges.

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Congratulations on winning `Construction World Person of the Year 2020 Award’. Kindly brief us about the significance of this award for Maha Metro. Being adjudged “Construction World Person of the Year- Public Sector 2020” is immensely gratifying and humbling experience. The award is a recognition to the hard work of the entire Maha-Metro team which from the very beginning has set the target of developing Metro Rail in cities of Nagpur and Pune within cost, and in the stipulated time-frame. This is actualized with the highest quality output and in the process has created many international bench marks. This recognition further emboldens the team to keep charging with enthusiasm to complete the two projects in a manner that we create more and more milestones and benchmarks. What is the current progress of the Nagpur Metro Rail project and when the first phase will be made fully operational? Nagpur Metro project is at advanced stage of completion. Twenty-five km of the project i.e. two third of the total

project length was completed in record 50 months period, with 1 km being constructed every two months. After stoppage of the passenger services during COVID-19 induced lock-down, operations have since recommenced on this stretch duly following all the COVID-19 safety protocol. As regards the full first phase completion, currently the physical and financial progress of Nagpur Metro project stands at 89% and 82% respectively. The work on the balance portion of the project in Reach II (Orange Line) and Reach IV (Aqua Line) had few months setbacks due to outbreak of COVID-19 and subsequent lock-down measures announced by the government. Nonetheless, the work is now progressing at brisk pace, and the full project is likely to get operational by the end 2021. Kindly tell our readers about the current progress of the Pune Metro Rail project and the deadline set to commission the priority section of the project. Pune Metro Project consists of two corridors totalling 33.28 km route length (including five km underground section), 30 stations and two Metro Coach Maintenance Depots. The physical progress and financial progress of the

NOVEMBER 2020 // Urban Transport Infrastructure

 INTERVIEW project currently stands at 45% and 39% respectively. Often infrastructure projects in the country are majorly impacted with the problems related to the land acquisition, but 85% of the land required for Pune project has been acquired amicably and in record time and the balance 15% will be acquired shortly. Pune Metro project like other infrastructure projects in the country also suffered during the lock-down period after the outbreak of COVID-19 pandemic. But once the permission to resume the work was received from government authorities, Pune Metro construction work immediately recommenced with the labour available in-situ. Indubitably, the work was initially slowed down due to the flight of migrant labour to their native places. But with the extraordinary effort of Maha-Metro and its contractors, total labour available on the project site today has reached larger number compared to the pre-COVID-19 days. This has given impetus to speedy execution of priority section work i.e. PCMC-Phugewadi (Line-1) and Vanaz to Garware College (Line-2). Nonetheless, due to lockdown impact, the completion of priority section will be delayed somewhat with the Line 1 priority section likely to be completed by March 2021 and that of Line 2 by June 2021. Are there any new updates on the manufacturing of Rolling Stock trains for the Pune Metro Rail Project? Kindly highlight the salient features of the Rolling Stock train to be supplied by Titagarh Firema SpA?

changer in the filed of metro-rail in the the features associated with a Metro System. Metro-Neo is ideally suited for country. Tier 2/3 cities, with 5000-15000 PHPDT, Most critical aspect of freezing design of limited ROW availability and sharp the coaches has since been completed curves along the ROW. and car body for the first train is in the final stage of manufacturing and it’s This is an innovative Mass Rapid Transit outfitting and equipment assembly will System providing low cost, energy start from 15th Nov 2020. Subsequently efficient and eco-friendly urban transport the testing of the train shall be done, and solution, for Tier 2/3 cities. Detailed the first train is likely to be dispatched Project Report (DPR) estimated at from Italy to Pune, by last week of April 2100.60 Cr, for Nasik City (33 Km, with 30 Stations) of Metro-Neo System has 2021. been approved by the Govt. of Pune Metro trains will be 3-car train Maharashtra and the project is awaiting formation (DMC-TC-DMC) with length approval from the Govt. of India. Also, of 67.8 km with eventual extendibility technical specifications of the Metro-Neo been frozen based on possibility to 6 car train. The maximum have design speed of these trains is 95 kmph recommendation of a committee headed with maximum operational speed of 85 by MD Maha-Metro and the same are kmph. Maximum passenger capacity per under approval of the Railway Board. train will be 978 (with seating 140 and Warangal Metro Neo Project – 838 standee @ 8 persons per sq. km). Impressed with the potential of MetroWhat is the current status of Metro-Neo Neo system developed by Maha-Metro, projects proposed for Nashik in the Government of Telangana has Maharashtra and Warangal in entrusted Maha Metro with the tank of preparation of DPR of Metro Neo for fast Telangana? growing city of Warangal on the similar The current status of Metro projects at lines of Nashik City. Currently preparation of this DPR is in progress. Nasik and Warangal are as follows: Greater Nasik Metro Project - Nasik is a relatively smaller city/town with forecasted ridership lesser than that of Nagpur & Pune. Considering the same, Maha Metro formulated a lighter metro system named “Metro Neo” which is rubber-tyred metro running on overhead traction on an elevated viaduct with all

How is 'Maha Metro' overcoming the new challenges arisen due to the outbreak of the COVID-19 in the country? Kindly elaborate us some steps taken for the safety of site workers. The unprecedented global pandemic COVID 19 coupled with consequent

In a leap for “Make in India’’ policy and major push to “Atma- Nirbhar Bharat”, Maha-Metro through an international competitive bidding has awarded the contract for manufacturing and supply of 102 aluminium bodied metro coaches for Pune Metro project to Titagarh Firema, Italian subsidiary of Titagarh, a Kolkata based Indian company in the field of railway coaches and wagons. While the first three trains will be manufactured in Italy, balance trains will be manufactured in India. This is the first time that “new generation” “aluminium body coaches” (that are lighter, more energy efficient and have better aesthetic than the steel coaches) shall be manufactured in the country. It is an epoch - making game-

Urban Transport Infrastructure // NOVEMBER 2020

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INTERVIEW  lock-down was a dampener for the infrastructure projects in the country. It also impacted both Nagpur and Pune, Metro rail projects which faced many challenges and extraordinary efforts were required to ensure that the work is resumed duly ensuring full safety of the work force. Some of the challenges and the measures taken to overcome them are as under: The very first challenge at the outbreak of COVID-19 was to ensure full health and safety of Maha-Metro officials, that of its contractors and contractors labour staying in various labour camps at Nagpur and Pune. Providing facilities as per the new COVID-19 period protocol (masks, sanitizers, adequate social distancing and full hygienic conditions) were provided on priority. Doctors were made available for periodic medical check up and daily thermal checks. Through all these measures, it was ensured that staff and labour in offices, work sites and labour camps remained safe. Once the permission to resume the work was received, Maha-Metro faced the unprecedented challenge of flight of labour to their native places first due to panic and later as facilitated by the government. At one point of time labour strength at both Nagpur and Pune reduced below 1000 each and only urgent works could be taken up with the in-situ available labour. Thereafter began the humungous effort on the part of MahaMetro and its contractors to bring the labour back. Maha-Metro officials wrote letters to various collectors of districts in states like West Bengal, Orissa, Jharkhand and Bihar. Contractor’s officials visited concerned states and brought the labour back duly motivating them with train, flight and bus tickets and giving advance cash incentives. As a result, today the labour available both at Nagpur and Pune exceeds that of the numbers before COVID-19 days and works have resumed at brisk pace. Despite best efforts of Maha-Metro and its partner institutions, there have been few cases of staff and labour getting caught in the cobweb of COVID-19. Maha-Metro administration going beyond the call of normal duty has WWW.URBANTRANSPORTNEWS.COM

ensured that practically entire team that got affected is nursed back to health and • Urban Rejuvenation and Creating New City Centre – World class back on work and to their family. stations designed by international architects with substantial commercial Lastly having received permission from development shall rejuvenate urban the government to resume the operations, spaces and they in themselves will be Metro services at Nagpur have resumed new growth centres. with full COVID-19 safety protocols. And it is heartening to note that commuters are slowly but surely • Employment Benefits – The Nagpur project has given approximately 30,000 returning to the metro rail.

What are the different prospects of business opportunities in the metro projects being undertaken by Maha Metro?

jobs during construction and will provide similar level of employment (direct/ indirect) during operational phase. Pune project is likely to provide employment generation of similar level.

Maha Metro offers multiple business opportunities in the projects undertaken • Throw Forward Benefit – There will be immense benefit of the project by it. In fact, the opportunities range because as per globally evidenced data from being part of the project X dollar investment in metro rail construction to the indirect employment. construction pump-primes city, state Some aspects are mentioned below:& country economy with 4X through the forward & backward linkages. • Economic Growth Propellant – It shall accelerate the economic growth of Nagpur, Pune and the state. This aspect What are your thoughts on Government is already getting recognized by global of India's "Atma-Nirbhar Bharat" research agencies. Anecdotal evidence initiative and how is Maha Metro also suggests substantial increase in air finding itself fit for this mission? travel, hotel bookings and enquiry for investments in both the cities after the “Atma-Nirbhar Bharat’’ and its precursor “Make in India’’ policy both have launch of the metro project. significant implication for Metro Rail • Orderly Urbanization – It shall Projects in the country. A large number facilitate orderly urbanization and of cities in the country are now better integrated land use mobility developing metro rail projects and it is integration in Nagpur and Pune whose demand of the time that full population is growing fast. This will indigenization is achieved in shortest generate business opportunities of its possible time. own. NOVEMBER 2020 // Urban Transport Infrastructure

 INTERVIEW Nagpur Metro Project was sanctioned way back in 2014 and even Pune Metro Project was sanctioned in 2016 while the “Make in India Policy” was unveiled only in June 2017. Despite that MahaMetro has retrofitted the two projects in such a manner that it is compliant to the “Make-in India’’ guidelines.

efficient and have batter aesthetic than steel coaches) shall be manufactured in the country. It is an epoch-making game changer in the field of metro rail in the country.

Maha Metro has ensured overall project domestic content at more than 70%. In the civil portion, indigenization is 95% against 80% policy mandate with sole import exception being import of Head Hardened Rail and Fasteners not manufactured in the country. This has been ensured in both Nagpur and Pune projects.

It is my proud privilege to extend my warm greetings to readers, share information on Maha Metro as well as on future of urban transport in the country. It is consensus estimate of various committees that within next one decade, i.e. by 2030 more than 600 million Indians will be staying in cities and they will be contributing to three fourth to the GDP of the country up from two-third today. If we extend the horizon year to 25 years from now, more than 60 percent of the country’s population will be urban.

Also as explained earlier in a leap for make in India policy, MAHA -Metro, through international competitive bidding awarded contract for supply of 102 modern aluminium bodied metro coaches for Pune Metro project to Titagarh Firema, an Italian subsidiary of, Titagarh, a Kolkata based Indian company in the field of railway coaches and wagons. Bulk of these coaches shall be manufactured in the MAHA -metro Nagpur factory. This is the first time that new generation “aluminium body coaches”, (that are lighter, more energy

Any other things you want to share with our readers.

In view of above, clean non-polluting urban transport will be the most critical requirement in years to come. This means more and more cities will need to create Metro-Rail and Metro-Neo infrastructure. By the very nature creation of such infrastructure will need a lot of money and it will not be possible to charge the market related fare from commuters. This will necessitate that

Urban Transport Infrastructure // NOVEMBER 2020

project innovations are made to reduce the construction cost, optimize the O & M cost and maximize non-farebox revenue. It is here that the Maha-Metro proven track record of constructing metro rail at a cost 10% lesser than DPR cost, operating it with 25 staff per km (a new global benchmark), using cheap selfgenerated solar power to the maximum (65% of total energy requirement including traction) and finally having 60% of its total revenues from non-fare box revenues will be the trend setter for future. To cap it all innovative Metro-Neo conceptualized by Maha-Metro for Nashik will prove to be a precursor for similar cost effective and energy efficient systems in other tier 2/ 3 cities reducing the need for much costlier metro rail systems till the city population and PHPDT along key corridors make it absolutely must to graduate to Metro Rail systems. ***

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OPINION 

How railway digitalisation is on the rise in India?  Dr. Keerthi Kumar Nagalapur

Indian Railway, India’s government-owned entity that runs the national railway system, is replacing its outdated signaling system with the latest automated train protection and train collision avoidance technologies using a new, locally made signaling system.

he Vande Bharat Express is India’s first semi high-speed train operating between New Delhi and Varanasi, a city about 760km from the capital. Launched in February 2019, the journey of the Vande Bharat Express is not only the story of developing India's first world class, semi-high speed, intercity train – completely conceptualized, designed, and manufactured in India. It also marks the starting point of overhauling the legacy railway signaling system by moving towards the locally developed, digital Automatic Train Protection (ATP), and Train Collision Avoidance systems (TCAS). Long term, the vision also includes the implementation of fully digital railway operations and mobile broadband-based passenger services. 4Like many European countries, India is looking to embrace 3GPP Long Term Evolution (LTE) and New Radio as a future-proof base technology for railway applications. This will also allow Indian Railways to adopt many of the features planned for the Future Railway Mobile Communications System (FRMCS), the global standard for railway

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communications and a key enabler for global railway digitalization. FRMCS is the future worldwide telecommunication system designed by the International Union of Railways, and in cooperation with the different stakeholders of the rail sector. First, let’s look at how 3GPP technologies help to adopt FRMCS features. Railway innovation: Automatic train protection and train collision avoidance • ATP and TCAS systems provide enhanced safety and allow trains to travel safely at very high speeds. ATP prevents accidents that stem from collision, signal passing at danger, and over-speeding. ATP continually checks that the speed of a train is compatible with the permitted speed indicated by train signaling, and activates emergency braking in case the train exceeds the speed limit. • TCAS processes positioning and sensory data to detect dangerous situations that may have been caused by human error or equipment failures. Without TCAS, trains cannot travel safely at speeds above 160kmph as the driver is unable to react fast enough to

lineside signals. With TCAS in place, the Vanda Bharat Express can travel faster and safer. Just like the Vanda Bharat Express, ATP and TCAS are developed and manufactured locally, in this case by Indian research organizations and vendors, and are similar in their functionality to the European Train Control System (ETCS). But while they’re similar in functionality, the Indian design carries a lower cost to Indian Railway. TCAS relies on communication between trains and a regional, central control system, and is fully integrated in the railway signaling system. TCAS integrates standard trackside equipment, sensors, Internet of Things (IoT) devices and controlling equipment located within the locomotive. All lineside information, for example, ‘track work ahead’, ‘stopped train ahead’, is passed on to the locomotive wirelessly, so there’s no need for the driver to keep watch on these signals. Long-term vision: Digital operations and gigabit trains

train

The long-term vision of global digital train operations is to reduce railway

NOVEMBER 2020 // Urban Transport Infrastructure

ď ľď ˇ OPINION congestion, improve punctuality, enhance safety and increase line capacity. An example of the latter is when trains are managed as moving blocks, trains can run closer together while maintaining required safety margins and can thereby increase the line's overall capacity. With digital train operations and wireless trainto-train communication, blocks are defined in real time by computers as safe zones around each train. Other services include connectivity on the train for staff members, service assistance for personnel, onboard surveillance for passenger safety, and high quality mobile broadband and voice services. In India, FRMCS architecture and services can be introduced later, while preserving ATP and TCAS as a railway application that connects through the FRMCS network. The use of 3GPP technology as part of TCAS will improve line capacity and allow TCAS to evolve to manage the railway network from central locations covering large sections of track. 3GPP LTE and New Radio for railway signaling, ATP and TCAS LTE offers ultra-reliable, low-latency communication in newer releases of the specification, suitable to support ATP and TCAS and provide passenger connectivity. 5G-NR comes with even better performance and flexibility in the network topology, which is required for more advanced use cases in the long term. As LTE and 5G-NR are commonly deployed in conjunction with public mobile networks, and the smartphone market evolves from LTE to 5G, mixed deployments and gradual migrations are already highly optimized. FRMCS and 3GPP LTE and 5G-NR are a perfect match, since FRMCS keeps all railway-specific functionality in the application layer, while LTE and later 5G-NR can serve as the high bit rate, ultra-reliable and low latency transport bearer. This architecture is future-proof, since new applications can be easily introduced successively, while the physical layer can also be migrated and refined with the newest 3GPP release features.

This layered architecture also takes advantage of network slicing and can share parts of the rail signaling system with public mobile network service providers and/or public safety agencies. In addition, FRMCS over 5G-NR can be smoothly introduced in both lower and higher frequency bands, since NR is specified for frequency bands, including micro- and millimeter wave bands and is flexible in its design in terms of physical layer numerology, advanced antenna system support and deployment options. The railway needs 5MHz of spectrum in the prime 700MHz band for ATP and TCAS. The Department of Telecommunications in India is in the final stages of allotting the required 5 MHz premium spectrum. When spectrum is secured, ATP and TCAS can become operational and provide safety functionality that is on par with the European counterpart, ETCS. FRMCS over 5G for passenger convenience and mobile broadband services Apart from rail signaling, FRMCS offers a number of attractive applications for train operators and passengers. Notably, employing 5G as the answer to onboard video surveillance for passenger safety, train health monitoring and cargo tracking for freight customers. These applications have vastly different requirements that are levied on the physical layer capabilities and end-to-end service quality in terms of bit rate, latency and reliability. Meeting these requirements is the strength of LTE and 5G-NR. As mobile network operators will be deploying dense 5G networks along railway corridors to serve their customers as passengers, they can also leverage this connectivity towards the critical connectivity required by FRMCS. FRMCS features, for example video surveillance, require huge capacity, which cannot be provided by a dedicated railway FRMCS spectrum. Here, network slicing guarantees the isolation of passenger services from critical train operation services and allows the mobile network service provider to supplement capacity when the FRMCS feature requires it.

Urban Transport Infrastructure // NOVEMBER 2020

Migration and mixed deployments LTE and 5G-NR are very similar with respect to how they are used for communication services, and how such services can interact with the network for configuration and provisioning purposes. Only minor adaptations are needed when migrating a service from LTE to 5G. The LTE and 5G core network are both typically deployed as virtualized network functions, on general purpose hardware, which is why the same hardware can be reused for both technologies, and flexible resource allocation is possible. Furthermore, dual-core approaches exist, where all the network functions of the 4G and 5G core are integrated into a common core network deployment, enabling a smooth technology migration from 4G to 5G, as illustrated in Figure 1 and further elaborated in this article on 5G migration. Finally, the same radio hardware can be used for 5G-NR and LTE radio access network, and the radio access network can dynamically switch between both access types with millisecond granularity, based on user demand. This technology, called dynamic spectrum sharing, enables an extremely radio resource-efficient coexistence of 4G and 5G technology in the same spectrum, avoiding complicated spectrum re-farming strategies. Therefore, for rail and mobile network service providers, deploying 4G to enable FRMCS and Gbit train services is a viable option, since it allows a smooth migration path to 5G as the market for more advanced FRMCS services matures. If everything goes according to plan, 50 percent of Indian Rail Tracks will have an LTE based High Speed Communications Network capable of supporting TCAS, ATP voice and IoT based telemetry services by 2025. This will allow Indian trains to even exceed 200 kmph with appropriate high-speed track alignments. *** Co-authored by: Gabor Fodor, Bastian Cellarius, David Rothbaum and Keerthi Kumar Nagalapur (Researcher Group, Radio)

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INTERVIEW 

Exclusive Interaction with:

Dr. Tansen Chaudhari, COO, Fluid Controls Private Limited and the winner of Railway Innovator of the Year 2020 Global Award

Dr. Tansen Chaudhari is the Chief Operating Officer at Fluid Controls Private Limited since 2011. He has a Ph.D in Mechanical Engineering from IIT Bombay.

First, kindly accept our heartiest congratulations on receiving the “Railway Innovator of the Year” Global Award at Rail Infra and Mobility Business Digital Awards 2020.

Tansen has over 20 years of rich experience in Research & Development as well as Enterprise Sales and General Management. His experience includes a stint in the USA at the GE (General Electronic) Global Research for over 5 years and management roles with GE Business for another 5 years. Tansen has 5 US Patents to his credit and has published more than 20 papers in international journals.. He is a Lean Six Sigma Master Black Belt and DFSS Black Belt.

It is really an honour to receive such a prestigious award. The awards received by Fluid Controls recognize the vision of the company to design, develop and deliver high quality, high-performance products that delight customers.

In a recent conversation with Urban Transport News, Dr. Tansen shared his thoughts on how Fluid Controls is achieving its milestones in the global market by innovating quality products. WWW.URBANTRANSPORTNEWS.COM

Please tell our readers about your professional journey and leadership experience in the industry? My previous stint before joining Fluid Controls include a career at GE (General Electric), including Global research and management roles with GE Business. I joined Fluid Controls Private Limited in year 2011. My role at Fluid Controls enabled me to implement the learnings from my previous assignments. Post my joining at Fluid Controls we have developed more than 25 new

products. Design & Development along with Testing is the foundation of our business, which is in line with the Fluid Controls Vision statement as well. Across the Rail and Metro industry, expectations from vendors are very stringent and process focused. Personally, I have presented at all the Rail & Metro Design Centers, and have enjoyed the technical know-how exchanges. Indeed, my journey at Fluid Controls has been engaging and full of leanings. Give us a brief overview in respect to the vision, mission and business /operations of Fluid Controls Private Limited. Fluid Controls Private Limited was established in 1974 by Dr. Y.E. Moochhala, a Ph.D. from Northwestern University, the USA with a Vision to be a Global Leader in the field of hydraulic fittings, valves and allied application solutions. Fluid

Controls’ Mission is to exceed

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 INTERVIEW customer expectations by developing and delivering innovative solutions and providing them quality products and services. Within a framework of continuous improvement, we operate our organisation safely, efficiently and profitably, and provide a challenging work environment for our employees. Integrity, Innovation and Reliability (I2R) are core values of Fluid Controls business operations which helps us stand uniquely for our People, and hence the Products and Services Globally! Fluid Controls is a “Vocal for Local” company with over 45 years of experience in engineering fittings and connections for rail & metro brake piping assemblies. We offer customers comprehensive end-to-end “Make in India” solutions for locomotive and coach brake piping arrangements – from design & engineering services to supply of high-performance connectors and installation services. Fluid Controls is the recipient of the CII Industrial Innovation Award for Medium Scale Manufacturing Organizations and has been recognized as one of the Top 25 Innovative Companies of the Year at the Indian R&D Ecosystem Conclave 2019. Other recognitions include the “Top 10 Urban Infra Solution Provider of Year” by Urban Transport News and the award for “Excellence in Technical Innovation” by ISA Maharashtra Section at PPA Meet 2020. Tell our readers about some innovative products recently developed by Fluid Controls for Rail & Metro sectors. Over the years, Fluid Controls has built a comprehensive expertise for manufacturing, by identifying the right materials and ensuring "fit and forget" assembly. For Rail & Metro applications, we started with Double Ferrule Fittings, and Clamps. Recently we have added • Complete fitment of brake piping components • Engineering and site installation services • Pre-piped assemblies for easy site fitment How do you view Govt. of India’s ambition to create smart urban infrastructure and public transport systems in various cities? What role do you see your company playing there?

In India, people used to say that we measure distance by time taken, i.e. time to cover the distance. This myth has been broken with the revolution in Rail Transportation across cities. Indeed, this Rail-revolution has brought connectivity, and helped the economy to be connected across geography. Within the same town, distance now is narrowed, and this has paved the path for all-around development of cities. In the good old days, the train station and around used to be only the hub for commercial establishments. With last mile rail and metro transport connectivity, now industrial and commercial establishments have spread. Fluid Controls has supplied brake system components to many Metro establishments such as Delhi, Chennai, Pune, etc. and we look forward to expand our supply in the forthcoming projects of this transport revolution. Tell our readers about some valueadded products, services and solutions being offered by Fluid Controls to overcome the industry challenges. Fluid Controls realised the importance of customer wanting to have a system than buying components, and assembling these components together. In fact, if this assembled system develops some issues, each component manufacturer highlights how their supplied component is okay with respect to others. To address this, Fluid Controls started offering engineering and site installation services, pre-piped assemblies for easy site fitment, and specialised products such as Across Frame Connectors, FlexiGripTM Connectors and so forth. This service provides our customers with an end-toend solution as they have a single source vendor for engineering and design, connectors supply and fitment. Traditionally, the Indian Railways has sourced brake piping parts from individual suppliers, and the installation of the piping was carried out at the site by separate vendors. With the expansion in the manufacture of carriage and locomotive rolling stock, it is imperative that the railways have zero-defect, leakfree connections in the pneumatic brake piping system as this is a critical safety item which requires superior materials and precise expert installation. With

our

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composite

expertise

manufacturing connectors, our understanding of tube and end connector performance and our decades of experience of swaging and accurate tube bending, Fluid Controls offers customers a complete end-to-end engineered supply and installation solution. With this, working flexibility in the system is established, keeping the same performance. What are the key challenges faced by Fluid Controls due to the outbreak of the COVID-19 pandemic in the country and how are you addressing them? Due to the current pandemic Fluid Controls, like all other industries has faced Supply, Transport and People challenges. Currently, we have teams who are working from home. We are working with our suppliers so that supplies can be better planned. Though, given the project nature of our business, we continue to receive orders as there is activity in the infrastructure segment which constitutes our business.

Integrity, Innovation and Reliability (I2R) are core values of Fluid Controls business operations which helps us stand uniquely for our People, and hence the Products and Services Globally!

of WWW.URBANTRANSPORTNEWS.COM

INTERVIEW  At Fluid Controls, we “Engineer Connections Everyday”. In the COVID19 situation we are in today, we are also committed to “Staying Safe Everyday” and ensuring business continuity as well as the health and safety of our employees, their families, our customers, and our business partners. With a systems and process focused approach, we have restructured our operations and have put in place detailed guidelines for operations and conducted extensive training of our employees. The core of our EPRP Protocol is the “Fluid Controls Focus Five” to ensure safe working. We have also re-structured our facilities and offices to ensure compliance with government guidelines and have modified our manufacturing processes to ensure safe production and inward & outward material handling. In addition, all our employees are provided with individual PPE kits which are tailor made for their area of operation and have been provided with adequate insurance. As a responsible citizen, Fluid Controls has also reached out to the wider community and have extended support to NGOs such as UnLtd

India, OSCAR Foundation, Masoom and Goonj who are involved with COVID Relief Work. What is your personal vision for Fluid Controls and where do you see it five years down the line both in terms of the brand and revenues? I joined Fluid Controls as an employee in year 2011, and now I am a Shareholder in the Company as well. This clearly shows the professionalism and the trust, of the Board of the Directors. Along with our Managing Director Ms. Sophie Moochhala, and a Winning Team, we have grown Fluid Controls 10 times in last 9 years! We would like to expand the Fluid Controls’ footprint globally in coming years. Currently we have a manufacturing tie-up in Kingdom of Saudi Arabia, and we would like to have one or two more geographically. We would also like to tie up with one or two global universities, and fund a Research Project for Fluid Controls.

A key part of our future plans is to tap into the brake piping business for the emerging high-speed train operations. We are also focusing on global supplies to Europe, North America and SE Asia. Anything else, you want to tell our readers about the business strategy and future expansion plan of your company. Trustworthy, Transparent, and Walk-theTalk Brand is what any customer of Fluid Controls would describe us as. Unyielding Integrity in our People and Products is an added tag! Like the Rail and Metro transport industry, which is growing globally, I want to grow Fluid Controls multi-folds by taking everyone along, and contributing to our nations development! ***

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 OPINION

How Indian Railways can emerge as a key driver of the Indian economy?

Amitabh Kant CEO, NITI Aayog Govt. of India

ince the first passenger train chugged out of Bombay in 1853, Indian Railways has gone on to employ over 1.2 million people and generate approximately Rs 2 lakh crore annually. Not to forget the extraordinary scale of Indian Railways— its network spans around 68,000 route kilometres! Undisputedly, the railways is a major contributor to jobs, GDP, and mobility.

It is, however, due for modernization and increase in capacity to become a key driver of India’s growth in the post-Covid era. In fact, given its size, scale and scope, modernization will make the entire travel experience not just palatable, but also world class. High quality in transit experience needs to be supplemented by best-in-class railway stations. All this will transform the overall experience of the common man. Efficient and optimal use of the railways could add up to 1% to India’s GDP. The Government of India cannot conduct this massive operation alone; it needs to involve the best resources via public private partnership (PPP) to help bring in the latest technology, leading practices and efficiencies. In 2018–19, the reserved passenger volume was 16% of the total originating non-suburban passengers (3.65 billion). In a telling statistic, almost 8.85 crore of waitlisted passengers could not be accommodated in 2018–19, which needs to be rectified. The recent opening up of public-private partnership (PPP) opportunities by Indian Railways is a clear indicator that a reform-driven agenda is being implemented. It is a controlled foray into PPP, where market forces will help

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enhance the quality of services and intransit experience, without the Government relinquishing control over public safety and security. The purpose of PPP in certain routes is to facilitate the introduction of new technology, provide high-level service and reduce travel time. With the imminent commissioning of Dedicated Freight Corridors and other infrastructure development, it is likely there would be availability of additional paths for operation. The broad contours of the proposal feature a list of 109 pairs of routes through 151 trains (rakes), divided into clusters with at least 12 rakes to be operated. Journey time will be, within a range of 10%, similar to the fastest Indian Railways train on that path. Proposed routes for long distance travel include Delhi – Mumbai, Delhi – Chennai, Mumbai – Chennai, and others. This is a follow up of last year’s launch of the IRCTC-run Tejas Express on the Lucknow–New Delhi and Ahmedabad– Mumbai routes, along with the Kashi Mahakal Express plying on the Varanasi– Indore route.

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OPINION  Critically, Indian Railways will be nondiscriminatory in its treatment towards trains operated under PPP. No similar regular train scheduled will depart within 15 minutes of the PPP-operated train on the same origin route, and the PPP operator will be responsible for maintaining its trains. Safety certification of the rakes will be in line with all safety and security parameters laid down by Indian Railways. The concession period will be for 35 years, and the PPP operator may procure its trains and locomotives as per its choice as long as they are compatible with predetermined specifications and standards. With regard to introducing new rolling stock, the validation will be done by an accredited independent safety assessor on an Indian Railways track, until such time RDSO adopts testing norms as set out in UIC 518 or other internationally accepted norms. The broad objectives of this proposal are to bring in PPP operators to finance, procure, operate and maintain the allocated trains. Indian Railways will be paid predetermined haulage charges, among other payments such as energy charges as per actual consumption, and a share in gross revenue as determined through a transparent bidding process. This is expected to bring in cutting-edge technologically advanced rolling stock, shorter journey times, enhanced job growth, better safety, and best-in-class service standards. And, crucially, bridge the demand-and-supply deficit for passengers. It is expected that the investment from the PPP will be in the range of Rs 30,000 crore—all in a Make in India–led growth strategy. PPP has been actively deployed as a mechanism in Europe and Japan. In Germany, the Deutsche Bahn has gone the autonomous entity way. In fact, it been divided into two distinct entities: DB Netz for infrastructure and DB AG as operator, which remains state-owned and continues to operate most inter-city services. Entities in Britain and Italy too have gone the PPP way, while Japan has made several forays into PPP in its rails and stations. In the 1980s, seven forprofit companies were made as a result of the bifurcation of Japan Railways under the PPP umbrella.

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The other key initiative is the redevelopment of railway stations through a PPP model, remaining costneutral to Indian Railways. Initially, 50 stations will be bid out and funded through land monetization as well as user charges. The modernization and redevelopment of stations will be conducted primarily through Indian Railway Stations Development Corporation Limited, Rail Land Development Authority and other Central Government entities. The PPP basis is under the Design, Build, Finance, Operate and Transfer (DBFOT) model. The lease period of the land has been notified to allow an increase to 99 years for residential development around the railway stations as part of the project, and commercial development to 60 years. To add to the viability of this project, all clearances will be single-window, and plans will be approved in consultation with urban local bodies and authorities to ensure a collaborative exercise.

remain competitive yet stay profitable, given the competition through air, road, and to some extent, water transport. It will be important to address the challenges in order to ensure this is a success and a sustainable model. The introduction of PPP into Indian Railways is a welcome step, and can lead to the kind of reforms that can help transform India and make Indian Railways a global leader. ***

It entails utilizing the potential of real estate for excess land and air space in and around the stations for development through PPP. Comprehensive technoeconomic feasibility studies of stations across the country are and will continue to be conducted. Already, development at Gandhinagar and Habibganj railway stations is at an advanced level, expected to be completed by the end of the year. The redevelopment of Anand Vihar, Gomtinagar, Bijwasan, and Chandigarh railway stations has already been agreed to and work is commencing. The 50 big stations have been planned to be bid out through the PPP route aimed at bringing in investments exceeding Rs 50,000–60,000 crore, and a paradigm shift in travel experience. While 8 stations have been bid out, the two large stations of New Delhi and Mumbai will be in the market soon. The balance 40 stations are expected to soon hit the market. In any structural reform of this nature, there will be challenges. One of the primary challenges will be independence of adjudication in matters of dispute. An independent regulator could go a long way towards allaying concerns of equitable treatment in the minds of PPP operators, and ought to be considered strongly. Other issues that could factor in will be the pricing strategy in order to NOVEMBER 2020 // Urban Transport Infrastructure

 OPINION

Dr. Amudhan Valavan Public Transport Expert

Dr. Amudhan Valavan possess over 26 years of experience in Public Transport and Urban Mobility related fields since 1993. From 2016, he has worked as an Independent consultant and Adviser to leading Companies like Thriveni Earthmovers, Thriveni Sainik and also RTA, Dubai and KPTC, Kuwait etc. on several technical assistance and training projects in India & the Middle-East and managed a number of projects involving numerous experts and multi-disciplinary teams.

Smart Bus Maintenance in Public Transport by Using Internet of Things (IoT) In most of the Indian Public Transport firms there is no advancement in the level of maintenance system. Properly maintaining the Buses will not only ensure its safety and dependability but also greatly reduce operational costs and down times. As the National and Central Governments have invested huge amount for the STU’s, maintenance of the Public Transport Vehicles has to reach levels and standards in par with most developed countries. In Indian STU’s fleet, the error codes can be predicted easily only in vehicles like Volvo, Mercedes Benz and Scania Buses from the Vehicle ECU’s through Digital System Signals. But the process is slightly difficult in Ashok Leyland, Tata, Mahindra

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Corana, AMW, etc. as most of the functions contain Analogue System without sensors. If Indian public transport needs to shine alongside with many developed countries, it needs to adopt IoT and other digital concepts as quick as possible. As we enter the 4th wave of the Industrial revolution, the Utilisation of Internet of Things (IoT) in Public Transport is focused greatly on Vehicle utilisation, operational cost, worker productivity etc. IoT is all about connecting low-cost sensors to gather Vehicle data and using advanced analytics to draw meaningful insights. It is estimated that IoT will allow Public

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OPINION  Transport/Operators to increase their productivity by 30% The maintenance strategy that employs advanced analytics to predict machine failures is known as Predictive Maintenance. At present, Reactive and Periodic Maintenance are being carried out in Indian Public Transport STU’s. For the better efficiency in Vehicle maintenance, normally western countries are doing Predictive and Proactive modes of maintenance. In a survey carried out by the World Economic Forum (WEF), the most widely cited application of the IoT is predictive maintenance and it is rightly so. Predictive maintenance allows the persons involved in Vehicle Maintenance to lower maintenance costs, extend equipment life, reduce downtime and improve production quality by addressing problems before they cause vehicle components failures. Predictive analytics helps us to predict future outcomes using past data. Together, we can help Operators to focus on their core operations and not worry too much about things like asset utilisation and equipment uptime. (See Figure 1)

DIFFERENT TYPES OF MAINTENANCE REACTIVE

Fix or Repair when the Vehicle Components Fail

PERIODIC

Scheduled Maintenance

PROACTIVE

Eliminate Defects at an early Stage

PREDICTIVE

Use Anaytics to Predict Components failures Figure 1

IoT defines a new concept in the transport industry that enhances the current solutions with Remote Diagnostics and Technical information Functions. IoT focus is always oriented towards the optimization of the: Driving Performance & Bus Breakdown times, Fleet Management and Workshop Repair Times. IoT facilitate the smart approach for the Bus maintenance and will provide the definitive solution for the management of industrial vehicle fleets. All of this contributes to the increase in benefits, thus providing a better service for your customers. (See Figure 2) Figure 2 WWW.URBANTRANSPORTNEWS.COM

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 OPINION IoT introduces in an exclusive way ‘the concept of remote diagnosis in real time’, thus contributing to the correct maintenance and prevention of problems through error reading in the electronic systems installed in each vehicle. With Internet of things (IoT), it is possible to recognize three roles of the application: the fleet manager, the workshop and the driver.

or if there will be a potential problem in the axle or in the brake system. Correctly monitored tyres can reduce costs, consumption, emissions, as well as extend tyre life and increase road safety.

With IoT one will have a continuous and fluent communication between the fleet manager, the workshop manager and the vehicle driver. Each of them will have a role inside the system. Through the web portal, one will be able to access all information in real time from any place in the world. The Platform is accessible from any device (PC, tablet, Smartphone…) with an Internet connection and support for multilanguage can greatly increase the scope for further collaborations and development. Web Site platform includes the following features: Location, Alarms, Messages, Diagnosis,Tachograph Data , Reports etc.

system that must be connected physically with the ECU of the vehicle to obtain data after every run. The process is tedious and time consuming. Though the technology eliminates the huge hassle of manually examining and identifying errors, it still has many numbers of limitations. It must be done individually for one vehicle at a time.

The current diagnostics tool works in delivering data to respective departments. The constraint in the present system is that it requires a dedicated computer

showing error codes through IoT are detailed in the Figure 5. Application of these smart technologies is must. In India, there are a more number of Analogue Vehicles with conventional maintenance mechanisms following time consuming, resource inefficient routines. Knowing the kind of positive impact smart technology can

Figure 3

The most significant available functionalities are detailed below in the figure.3 Another new development in IoT and transport maintenance is the Tire Pressure Monitoring System. A system designed to measure and monitor tire pressure and temperature using sensors in real time. Most punctures are caused by driving with wrong air pressure or a slow loss of pressure. TPMS system availability in the vehicle reduces the risk of a tyre bursting by a high percentage. Besides, with this system, it is possible to monitor if the tyres are in proper condition even in very high temperature

Solution to most of the restrictions posed in already existing digital diagnostic system is by connecting the fleet wirelessly through IoT Implementation. This enables easy monitoring of all vehicles thereby reducing operational cost that arises in conventional maintenance procedures. It also paves way to Proactive and Predictive maintenance when infused with technologies like AI prediction and cloud processing thereby monitoring every activity in real time and giving the management team full control over the maintenance process. The figure 4. gives all the possible data points through which valuable information can be extracted by introducing sensors and smart connectivity technology. When IoT is implemented in a large scale, it can greatly increase the profit margins for transport companies.

offer, many developed countries have long back adopted Digital System Signals in their vehicles. The revelation of amount of ease in which most of the cumbersome maintenance process can be transformed calls for shift to Digital System Signals that needs to be integrated into the Vehicle as seen in Volvo, Mercedes Benz & Scania. Indian Vehicle Manufacturers need to quickly make the transition as the requirements of the competitive markets change from time to time.

The Smart Maintenance sample reports of

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OPINION 

Figure 4

Figure 5 WWW.URBANTRANSPORTNEWS.COM

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03 - 04 December 2020 Hyatt Regency, New Delhi

Media Partner

OPINION ď ˇď ľ

Image Credit: Roland Magnusson

Gurpreet Singh Sehmi Research Consultant, Sustainable Mobility for All (SuM4All)

Three ways COVID-19 is reshaping how we collect and use data in transport?

he COVID-19 pandemic has highlighted the importance of leveraging data and evidence to make decisions. Key indicators, such as new cases or hospitalizations, are shaping how government leaders around the world plan or adapt their public health interventions. But it is not just the health sector that relies on data. Evidence-based decisions are the bedrock of sustainable development outcomes, especially in the transport sector.

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Under the leadership of the Sustainable Mobility for All (SuM4All) coalition, the international transport community has reached a consensus on clear policy goals and developed the first-ever global tracking framework for transport (GTF). However, the unprecedented events of 2020 have challenged many assumptions about how we assess and track progress on sustainable mobility. This article highlights some emerging opportunities that can be leveraged by the transport sector in light of the current context:

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ď ľď ˇ OPINION Redefining the way countries collect and share transport data Many individuals worldwide can use their mobile phones or smartwatch to monitor their mobility patterns (distances walked in a day, time spent cycling per week, etc.). By contrast, many governments still struggle to compile those same metrics at the city or country level. In many instances, public authorities rely on traditional data collection methods that are often inefficient, time-consuming, and expensive. The rippling effect is inaccurate, incomplete, or outdated data. According to a 2020 report from UNDESA, 96% of national statistical offices have fully or partially stopped face-toface data collection since the COVID-19 pandemic began. Meanwhile, technology companies such as Google, Moovit, Apple, and Tomtom have increasingly made harmonized data available by leveraging innovative technologies. Perhaps, national statistical bodies should be considering how this type of proprietary data can be expanded and further coordinated to create transport indicators to fill the gap. The basis for new targets and indicators Over the last few years, the international community has adopted several landmark initiatives directly relevant to transport, such as the Decade of Action for Road Safety and the Paris Climate Agreement. These efforts brought attention to the unsustainability of the global transport system, and strove to catalyze action through the same basic approach: set clear targets, develop indicators, monitor the results closely. COVID-19 is now shining a light on other transport challenges that had been largely overlooked until now, from public health concerns to the lack of mobility options for vulnerable groups. Some examples include disabled persons whose constrained mobility options in the preCOVID world were exacerbated, refugees whose access to asylum was curtailed, and women and children who lack alternatives when public transport is shut down as part of pandemic lockdown measures. With this, the international transport community

has an opportunity to revisit how we assess sustainability and include other critical aspects of safety, inaccessibility, and public health risks. Data can help address immediate challenges and guide the long-term transformation COVID-19 has shown just how critical big data could be in shaping policies and making informed decisions. Although data use in transport had been growing significantly over the past few years, the pandemic has increased the urgency to innovate. Cities and large corporations have partnered to use open-source data to assess mobility patterns and decide how to curtail the virusâ&#x20AC;&#x2122; spread. Decisionmakers are leveraging data platforms to ensure a safely phased reopening of business activities around the world. City leaders could use a similar approach to re-imagine urban design and make room for walkable, cyclable, safe, accessible, congestion-free, and climate-friendly streets. The work continues, and our ability to process information faster than ever before will only increase the potential of data for transport. But data is only as good as the people who handle it. We should keep in mind that wrong interpretations and premature conclusions could hinder progress toward sustainable mobility for all. To make the most of data, transport practitioners must strive to be both rigorous and adaptable to integrate the new trends and opportunities outlined in this article. If we get it right, data will go a long way in building a better, more sustainable transport future for all of us. *** (Input Credit: The World Bank Blog)

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OPINION 

Make in India: How ‘Make in India’ initiative is giving impetus to the High Speed Rail projects? 

NHSRCL

ecognised among the fastestgrowing bilateral ties in the entire Asia region, the IndoJapan partnership has come a long way. With both the countries now joining hands to introduce in India its first High-Speed Rail or the Bullet Train, the partnership is only set to strengthen further. The 508 km long Mumbai-Ahmedabad High Speed Rail Project will augment connectivity between 12 stations across the corridor. Their names being BKC (Mumbai) – Thane – Virar –Boisar – Vapi – Bilimora – Surat – Bharuch – Vadodara – Anand Ahmedabad-Sabarmati. This partnership has also given impetus to another cause that’s close to India Inc.’s heart- that of giving boost to India’s economy through ‘Make in India’.

Modi in September 2014 as part of a wider set of nation-building initiatives. Devised to transform India into a global design and manufacturing hub, it quickly became a rallying cry for India’s innumerable stakeholders and partners and an invitation to potential partners and investors around the world. As a result, in a short span of time, the idea has helped drive investment, foster innovation, develop skills, protect Intellectual Property (IP) and build best-in-class manufacturing infrastructure within the country. The most striking indicator of progress is the unprecedented opening of key sectors – including railways, defence, insurance and medical devices – to substantially higher levels of Foreign Direct Investment. The initiative aims to lift the share of manufacturing in India's $2 trillion economy to 25 per cent and create 100 million jobs by 2022.

What is Make in India?

Role of ‘Make in India’ in MumbaiAhmedabad High Speed Rail Project

The Make in India initiative was launched by Prime Minister Narendra

As part of the agreement, through the Mumbai - Ahmedabad High Speed Rail

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(MAHSR) project, India will focus on promotion of its two key drivers: ‘Make in India’ & ‘Transfer of Technology’. The amalgamation of Japan’s technology and India’s expertise in creating worldclass parts can prove to be a boon for the project. As part of Transfer of Technology (ToT) aspect of the project, for the parts that are to be made in India, Japan will share their blueprints and methodology behind their creation with their Indian counterparts. Further then, India, under the ‘Make in India’ scheme, will then replicate and recreate these elements related to the project as per the terms of the plan. It is through the promotion of these two drivers that India will set up manufacturing facilities in the country, generate new jobs, upgrade the skills of its existing workforce, give a boost to allied industries (steel, cement, electrical components & infrastructure etc.) and get a toehold on the new and upcoming technologies being used by Japan. If we go by the numbers, it is estimated

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 OPINION that the project can spur growth and create employment opportunities with upto 20,000 during the construction phase, 4,000 direct employment in maintenance & operations & another estimated 20,000 indirect jobs. Not only this, the project is also expected to boost social development along the route. Moreover, the trickle-down effect of the project can be understood from the fact that by setting up production bases across the country, its effect will spill over and open avenues for creation of logistic hubs, modern townships, industrial units and much more. How ‘Make in India’ implemented in the project?

being

For the success of any project, discussion, collaboration, exchange of ideas and execution form a vital aspect. Since, the aim of the Mumbai Ahmedabad High Speed Rail (MAHSR) project is also to showcase India being at the forefront of technology and at par to build international standards of engineering and service, no stone is being left unturned to create an entire ecosystem of high performance through proper planning. Here’s looking at few key action points that have been taken so far under MAHSR project guidelines to meet the ‘Make in India’ objectives. Frequent deliberations with regards to action required to meet the “Make in India” objectives of MAHSR project is being held under the convenorship of key stakeholders like Department of Industrial Policy and Promotion (DIPP) & Japan External Trade Organisation (JETRO). Timely & regular discussions and meets are held among the 4 key sub-groups, namely Track, Civil, Electrical & S&T, and Rolling Stock; to identify potential items and sub-systems of ‘Make in India’ and take immediate action as and when required. These groups constitute of senior representatives from Indian industry, Japanese industry, Department of Industrial Policy & Promotion (DIPP), NHSRCL and JETRO (Japan External Trade Organisation). The discussion criterion that is being followed to further the ‘Make in India’

component of the agreement and promote collaboration between Indian & Japanese companies can divided into 3 broad categories:

MAHSR project is facilitating a positive trade tie-ups between the two nations and opening up bigger horizons for technological advancement in India.

• Sub Group Meetings- These are attended by representatives from Department of Industrial Policy and Promotion (DIPP), Ministry of Railways, National High Speed Rail Corporation Ltd (NHSRCL), MLIT, Japan External Trade Organisation (JETRO), Japanese Embassy, Japan Railway East (JRE), Indian Industry representatives including representatives form Industry associations like Confederation of Indian Industry (CII), Federation of Indian Chambers of Commerce & Industry (FICCI) and The Associated Chambers of Commerce and Industry of India (ASSOCHAM) among others.

As per the joint agreement under Make in India, various components of HSR project are being planned to be added in the list. Target items lists for ‘Make In India’ & ‘Transfer of Technology’ for Track Works:

• Workshops: Regular workshops are being organised, in India & Japan, for the various stakeholders involved in the project. These day long workshops are advertised well-in advance to ensure complete participation from the existing partners as well as to invite potential investors and interested firms. The workshops are being followed by B2B meetings and discussions as a platform for interaction between Indian and Japanese firms. In recent times, a workshop was organised in Tokyo which concluded with Japanese firm visit by Indian firms the next day. • Task Force Meetings: The purpose of these meetings is to check on the progress of the plans already implemented and also discuss the road ahead with regards to the project. At a Target items lists for ‘Make In India’ & recent meeting held in DIPP, a review ‘Transfer of Technology’ for Electrical on the progress of sub group meetings Works: and workshops was done alongside finalisation of the action plan for the future. These review meetings were attended by representatives from DIPP, Ministry of Railways, NHSRCL, Ministry of Land, Infrastructure, Transport and Tourism (MLIT), JETRO, Japanese Embassy, and JRE among others. By reaching out to construction companies, manufacturers and entrepreneurs across India and Japan through such workshops & meeting, the

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OPINION  India and used extensively during the making of India’s first High Speed Rail. Efforts are constantly being made to identify the need at this stage and align sources for the implementation of the same. Can ‘Make in India’ prove to be a winwin proposition for both India & Japan?

Target items lists for ‘Make In India’ & ‘Transfer of Technology’ for Civil Works:

The project will certainly be a new feather in the cap of India Inc. For a growing nation like ours, years there can be no better news than a spurt of economic activities happening across sectors. Japanese firms are welcome to set up partnerships, manufacturing bases in India. Indian firms should avail this opportunity for technical upgradation.

Thus, it is win-win proposition for both the countries! The first High Speed Rail corridor to be implemented in the Country, with technical and financial assistance of Government of Japan, has been identified from Mumbai to Ahmedabad. With total twelve stations in the States of Maharashtra, Gujarat and Union Territory of Dadra and Nagar Haveli, the corridor will have a length of 508.17 Km. Where high speed rail will cover 155.76 kms in the state of Maharashtra (7.04 Kms in Mumbai suburban, 39.66 kms in Thane district & 109.06 kms in Palghar district), 4.3 kms in union territory of Dadra & Nagar Haveli and 348.04 kms in the state of Gujarat. High speed rail will cover total 12 stations namely Mumbai, Thane, Virar, Boisar, (in Maharashtra), Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand, Ahmedabad and Sabarmati (in Gujarat). Where a limited stop (in Surat & Vadodara) service will cover this distance in 1 hr. and 58 mins and all stops service will take 2 hr. 57 min to cover this distance. High speed rail will be operating at a speed of 320 Km/hr at an elevated (10 to 15 m) track above the ground on a viaduct all along except 26 kms in Mumbai, which will be underground. All stations will be elevated except Bandra Kurla Complex station (Mumbai), which will be underground. ***

You can also find brief details on the other items like OHE Steel Mast, Rail Turnover Prevention Device, Embedded Inserts, Cement Asphalt Mortar (CAM) under “Make In India” on NHSRCL’s website. Besides these, there will be many more items in the list which will be made in WWW.URBANTRANSPORTNEWS.COM

They would also have access to the big and growing Indian Railways and Metro Railway market. Lower cost of production in India will make Japanese product cost competitive for exports to other countries. Along with the Japanese, India too stands to gain by assimilation of better technology, manufacturing and construction practices. NOVEMBER 2020 // Urban Transport Infrastructure

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October 6-8

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October 20-22

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New Delhi, India

November 09

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ď ľď ˇ LEADERS FEEDBACK

What do industry leaders say about the Urban Transport News publications? It is good to know that Urban Transport News is regularly covering various issues related to infrastructure projects including railways, and urban mobility. Especially issues related to urban rail segment have been very well covered. The various aspects related to metro rail industry and its benefits to the society have also been included in its issues. The magazine and the portal also regularly feature interviews of prominent personalities related to infrastructure and similar such sectors.

Dr. Brijesh Dixit Managing Director Maharashtra Metro Rail Corporation

I am glad to know that there is an exclusive magazine and news portal to deal with the Urban Transport in India. There is a need to make the public aware about the importance of public transport. More focus on the integrated transport solutions will help stakeholders in better planning and project management. _ Alkesh Kumar Sharma Managing Director Kochi Metro Rail Limited

Urban Transport Infrastructure // NOVEMBER 2020

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URBAN TRANSPORT INFRASTRUCTURE MAGAZINE

EDITORIAL CALENDER 2020-21 ISSUE

PUB. DATE

Urban Transport Infrastructure November 2020

Articles inside

Dr Tansen Chaudhari

Dr. Brijesh Dixit

Role and importance of Hydrogen fuel Cell based mobility to save the World

RRTS: Transforming regional mobility at higher speeds in India

Mr Vinay Kumar Singh

Editor’s Note

Round Up