Urban Transport Infrastructure September 2019 by Urban Transport News

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VOL. I / ISSUE 5 / BI-MONTHLY / SEPTEMBER 2019

infrastructure

India to run ‘METROLITE’ in small cities Maharashtra approves ‘METRO NEO’ for Nashik

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Urban Transport Infrastructure / September 2019 / Vol. I / Issue 5

REGULAR COLUMNS

Editor’s Note

Editorial Advisory Board

Subscription Form

Round Up

Infra Business Updates

Leaders’ Comment

Urban Rail Transit Progress Report

INTERVIEW 28 35 41

COVER STORY

Principal Advisor DMRC, KMRL and J&K Metro

Mr. Vinay Kumar Sigh

Managing Director, National Capital Region Transport Corporation (NCRTC)

Mrs. Ashwini Bhide

Managing Director, Mumbai Metro Rail Corporation (MMRC)

Metrolite: India plans to run light urban rail transit system ‘Metrolite’ in small cities

FEATURED PROJECT

Dr. E. Sreedharan

Metro Neo: Maharashtra to run Light Rail Transit System in Nashik City

Urban Transport Infrastructure // September 2019

IN-DEPTH INSIGHTS

UAE celebrates 10th anniversary of Dubai Metro operations

Krishtina D’Silva, Special Correspondent WWW.URBANTRANSPORTNEWS.COM

CONTENT 

Fresh entries for the next Edition “November 2019” will be opened till 25th Oct. 2019. ARTICLE

26 38 50

Digitalisation is really the game changer in urban mobility

Mark Ludwig, Head-Mass Transit Rail Infrastructure Siemens Mobility

Just having a Metro or monorail will not solve the city’s transport woes

INNOVATION 37

DESHLA: IIT Kharagpur team rolls out first indigenous electric three-wheeler Sheen Kachroo, Associate Editor, Urban Transport News

BUSINESS OPPORTUNITY

India to procure 5595 Electric Buses under FAME-II scheme for 64 cities

Jhanavi J., Freelance Journalist

Smart Card Based Ticketing System: You need to know all about

Anurag Mangla Project Manager – AFC (Navi Mumbai Metro Project) Ansaldo STS Transportation Systems India

CASE STUDY

In-depth insight: UK celebrating 8 years of Country’s first and only cable car EurIng David Cooper , Managing Director, LECS (UK) Ltd

IN SPOTLIGHT MARKET RESEARCH REPORT

Railway Infrastructure investments are expected to increase from US$ 58.96 billion to US$ 124.13 billion by 2022 Vinod Shah, Head - Marketing & Communications, Urban Transport News

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Kumar Keshav: The man success of Lucknow Metro

behind

INDUSTRY EVENTS

Event Calendar 2019

September 2019 // Urban Transport Infrastructure

Vol. I / Issue 5

September 2019

Managing Editor’s Note

Mamta Shah Managing Editor Vinod Shah Marketing & Communications Surya Prakash Circulation In-charge Sheen Kachroo Guest Editor Anushka Khare Associate Editor Krishtina D’Silva Special Correspondent Urban Transport Infrastructure Magazine is published bi-monthly by:

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ISSN 2581-8023

ublic transportation is an important contributing factor to urban sustainability. Effective transportation networks that incorporate public transit help lower a city’s per capita carbon footprint, and make cities more livable by easing commute and transportation needs and increasing accessibility. But the mere presence of public transportation - the number of buses, trains, trolleys, and trams available does not paint a complete picture. The experts suggests five principles of sustainability for municipal transportation: accessibility; affordability; connectivity; holistic transportation and land use planning; and planning with the environment in mind. Holistic transportation, land use planning, and planning with the environment in mind means that transportation systems include many elements including streets, sidewalks or pedestrian networks, transit, bicycle routes, plus private and public fleets. Those elements interface effectively with both the physical geography and commercial and residential development, and account for other environmental factors such as seasonal trends and extreme weather. Transit-oriented development (TOD) is a development approach that focuses on land use around a transit hub or within a transit corridor. The urban planner describes TOD as characterized by mixed use land, moderate to high density, pedestrian-oriented, reduced parking, and multiple transportation choices. The definition may be relatively new, but the fundamental idea of development built around transportation is ancient. Cities have always sprung up alongside rivers not only for the water source for personal and commercial consumption, but especially as modes of transportation for people and cargo, facilitating trade. India is also considering the smart and sustainable transportation for its developing cities. To provide better public transportation and ease lives of citizens, the Government has approved ‘Metrolite’ – Light Metro Rail Transit systems for small cities. To fulfill the public demand the Government of Maharashtra has approved ‘Metro Neo’ – a light rail transit system for Nashik city. However, the Mumbai Metro Rail Corporation is facing public protest against proposed metro car shed in Aarey Milk Colony. The protest is divided people into two parts, at one side some green activist supporting metro rail project but opposing the Government’s decision to cut around 2,700 trees to build metro car shed for Mumbai Metro Line – 3, while another side some people thinking about long term green mobility project, as metro rail system helps cities to reduce pollution and congestion in the city. The National Capital Region Transport Corporation (NCRTC) had recently hold a half day seminar on “provision of logistics services through RRTS trains” with aims to curb pollution and traffic situation in Delhi-NCR.

I urge citizens to use public transport instead of personal vehicle to contribute some good things to the environment and the society. Wishing all readers a very happy Dussehra and joyful Diwali ! Mamta Shah Managing Editor & CEO editor@urbantransportnews.com

Urban Transport Infrastructure

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 Urban Dev. Advisor UK India Business Council, Gurgaon

Mehjabeen Economist & Policy Expert Hyderabad

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Sanjam Sahi Gupta Director Sitara Shipping Limited, Mumbai

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

September 2019 // Urban Transport Infrastructure

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ROUND UP 

HIGHLIGHTS SC directs DMRC to commence work on Phase IV of Delhi metro The Supreme Court (SC) has directed Delhi Metro Rail Corporation (DMRC) to commence construction work on the Delhi Metro Project-Phase IV. Foundation stone laid for modernisation of Amravati airport The Government of Maharashtra (GoM) laid foundation stone for the Amravati Airport Modernization Project on July 13, 2019. Trial runs commence on Corridor 6 of Delhi Metro Phase-III The Delhi Metro Rail Corporation (DMRC) commenced trial runs on 4.29 km long Dwarka - Najafgarh corridor (Corridor 6) of the Delhi Metro Project-Phase III on July 15, 2019. IRSDC, NPCC sign MoA for redevelopment of eight railway stations Indian Railway Station Development Corporation Limited (IRSDC) signed a Memorandum of Agreement (MoA) with NPCC Limited for the redevelopment of eight railway stations. Trial runs commence on Maharaja’s CollegeErnakulam South stretch of Kochi metro-Phase I The trial runs on Maharaja’s College-Ernakulam South stretch of the Kochi Metro Rail Project- Phase I commenced on July 21, 2019.

Work on Navi Mumbai Metro-Line 1 to complete by August 2020 The construction work on Navi Mumbai Metro Rail Project (Phase I) is likely to be completed by August 2020. Earlier, the project was expected to complete by May 2020 but has been delayed due to various reasons. MoR seeks CCEA’s approval for three new freight corridors The Ministry of Railways (MoR) has sought approval from the Cabinet Committee of Economic Affairs (CCEA) for development of three dedicated freight corridors (DFCs). WWW.URBANTRANSPORTNEWS.COM

State cabinet allocates land for Hinjewadi-Shivajinagar metro The Maharashtra Cabinet allocated about 21.91 hectares (ha) of land to the Pune Metropolitan Region Development Authority (PMRDA) for development of the Hinjewadi-Shivajinagar Metro Rail Project (Corridor 3 of Pune Metro) to the Pune Metropolitan Region Development Authority (PMRDA) on July 23, 2019. State cabinet approves three metro lines in Mumbai The Maharashtra Cabinet granted approval for three metro projects in Mumbai Metropolitan Region (MMR), viz. Mumbai Metro Phase III Line 10 Project (GaimukhShivaji Chowk), Mumbai Metro Phase III Line 11 Project (Wadala-GPO) and Mumbai Metro Phase III Line 12 (Kalyan-Dombivli-Taloja) Project on July 23, 2019. RITES submits revised DPR for Bengaluru Suburban Rail RITES Limited submitted the revised detailed project report (DPR) for Bengaluru Suburban Rail Project (Bengaluru Commuter Rail System) to South Western Railway (SWR) on July 22, 2019. Land acquisition notification issued for development of Halwara airport The Department of Housing and Urban Development, Government of Punjab (GoP) issued a notification for acquisition of 161.27 acres of land for the Halwara Civil Terminal Building Project on July 17, 2019. State sanctions Rs 20 billion for two expressway projects in Uttar Pradesh The Government of Uttar Pradesh (GoUP) sanctioned funds worth Rs 11.5 billion, and Rs 8.5 billion for Bundelkhand Six-Lane Expressway Project (NH-35/76, NH-91), and Lucknow-Ballia Expressway Project [Purvanchal Expressway] respectively in its supplementary budget announced on July 23, 2019. DPR for Gumti River Inland Water Transport Project to finalise by September The detailed project report (DPR) for Gumti River Inland Water Transport Project is expected to be finalised by September 2019. September 2019 // Urban Transport Infrastructure

 ROUND UP Centre issues standard specifications for implementation of LRT system- ‘Metrolite’ for small cities The Ministry of Housing and Urban Affairs (MoHUA) issued standard specifications for implementation of a light rail transit (LRT) system- 'Metrolite' for small cities and towns having lower projection of ridership.

Hyperloop Technologies consortium for Mumbai-Pune Hyperloop Project The Maharashtra cabinet approved the appointment of consortium of DP World FZE and Hyperloop Technologies as original project proponent (OPP) for implementation of the Mumbai-Pune Hyperloop Corridor Project.

CMRS conducts safety inspection for Phase-I of Kolkata East-West metro The Commissioner of Metro Rail Safety (CMRS) conducted safety inspection on 5.74-km Sector V -Salt Lake Stadium elevated section under Phase-I of the Kolkata East-West Metro Project on July 23, 2019.

Trial runs conducted on Ernakulam South-Thykoodam stretch of Kochi metro Phase-I Kochi Metro Rail Limited (KMRL) conducted trial runs on Ernakulam South-Thykoodam stretch of the Kochi Metro Rail Project- Phase I on July 31, 2019.

MRVC submits feasibility report for MUTP-Phase IV Mumbai Rail Vikas Corporation (MRVC) has submitted the feasibility report for development of the Mumbai Urban Transport Project (MUTP) - Phase IV to Government of Maharashtra. Bids cancelled for provision of passenger boats for Kochi water transport Kochi Metro Rail Limited (KMRL) has cancelled bids for the provision of passenger boats for Kochi Integrated Water Transport Project due to administrative issues. AAI receives proposal to develop greenfield airport at SilcharThe Airports Authority of India (AAI) has received a proposal to develop a new greenfield airport at Silchar in the state of Assam.

EAC recommends approval for development of greenfield airport in Gujarat The Expert Appraisal Committee (EAC) of Ministry of Environment, Forest and Climate Change (MoEFCC) recommended grant of environmental clearance (EC) for the construction of Mundra Greenfield Airport Project in its meeting held on July 10-12, 2019. Proposal submitted to MoEFCC for grant of EC for capacity expansion at Hyderabad airport GMR Hyderabad International Airport Limited (GHIAL) submitted the proposal for grant of environmental clearance (EC) to the Ministry of Environment, Forest and Climate Change (MoEFCC) for capacity expansion from 25 million passengers per annum (mppa) to 50 mppa for the Hyderabad Airport Expansion Project on July 22, 2019. MPMRCL revises design of Indore light metro Madhya Pradesh Metro Rail Corporation Limited (MPMRCL) has revised the design of the Indore Light Metro Rail Project. Steering Committee of Maharashtra grants approval for 5-km road stretch of Pune ring road project The Maharashtra Steering Committee has granted approval for 5-km road stretch in the eastern part of the Pune Ring Road Project. State cabinet approves appointment of DP World-

Urban Transport Infrastructure // September 2019

Maha-Metro achieves financial closure for Pune metro Phase-I Maharashtra Metro Rail Corporation Limited (MahaMetro) has achieved financial closure for the Pune Metro Rail Project - Phase I. State approves draft alignment for Kerala semi-HSR The Kerala government has granted approval for draft alignment of the Kerala Semi-High Speed Rail Corridor Project. Work on Delhi metro-Phase III to complete by mid2020 The construction work on Delhi Metro Project - Phase III is likely to be completed by mid-2020. Tunneling works completed for Azad Maidan-Mumbai Central station stretch of Mumbai metro Line 3 Mumbai Metro Rail Corporation Limited (MMRCL) completed the tunneling works for 3.81 km long Azad Maidan-Mumbai Central station stretch of the Mumbai Metro Phase I Line 3 Project (Colaba-Bandra-SEEPZ) on August 2, 2019. Survey works for Delhi-Sonepat-Panipat RRTS in progress The survey works for the Delhi-Sonepat-Panipat Regional Rapid Transit System (RRTS) Project- Phase I are in progress. PMRDA submits draft DPR for extension of Pune metro Corridor 3 till Hadapsar Pune Metropolitan Region Development Authority (PMRDA) has submitted the draft detailed project report (DPR) to Pune Cantonment Board (PCB) and Pune Municipal Corporation (PMC) for extension of the Hinjewadi-Shivajinagar Metro Rail Project (Corridor 3 of Pune Metro) till Hadapsar. CMRS grants conditional safety clearance for Phase-I of Kolkata East-West metro The Commissioner of Metro Rail Safety (CMRS) granted conditional safety clearance for 5.74-km Sector V -Salt Lake Stadium elevated section under Phase-I of the Kolkata East-West Metro Project on August 2, 2019. Tunneling works completed on CSMIA T-2- Sahar stretch of Mumbai metro Line 3 WWW.URBANTRANSPORTNEWS.COM

In association with CII and Indian Railways

URBAN TRANSPORT NEWS

is covering Asiaâ&#x20AC;&#x2122;s Largest Rail Transportation Event

IREE 2019 and Urban Mass Transit Expo 2019 in our next issue.

ď ľď ˇ ROUND UP Mumbai Metro Rail Corporation Limited (MMRCL) completed the tunneling works on Chatrapati Shivaji Maharaj International Airport (CSMIA) T-2 - Sahar stretch of the Mumbai Metro Phase I Line 3 Project (Colaba-Bandra-SEEPZ) on August 5, 2019. State cabinet grants in-principle approval for appointment of CIAL to revive Karaikal airport in Tamil Nadu The Tamil Nadu Cabinet granted in-principle approval for appointment of Cochin International Airport Limited (CIAL) to act as an advisory for reviving the Karaikal Merchant Airport Project - Phase I on August 1, 2019. Louis Berger submits feasibility report for developing Sabarimala airport in Kerala Louis Berger Consulting Private Limited has submitted the techno-economic feasibility report (TEFR) to the Government of Kerala (GoK) for development of the Sabarimala (Dharmasastha) Greenfield Airport Project. About 80 per cent of land to be acquired for Phase I of Jewar airport by September 2019 About 80 per cent of land is expected to be acquired for Phase I of the Jewar (Greater Noida) Greenfield Airport Project by September 2019. BIAL achieves financial closure for Phase II of Bengaluru airport expansion project Bangalore International Airport Limited (BIAL) has achieved the financial closure for the Bengaluru International Airport Expansion Project Phase II (Kempegowda Airport). State cabinet grants approval for implementation of Kerala semi-HSR The Kerala Cabinet granted approval for implementation of the Kerala Semi-High Speed Rail Corridor Project on August 7, 2019. Work commences on Delhi Airport expansion project The construction work on Phase 3A of the Delhi Airport Expansion Project has commenced. State proposes hyperloop project in Punjab The Government of Punjab (GoP) has proposed to implement a hyperloop mass transit system connecting Amritsar and Chandigarh with stops at Jalandhar and Ludhiana. Work on Mumbai-Ahmedabad HSR to commence by April 2020 The construction work on Mumbai-Ahmedabad HighSpeed Rail Corridor Project is expected to commence by April 2020. State releases funds for development of greenfield airport at Ayodhya The Government of Uttar Pradesh (GoUP) has released funds worth Rs 2 billion for acquisition of 285 acres of land for the Ayodhya Greenfield Airport Project.

Urban Transport Infrastructure // September 2019

State cabinet approves Hyderabad Metro-Phase IIA The Telangana Cabinet has granted approval for implementation of the Hyderabad Metro Airport Express Line Project (Hyderabad Metro-Phase IIA). Trial run conducted on Sitabuldi-Subhash Nagar stretch of Nagpur metro Phase-I The trial run on Sitabuldi-Subhash Nagar stretch under the Nagpur Metro Rail Project-Phase I was conducted on August 15, 2019. State grants in-principle approval for Bengaluru suburban rail in Karnataka The Government of Karnataka (GoK) granted inprinciple approval for implementation of the Bengaluru Suburban Rail Project (Bengaluru Commuter Rail System) on August 16, 2019. Tripartite MoU signed for development of Bhopal, Indore light metro in Madhya Pradesh The Government of Madhya Pradesh (GoMP) signed a Memorandum of Understanding (MoU) with the Union Government and Madhya Pradesh Metro Rail Corporation Limited (MPMRCL) for implementation of the Bhopal Light Metro Rail Project and Indore Light Metro Rail Project on August 19, 2019. MRVC commences work on signalling system for MUTP-3A Mumbai Rail Vikas Corporation (MRVC) has commenced preliminary work for improving signalling system using Communication Based Train Control (CBTC) on sections viz. Chatrapati Shivaji Maharaj Terminal (CSMT)-Panvel on Harbour and Trans Harbour Line of Central Railway (CR); CSMT-Kalyan on CR on both slow and fast lines; and Churchgate-Virar on Western Railway (WR) on both slow and fast lines under the Mumbai Urban Transport Project (MUTP)-Phase 3A. Trial run commences on Salt Lake depot-Sealdah East stretch of Kolkata East-West metro The trial runs on Salt Lake depot-Sealdah East crossover stretch of the Kolkata East-West Metro Project commenced on August 20, 2019. Phase I of Hinjewadi-Shivajinagar metro to be operational by end-2020 The commercial operations on 8 km long HinjewadiBalewadi stretch (Phase I) of the Hinjewadi-Shivajinagar Metro Rail Project (Corridor 3 of Pune Metro) are likely to commence by end-2020. State approves acquisition of 6.8 ha of land for expansion of Trivandrum airport in Kerala The Government of Kerala (GoK) has approved acquisition of 6.8 hectares (ha) of land in Vayyamoola region for construction of integrated terminal for the Trivandrum (Thiruvananthapuram) Airport Expansion Project. CMRS to conduct safety inspection on SitabuldiWWW.URBANTRANSPORTNEWS.COM

ROUND UP  Lokmanya Nagar stretch of Nagpur metro on August 30 The Commissioner of Metro Rail Safety (CMRS) is likely to conduct safety inspection on SitabuldiLokmanya Nagar stretch (Reach-3) of the East-West Corridor of the Nagpur Metro Rail Project-Phase I on August 30, 2019. State signs MoU with AAI for Gulbarga Airport in Karnataka The Government of Karnataka (GoK) signed a Memorandum of Understanding (MoU) with the Airports Authority of India (AAI) to operationalise the Gulbarga Airport Project on August 24, 2019. MoEFCC grants CRZ clearance for Chennai peripheral road project The Ministry of Environment, Forest and Climate Change (MoEFCC) granted Coastal Regulation Zone (CRZ) clearance for the Chennai Peripheral Ring Road Project on August 5, 2019. DPR submitted to PMRDA for extension of Pune metro Corridor 3 Delhi Metro Rail Corporation (DMRC) submitted the detailed project report (DPR) to Pune Metropolitan Region Development Authority (PMRDA) for the Shivajinagar-Hadapsar Metro Rail Project (Corridor 3 extension of Pune Metro) on August 27, 2019. Commercial operations on runway at Bengaluru airport to commence on December 5 The commercial operations on the new south parallel runway (NSPR) of the Bengaluru International Airport Expansion Project Phase II (Kempegowda Airport) are likely to commence on December 5, 2019. State cabinet grants administrative approval for additional expenditure for development of Nagpur airport The Maharashtra Cabinet granted administrative and financial approval for additional expenditure worth Rs 9.92 billion for the Nagpur (MIHAN) International Airport Project on August 28, 2019. State cabinet approves Nashik Metro Rail Project in Maharashtra The Maharashtra Cabinet granted approval for implementation of the Nashik Metro Rail Project on August 28, 2019. About 60 per cent work completed on Eastern and Western DFCs About 60 per cent of the construction work has been completed on the eastern and western dedicated freight corridor (DFC) projects. DPR for Patna ring road project to complete by February 2020 The preparation of detailed project report (DPR) for the Patna Ring Road Project is expected to be completed by February 2020. WWW.URBANTRANSPORTNEWS.COM

CMRS grants safety clearance for Maharaja’s CollegeThykoodam stretch of Kochi metro Phase-I The Commissioner for Metro Rail Safety (CMRS) granted safety clearance for Maharaja’s CollegeThykoodam stretch of the Kochi Metro Rail ProjectPhase I on September 1, 2019. KMRC revises deadline for Kolkata East-West Metro Kolkata Metro Rail Corporation (KMRC) has revised the deadline for commissioning of the Kolkata East-West Metro Project to December 2021. About 36 ha of land acquired for development of Jewar International Airport About 36 hectares (ha) of land has been acquired in Ranhera (13.64 ha) and Kishorepur (22.28 ha) villages and transferred to Yamuna Expressway Industrial Development Authority (YEIDA) for Phase I of the Jewar (Greater Noida) Greenfield Airport Project. MSRDC submits proposal to obtain loans worth Rs 130 billion for Mumbai-Nagpur expressway project Maharashtra State Road Development Corporation Limited (MSRDC) has submitted a new proposal to the state cabinet to offer a bank guarantee for obtaining loans worth Rs 130 billion from banks for the Mumbai-Nagpur Communication Expressway Project Centre inaugurates Maharaja’s College-Thykoodam stretch of Kochi metro Phase-I The Union Government inaugurated 5.6 km long Maharaja’s College-Thykoodam stretch of the Kochi Metro Rail Project- Phase I on September 3, 2019. MoEFCC grants ToR for upgradation of Hisar Airport The Ministry of Environment, Forest and Climate Change (MoEFCC) granted Terms of Reference (ToR) for the Hisar Airport Upgradation Project on September 2, 2019. NCRTC completes foundation of 100 piles on Sahibabad-Duhai section of Delhi-Meerut RRTS National Capital Region Transport Corporation (NCRTC) has completed the work of laying foundation of 100 piles on the 17-km Sahibabad-Duhai section of the Delhi-Ghaziabad-Meerut Regional Rapid Transit System (RRTS) Project- Phase I. State cabinet approves proposal to obtain loan worth Rs 130 billion for Mumbai-Nagpur expressway project The Maharashtra cabinet has approved the proposal for obtaining a loan worth Rs 130 billion for the MumbaiNagpur Communication Expressway Project.

About 75 per cent excavation work completed for underground stations of Colaba-Bandra-SEEPZ metro Mumbai Metro Rail Corporation Limited (MMRCL) has completed 75 per cent of excavation work for the underground stations of the Mumbai Metro Phase I Line 3 Project (Colaba-Bandra-SEEPZ). Bihar Cabinet approves allotment of Patna Metro Rail September 2019 // Urban Transport Infrastructure

ROUND UP  to DMRC The Bihar Cabinet approved the allotment of work for execution of the Patna Metro Rail Project - Phase I to Delhi Metro Rail Corporation (DMRC) on nomination basis on September 3, 2019. State grants administrative approval for funds worth Rs 5.3 billion for Bhopal-Indore expressway The Public Works Department, Madhya Pradesh (PWD) has granted administrative approval for funds worth Rs 5.3 billion for land acquisition of the Bhopal-Indore SixLane Expressway Project. Work on domestic terminal building at Patna airport to commence by October The construction work on a new domestic terminal building under the Patna Airport Upgradation Project is likely to commence by October 2019. About 83 ha of land acquired for development of Jewar airport About 83 hectares (ha) of land has been acquired in Rohi village (81.5 ha) and Banwaribans village (1.5 ha) and transferred to Yamuna Expressway Industrial Development Authority (YEIDA) for Phase I of the Jewar (Greater Noida) Greenfield Airport Project on September 5, 2019.

NITI Aayog has granted approval to Chennai Metro Rail Limited (CMRL) for seeking loans from various international banks for implementation of the Chennai Metro Rail Project Phase-II. Bids cancelled for redevelopment of Surat railway station Indian Railway Stations Development Corporation (IRSDC) has cancelled bids for the Redevelopment of Surat Railway Station Project. CMRS grants safety clearance for Sitabuldi-Lokmanya Nagar stretch of Nagpur metro The Commissioner of Metro Rail Safety (CMRS) granted safety clearance for Sitabuldi-Lokmanya Nagar stretch (Reach-3) of East-West Corridor of the Nagpur Metro Rail Project-Phase I on September 5, 2019. State cabinet approves transfer of 81.15 ha of land for development of Jewar airport The Uttar Pradesh Cabinet approved the proposal for transfer of land in possession of gram sabha [59.79 hectares (ha)] and state government (21.36 ha) to the state civil aviation department for Phase I of the Jewar (Greater Noida) Greenfield Airport Project on September 10, 2019.

Centre inaugurates AURIC city under DMIC The Union government inaugurated Aurangabad industrial city (AURIC) under the Delhi-Mumbai Industrial Corridor Project (DMIC) on September 7, 2019.

Uttar Pradesh Govt. launches Electric Vehicle and Mobility Policy 2019 With the aims to promote green mobility in the state, Uttar Pradesh Government has recently launched new Electric Vehicle and Mobility Policy 2019. Electric Vehicles are widely gaining market across the globe.

Commercial operations on Bhadan-Khurja section of Eastern DFC to commence on October 2 The commercial operations on 194-km Bhadan-Khurja section of the Dedicated Freight Corridor Project (Eastern Corridor) are likely to commence on October 2, 2019.

India to procure 5595 Electric Buses under FAME-II scheme for 64 cities The Department of Heavy Industry and Public Enterprises under Government of India has accorded its approval for procurement of 5595 Electric Buses to 64 Cities under phase II of FAME India scheme.

Foundation stones laid for three metro projects in Mumbai The Union Government laid foundation stones for the Mumbai Metro Phase III Line 10 Project (GaimukhShivaji Chowk), Mumbai Metro Phase III Line 11 Project (Wadala-GPO) and Mumbai Metro Phase III Line 12 (Kalyan-Dombivli-Taloja) Project on September 7, 2019.

SHADO group unveils first instant charging three wheeler ‘Erick’ in India SHADO Group, one of the world’s leading provider of Electric Vehicle technology and charging infrastructure from Singapore, announces today the unveiling of India’s first affordable, low voltage, high-performance instantlycharged electric three wheelers “ERICK”, developed by Adarin Engineering Technologies, a SHADO Group company.

KRTL appoints NATPAC for conducting feasibility study of alternate alignment for Thiruvananthapuram LRT The Kerala Rail Transit Limited (KRTL) has appointed National Transportation Planning and Research Centre (NATPAC) for conducting feasibility study of alternate alignment for the Thiruvananthapuram Light Rail Transit (LRT) Project.

UP to deploy 10000 e-buses and install 200000 charging stations by 2024 In order to boost its electric vehicles (EV) roadmap, the Uttar Pradesh government will soon float tenders for the supply of 600 electric buses and charging stations for public transport across major cities in the state.

NITI Aayog grants approval for seeking bank loan for Chennai metro-Phase II

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September 2019 // Urban Transport Infrastructure

INFRA BUSINESS UPDATES ď ˇď ľ

TENDER NEWS Siemens shortlisted for electrical works for Dwarka Sector 25, Dhansa Bus Stand stations Siemens Limited has been shortlisted as technically qualified for design verification, detail engineering, manufacture, supply, installation, testing and commissioning of 25 kV AC traction (rigid OHE), 33 kV auxiliary substations (ASS), associated cabling and supervisory control and data acquisition (SCADA) systems for underground stations of Dwarka Sector 25 (ICC) of the Dwarka Sector 21-Dwarka Sector 25 Metro Rail Project (Extension of Delhi Airport Express Link) and Dhansa Bus Stand of the Najafgarh-Dhansa Bus Stand Metro Rail Project (Delhi metro-Corridor 6 extension). Two firms submit bids for civil works in SahibabadGhaziabad section of Delhi-Ghaziabad-Meerut RRTS KEC International Limited and Ranjit Buildcon Limited have submitted the bids for construction of elevated viaduct from start of elevated ramp near Sahibabad station up to end of Ghaziabad station, including all special spans and two elevated stations viz., Sahibabad and Ghaziabad (excluding architectural finishing & roof structure of stations) in Sahibabad-Ghaziabad section of the Delhi-Ghaziabad-Meerut Regional Rapid Transit System (RRTS) Project- Phase I. Bids cancelled for geotechnical investigation works of Indore and Bhopal Light Metro rails Madhya Pradesh Metro Rail Corporation Limited (MPMRCL) cancelled bids for detailed geotechnical investigation study for underground stations and tunnels including depots for the Indore Light Metro Rail Project and Bhopal Light Metro Rail Project on August 2, 2019. SS Solutions shortlisted for conducting survey works for Sarai Kale Khan-SNB stretch of Delhi-GurgaonRewari-Alwar RRTS WWW.URBANTRANSPORTNEWS.COM

SS Solutions Private Limited has been shortlisted as technically qualified for conducting final location survey, topographic survey and other miscellaneous survey works for Sarai Kale Khan (SKK) to Shahjahanpur-NeemranaBehror (SNB) stretch of the Delhi-Gurgaon-RewariAlwar Regional Rapid Transit System (RRTS) Project Phase I. Bids cancelled for track works for Najafgarh-Dhansa Bus Stand metro Delhi Metro Rail Corporation (DMRC) cancelled bids for supply, installation, testing and commissioning of standard gauge ballastless track for the Najafgarh-Dhansa Bus Stand Metro Rail Project (Delhi metro-Corridor 6 extension) on August 7, 2019. MMRDA committee recommends appointment of AFCONS for construction of viaduct for Mumbai metro line 5 The Executive Committee of Mumbai Metropolitan Region Development Authority (MMRDA) recommended the appointment of AFCONS Infrastructure Limited for part design and construction of elevated viaduct from chainage 12,000 m to 24,700 m including the length of viaduct for integration with Metro Line 4 and Line 7 elevated stations viz. Dhamankar Naka, Anjurphata, Purna, Kalher, Kasheli, Balkum Naka and Kapurbawadi (excluding architectural finishing and pre-engineered steel roof structure of stations) for the Mumbai Metro Phase II Line 5 Project (KalyanBhiwandi-Thane) on August 6, 2019. Two firms submit bids for geotechnical investigation works for Amritsar airport Dr Ghuman and Gupta Geotech Consultants and Geo Media Engineering and Consultancy Services Private Limited have submitted bids for conducting geotechnical investigation for construction of parallel taxi track (PTT) September 2019 // Urban Transport Infrastructure

 INFRA BUSINESS UPDATES from runway-16 beginning up to taxiway-E under the Amritsar Airport Expansion Project. Bids invited for balance works for two RETs at Chennai Airport The Airports Authority of India (AAI) invited bids for construction of balance portion of two rapid exit taxiways (RETs) for the main runway 7/25 merging with B-taxi track and resurfacing between taxiway-D and taxiway-M and associated works for the Chennai Airport Modernisation Project-Phase II on September 4, 2019. Bids cancelled for redevelopment of Baiyappanahalli railway station Indian Railway Stations Development Corporation (IRSDC) has cancelled bids for the Redevelopment of Baiyappanahalli Railway Station Project. Two firms submit bids for two packages for construction of bridges for Western DFC Rajasthan Construction Private Limited and Landmark Corporation Private Limited have submitted bids for construction of major/important bridges (balance work) for Packages VIA and VIB respectively under the Dedicated Freight Corridor Project (Western Corridor). GMRC approves revival of IECCL’s contract for construction of viaduct, stations for AhmedabadGandhinagar metro Phase I Gujarat Metro Rail Corporation Limited (GMRC) has granted approval for revival of the contract awarded to IL&FS Engineering and Construction Company Limited (IECCL) for undertaking the balance works of construction of elevated viaduct for APMC-Shreyas stretch from interface point with Gyaspur Depot to all inclusive of elevated portion from chainage 1.37 km to

3.24 km and four elevated metro stations (APMC, Jivraj, Rajivnagar and Shreyas) for Package-I of North-South Corridor of the Ahmedabad-Gandhinagar Metro Rail Project -Phase I. MMRDA committee recommends appointment of J Kumar Infraprojects for design and construction of viaduct, stations for Mumbai Metro-Line 4A The Executive Committee of Mumbai Metropolitan Region Development Authority (MMRDA) recommended the appointment of J Kumar Infraprojects Limited for part design and construction of elevated viaduct and two elevated stations viz. Gowniwada and Gaimukh (excluding architectural finishing and preengineered steel roof structures of stations) from chainage 31,872.08 m to chainage 34,752.26 m of the Mumbai Metro Phase II Line 4A Project (Kasarwadavli-Gaimukh) on September 9, 2019. AVNG Infra bags civil construction contracts for Delhi Metro project offices The Delhi Metro Rail Corporation (DMRC) has issued the Letter of Acceptance to Delhi based AVNG Infrastructure Private Limited for construction of upcoming projects offices and utility buildings of Delhi Metro Rail Project. The AVNG emerged as lowered bidder among others. The scope of work includes the construction of an integrated office campus for Chief Project Manager (CPM)-3, Chief Project Manager (CPM)-4 and other establishments of E&M, etc. at a Metro station connected with Majlis Park-Shiv Vihar (Pink Line) corridor. For more details on live tenders, contract awards and in-depth project information, kindly subscribe our ‘Premium Membership Plan.

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LEADERS COMMENT 

It is heartening to see that 657 km of Metro lines are already operational in 18 cities across India. This green & efficient mode of transport has emerged as India’s preferred mode of urban commute & is also contributing towards decongesting our cities. --Hardeep Singh Puri Union Housing & Urban Affairs Minister Govt. of India Kochi, September 3, 2019

Kochi Metro now connects ISBT Vyttila, Ernakulam South Railway Station & main business district of Kochi. In matter of days, ridership first crossed 95,000 from around 35,000 & now I am extremely happy to share that it reached an all time high of 1.04 lakh yesterday. I want to thank citizens of this beautiful commercial city of Kochi for embracing their metro with such enthusiasm. As we have seen in other cities eco-friendly metro is the way forward. It offers efficient & predictable services & plays key role in curbing pollution & congestion. --Durga Shankar Mishra IAS & Secretary Ministry of Housing & Urban Affairs Govt. of India, New Delhi WWW.URBANTRANSPORTNEWS.COM

As India proceeds towards the goal of becoming a 5 trillion dollar economy, our cities too should become cities of the 21st century. In line with this goal, the Government is spending Rs 100 lakh in the next five years on building modern infrastructure, which will benefit Mumbai and many other cities. From 11 km today, the metro network of the city will increase to 325 km by 2023-24. The capacity of the metro will become as much as that of the volume of people carried by Mumbai local today. The coaches which run on the metro lines will also be manufactured in India. 675 km of metro lines are operational today, out of which around 400 km became functional in the last five years; work is in progress on 850 km, while approval has been given for work on 600 km of metro lines. --Narendra Modi Prime Minister of India Mumbai , September 7, 2019

Mumbai Metro rail project only means to improve the city’s environment, reduce pollution, improve connectivity and commutability. We have to save lives which are being lost on railway tracks, we have to improve the quality of travel on the suburban rail network and on the roads, save time and make the city more sustainable. The environmental benefits of this project are far richer and wider than the temporary environment damages, so every citizen must support it and own it. --Mrs. Ashwini Bhide IAS & Managing Director Mumbai Metro Rail Corporation September 2019 // Urban Transport Infrastructure

ď ľď ˇ URBAN RAILWAYS PROGESS REPORT

Metro and Mono Rail Network Operational: 663 km City (State)

Network Length

Stations

Lines

Since

Ahmedabad Metro (Gujarat)

6.5 km

4 Mar, 2019

Bengaluru Metro (Karnataka)

42.3 km

20 Oct, 2011

Chennai Metro (Tamilnadu)

45 km

29 Jun, 2015

Delhi Metro (NCR)

343.36 km

250

24 Dec, 2002

RapidMetro Gurgaon (NCR)

11.7 km

14 Nov, 2013

Hyderabad Metro (Telangana)

56.5 km

29 Nov, 2017

Jaipur Metro (Rajasthan)

9.63 km

3 Jun, 2015

Kochi Metro (Kerala)

23.8 km

17 Jun, 2017

Kolkata Metro (West Bengal)

27.3 km

24 Oct, 1984

Lucknow Metro (Uttar Pradesh)

22.87 km

5 Sep, 2017

Mumbai Metro (Maharashtra)

11.4 km

8 Jun, 2014

Mumbai Monorail (Maharashtra)

19.54 km

2 Feb, 2014

Nagpur Metro (Maharashtra)

13.5 km

7 Mar, 2019

Noida Metro (NCR)

29.7 km

25 Jan, 2019

Under Construction: 801 km City (State)

Network Length

City (State)

Network Length

Ahmedabad Metro (Gujarat)

33.53 km

Jaipur Metro (Rajasthan)

2.35 km

Bengaluru Metro (Karnataka)

80.0 km

Kochi Metro (Kerala)

7.5 km

Bhopal Metro (Madhya Pradesh)

28.0 km

Kolkata Metro (West Bengal)

108.0 km

Chennai Metro (Tamil Nadu)

118.9 km

Mumbai Metro (Maharashtra)

171.0 km

Delhi Metro (NCR)

4.3 km

Nagpur Metro (Maharashtra)

24.5 km

Hyderabad Metro (Telangana)

17.7 km

Navi Mumbai (Maharashtra)

11.1 km

Indore Metro (Madhya Pradesh)

32.0 km

Pune Metro (Maharashtra)

31.5 km

Urban Transport Infrastructure // September 2019

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URBAN RAILWAYS PROGRESS REPORT  Metro and Mono Rail Projects New / Expansion /Approved: 618 km City (State)

Network Length

Project Cost (INR)

Lines

Deadline

Agra Metro (Uttar Pradesh)

29.4 km

8,380 crores

2024

Ahmedabad Metro – II (Gujarat)

28.25 km

5,384 crores

2022

Delhi Metro - IV (NCR)

103.93 km

46,845 crores

2024

Dholera Metro (Gujarat)

100.0 km

7,000 crores

2024

Jaipur Metro – II (Rajasthan)

23.8 km

10,394 crores

2025

Kanpur Metro (Uttar Pradesh)

32.4 km

11,076 crores

2024

Mumbai Metro (Maharashtra)

56.46 km

24,814 crores

2022

Meerut Metro (Uttar Pradesh)

35.0 km

11,544 crores

2024

Pune Metro - Line 3 (Maharashtra)

23.3 km

8,313 crores

2022

Nagpur Metro - II (Maharashtra)

48.3 km

11,216 crores

2024

Nashik Metro (Maharashtra)

32.0

2,000 crore

2025

Thane Metro (Maharashtra)

29.0 km

13,095 crores

2025

Patna Metro (Bihar)

33.39 km

13,366 crores

2023

Visakhapatnam Metro (Andhra Pradesh)

42.55 km

8,300 crores

2022

Regional Rapid Transit System (RRTS) Projects Corridor

Network Length

Project Cost (INR)

Status

Delhi – Meerut RRTS

82 km

30,274 crores

Under Construction

Delhi – SNB – Alwar RRTS

106 km

28,975 crores

Under Construction

Delhi – Panipat RRTS

103 km

16,500 crores

DPR Prepared

Delhi – Palwal RRTS

Under Planning

Delhi - Rohtak RRTS

Under Planning

Delhi – Baraut RRTS

Under Planning

High Speed Rail Projects Corridor

Network Length

Project Cost (INR)

Status

Mumbai – Ahmedabad HSR

534 km

1,10,000 crores

Under Construction

Chennai – Mysore HSR

435 km

Feasibility report submitted

Delhi – Amritsar HSR

450 km

Pre-feasibility study under progress

Diamond Quadrilateral HSR

6750 km

Pre-feasibility study under progress

Mumbai – Hawrah HSR

1968 km

Under Planning

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September 2019 // Urban Transport Infrastructure

 COVER STORY

Metrolite: India plans to run light urban rail transit system ‘Metrolite’ in small cities Civil Structure

he metro rail system being developed at present is of high capacity which is required for, bigger cities with very high ridership and Peak Hour Peak Direction Traffic (PHPDT). Seeing the success of metro rail in the country, several other cities with lower projection of ridership are also aspiring for rail based mass rapid transit system, which could be fulfilled by Light Urban Rail Transit System named “Metrolite” with lesser capacity at much less cost. ‘Metrolite’ would also act as feeder system to high capacity Metro. In addition to less capital cost, the operation and maintenance cost of Metrolite would also be less making the system more viable.

At Grade Metro Lite system As far as possible, At-Grade alignment need to be planned to bring down the civil construction cost and time. The system shall have a dedicated path separating the road traffic with Metrolite system For segregation with road traffic, continuous plinth/Fencing can be provided on either side of network. Shelter platforms shall be planned in a staggered manner in alternate side for Up and Down lines to reduce the actual road space. In this plan, road width occupied shall be minimum 8.5 metre. The road width occupied by the system “AT GRADE” for both up and down lines is minimum 7.6 m outside Metrolite shelter location. In case the road width does not permit, one line only can be provided on a particular road and the other line can be provided on a parallel road also. The road width occupied by the system “AT GRADE” for single line is minimum 3.5 m outside shelter location and minimum 5.5 m inside Metrolite shelter.

Urban Transport Infrastructure // September 2019

As an alternative, entire road can be closed for road transport and only train can be operated with pedestrian plazas. Platform width of minimum 1.12 metres shall be proposed on either side of the track. Metro Lite shelter roof can be optimized to 1I3rd of train -length in the platform area instead of providing roof in the entire shelter length. Zebra crossings shall be provided on either side of the platforms for passenger movement from the side foot paths, respective municipal corporations shall identify all possible paths for providing at-least single track operation of Metrolite trains between two parallel roads. Ring network shall be planned to reduce the head way. Only at location of cross-overs, signalling equipment rooms are required at the nearest Metrolite shelter. This equipment shall be planned in an underground container. below the platform with required access and ventilation. AFC gates, Platform Screen Doors, X-ray baggage scanner and DFMD are not suggested in the WWW.URBANTRANSPORTNEWS.COM

COVER STORY  Metrolite shelter. This will remove any signalling and PSD equipment rooms in the Metrolite shelter platform making it un-attended shelter. Ticket validators could be installed inside the Metrolite train and shelter with NCMC/other ticketing systems. With random checking, heavy penalty shall be levied on the passengers without a valid ticket in the system. Road traffic system Integrated road and rail signalling system to be provided with priority for Metrolite system. Traffic marshals can be posted initially at crossings to enforce discipline. Elevated station Elevated Metrolite system shall be planned only when At-Grade system is not possible. Road space occupied at the median shall be maximum 2.2 m for Piers. Platform width of 1.12 metres shall be proposed on either side. Concept of concourse shall be avoided and only Platforms shall be used for passenger area. Station will be at single level platform with an under bridge (FOB) below the rail level. Access to the under bridge (FOB) could be planned with one entry/exits on the road. Vertical clearance of FOB shall be maximum 5.5 metres above road level and shall be used for road crossing for general public. Station area can be planned with more natural lighting and natural ventilation instead of heavy closed structures. Track Rail Gauge to be adopted is standard gauge of 1435 mm width. The track curves of radius up-to 25 m shall be adopted. Ballast-less track proposed in elevated sections and embedded track on road for At-grade sections. Concealed Point machines for operation of cross-overs shall be provided below the embedded tracks. Rolling Stock Metrolite trains with maximum 12T axle load is to be adopted for passenger PHPDT capacity from WWW.URBANTRANSPORTNEWS.COM

2,000 to 15,000. Unit shall consist of three non-separable coaches with low floor height of about 300-350 mm. Unit length shall be of minimum 33 metres. The track curves of radius up-to 25 metres are adopted. Hence, the car body width of 2.65 metres is to be adopted as the standard dimension. The car structure material shall be stainless steel or Aluminium. The train configuration will be of 3 car unit. Number of additional coaches of train may be decided by the Metrolite authority based on PHPDT in the initial design stage itself. Train shall be capable of carrying full load passengers up-to a gradient of 6%. Individual metro authorities can decide the gradient requirements based upon the site conditions as Metrolite is predominantly planned At-grade. Up-to 300 number of Passenger loading for 3-coach train unit. @ AW31 loading conditions. Train shall be capable of travelling in elevated, at grade and tunnel sections. Motorisation Minimum 50 % motorized axles for the unit of 3 non-separable coaches. Maximum operational speed is 60 KMPH. Safety certified Obstruction detection system shall be employed for the trains. Emergency Evacuation System The type of evacuation for trains is side evacuation in between both the tracks. Maintenance/Depot facility Due to lesser radius of curvature of trains (25 m), the size of the depot will be considerably lesser than that for Metro-railway depots. Traction System Traction system shall be 750 V DC Over-head catenary system or embedded third rail system. Catenary free technology may also be opted in short stretches where ever absolutely needed. Respective cities shall decide the location and availability of the DC sub-stations required for Metrolite system. Signalling, Telecom & AFC Systems

CBTC shall be the technology to achieve the Signalling & Train Control. CBTC medium shall provide Train to OCC Rolling Stock Information transmission. Metrolite System having exclusive Right of Way shall require full complement of Signalling & Train Control (CBTC (GOAl – ATP only), ATS & Interlocking’s) primarily because of: - Derailment prevention due to Over Speeding, especially when it is an Elevated and At Grade Section. - Route directions - When more than one Train is required to run in one Section due to better Headway requirements/Decongest. CBTC shall allow minimising of way side cabling requirements. CBTC system shall be provided with cab signalling and shall be interfaced with Road signals. CBTC system shall be with safety certification of SIL4 level. In case of failure of On-board ATP, train operation shall be done as per provision of MRGRI/modified MRGR for light metro. No fall back system is recommended as it is required to avoid equipment at the road level. In any case, even with failure of On-board signalling, the speed is restricted to 25 kmph. Signalling shall be available in only one cab and with redundancy within the single ATC cabinet inside the cabin. To reduce the cost of CBRC implementation, the following is suggested: – Instead of having Distributed Interlocking’s at various Stations, Centralised Interlocking at OCC with Object Controllers at Point/Crossing Stations shall be planned. – Reduce the number of On-Board ATP by having a Single ATP Unit for the whole Train. The system uses CCTV cameras in platforms and train communication through Tetra radio. Indigenisation For larger quantities (ex More than 100 coaches), the concerned metros may look at the possibility of stipulating local manufacturing of coaches and sourcing of certain components to the extent possible.

September 2019 // Urban Transport Infrastructure

 FEATURED PROJECT

METRO NEO: Maharashtra to run Light Rail Transit System in Nashik City

aharashtra Govt. on August 28, 2019 has approved a state-ofthe-art Mass Rapid Transit System “Metro Neo” for the city of Nashik. It is indeed a moment of great pride for the people/city of Nashik which has been selected for this unique, innovative and prestigious project. The mass rapid transport system (MRTS) named “METRO NEO” will be the first such system being developed in this country. The proposal will now be submitted to the Union Ministry of Housing and Urban Affairs (MOHUA) for final approval. The task of providing an efficient, safe, comfortable, reliable, environment-friendly and appropriate transport system for the city of Nashik was entrusted to Maharashtra Metro Rail Corporation Limited (Maha-Metro) by Government of Maharashtra in November / December 2018. The feasibility report was taken up in January 2019 and after regular consultations with Nashik Municipal Corporation, CIDCO, public representatives and other stakeholders, the detailed

project report (DPR) was prepared and submitted to the Govt. of Maharashtra for approval. Concept The concept of Nashik Metro Neo was formulated after a very extensive and comprehensive technical consultation, interactions and due diligence with several stakeholders / technical experts. The system is eco-friendly, energyefficient, reliable, safe and capable of providing an efficient mass public transport system which is ideally suitable for the traffic need of cities having a population similar to Nashik in India as well as similar cities abroad. Need of Metro Neo Government of India has been contemplating since long to find an optimal transport solution for cities having a population of 2-3 million since appropriate MRTS has not been explored anywhere in India. The model developed for Nashik was discussed on various forums and finally, Govt. of India on August 21, 2019, constituted a committee under the chairmanship of Dr. Brijesh Dixit, Managing Director of Maha-Metro for standardization of detail specifications for a Rubber - Tyred

Urban Transport Infrastructure // September 2019

“

Nashik is the first city in INDIA who got approval for such an innovative, unique, ecofriendly and first of its kind MRTS system, it will be a game-changer and a milestone for the MRTS system in India and abroad. ---Dr. Brijesh Dixit MD, Maha Metro

Mass Rapid Transportation System with a view to implementing this across India. WWW.URBANTRANSPORTNEWS.COM

FEATURED PROJECT 

PROJECT HIGHLIGHTS • • • • • • •

Project Name: Nashik ‘Metro Neo’ Operator: Maharashtra Metro Rail Corporation (Maha Metro) Owner: Govt. of India, Govt. of Maharashtra & CIDCO Project Type: Light Rail Transit System (LRTS) No. of Phases: 1 (Two corridors) Project Cost: INR 2,000.60 Crore Completion Target: 2025

System Network: 32.0 km Corridor 1: Gangapur – Mumbai Naka • Route Length: 10 km • No. of Stations: 10 • Station Names: Gangapur, Jalapur, Ganpat Nagar, Kale Nagar, Jehan Circle, Thatte Nagar, Shivaji Nagar, Panchavati, CBS, Mumbai Naka. Corridor 2: Srimik Nagar–Nasik Road • Route Length: 22 km • No. of Stations: 15 • Station Names: Dhruv Nagar, Shramik Nagar, Mahindra, Shaneshwar Nagar, Satpur Colony, MIDC, ABB Circle, Parijat Nagar, MICO circle, CBS, Sharda Circle, Dwarka Circle, Gayatri Nagar, Samta Nagar, Gandhi Nagar, Nehru Nagar, Datta Mandir, Nashik Road. Feeder Bus Route • Route 1: Mumbai Nakka via Garware to Satpur Colony (12 km) • Route 2: Nashik station to Shivajinagar via Nandur Nakka (12 km) Other Salient Features

railway/tram like system.

Connectivity: Two corridors are planned initially. Corridor one, Gangapur to Mumbai Naka, length 10 km and 10 stations. Corridor two, Gangapur to Nashik Road, length 22 km and 15 stations. CBS will be an interchange station where both the corridors meet.

Passenger Facility: The buses will be air-conditioned with automatic door closing system, level boarding, comfortable seats, passenger announcement system, and passenger information system with the electronic display.

Feeder Services: There will be two feeder corridors. Feeder corridor one will run between Satpur colony – Garware – Mumbai Naka. Feeder corridor two will run between Nashik Road – Nandur Naka – Shivaji Nagar. Electric Bus features: The length of Electric Bus Coaches will be 25/18 meter and carrying capacity 200/300 passengers. The buses will have rubber-tyre and draw power from the overhead electric wire having 600-750 V DC supply. The buses will take power from overhead electric wire through WWW.URBANTRANSPORTNEWS.COM

Stations Infrastructure: The stations will have a staircase, lift, and escalators with a passenger information display. The station entry and exit will be provided on both sides of the road to avoid road crossing by passengers. Feeder Bus Routes: Feeder Bus (12 m) battery-powered will run on the existing road on the 2 feeder routes i.e (i) Mumbai Nakka via Garware to Satpur Colony (12 km) and (ii) Nashik station to Shivajinagar via Nandur Nakka (12 km). The feeder bus batteries will get charged while operating on the main corridors that will enable seamless

travel with wider coverage. No separate charging facility will be required. Energy-efficient & Environmentfriendly system: Metro-Neo system is a UNIQUE concept being adopted for the 1st time in this country. It is comfortable, rapid, Energy efficient, less noisy (compare to diesel buses) and environment-friendly. The capacity of the main corridors will be 15000 PHPDT (Peak Hour Peak Direction Traffic). The system has been designed for headway (peak hour) 2 minute i.e. a new service after every two minutes. Project Cost & Funding Pattern: The total cost of the project is Rs 2100.6 crore. Govt. of Maharashtra, CIDCO and NMC share (Rs 552.19 crore) and Govt of India share (Rs 307.06+80.5 cr), total govt share Rs.939.3 crore and remaining Rs.1161.3 will be loan component.

September 2019 // Urban Transport Infrastructure

 ARTICLE

Digitalisation is really the game changer in urban mobility

Mark Ludwig Head – Mass Transit Rail Infrastructure Siemens Mobility

hange is happening in the mobility industry. Digitalisation is picking up speed and providing higher availability, greater automation, endless connectivity, and improved sustainability – a change not only needed in the sector but welcomed. As cities continue to grow, the demand for efficient mass transit continues to increase. Today, over half the world’s population is already living in cities, with that number expected to grow by another 2.5 billion by 2050 – and the more people living in cities, the more important it is to make the trip from A to B a seamless one.

Thankfully, digitalisation of mass transit infrastructure is helping meet this demand and boost the mobility of people with greater availability, optimization of assets, and enhanced journey experience. In a nutshell, digitalization offers entirely new opportunities for flexibility, effectiveness, and efficiency to both companies and customers. Everything is connected The basis for smarter mobility is big data. Every day, trillions of terabytes of data are generated via countless sensors not only in mobility modes like cars or trains, but also in the streets, tunnels, and buildings – even on people and their smartphones. This arrival of the “information everywhere” the world is transforming the rail industry, as connectivity and the Internet of Things (IoT) provides new opportunities and transforms existing rail infrastructure into a far more efficient, intelligent, smarter, and sustainable one. Our data diode (or Data Capture Unit – DCU) makes it possible to connect safety-critical infrastructure with the Internet of Things via a unidirectional data flow – a one-way data street. With this solution, we

Urban Transport Infrastructure // September 2019

have opened formerly closed doors – secured and controlled – to a true data universe. The potential here is enormous and offers completely new possibilities of improving connected systems, as we can, among other things, couple operational train data with historical consumption data, weather forecasts, or information about major events in a city to provide a full operational picture. For example, in the winter of 2019, we successfully piloted a proof of concept for capacity forecasting at the München-Fröttmaning, one of the busiest stations in Munich especially during weekends and match days thanks to its nearness to the Allianz Stadium. Since late 2018, all newly awarded Communication Based Train Control (CBTC) systems projects with Siemens Mobility are being delivered with built-in connectivity – the first step to moving signalling into the cloud. With inbuilt CBTC connectivity, operators and customers alike can connect their signalling systems instantly (and safely) to the IoT, and benefit from the data treasure-chest it provides. Data from systems such as CBTC or station assets is also transmitted WWW.URBANTRANSPORTNEWS.COM

ARTICLE  into the cloud, with software programs analyzing it with complex algorithms to provide valuable and beneficial information to a broad spectrum of users. Thanks to this connectivity and real-time processing of data, mass transit operators can perfect their operations, networks, and offerings to passengers with connectivity via security-critical infrastructures that just a few decades ago would have been unthinkable… but now it is a reality. The outcome is a more seamless operation – predictive maintenance, energy management, and resource optimization. Knowing faults before they happen with artificial intelligence Smart and connected systems will let us know when and what type of service is needed, with more and more of our customers starting to utilize our solutions for performance monitoring of trackside equipment. Fixed maintenance cycles and missing tools or materials to fix a failure will be a thing of the past. Connectivity and data analytics of mass transit systems enables for greater predictive maintenance of systems and products; either the Passenger Information System (PIS) on the train, an axel counter on a rail track or an escalator at a station. In addition, with the continuing development of artificial intelligence and digital twins, we can also predict failures and the desired action needed to fix the issue via virtual copies of a real component. For example, our performance digital twins capture data from products and systems in operation and analyzes it to provide actionable insight for informed decision making, improving the life cycle and efficiency of systems – all via a virtual environment. Operational insights at your fingertips The idea of the “information everywhere” revolution is now a reality. With the connected infrastructure in an ever-expanding data universe, a metro operator can benefit from greater transparency thanks to data analytics. Our innovative system performance applications based on MindSphere, WWW.URBANTRANSPORTNEWS.COM

Siemens open - sourced and cloudbased IoT platform, allow metro operators to prepare their operations and the behavior of their networks thanks to data extraction and the visualization of data analytics from any mobile device – individually, simply, and at the press of a button. Performance applications are customizable, focusing on KPIs important to the individual customer including punctuality, utilization, condition, and capacity. IoT implementation combines data from various sources for analytical purposes (including CBTC, ATS,

safety of passengers. All our technologies regardless of age fulfill the highest functional safety requirements (SIL4). These technology features will ensure future smarter cities and their transportation systems are connected, secure, intelligent and safe so that residents and visitors will have an efficient and reliable commute. ***

Use of IoT and Automation Technology in Road Transport

station assets, train information data) increasing the transparency on operations linked to these predefined KPIs. This transparency helps to maintain a digestible overview in the data jungle, improving decision making and the optimization of assets and the network itself. Safety has the highest priority Finally, it’s clear that digitalisation is helping shape urban mobility through greater connectivity and data analytics. But it’s important to mention our stance on safety. With many decades of experience in operating critical infrastructures, Siemens Mobility stands for reliability as well as for technological advances. A trustworthy partner when it comes to developing new solutions and establishing them on the market, Siemens Mobility positions one thing above all: the

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Smart and connected systems will let us know when and what type of service is needed, with more and more of our customers starting to utilize our solutions for performance monitoring of trackside equipment.

September 2019 // Urban Transport Infrastructure

 INTERVIEW

E. Sreedharan is guiding infrastructure projects for more than five decades

r. E. Sreedharan, even at the age of 88 when most people might want to be tending their roses, loves engaging himself with policy makers, urban planners, civic administrators and students, sharing with them experiences gathered over 56 years of his professional life. He travelled across India and sometimes abroad, and is considered a treasure trove of information on the urban transportation, Metros, railways and other infrastructure projects. In a recent freewheeling chat with John L. Paul, Sreedharan spoke about his life and times with grace and positivity.

You are India’s best-known technocrat, having taken up many challenging projects. What ignites the fire in you even today? Dr. E. Sreedharan: Somehow there is a great demand for my time and expertise. When the assignment is for the good of society, I don’t pull back. It is the job satisfaction which excites me. My guru Poojya Swami Bhoomananda Tirthaji has told me that as long as I have reasonably good health, I should continue to serve society with the attitude that it

is an offering to God. What are the things that have helped keep you on the move? Sreedharan: I have always led a disciplined life, getting up very early in the day (4 a.m. formerly, now 5 a.m.) and going to bed by 9 p.m. I usually take a short nap after lunch. I am fastidious about exercise, be it in the open air, or regular yoga. I was a sportsman in my young days, was captain of the college football team. This addiction for regular exercise has remained with me. I was very religious in my early years — shaped by my parents that way. And I moved to spirituality, particularly after the association with my guru. I like austerity and simplicity. Were you considered for the President’s post in 2017? Sreedharan: I was never considered for the President’s post by any political party. This was mere kiteflying by the media. Even if I had been considered, I would have declined due to the age factor.

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Metro is a social service and should not be guided by business considerations alone. Its fares must be affordable, to attract commuters who rely on the road. - Dr. E Sreedharan

Which metro rail projects are you presently associated with? Sreedharan: I am directly in charge of the 24-km Kochi Metro. I am a consultant to the U.P. Government for the Lucknow, Kanpur and

Urban Transport Infrastructure // September 2019

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INTERVIEW  Meerut Metros. Likewise, I am consultant to the J&K government for the light metros in Jammu and Srinagar. Last month, I resigned from the U.P. assignment due to time constraints, but the resignation has not been accepted. In addition, officials of Mumbai Metro Line No. 3 and Delhi’s Rapid Rail Transit often consult me for technical guidance. I monitor their progress with regular visits. Passenger patronage of Delhi Metro is high, but that’s not the case with many others. What might be the solution? Sreedharan: Most Metros make the mistake of fixing high fares — they adopt the Delhi Metro fare or even higher, in hopes of increasing revenue. Metro is a social service and should not be guided by business considerations alone. Its fares must be affordable, to attract commuters who rely on the road. Also, the other Metros are in the infant stage. Their network must cover most city areas. Ridership will increase only if Metro stations are within half a kilometre of commuter destinations. Link bus services and a common ticketing system must be introduced to provide door-to-door connectivity.

the best publicity”. I was able to get my way in these projects because of the unparalleled success of my previous projects. What could be a sustainable solution to the maddening traffic snarls and chaos in urban India, which impose a heavy toll in the form of pollution, accidents and wastage of time? Sreedharan: Many people would switch from private vehicles to public transport if they were convenient, safe, reliable and affordable. The government must introduce disincentives in the form of increase in road tax, surcharge on fuel, high parking fees, and so on, to increase the patronage of public transport.

You have always advocated the appointment of technocrats in crucial government posts held by civil servants. The Centre has now begun direct recruitment to such posts, overlooking IAS officers. Sreedharan: The Indian bureaucracy as it exists today is a sad legacy of the British days. To believe that a civil service officer will fit all roles is wrong. Specialisation is a must, especially in these days of fastchanging technology. Proven technocrats must be posted in such Tell us a little bit about some of fields. Sadly, politicians prefer your most important projects. generalists and they sideline Sreedharan: The restoration of technocrats. Pamban Bridge was a work thrust on me when I was an executive engineer As President of the Foundation for at Southern Railway at the age of 32. Restoration of National Values I was able to complete the task in 46 (FRNV), what is being done to days, as against the six-month ensure value-based development in deadline. This was a record and the country? made possible by adopting innovative Sreedharan: FRNV has not been engineering methods. The 760-km able to achieve much in the last 11 Konkan Railway, which goes along years of its existence. Our flagship the most difficult terrains ever programme is value-based education encountered in the history of railway so that individually and collectively, construction in India, was completed people have a persuasion to be in seven years. This was possible honest, patriotic and show concern mainly due to financial engineering for society. Education being a State and adoption of superior technology. subject, we have not been able to Delhi Metro, again, was thrust on achieve much in this area. me but I was able to make it an Fortunately, the new draft education astounding success due to teamwork policy contained in the and a unique work culture. In all Kasturirangan report lays great these projects, I was single-minded in emphasis on value-based education my approach and did not succumb to at all levels. political and bureaucratic pressures. My philosophy was “performance is Is spending billions on bullet trains WWW.URBANTRANSPORTNEWS.COM

worth it? Or are semi-high-speed corridors a way out? Sreedharan: High-speed trains are necessary in a vast country like ours. But they are expensive. The country committed a mistake by going in for dedicated railway freight corridors at huge expense instead of going for dedicated high-speed passenger corridors, which would have released sufficient capacity in the existing rail system for freight traffic. It is still not too late to convert freight corridors to passenger corridors. The cost difference between bullet train corridors and semi-high-speed corridors is not much. Adopting semi-high-speed corridors will again be a mistake, which cannot be corrected later. Metro Rail is considered very expensive. Does it have any costeffective alternative? Sreedharan: Metro Rail is no doubt very expensive; it costs ₹250 crore per km for elevated corridor and ₹450 crore for underground rail. But its capacity is anything from 45,000 to 90,000 persons per direction per hour. An alternative to such a high capacity transport is the suburban railway system, but it cannot substitute for an urban mass rapid transport system. Cheaper options like Bus Rapid Transit, Light Rapid Transit, and tramways have lower passenger capacities. Roads would have to be widened for them and this is equally expensive. ***

September 2019 // Urban Transport Infrastructure

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 ANNIVERSARY SPECIAL

In-depth insights: UAE celebrates 10th Anniversary of Dubai Metro operations

Krishtina D’Silva Special Correspondent Urban Transport News

he United Arab Emirates (UAE)’s a most ambitious mass rail transit system project Dubai Metro is completing 10 years of successful journey on Monday. The Roads and Transport Authority (RTA) is celebrating the 10th Anniversary of Dubai Metro. The Roads and Transport Authority (RTA) of Dubai had launched Dubai Metro services on September 9, 2009, at 09.09.09 pm, has been marked by fabulous successes reflected by a massive number of more than 6,50,000 commuters currently using the metro service every day. In total, more than 1.5 billion commuters have used the Dubai metro over the last 10 years.

Sheikh Mohammed Bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai, had inaugurated the Red Line of Dubai Metro spanning a total length of 52 km and comprising of 29 stations (includes 4 underground, 24 elevated and one at-grade). The red line connects Jebel Ali to Rashidiya through 29 metro stations. Exactly after two years, on September 09, 2011, Sheikh Mohammed launched the Green Line o Dubai Metro spanning a total length of 23 km and comprising 18 stations (includes 6 underground and 12 elevated). The Green Line connects Etisalat Station (in Al Qusais) to Al Jaddaf near Business Bay Crossing. Both lines intersect at the Union and Burjuman stations. Dubai Metro is the world’s largest automated driverless system and a bona fide attraction for Dubai tourists. In an exclusive interview with reporters, Mattar Al Tayer, DirectorGeneral and Chairman of the Board of Executive Directors of Roads and Transport Authority (RTA) said that the concept of Dubai Metro was driven by the vision of Sheikh

Urban Transport Infrastructure // September 2019

Mohammed for the urban development of the UAE. Sheikh Mohammed projected the metro system as the backbone of a transit system that connects hotspots in the emirate, providing safe and smooth mobility for all. To match that supreme vision, Sheikh Mohammed directed to construct metro facilities par excellence. The Dubai Metro has embellished the global profile of Dubai as a splendid metropolis, business hub, and a destination for a fancy living environment. Ridership on the go Al Tayer was impressed by the growing metro ridership, which reveals that the plan for increasing the share of public transport riders is heading in the right direction. WWW.URBANTRANSPORTNEWS.COM

ANNIVERSARY SPECIAL  Massive increase in ridership From the start of operations on September 9, 2009, until the end of August this year, Dubai Metro has recorded a massive ridership i.e 1.5 billion. The increased in ridership can be seen as under• 2010: 39 million • 2011: 69 million • 2012: 109 million With the launch of the Green Line in September 2011, the number of Metro riders increased to 109 million in 2012. In 2015, the ridership continued to grow and it reached 179 million. By the end of 2018, it broke the 200 million barriers and now clocking 204 million riders.

DUBAI METRO – PROJECT OVERVIEW Project Name: Dubai Metro Rail Project Operator: Serco Group Owner: Roads and Transport Authority (RTA), United Arab Emirates (UAE) Project Type: Mass Rapid Transit System (MRTS) Project Cost: AED 28 billion (US$7.8 billion) Status: Operational – September 9, 2009 Key Summary Operational Network: 74.6 km | No. of Station: 49

Dubai Metro Rail Network (Phase I) Red Line: Rashidiya – UAE Exchange Route Length: 52.1 km Stations: 29 Stations Green Line: Etisalat – Creek Route Length: 22.5 km Stations: 20 Stations (12 elevated & 8 underground)

Dubai Metro benefits Dubai Metro Rail Network (Phase II) The successful operation of the Dubai Metro resonates with Route 2020: Nakheel Harbour and Tower station – Expo 2020 RTA’s strategic objective of raising Route Length: 15 km the share of public transport used in Stations: 7 Stations (5 elevated & 2 underground) intra-emirate travel to 26 percent by Project Cost: AED 10.6 billion (US$ 2.45 billion) 2030. Public transport shares started Status: Under Construction to make incremental growth starting at 6 percent in 2006 and going up to Purple Line: Dubai International Airport – Al Maktoum International Airport 17.5 percent in 2018, recording a Route Length: 49 km Stations: 8 Stations cumulative growth rate of about 9.3 Project Cost: US$ 2.735 billion percent per annum. Status: Proposed AI Tayer said that the massive investments of Dubai Government in Major Contract Awarded the public transport Dubai Rail Link (DURL) consortium: General Consultancy infrastructure proved a hit and it Systra-Parsons Corporation JV: Project Management Service supported the flourishing Kinki Sharyo: Supply of Rolling Stock (79, five-car trainsets) development witnessed by the Serco Group: Operation and Maintenance Emirate and provided a stimulant for business and tourism. achieved the highest operational and improve the living experience of standards. The operational people. Team effort punctuality of Dubai Metro till the The RTA also thanked its strategic last day of August is recorded at 99.7 Six billion transactions recorded partners and their contribution to the percent which is the highest According to NoI user data, successful operation on the 10th performance indicators among the the Dubai Metro has recorded 6.298 Anniversary of Dubai Metro. AI other metros across the world. billion transactions from the start of Tayer said that above all comes the metro operation in September Dubai Police, and Serco, the operator Dubai Metro completes 81 mn km 2009 to the end of August 2019. The of the metro network. As per data revealed by RTA, NoI Card is an electronic ticketing He also showed his gratitude and The Dubai Metro completed 2.348 card that can be used for all mode of thanked commuters who made the million journeys and covered about public transport in Dubai. Dubai metro their ideal mobility 81.133 million km in the first 10 The above data includes choice and praised their compliance years. transactions at entry/exit from metro with the rules governing metro RTA aims to improve mobility stations, buses, taxis, and marine operation and facilities. within Dubai through the metro transport as well as payment of service, especially in tourist areas and parking fees, and card top-ups. No vandalism reported central business districts. It is also As per data shared by the RTA, a It is amazing to note that in the past planning to enhance the integration total number of NoI cards and tickets 10 years, no act of vandalism that of mass transit modes in the emirate, amounted to 75.588 million. targeted metro facilities was reported provide a safe and smooth transit to the RTA. The Dubai Metro has alternative, reduce carbon emissions *** WWW.URBANTRANSPORTNEWS.COM

September 2019 // Urban Transport Infrastructure

INTERVIEW 

Good public transport needs multimodal integration

o provide a sustainable public transport solution to the people of the national capital region, the central government and four states formed a joint venture to develop a semi high-speed rail system. Mr. Vinay Kumar Singh, Managing Director of National Capital Region Transport Corporation (NCRTC) who is leading India’s first regional rapid transit system (RRTS), speaks to Sanjiv Shankaran on the current progress and development of the project:

Was NCR chosen for India’s first rapid transport project because of its population? Mr. Vinay Kumar Singh: There are two reasons. First is that it’s the national capital and many things start from here. Second is the population. In the last census (2011), it was 46 million for the entire NCR. In the next census it is expected to be around 64 million. Currently, there are three separate lines planned? Mr. Singh: Originally, there were eight corridors. There was a task force in 2006 which decided we should first go in for three which are the heaviest ones in terms of traffic. These are capital intensive projects; before investing you have to think twice. Earlier there were three separate lines planned (Delhi WWW.URBANTRANSPORTNEWS.COM

Meerut; Delhi - Alwar; Delhi Panipat). But today it’s a network and all three are interoperable. This change was done in the last two-andhalf years; it gives a lot of value. Our focus is the commuter. If you see things from the commuter’s angle, it makes his journey very simple. They can travel seamlessly between two corridors. The time penalty is gone. Now, there is no terminal. A train coming from Meerut will not stop (terminate) anywhere. So, we have reduced the capital cost by a few thousand crores. We have reduced the number of depots by just doing this. If you have separate corridors your rolling stock cannot move from one corridor to another, unlike cars. If the same rolling stock has to move everywhere, it has to be standardized for all three corridors. Today we have sanctioned only

Vinay Kumar Singh Managing Director National Capital Region Transport Corporation

September 2019 // Urban Transport Infrastructure

 INTERVIEW one corridor, Delhi - Meerut. But our What will be your benchmark when standards of each line are fixed. tickets are priced? Mr. Singh: What we have proposed Will part of the journey be is Rs 2 per km. Benchmarking is with underground? other modes of transport. Mr. Singh: In the first corridor, about 14 km is underground. In the When will the Delhi-Meerut next corridor (Delhi-SNB-Alwar) 33 portion be commissioned? km will be underground. The third Mr. Singh: The first portion will be corridor is to Panipat. commissioned by March 2023. It won’t be the full route. It will be What will be the profile of your from Duhai to Sahibabad, outside average commuter? Delhi. Then every six months we Mr. Singh: The cross-section is wide. keep adding 20 km. By March 2025, The USP of the system is speed. the whole section will be Therefore, even a person using a commissioned. private car will prefer this system. The speed is approximately 100 What is the cost of this line? km/hour, including stoppages. The Mr. Singh: The base cost is Rs 260 average speed for a car should be crore per km. The total project cost is about 40 km/hour (Delhi-Meerut). about Rs 30,000 crore. This is after There is a clear advantage in terms of we have reduced the cost, including time and safety. This is controlled by by providing facilities to run the a high technology command system. metro services in Meerut on our Other than car owners, people system. Rather than having another using public transport will prefer this line, there will be 13 stations which system because we are trying to will be metro stations. Separate integrate various modes of travel. We metro trains, which we will be want to reduce chaos at stations. operating on the same system, will be

running in Meerut. We are saving Rs 6,300 crore for the metro. We are getting all the passengers of the metro on to our system. From the commuter angle, from the same platform, they can switch over from metro to RRTS (Regional Rapid Transit System). Which country would you cite as an ideal example of a large scale multimodal transport system? Mr. Singh: Many countries have done it. The best example is Paris. Paris has regional trains, high-speed regional trains and they have a metro. It’s very successful. At the time of the growth of the city, they introduced these trains. Economic opportunities are always in big cities. Here too. First, you have to provide good public transport. Then you can push people to move towards it. Good public transport needs multimodal integration. ***

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INNOVATION 

DESHLA: IIT Kharagpur team rolls out first indigenous electric three-wheeler gains in the cost-benefit analysis. Besides, they provide uniform power delivery, unlike lead-acid batteries. As a result, the pick-up and performance of Totos get consistently sluggish, while Deshla gives uniform performance. Sheen Kachroo Associate Editor Urban Transport News

Motor Totos’ lead-acid batteries provide less amperage and they can serve only up to 1 kW motor. Deshla’s battery can provide a higher amperage and easily powers the 3.5 kW motor, which in fter three years of research turn provides more torque and and development by a therefore higher speed. Deshla can team of 50 students and travel at a peak speed of 50 km/hr. professors led by Prof. Dr. Vikranth Racherla, IIT Kharagpur has Suspension back wheels have recently developed an indigenous Deshla’s independent suspension, as in cars electric three-wheeler ‘Deshla’ and unlike in Totos, which have rigid axles, as in trucks. This means that Salient features of Deshla the Deshla is far more stable and jerk-free on bad roads. Battery It uses lithium-iron-phosphate batteries that last for 6-7 years. Toto’s have lead- Steering Wheel acid batteries that have a life cycle of 9- Unlike the handlebar in Totos and 10 months at the most and need to be autos, Deshla has a steering wheel replaced at a cost of Rs 20,000-25,000 that works on gear mechanism with every time. Deshla’s batteries are more high mechanical advantage. This was expensive but given their long life, it a conscious decision of the team to

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make it impossible for the vehicle to make very sharp turns which autos are infamous for. The gear mechanism allows for only one-way motion. So bad roads will not automatically turn the steering wheel of Deshla as they do to the handlebars of Totos and autos. Brake Hydraulic braking instead of mechanical braking is used for more effective braking. Easily serviceable Unlike the Totos, which have their mechanical and electrical components shipped from China and assembled here, Deshla is completely indigenous. The EVG team of IIT Kharagpur has created the embedded and power electronics subsystems like BMS (battery management system), Motor Controller, Battery Charger, GPS and 3G Cellular connectivity modules in-house. This means the Deshla will be more reliable, easy to service/repair, and customizable. ***

September 2019 // Urban Transport Infrastructure

 ARTICLE

Just having a Metro or monorail will not solve the city’s transport woes

 Jhanavi J. | Freelance Journalist

umbai’s overburdened suburban rail system is overwhelmed when rainwater floods its tracks. This year, the Central, Western and Harbour lines were the worst hit, with trains running at 30-minute intervals, when they ran at all. Commuters who are totally dependent on the suburban service to commute to and from work were forced to take two days of unpaid leave, as heavy rains brought mobility to a complete halt. Sharing their anger and agony were literally millions of Mumbaikars. The only ones who enjoyed the ‘holiday’ were students as schools had to shut down. Mumbai Metro or Monorail also failed to solve the Mumbaikers commuting problems. With 70 lakh people using the suburban rail system, city authorities went in for metro rail projects and an expensive monorail as alternative commuter choices to ease the congestion on the suburban rail system. The Mumbai Metropolitan Region Development Authority (MMRDA), the nodal agency for implementing infrastructure projects in the city, spent Rs 1,000 crore for an 8.26-km monorail system, running from Chembur to

Wadala with seven stations in between. However, this monorail was used more as a ‘joyride’ by people rather than for work commute. The second phase, one of the longest monorail corridors in the world was 19.54 km from Chembur to Wadala to Jacob Circle, which became operational in 2019 at a cost of Rs 3000 crore. Fares on the monorail range from Rs 10 to Rs 40 and these have the capacity to carry 1.5 lakh to 2 lakh commuters every day. However, it hasn’t proved to be a popular choice of transport for Mumbaikars. With poor last-mile connectivity and the long-time gap between trains (30-45 minutes), commuters still prefer the local trains and buses. Sujata Singh, 25, whose office is in Lower Parel, is frustrated as she often has to wait at least 20 minutes to ride the monorail from GTB Nagar to Lower Parel. She feels the monorail is for those who can travel at leisure. Though the government was confident that the monorail would achieve high ridership, the reality is that it is catering to just 7,000 commuters daily. Nor has it proved to be a good revenue generator for the city.

Urban Transport Infrastructure // September 2019

The metro network The other major mobility project taken up by the MMRDA is the Mumbai Metro. Construction for the stretch from Versova to Ghatkopar began in 2007 with over Rs 4000 crore spent on it. The metro has a carrying capacity of four lakh persons daily and has reduced travel time by 20 minutes on the east-west route. It runs around 200-250 services every day which has to an extent reduced congestion on the roads with carbon dioxide levels too expected to drop by 1,66,000 tons a year. It is also safer compared to the suburban stretches, where eight people reportedly die daily while crossing the tracks or falling off the train as people scramble to get in and out. Such accidents are prevented by the metro system. Overall, it has had limited success so far. The current metro ridership is at seven lakh per day and is expected to rise to 11 lakh. More metro lines are being added which are expected to become functional by 2022. Having a corridor of 58 km, Metro 2A line will cover Dahisar to DN Nagar (18.5 Km), line 2B will cover DN Nagar to Mandale (23.5 Km) and line 7 will run from Dahisar WWW.URBANTRANSPORTNEWS.COM

 ARTICLE East to Andheri East (16.5 Km), connecting the western and eastern extremes. There will be 63 new metro trains, each with six coaches, which will be brought in to complete the metro network. The metro fare generally ranges from Rs 10-Rs 40, though no revenue figures are currently available. The UD$926million project is funded on a loan from the Asian Development Bank. However, just having a Metro or monorail will not solve the city’s transport woes. Nikshit, 20, who uses the metro from Andheri to Ghatkopar agrees that it is timesaving. But, to reach the metro station, he has to take a bus and then a local. This ‘last-mile’ connectivity is one of the major issues that prevent more commuters from using the metro or monorail. According to the survey done by Centre for Public Research (CPPR) in Kochi, last-mile connectivity was an important factor in people using public transport. In Mumbai, though there is an option to take shared auto-rickshaws at the stations, this is not regulated and has sprouted as the outcome of a lack of other transport options. Like Delhi, Mumbai needs to introduce erickshaws. To make it popular, the fare can be set at Rs 10 and subsidy can be provided by the government to encourage operators. It will also reduce the need for creating parking space for private vehicles at stations. Linking metro to transit points To bridge the gap between metro station to transit points, the Delhi Metro Rail Corporation (DMRC) started 200 feeder bus services on most routes. Recently, DMRC introduced ‘one card’ to pay for all tickets — bus, metro as well as parking fees. According to a survey by the School of Planning and Architecture (SPA) in Delhi, 50 percent of the people who use private vehicles will switch to metro if there is good transit system in place. This survey also pointed out that last-mile connectivity was the key to increasing metro ridership. The MMRDA does have plans to use some of the funds to improve last-mile connectivity enabling more people to use metro and monorail.

Recently, MMRDA has approved an Rs 3500-crore project to build ropeways on the Malad-Marve and Gorai-Borivali routes. The project will also include widening of footpaths, improving street lighting, cycle tracks, dedicated parking zones, the introduction of e-rickshaws etc. Also, ‘OnGo’- a mobile transport ticketing system will be launched soon, enabling users to pay using phones and scan the codes to open the AFC gates at stations. Solving last mile issues for monorail travellers Mumbai’s 20-million plus population, who have the reputation of being on the move 24X7, urgently needs alternatives to the suburban rail. While the monorail hasn’t proved to be a popular choice so far, it can be a success with higher frequency and better connectivity to its stations. It runs on an elevated platform which makes it’s capital cost cheaper as compared to the metro. Though it has only four coaches, with the higher frequency it can help reduce vehicular traffic and numbers on the local trains. It can also act as a feeder system. There is no doubt that the metro has far higher passenger capacity-to-cost ratio, but in dense cities like Mumbai, both can work in tandem. This can also take the pressure of an aging bus system which at present caters to below 20 lakh commuters daily. With the city expanding, the suburbs need better connectivity and alternative transport systems can bring that about. But effective implementation depends on transparency and accountability from MMRDA. Delays and cost increases cannot be written off every time. Active citizen participation is needed, not just for accountability, but also in planning the routes. Though the Mumbai civic authorities have so far not initiated any citizen participation process for infrastructure development, some groups have been proactive. For instance, last year, residents had protested at Khar against Metro 2B elevated construction over safety concerns. They wanted the line to be construed underground. ***

Urban Transport Infrastructure // September 2019

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INTERVIEW 

rs. Ashwini Bhide, IAS & Managing Director of Mumbai Metro Rail Corporation (MMRC), who heads the ‘ambitious’ and ‘intricate’ Metro rail network in Mumbai, opens up on the challenges of executing the Mumbai’s underground metro project. Bhide talks about dealing with different perceptions and objections while trying to preserve the character of the city’s infrastructure, its outdoor and green spaces. She is not only dealing with the engineering challenges posed by this humongous multi-crore project but also the hubbub of acquiring Aarey Colony land and chopping almost 2,700 trees for the metro car depot for the 33-km long Colaba-Bandra-SEEPZ (Metro 3) line. How does it feel to be part of the first underground mass transit project? What has been the experience till now? Mrs. Ashwini Bhide: As far as my personal involvement is concerned, its a matter of privilege to lead this very, very challenging project. It has been considered as India’s most-challenging project by Metroman Dr. E. Shreedharan himself. I joined the (Mumbai Metro 3) project in 2015 when the Mumbai Metro Rail WWW.URBANTRANSPORTNEWS.COM

Corporation Limited (MMRC) was separated from the Mumbai Metropolitan Region Development Authority (MMRDA). We have had to execute this mass transit project in an overcrowded city like Mumbai, where you find old dilapidated buildings and heritage structures on one side and high rises on the other, without disturbing the city life, while controlling cost and time. There are engineering obstacles, social and environmental ones and those related to perception. Handling all of these is the opportunity of a lifetime for me and my team. It is a difficult but important task to make people comprehend the enormity of this project. Resolving issues such as rehabilitation, acquiring land, obtaining permission from Forests department; CRZ and other clearances become a big part of the exercise. The last four years have been like a rollercoaster ride but we always found a way. There is a sense of achievement. Have there been any studies done on the change of transportation patterns as this is the only Metro line that will cut across both western and central railways on a

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Metro rail project only means to improve the city’s environment, reduce pollution, improve connectivity and commutability. We have to save lives which are being lost on railway tracks, we have to improve the quality of travel on the suburban rail network and on the roads, save time and make the city more sustainable. --Smt. Ashwini Bhide MD, MMRC

September 2019 // Urban Transport Infrastructure

 INTERVIEW parallel route? How much of a drop in commuters would the suburban system witness? Or do you think only vehicle-users will use the Metro? Mrs. Bhide: This study was done in DPR of Mumbai Metro 3 where we worked out the Internal Rate of Returns (IRR) on investment which is divided into financial and economic IRR. The financial IRR sees how much money is invested and how much is earned as fare box collection. Economic IRR studies damages such as displacement of people, social impact and environmental impact such as chopping of trees. This project’s economic IRR is almost 18%. Location of business districts, housing, and residential patterns, commuting patterns are considered while planning the project. There is no direct connectivity to areas such as Fort, Colaba, Worli, BKC, Marol. The Mumbai Metro 3 corridor will ensure a major shift from vehicular traffic as it is not parallel to the suburban system. Whereas, Metro lines 2 and 7 would run parallel to the suburban corridor, so the excess crowd will get divided. As far as line 3 is concerned, the nodal shift would be around 15-20%.

Why can’t the Metro car depot be shifted to Kanjurmarg as per the larger public demand? Mrs. Bhide: The land at Kanjurmarg was not available even in December 2016, while we had been trying to acquire it since September 2015. By then, tenders had been awarded so we had to finalise a place for the depot before going ahead with the work and making any investment. In December 2016, the Government gave us permission to start the depot work at Aarey and now that 50% of our work has been done, there is again a demand to shift the metro car

Was the feasibility of having a carshed examined at other sites too? Mrs. Bhide: The metro car depot is not just a parking area like the ones you have for buses or like the stabling lines you have for local trains. This is where all maintenance work will take place. All the recommended locations including Kalina University, BKC, Mahalaxmi racecourse were studied and were found unsuitable due to various reasons. Kalina was inadequate and even the University had future expansion plans. A detailed study was done for the racecourse to see if an underground depot was possible but

A group of citizens are protesting against proposed Metro Carshed in Aarey Colony

There is a lot of confusion about how much Aarey Colony land will be taken up for the Metro project. Mrs. Bhide: We are in possession of 30 hectares of land at Aarey for the Metro car depot. This land is not in its entirety occupied by trees. There are around 3,000 trees but they are scattered only on 17% of the land. We were asked by the Tree Authority to retain a large chunk of trees, which is concentrated on one particular piece in the middle. So we have decided to retain that green cover in a five-hectare area. So the metro car depot will come up in the 25-hectare area. It was a major challenge for us to design a metro car depot for 31 metro trains with eight coaches each in just 25 hectares, but we decided to curtail some of the stabling lines and created additional space elsewhere near the station. Two trains each can be stabled in the facility created at BKC and Cuffe Parade.

depot to Kanjurmarg. Is the land available at Kanjurmarg? Mrs. Bhide: No. And if at all it were available, it would take three years to just develop it as some of it is marshy. How can we wait when huge investments have already been made and we have to commission Mumbai Metro 3 by December 2021? This project only means to improve the city’s environment, reduce pollution, improve connectivity and commutability. We have to save lives which are being lost on railway tracks, we have to improve the quality of travel on the suburban rail network and on the roads, save time and make the city more sustainable. The environmental benefits of this project are far richer and wider than the temporary environment damages, so every citizen must support it and own it.

Urban Transport Infrastructure // September 2019

then we would have had to keep it airconditioned round the clock, which would have a huge environmental impact. The plot at Aarey is best-suited as it has access from three sides and is easily accessible from JVLR. Another major concern raised by environmentalists is also the flooding that can occur in neighbouring areas due to concretisation. What is your take on this? Mrs. Bhide: On what basis are people raising these questions? It’s nothing but misinformation to mislead people. Only a seven-hectare area of the metro car depot will be concretized and 75% of the land will remain unpaved. The said area is not the Mithi River’s floodplain but the catchment area from where the water goes to Mithi. Plus there is a huge gradient so water does not spread but goes down. In addition, there is already the presence of natural channels that have old stormwater WWW.URBANTRANSPORTNEWS.COM

INTERVIEW  drains (SWD). As part of the land development, we have already shifted some of the old SWDs outside the boundary by a proper drain as per BRIMSTOWAD requirement and this has been approved by the BMC. What would be your message to Mumbaikars who are confused about this project? Mrs. Bhide: The Mumbai Metro 3 project only means to improve the city’s environment, reduce pollution, improve connectivity and commutability. We have to save lives which are being lost on railway tracks, we have to improve the quality of travel on the suburban rail network and on the roads, save time and make the city more sustainable. The environmental benefits of this project are far richer and wider than the temporary environment damages, so every citizen must support it and own it. What about the allegations of commercial use of Aarey? Mrs. Bhide: There were claims that funds were going to be raised through the commercialisation of the Aarey land, when in fact the government is funding it. Had they studied the financial structuring of the project, which was available online, only Rs 1,000 crore, of the project cost is to be raised through our resources, while the rest is to be provided by the government. The Mumbai Metro Rail Corporation (MMRC) is a new company (formed to implement the Mumbai Metro 3) the Metro is yet to begin operations. We don’t have separate resources of our own yet. Hence, when we got cabinet approvals for this 30-hectare plot. They also gave us another 3.5-hectare plot next to JVLR. This land is already being used commercially for RMC plants.

capital investment through farebox collection. Whatever we would like to get from farebox collection is basically the operation and maintenance cost. Union Road Transport & Highway Minister Nitin Gadkari commented that protests against projects raise the project cost and cause delays. With the ongoing fight for Aarey Colony, how will these two factors be affected? Mrs. Bhide: When the tenders were received, we had to factor in the market-appreciated cost. The costescalation from 2011 to 2021, or beyond, will also be another burden to consider. Apart from what Mr Gadkari said, which is absolutely right if the Mumbai Metro 3 project is not completed on time, Mumbaikars will be deprived of a much-needed facility which was thought of all the way back in the 1961 Development Plan. The 15% decongestion of trains won’t happen without it. In addition, without this project, the chance to have a healthier and smoother commute will be gone too. For Mumbaikars, public transport is second nature. Do you think this can make public transport attractive for Mumbaikars? Mrs. Bhide: Some people use roadways due to lack of connectivity, some ditch trains as they are overcrowded. In some cases, both factors play out together. According to MMRDA’s comprehensive transport study this year, the 350-km network will be used by around 45 lakh people. By, 2041 when the Metro network reaches a mature stage, over one crore passengers will use it. While the suburban rail network will still exist, the vehicular traffic will remain static. Parking restrictions and other regulations will make it better. This will also give the railway network some breathing space to improve. Mumbai’s advantage is that it is public transport friendly. People here like using public transport and hence, it won’t struggle like other cities.

What fare structure has the MMRC decided on? Mrs. Bhide: There won’t be any difference in the fare structure for different Metros, whether they are underground or elevated. A common fare policy of the government will be adopted by Mumbai Metro 3 because In terms of deadline, how is the they don’t expect to recover the work progressing? WWW.URBANTRANSPORTNEWS.COM

Mrs. Bhide: Work on all stations, including Girgaon-Kalbadevi, has started. Their progression is varied depending on when land became available. Overall, we have completed almost 48% of the work, around 34 km of tunneling out of the 56 km is completed. By the end of this year, we intend to complete almost 70 to 80% of our tunneling work. We intend to commission this project in two phases — Aarey to BKC and from BKC to Cuffe Parade. Phase 1 has reached a much-advanced stage with 90% of tunneling done and 60% work on stations done. As far as timelines are concerned, if the Aarey Metro car depot issue is resolved soon, we are pretty sure that we will complete in time. We cannot move the trains without the metro car depot. The 26/7 floods lead to over 1,000 deaths. Despite you citing the need for the project, how can you assure that the project will not have any environmental impacts? Mrs. Bhide: Why should there be any environmental impacts? A public transport project has the capacity to take so many vehicles off the road and most importantly move people from one area to another with ease. Should this be environmentally dangerous? Open spaces that we have covered during construction are very limited. As far as open spaces are concerned, this project temporarily needs 76 hectares of land. The requirement of permanent land is 4-5 hectare scattered all over the 33-km alignment. Secondly, we have a lot of roadside trees in Mumbai, unlike many cities in Europe and America. Around 65% of the 3,000 trees that were disturbed have been transplanted. For those that didn’t survive, we compensated by planting three times more trees. We have also given an undertaking to Tree Authority to plant more trees once the project is completed. Three nurseries are engaged in that project. In addition, we are also planting 21,000 trees in degraded forest lands of Sanjay Gandhi National park. Out of the 2,659 trees that will make way for the Aarey carshed, around 450 will be replanted in the vicinity of Aarey. We are looking for more spaces and may collaborate with the BMC to compensate for the rest. On the other hand, the underground

September 2019 // Urban Transport Infrastructure

INTERVIEW  Metro (Mumbai Metro 3), both tunnel and stations, are made watertight. There is a national building code. We follow NMP 130,131 which are the US building guidelines. Even in our National building code, there are certain stringent norms included. Mitigation plans for flood and fire are all in place. When tunnel-boring machines drill tunnels and immediately cover them with a concrete lining, no scope is left for the rock to get exposed. If the rock is exposed, then groundwater will seep in. Besides the concrete lining, there are rubber gaskets and grouting. Today, there is no water in the 34-km tunnel that we have built. This shows that the tunnel itself is watertight. Similarly, we have elevated the entries and exits of the station to prevent flooding. The Metro car depot issue has seen a Twitter war like never before. On one side are environmentalists and on the other is the government machinery. How successful have you been in convincing people? Mrs. Bhide: There are two kinds of levels in this. One is the battle which takes place in the administrative and judicial sphere, where it is fought with reason, facts, and legal documents. There we have been fighting for the past four years and the same issue is being challenged again and again in different courts under different disguises. But all those cases we have won on the basis of facts presented in the court. Now we are facing court cases on the same issues that were settled in court before. It is relatively easy to go back to court, show the earlier verdicts and win the case. The only issue is, how much time will it take? As far as the perception war in the social media sphere is concerned, it works both ways. If you want to counter the flurry of misinformation every time, I am myself not very sure about it. Because whatever you say, that is countered. At the same time, those who support the project, they are not a cohesive group but huge in number. They want us to present facts on social media so that they can understand them too and are not influenced by misinformation or WWW.URBANTRANSPORTNEWS.COM

propaganda. And for their sake, we keep sharing the facts. So it may look like a war or a battle, but the whole point is that because the wrong information is being spread as real information, with authority, it is necessary to counter that. Policy decisions cannot be taken on Twitter or on the basis of the opinion of 80,000 people. Because it is the opinion of only this group, while we do not know the say of lakhs of other Mumbaikars, who may or may not be on social media. Even if you want a referendum, there is a need for a mechanism for that, which is not available. We had a mechanism for suggestions, objections, public hearing. For the tree-cutting issue, we did that. Twice, even when it was not required, the matter was kept open for suggestions and objections. Eighty thousand suggestions and objections were raised but for hearing there were only 300-400 people. Who are those 80,000 people? So these 300-400 people got the replies to their objections. We made our factual position clear. The government has to see longterm benefits and then take holistic decisions. The government cannot get swayed or influenced by certain flared emotions. So when you approach an institutional mechanism to raise issues, you get a fair hearing and committees are appointed to investigate. In 2015 it was possible for us to think about the land in Kanjurmarg but today it is not. Suppose it takes 10 years to get the Kanjurmarg land, would it be prudent for the government to let go of the investment made? We cannot get emotional. Those with a grouse approached the court and the court has already given its verdict.

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According to MMRDA’s comprehensive transport study this year, the 350-km network will be used by around 45 lakh people. By, 2041 when the Metro network reaches a mature stage, over one crore passengers will use it. While the suburban rail network will still exist, the vehicular traffic will remain static. Parking restrictions and other regulations will make it better.

How do you show them then that things are moving? Which is why as part of our PR strategy, we present everything on social media. When people criticize us or raise queries, we answer those. Do you personally handle your Twitter account? Mrs. Bhide: Yes, I personally handle it. I don’t have someone else doing it on my behalf. When it comes to development and infra projects, it is argued that open spaces are readily grabbed as opposed to built-up spaces. Is there going to be a comprehensive policy to utilize built-up spaces instead? Mrs. Bhide: It does not work that way. In fact, we have utilized built-up spaces. In Girgaon-Kalbadevi, we have acquired 30 buildings. But sometimes the alignment requires that you take that space. In fact, if you take the example of Metro Metro 3, why it is underground? Because there is no open space. You cannot touch some old or heritage buildings and that is why it had to go underground. So as a policy, yes, one would go for easily-available government lands. Because they are relatively easily available for construction.

This is the first time when a government body and an officer have been so outspoken on Twitter. What is your take on this? Mrs. Bhide: We have always been active on Twitter. This project has a long gestation period and plus it is an underground project. In an elevated project, you can see the piers and girders coming up, but in an underground project, you cannot take people down there to show the work. ***

September 2019 // Urban Transport Infrastructure

 MARKET RESEARCH REPORT

Railway Infrastructure investments are expected to increase from US$ 58.96 billion to US$ 124.13 billion by 2022

Vinod Shah Head – Marketing & Communications Urban Transport News

he Indian Railways is among the world’s largest rail networks. The Indian Railways route length network is spread over 115,000 km, with 12,617 passenger trains and 7,421 freight trains each day from 7,349 stations plying 23 million travellers and 3 million tonnes (MT) of freight daily. India's railway network is recognised as one of the largest railway systems in the world under single management. The railway network is also ideal

for long-distance travel and movement of bulk commodities, apart from being an energy efficient and economic mode of conveyance and transport. Indian Railways was the preferred carrier of automobiles in the country with loading from automobiles traffic growing 16 percent in 2017-18. The Government of India has focused on investing on railway infrastructure by making investorfriendly policies. It has moved quickly to enable Foreign Direct Investment (FDI) in railways to improve infrastructure for freight and high-speed trains. At present, several domestic and foreign companies are also looking to invest in Indian rail projects. Market Size Indian Railways’ revenues increased at a CAGR of 5.48 per cent during FY07-FY19 to US$ 27.13 billion in FY19. Earnings from the passenger business grew at a CAGR of 5.58 per

Urban Transport Infrastructure // September 2019

cent during FY07-FY19 to reach US$ 7.30 billion in 2018-19P. Freight revenue rose at a CAGR of 5.84 per cent during FY07-FY19 to reach US$ 18.20 billion in 2018-19. India was among the top 20 exporters of railways globally, as of 2017. India’s exports of railways have grown at a CAGR of 27.05 per cent during 2010-2017 to US$ 303.29 million. Exports of railways in 2018 (up to July 2018) stood at US$ 278.05 million.

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The government has increased the scope of PPP beyond providing maintenance and other such supporting roles. PPP is being utilised in areas including redevelopment of stations, building private freight terminals and private container train operations. WWW.URBANTRANSPORTNEWS.COM

MARKET RESEARCH REPORT  Investments/Developments Foreign Direct Investment (FDI) inflows into Railways Related Components from April 2000 to March 2019 stood at US$ 969.28 million. Following are some of the major investments and developments in India’s railways sector: • In December 2018, France-based Alstom announced plans to augment its coach production capacity at its facility in Sri City from 20 cars per month to 24 cars per month. Also, it will set up a new production line to increase capacity to 44 cars per month by the end of 2019. • In December 2018, the Prime Minister of India laid the foundation stone for the third phase of the Pune metro. Government initiatives Few recent initiatives taken up by the Government are: • As of December 2018, the Government of India is considering a High Speed Rail Corridor project between Mumbai and Nagpur • As of November 2018, Indian Railways is planning to come out with a new export policy for railways. • The Government of India is going to come up with a ‘National Rail Plan’ which will enable the country to integrate its rail network with other modes of transport and develop a multimodal transportation network. • A 'New Online Vendor Registration System' has been launched by the Research Designs & Standards Organisation (RDSO), which is the research arm of Indian Railways, in order to have digital and transparent systems and procedures. The Government of India has signed an agreement with the Government of Japan under which Japan will help India in the implementation of the Mumbai-Ahmedabad high speed rail corridor along with a financial assistance that would cover 81 per cent of the total project cost. Road Ahead WWW.URBANTRANSPORTNEWS.COM

The Indian Railway network is growing at a healthy rate. In the next five years, the Indian railway market will be the third largest, accounting for 10 per cent of the global market. Indian Railways, which is one of the country's biggest employers, can generate one million jobs, according to Mr Piyush Goyal, Union Minister for Railways and Coal. Indian Railways is targeting to increase its freight traffic to 3.3 billion tonnes by 2030 from 1.1 billion tonnes in 2017. It is projected that freight traffic via the Dedicated Freight Corridors will increase at a CAGR of 5.4 per cent to 182 MT in 2021–22 from 140 MT in 2016–17. Conclusion India has the world's third-largest railway network under single management. As of 2016-17, India’s rail network had a total length of 67,368 km. In collaboration with the Government of Japan, a high speed passenger corridor project between Ahmedabad to Mumbai was undertaken in Railway Budget 201617. Construction work has already begun and the total cost of the project is estimated at US$ 14.52 billion. The

project is estimated to be operational by 2022. Revenue growth for Indian Railways has been strong over the years. Indian Railways’ increased at a CAGR of 5.48 per cent during FY07-FY18 to US$ 27.13 billion in FY19. Freight and Passenger earnings are the two largest components of revenues for Indian Railways. In FY18, Indian Railways generated US$ 18.16 billion in earnings from commodity freight traffic and passenger earnings of US$ 7.55 billion. Passenger earnings and freight earnings of Indian Railways stood at US$ 7.30 billion and US$ 18.20 billion, respectively, in FY2019 (P). With increasing participation expected from private players, both domestic and foreign, due to favourable policy measures, both passenger and freight traffic is expected to grow rapidly over the medium to long term. Government of India’s focus on infrastructure is a major factor which will accelerate growth of railways. ***

September 2019 // Urban Transport Infrastructure

BUSINESS OPPORTUNITY 

India to procure 5595 Electric Buses under FAME-II scheme for 64 cities

he Department of Heavy Industry and Public Enterprises under Government of India has accorded its approval for procurement of 5595 Electric Buses to 64 Cities under phase II of FAME India scheme. The approval has been granted in order to give a further push to clean mobility in public transportation and help State Government Entities/State Transport Undertakings (STUs) for intra-city and intercity operation. Earlier, the government had invited the Expression of Interest (EoI) from smart cities, million-plus cities, State/Union Territory capitals and cities from special category states for submission of proposal for deployment of electric buses on operational cost basis. The government has received eighty six proposals from 26 States/UTs for the deployment of

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14,988 eletcric buses in various cities. After evaluation of these proposals as per Expression of Interest (EoI) and on the advice of Project Implementation and Sanctioning Committee (PISC) the Government sanctioned 5,095 electric buses to 64 Cities / State Transport Corporations for intra-city operation, 400 electric buses for intercity operation and 100 electric buses to Delhi Metro Rail Corporation (DMRC) for last mile connectivity. Now each selected City/ST/UTs has been directed to initiate the procurement process in a time bound manner for deployment of sanctioned electric buses for their cities on operational cost basis. According to the Expression of Interest (EoI), electric buses which satisfy required technical eligibility and localization level notified under phase II of FAME India scheme will be eligible for funding from the Central government. It is expected that these buses will run about 4 billion kilometers during their contract period and will save

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India goes EV to clean up its cities! The list of 64 Indian cities that will have 5595 electric buses operating on its roads under FAME -2 scheme. These buses will run 4 billion Kms, save cumulatively 1.2 billion litres of fuel & avoid 2.6 mln tonnes of CO2 emissions. --Amitabh Kant CEO, NITI Aayog cumulatively about 1.2 billion liters of fuel over the contract period, which will result into avoidance of 2.6 million tonnes of CO2 emission in the cities.

September 2019 // Urban Transport Infrastructure

 ARTICLE

Smart Card Based Ticketing System: You need to know all about

Anurag Mangla Project Manager – AFC (Navi Mumbai Metro Project) Ansaldo STS Transportation Systems India

mart card ticketing systems consist of smart cards, the terminals that access the cards, servers that forward the data to its destination and ID management systems. Users top-up the smart cards with funds then hold them over a terminal device to deduct the appropriate amount from the balance of funds on the card.

that are not interoperable with other systems, and that obligate the agencies to procure new cards and related equipment and software enhancements only from their original system integrators or from a limited number of Majority of Indian Automatic Fare suppliers. Collection System – Close Loop New Era of AFC System or 21st Payment System Start from the earliest implementations Century Fare Collection System – of contactless technologies, automated Open Loop Payment System fare collection (AFC) systems have During the past few years, some transit been designed around the notion that agencies started migration on a new fast and reliable fare payment AFC model known as “accounttransactions are dependent on a card- based”. In an account based Ticketing based model also known as Close Loop system, the data stored on the card is static and is used only as a means to Solution. In this model, the data necessary to identify the card uniquely within an calculate and validate fare payments AFC system. Fare products (e.g. timeare stored within the memory of the based passes, transfers, stored value) card or resident within the reader. This are managed in virtual accounts that requires complex reader software that are housed within the agency’s central can perform a variety of security computer system and accessed and functions, validations, and calculations verified each time the card is presented within a tiny window of time is to a reader in a station. Calculation of typically less than 440 ms. . In order to the fare due is also assigned to the meet this challenging requirement, central system. As a result, contactless credit and integrators and chip designers have debit cards (Also Known as Open developed proprietary file structures Loop Payment Solution) issued by and security protocols that focus on banks can be accepted and primary processing efficiency. While this model security responsibilities shift to the has proven technically viable in AFC central system with an emphasis only systems worldwide, it has created on-card authentication at the card/ public transport technology “islands”

Urban Transport Infrastructure // September 2019

reader level. The shift to EMV contactless card payments technology globally is continuing to accelerate, overcoming two major hurdles to open payments in transit. The two major hurdles are as below: • Creating a clear global standard for developers to design ensures worldwide interoperability. • Building trust in contactless payments – which helps with acceptance of their use in transit. To date, TFL, Abellio ScotRail are some of the transit agencies that have deployed an account-based system in revenue service successfully. Account-based ticketing and Open Loop payments systems are becoming a popular alternative to card-centric closed-loop systems owing to the acceptance of open payments standards within the transit model. With this model, a variety of different payments models can be introduced including: • Direct billing to a cardholder’s bank account via pre-paid or regular billing model; • Linked accounts where families may have a single account for all their family members; WWW.URBANTRANSPORTNEWS.COM

ARTICLE  • Extending the linked account model to institutions, such as a company that may provide travel cards to employees as part of their salary package, and the institution is billed monthly by the transit operator. Key benefits of open payments for passengers over Close Loop Ticking System: • Open Loop trend brings is the elimination of the burden on passengers for selecting the right fare. The support of best price calculation now makes the use of transit much easier for everyone, not just the occasional customer. With best price calculation the background system will find it for them based on the length of their trip. • The move to dovetail service with other modes of transport to an integrated mobility chain is also trending. That means that a traveller is able to leave home by bike, lock it at a designated shelter, board a bus, and transfer to a train – all by using the same e-ticketing medium. • Less Queuing - With no ticket to buy or balance to top up with a cashier or reload machine, transit passengers can board a vehicle far more quickly and move much more efficiently through a station. Key benefits of Open Loop - Account based Payments for Transit Operators over Close Loop Ticking System: • Lower Operational Costs: The costs of AFC can be significantly reduced by decreasing, or even eliminating the processes required for both cash and fare media handling • Lower Capital Costs: The move to open payments forces the need to simplify fare collection and ticket devices. This drives standardisation of devices.. • Tighter Security: Open payments systems limit the possibilities for physical and cyber-security breaches because of any scheme processing contactless payments cards and devices need to meet the global EMV and PCI standards, which have the highest levels of WWW.URBANTRANSPORTNEWS.COM

electronic security and encryption.

varied pace around the world but it’s undeniably changing the landscape for all. The above note concludes that in current scenario Account based open payment system shows greatest Potential for meeting a transit agency fare payment system long term goals Account based open payment system can accept ubiquitous nature of the payment medium, Increase the Modularity of front end device and major advantage Transit agency can “Outsource” fare collection and become a merchant.

Challenges involved in transitioning to Account-Based Solution and Open Loop Ticketing The shift to open payments, like every other major technological change, has its own unique set of challenges and complications. Major challenges involved in the transition are as below: • EMV Transaction Fees impose by financial institutes, for each and every transaction executed on Automatic Gates via EMV card, • Transport operator will be losing *** the ownership of the float cash. • Primary Customer Relationship will be with the bank rather than transport operator. • Reader Design and Certification Becomes More Complicated: • Education: Another major challenge to adopting open Anurag Mangla is an Engineering payments is gaining the trust of Graduate. He is known as an customers that the system will effective, competent and result deduct the correct fare from their oriented Rail professional and posses account every time. over 8 years of experience in various Mass Rapid Transit projects. Conclusion Presently, he is associated with Navi One thing is clear, the entire transit Mumbai Metro project under Ansaldo industry and ecosystem is part of a STS Transportation Systems India Pvt. seismic shift to enable more cost- Ltd. As long as business, technique efficient and easier ways for and customers are involved, and passengers to pay and operators to some level of pioneering is required, process fare collection. This he deliver beyond expectations. transition evolves and adapts with a September 2019 // Urban Transport Infrastructure

 CASE STUDY

In-depth insight: UK celebrating 8 years of Country’s first and only cable car

he East London Cable Car is the UK's first and only urban cable car. It provides a low-emission, quick, direct and accessible link across the River Thames.

to 2,500 people an hour in each direction.

Announced in July 2010, it was completed two years later, in time for the 2012 London Olympic Games. Travelling between two terminals at Greenwich Peninsula and Royal Victoria Docks, it links the O2 arena in Greenwich, south London and the ExCel exhibition centre at the Royal Docks.

“Analysts considered all options for a transport system including a bridge, water-based transport and a tunnel. The cable car was selected as the preferred option for a number of reasons including cost, speed of build and aesthetics.”

The system consists of 36 cabins, of which 34 are in use at any one time. Each cabin has the capability of carrying up to 10 persons. The cable spans a total of 1,100 metres, supported by two 90 metre, 570 tonnes towers. The system can operate at speeds of up to 6 metres per second and at that speed takes 4 minutes and 14 seconds to complete a one-way crossing. It now forms part of the transport infrastructure of London. Service operator, Transport for London (TfL) estimate that the system can carry up

LECS (UK) ROLE On the back of over 30 years experience working on complex cable car and vertical transportation systems throughout the world, LECS was appointed as Chief Technical Advisor to the UK’s Department for Transport.

David Cooper, LECS (UK), the consultant engineer on the project, said:

As one of the world’s renown experts in this engineering sector LECS (UK) has advised on numerous cable car installations and is also the leading expert on accidents and failures

Urban Transport Infrastructure // September 2019

EurIng David Cooper BSc (Hons), MSc, MPhil, CEng, FIET, FCIBSE, FRSA, FCGI, MSOE

David Cooper is the Managing Director of UK based independent lift consultants LECS (UK) Ltd. He has been in the lift and escalator industry since 1980 and is a wellknown author and speaker. He holds a Master of Philosophy Degree following a five year research project into accidents on escalators, a Master of Science Degree in Lift Engineering as well as a Bachelor of Science Honours degree, Higher National Certificate and a Continuing Education Certificate in lift and escalator engineering. Dave is also the founder of the ELEVATOR ACADEMY that provides free training for apprentices and trainees and is a trustee of the UK’s Lift Industry Charity. WWW.URBANTRANSPORTNEWS.COM

CASE STUDY  involving this type of equipment. David Cooper said: “As technical advisor LECS UK was responsible for approving the design and ensuring it was compliant with the Cableway Installation Regulations 2004.

mobility impairments and allows cabins to come to a stand for loading and unloading. To achieve this an anti-collision system had to be designed into the software to prevent cabins coming into contact with each other.

Dave Cooper, LECS UK, said: “It was not only the size of the towers, and the fact that one had to be positioned in the River Thames that made the construction so challenging but also the need for exacting stability as a core requirement for the

“The project had huge technical challenges as well as high profile stakeholders and enormous public expectation. The unique aspects of the project called for some innovative construction techniques and was an exceptionally exciting project to be involved in.” The erection of the South Tower called for the installation of the largest lifting capacity crawler crane in Europe. The crawler crane was delivered using more than 70 articulated lorries. It ran on tracks, not wheels, to aid mobility and was assembled on-site in two weeks. When assembled, its reach was 120 metres with a height of 183 metres. The huge temporary structure had a maximum lifting capacity of 1,350 tonnes - the equivalent of 193 Routemaster buses. The immense lift capacity was required to lift the huge pieces of each tower section into place, weighing up to 68 tonnes each. David Cooper said:

“LECS undertook rigorous testing and commissioning to ensure compliance with statutory requirements and European Standards to achieve a stage 2 sign off under the requirements of the Regulations.” The transportation system consists of a continuous single rope measuring 50 mm to which up to 34 cabins can be attached. The system is incredibly efficient and, as with a traction elevator system, only has to provide power to move the out-of-balance load when the cabins are out on the line and equally spaced. It is fully accessible for persons with WWW.URBANTRANSPORTNEWS.COM

View from the cabins between the south tower and the station.

CHALLENGES

operation of the cable car.

Design & Construction of Towers The first challenge was how to construct the two main towers (both 86m tall and weighing 570 tonnes) to accommodate the river crossing and one smaller intermediate tower measuring over 65 metres in height and weighing 270 tonnes.

The design of the towers, using a complex helix structure to link the four steel ribbons assisted in providing this stability. The towers, made up of approximately 6,500 pieces of steel of varying thicknesses from 30 to 50mm and were welded together and connected to helical

September 2019 // Urban Transport Infrastructure

 CASE STUDY tubes running inside the tower. divert any risk away from the This provided the required towers. stiffness. The Weather There are three main towers and During the build, the UK had its two compression towers. The worst period of inclement main towers support the system weather since records began! The at height and the compression construction team had to contend towers provide rope diversion with exceptionally heavy rain and from the stations to the head of a period of snow! the towers. In the event of failure Three towers were provided to The system was designed so that facilitate a 51-metre tall ship to in the event of failure all pass underneath the system on passengers could be retrieved in a high tide. The only way the line timely manner. The ultimate could be maintained at a height to design allows for a huge amount meet the tall ship criteria was by of redundancy and system introducing a third tower. The support including an innovative towers are 86 metres tall and their emergency bearing system that baby sister (the north was incorporated in case of a intermediate tower) is 65 metres. bearing failure on the main traction and tensioning sheaves. Getting the cable in place Another challenge was how to The bearing design was pull the cable between the developed specifically for this terminals via the towers, over the project and is the first time that it Royal Victoria dock and across has been used. The success of the the River Thames. This design means it is being adopted constituted a highly complex and on future cable car projects intricate part of the construction. around the world. The system is fully accessible to passengers in Boats were used to make the wheelchairs, with bikes and initial rope connection. This was pushchairs. eventually replaced with the cable itself. The cable was pulled into Awards place and tensioned using a 12- The project scooped numerous tonne winch located on the awards including: platform of the South Terminal. • Award for Infrastructure or The cable was clamped and Transportation Structures secured at each terminal and • The Institution of Structural tensioned to gain a minimum Engineers Structural Awards clearance of 54m above the mean 2013 high watermark. The system has • The Structural Steel Design a traction sheave and a return Awards 2013 pulley/diverter sheave that is • Elevator World Project of the tensioned in a similar fashion to Year, 2013 an escalator step chain. Once the cable was tensioned to the correct PROJECT OVERVIEW height, the next step was to carry out the rigorous testing and • Project Name : Emirates Air Line (Cable Car) commissioning process for the • Client : Transport for London whole system. • Ultimate Asset Owner : Docklands Light Railway (DLR) • Contractor : MACE Risk from vessels • Architect : Aedas Architects There is also the potential for an • System Sub Contractor : Doppelmayr Seilbahnen GmbH out of control vessel to strike a • Statutory Authority : HM Government, Department for Transport (DfT) tower causing damage to the • Consultant to Statutory Authority: LECS (UK) Ltd | David Cooper system. While the risk was • Consultant to DLR : Neil Thompson, Tim Whittome assessed as incredibly low, a ship • Structural Engineers : Buro Happold(now AECOM) impact system was employed to • M&E Engineers : URS Scott W

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IN SPOTLIGHT ď ˇď ľ

Kumar Keshav: The man behind success of Lucknow Metro

he beginning of Metro rail service in India can be traced back to 1984 when Kolkata Metro started its operations while opening for commercial services. It is the sixth longest operational metro network in India. The Delhi Metro Rail Corporation (DMRC) was set up jointly by the Government of India and Government of Delhi in May 1995. The construction for the same started in 1998, and the first commercial operation opened on December 24, 2002. The credit for timely completion and operations particularly phase 1 and phase 2 goes to 'Metro Man' E Sreedharan. Toeing the same line, Lucknow Metro completed all its project work well before the schedule and the public money was utilized to the hilt. An Indian Railway Service of Engineers (IRSE) officer and a gold medallist engineer from IIT-Kanpur (M. Tech.) and IIT-Roorkee (B.E.), Kumar Keshav took over as LMRC Managing Director on August 18, 2014, and has not taken even a single leave since then. The whole project work so far has been completed under the astute leadership of the incumbent Managing Director in the last above four and a half years.

Lucknow metro has achieved the distinction of being the fastest-ever execution of the metro project in the country. WWW.URBANTRANSPORTNEWS.COM

After Delhi Metro, Noida Metro Rail Corporation (NMRC) and Lucknow Metro Rail Corporation (LMRC) are the two Metros which have matched the timelines and quality standard at par. There are six operational Metro network in the country namely Kolkata Metro, Delhi Metro, Hyderabad Metro, Chennai Metro, Namma Metro (Bengaluru Metro) and Noida Metro that cover a larger area than 23 km which falls under Lucknow Metro Rail Corporation (LMRC). With round-the-clock work on the project, the LMRC MD ensured that the priority corridor was commissioned for a trial run on December 1, 2016. Work on priority

corridor was executed in just over two years which is a record in itself. Even contemporary metro projects in the country have not been able to match up with the speed of deliverance as compared to LMRC's strength in project execution. The Lucknow Metro Rail Corporation (LMRC) has become the only one in the country to have completed the entire construction before time. In last month, Uttar Government has extended his tenure for two additional years to implement the phase II of Lucknow Metro Rail Project. ***

September 2019 // Urban Transport Infrastructure

Official Media Partner

INDUSTRY EVENTS 

Event Calendar 2019 Dates

Event Name

Location

Sep. 1

ADB Transport Forum 2019

Manila, Philippines

Sep. 4-6

World Aviation Summit 2019

London, UK

Sep. 24-27

3rd Transit Oriented Development

Singapore

Sep. 25-27

Smart Cards Expo 2019

Greater Noida, India

Oct. 2-3

Bahrain Rail Congress 2019

Bahrain

Oct. 9-10

Rolling Stock Predictive Maintenance & IoT

Bahrain

Oct. -16-18

International Railway Equipment Exhibition (IREE)

New Delhi, India

Oct. 18-23

Bus World Europe

Brussels, Belgium

Oct. 22-24

International Rail Conference 2019

New Delhi, India

Oct. 28-30

Commercial UAV Expo Americas

Las Vegas, USA

Nov. 1

Shipping & Logistics India

Chennai, India

Nov. 15-17

Urban Mobility India Conference & Expo 2019

Lucknow, India

Nov. 20-22

International Railway Summit 2019

New Delhi, India

Nov. 26-27

Mobility India 2019

Pune, India

Dec. 3-5

World Rail Festival 2019

Amsterdam, Netherlands

Dec. 4-6

Amsterdam Drone Week 2019

Amsterdam

Dec. 15-17

Asia Trans Expo 2019

Tehran, Iran

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September 2019 // Urban Transport Infrastructure

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