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METRO RAIL NEWS ISSN 2582-2330 / Vol. VI / Issue 67
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JULY 2022
EDITION
Focus on Metro, Railway, HSR, RRTS & Allied Industries
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Editorial Advisory Board WWW.METRORAILNEWS.IN
Vol. VI | Issue 67 | July 2022 Managing Editor Narendra Shah editor@metrorailnews.in Editorial Support Staff Aria Smith Correspondent (International News division)
Rajesh Agrawal Advisor & Consultant Former Member (Rolling Stock) Railway Board
Sudhanshu Mani General Manager (Retd.) IRSME, ICF, Chennai Team Leader – Train 18
Mahesh C. Yadav Ex.IRSSE , MIE(I) Chartered Engineer (I)
Yogesh Dandekar Founder: Sarg Design Studio LLP (Pune)
Ved Mani Tiwari Chief Operating Officer National Skill Development Corporation
Percy Bernard Brooks Senior Project Manager Wabtec Corporation Canada St. Laurent
Haru Imam Principal Project Controls Engineer, Persons Corporation Saudi Arbia (UAE)
Manas Ranjan Panda Sr. Rolling Stock Expert TYPSA, India
Sanjay Kumar Agarwal Head (Safety & Quality) Mumbai Metro One Pvt. Ltd. (India)
Digvijay Pratap Singh Chairman Main Mast Group
Dr. Ajeet Kumar Pandey Technical Principal - RAMS Mott MacDonald Bangalore, India
Chinmoy Pattanyak Train Control Site Business Manager Alstom, India
S K Suri Advisor & Consultant, Former General Manager, Rail Coach Factory, Kapurthala
Dr. Nasim Akhtar Sr. Principle Scientist, CSIR-CPRI
Sumit R Joshi Technical Specialist – 3M Asia Region
Abha Rustagi (Assistant Editor) abha.rustagi@metrorailnews.in Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.in Anurag Jha, Manager - Business Development Anurag.jha@metrorailnews.in Cover Page & Graphics Joydeep kundu jk@metrorailnews.in Editorial & Business Office Metro Rail News | Symbroj Media Pvt. Ltd 32B/14, J. P. Complex, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India Tel: +91 1140590405, 9990454505 E-mail: contact@symbrojmedia.com
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RNI Ref. 2017-10-1274 | ISSN No: 2582-2330
EDITOR’S NOTE
THE
Narendra Shah Managing Editor
Internet of Smart Trains: New Age Requirement, Development & Challenges The inception of smart railways began with the evolution of Global System for Mobile Communications-Railways (GSM-R), which is considered to be the keystone of rail industry transformation. Rail operators mainly use GSM-R for operational voice and data communications. Over a period of time, innovation in wireless communications technologies offered reliable transmission of video and data services for long distances. In the 2000s, the introduction of novel technological solutions and various digital devices projected new application areas, such as the provision of information about the rails to passengers, the CommunicationBased Trail Control (CBTC), rail traffic management systems, and Positive Train Control (PTC) solutions. However, the rail industry underwent a major revolution after 2005 with the appearance of Internet of Things (IoT) and the adoption of smart city projects, which led to the development of solutions like smart ticketing, passenger infotainment, rail analytics, and dynamic route scheduling and planning. Industrial IoT-based solutions have eventually reinforced competitive advantages and have also uncovered new business models that are already impacting the global rail industry.
(i.e., growing traffic of passengers and freight, aging population, and rapid urbanization), macroeconomics (i.e., limited public funding and government deficit, government initiatives and partnership models), microeconomics (i.e., price sensitivity, demands for an improved passenger experience, stakeholders interests), the growing importance of smart cities, the incredible pace of telecommunications and technological change, and the need for mobility.
However, factors such as operational inefficiency, the lack of infrastructure and interoperability, high initial cost of deployment, and the integration complexities over legacy systems and the network, may hinder the rail industry growth. Moreover, legacy infrastructure, aging communications systems, and the slow adoption of automation and protective technology in this scenario pose enormous safety risks. Related to the issues of safety and connectivity is security. As rail systems rely more and more on wireless connectivity, they become more vulnerable to outside interference, intrusion and cyber-attacks. The consequences of even a small disruption become particularly severe as trains become more powerful, carry more passengers, and travel faster. The future of the railway industry is Systems that are mission-critical for safe expected to rely upon smart transportation operation can be compromised by a systems that leverage technologies over a simple electronic device or a small piece large rail network infrastructure to reduce of malicious code. When passenger safety its life-cycle cost. New services, such as and lives are at stake, strong security integrated security, asset management, becomes a fundamental requirement. and predictive maintenance, are expected to improve timely decision-making for Happily, present you July issue with an issues like safety, scheduling, and system in-depth coverage on latest issues and capacity. Smart railways represent development of metro and rail industry. a combination of interconnected The featured article, cover story & other technological solutions and components, regular columns with exclusive interviews as well as modern transportation are for informative and joyous reading. infrastructure like automatic ticketing systems, digital displays, and smart meters. Likewise, these systems require seamless high data rate wireless connectivity and integrated software solutions to optimize the usage of assets, from tracks to trains, to meet the ever-growing demand for energy-efficient and safer services. The driving factors of the smart railways Narendra Shah are expected to enforce the growth of Managing Editor the industry. These factors include the Metro Rail News increasing importance of sustainability, (A Symbroj Media Publication) government regulations, demographics E-mail: editor@metrorailnews.in
CONTENTS
July 2022 | Issue #67
06
BY METRO RAIL NEWS
29
41
EDITOR’S NOTE
PROJECT OF THE MONTH
FEATURED ARTICLE
Internet of Smart Trains: New Age Requirement, Development & Challenges
A project to build the city’s own metro system : Thane Metro
Railway & Technology Smart Railway Automation System using various techniques
10
Noida Metro to connect to Jewar Airport in Phase - II
NEWS HIGHLIGHTS
16
33
ARTICLE
FEATURED PROJECT
COVER STORY Cloud computing for maintaining railway signalling systems
22
Namma Metro The Metro in IT Capital of India developing Fast
37 FOCUSED SYSTEM
EXCLUSIVE INTERVIEW 22
45
Wireless Communications in Smart Rail Transportation Systems
Future Mobility Ecosystem Showing new mobility solutions All you need to know about Hinjawadi to Shivajinagar Pune Metro Line 3
50 EXPERT/GUEST OPINION Is there any need to justify Metro Rails for Public Transport?
26
57 EVENT
Shri Ravindra Kr. Jain
Mr. KVB Reddy
MD, DFCCIL
MD & CEO, L&T MHRL
10
13
58 TENDERS LIVE 45
News Highlights Metro Rail
Maharashtra govt to shift back metro depot from Kanjurmarg to Aarey Colony Maharashtra Deputy Chief Minister Devendra Fadnavis after taking the oath on June 30 has ordered the government’s legal team to inform the Bombay High Court that the state will relocate the metro car shed to Aarey Colony. which was earlier shifted to Kanjurmarg. The Aarey Colony is about 1,287 hectares of land that is located adjacent to the Sanjay Gandhi National Park. It is also known as the green lung of Mumbai. The Mumbai civic body had granted the metro authorities permission to cut as many as 2,700 trees. After protests from the environmental activists and people, the Mumbai Metro Rail Corporation (MMRC) said the tree felling is only restricted to a small area in Aarey Colony and is necessary to ensure a modern transport system for Mumbaikars.
Uttar Pradesh Metro Rail Corporation’s (UPMRC) Managing director, Kumar Keshav retired on Thursday, June 30 after eight years of tenure as MD, UPMRC. The Lucknow Metro and Kanpur Metro Projects were executed under his tenure and leadership. Kumar Keshav’s tenure was going to end on 16th February, 2022 but he got a fourmonth extension of service from the UP government till June 30, 2022. “Under his leadership, Uttar Pradesh Metro has achieved the distinction in the execution of Metro project. Lucknow and Kanpur Metro projects are the fastest-ever executed metro projects in the country so far. The operations of Lucknow Metro commenced on entire North-South corridor in just four-anda-half years while Kanpur Metro started functioning in just over two years. Both the projects were inaugurated and flagged off by Prime Minister Narendra Modi. No other metro rail project has ever been able to achieve this feat,” a press release stated.
L&T Metro Rail (Hyderabad) Limited (L&TMRHL) has initiated a unique concept of ‘Office Bubbles’ – offering the secured, remote, co-working spaces as part of its Transit oriented Development (ToD). This concept is going to be one of its kind ever explored in Indian Metro Rail history. Through Office Bubbles, L&TMRHL would fulfil the surging demand for co-working spaces and locational flexibility of office spaces in Hyderabad. Transit Oriented Development segment of Hyderabad Metro Rail has been creating vibrant urban spaces integrated with a high-quality transit system with a focus on enhancing the quality of life. ToD offers around 18.5 million sqft of space for work, shopping, leisure, entertainment, healthcare along with parking and circulation area. Focusing on IT companies, Office Bubbles concept offers ‘Hub and Spoke’ model, enabling them to open strategically dispersed smaller offices across the city. LTMRHL would be using the high-quality transit oriented spaces in the un-paid (preticketing) areas on the concourse level of its stations. Close to 0.4 million sqft would be dedicated to Office Bubbles for lease, encompassing 1750 sqft of 2 units across 49 typical metro stations and 5,000-30,000 sqft of spaces at 8 nontypical metro stations. One can expect spaces to be offered in bare shell, warm shell, and plug & play formats depending on the clients’ requirements.
But the protest grew after which the Maha Vikas Aghadi (MVA) government, which came to power in 2019, decided to shift the project to Kanjurmarg and declared almost 812 acres of land, part of Aarey Colony, as a reserve forest.
Kumar Keshav retires from the post of Managing Director, UPMRC
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L&T Metro Rail Hyderabad introduces ‘Office Bubbles’
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MMRC completes work On Mumbai Metro Line 3
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The Mumbai Metro Line (MML) which is a stretch from Colaba to SEEPZ has been completed on June 28 after the tunnel boring machine (TBM), Tansa – 2 completed its final downline, which was 832.5 metres long in 263 days, the Mumbai Metro Railway Corporation (MMRC) officials informed. Now using a total of 555 concrete rings from Mahalaxmi to Mumbai Central metro station, the MML from Colaba to SEEPZ has been completed.
The Contract Commencement meeting between CMRL, General Consultants and Contractor (M/s. L&T) was conducted on 22nd June. The meeting was presided over by Managing Director Thiru MA. Siddique, L.A.S., Director Projects. Thiru. T. Archunan, Thiru. Livingstone, CGM (PP&D), Tmt Rekha Prakash, CGM (PD) and other officials of CMRL were present during the meeting along with GC Officials.
The Mumbai Metro Line 3 will run across Colaba-Bandra-SEEPZ and after it becomes operational it will reduce traffic congestion and also reduce the travel time between these places. The travel time will be cut from 100 minutes to 50 minutes on the route. The estimated cost of this project is around Rs 30,000 crore.
CRML holds meeting on feasibility of MRTS in Trichy
Now passengers can carry cycles in Bengaluru metros
CMRL phase-2 contract worth Rs 1021 crore awarded to L&T The Contract for the construction of an Elevated Corridor from Nehru Nagar to Sholinganallur for a length of 10 km Viaduct with 10 Metro Stations under Chennai Metro Rail Project Phase-II has been awarded to M/s. L&T recently at an estimated cost of Rs.1021 crores. This alignment passes through Old Mahabalipuram Road having major IT Hubs and other Commercial Establishments. The stretch passes through 3 major intersections namely Perungudi, Thoraipakkam, and Sholinganallur. At Okkiam Thoraippakkam, Stabling Lines and Crossovers are planned for connectivity to other Corridors. At Okkiam Maduvu, CMRL is constructing portal structures to accommodate the future elevated expressway of TNRDC.
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a foldable bicycle in trains. Considering the requests of the public and cyclists, BMRCL must also permit regular bicycles. Allowing bicycles will resolve the first and last mile connectivity hurdles for many commuters in Bengaluru.”
The Bangalore Metro Rail Corporation Limited (BMRCL) in a press release has stated that now foldable cycles will be allowed in the metros but only in the last coach. The Metro users will be exempted from payment charges of luggage that is foldable bicycles that do not exceed 15 kg in weight. “BMRCL is pleased to announce Metro commuters can carry a foldable bicycle in the last coach of Metro train along with their travel. The size of the foldable bicycle shall not exceed 60 cm X 45 cm X 25 cm in dimension and not exceeding 15 kgs in weight,” the release stated. BMRCL in the release has informed that this decision has been taken to promote the green initiative. “The bicycle shall be packed properly so that it does not damage the interiors of Metro coaches. Also, it shall not cause inconvenience to co-passengers,” the release further stated. Some passengers fear that not everyone can afford the new foldable cycles as they are expensive and therefore this move will not benefit everyone. Addressing this concern PC Mohan, a BJP Lok Sabha MP from Bengaluru, tweeted: “BMRCL announces that commuters can carry
M E T R O R A I L N E W S - J U LY 2022
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Chennai Metro Rail Limited (CMRL) held a meeting with officials to assess the feasibility of introducing a Mass Rapid Transit System Project in Tiruchirapalli. The meeting was chaired by M.A. Siddique, Managing Director and Principal Secretary, Chennai Metro Rail Corporation Limited, in the presence of District Collector M. Pradeep Kumar and Corporation Commissioner R. Vaithinathan. In the meeting, CMRL, MD M.A. Siddique said, “At present, the Chennai Metro Rail is providing rapid transport services to the people. Similarly, in Tiruchirapalli, a feasibility study will be carried out for high-speed transport in order to facilitate and speed up the movement of people. This is the first suggestion for that. Through this feasibility study, a suitable fast transport system for Tiruchirapalli and routes suitable for high-speed transport will be identified. Further, further steps will be taken to implement the Mass Rapid Transit System if there is any possibility of this. The “Comprehensive Mobility Plan” is being prepared by The Tamil Nadu Urban Infrastructure Finance Services Limited (TNUIFSS) to carry out a feasibility study for the Tiruchirappalli Mass Rapid Transit System. This report will be available soon. Only after a Detailed Feasibility Report is prepared based on the integrated mobility plan can a suitable fast transport system be selected for Tiruchirappalli city.
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Metro projects to create Rs 80,000-cr business opportunities in future The domestic metro rail projects will provide business opportunities worth Rs 80,000 crore for construction companies over the next five years, according to ICRA. In India, currently, 15 cities have operational metro networks of about 746 km (many of which are undertaking expansion), ICRA said adding another seven cities have under-implementation metro projects of about 640 km. This is apart from 1,400 km of metro rail projects worth Rs 2 trillion in the approval/proposal stages, of which a 352-km of new metro network has been approved, with the balance being in the proposal stage. Metro rail projects offer Rs 80,000 crore business opportunities to construction firms over the next five years, the statement said. “Given the government’s thrust for infrastructure development, the metro rail network is likely to witness 2.7 times expansion in the next five years. “Typically, the metro rail development cost ranges between Rs 280-320 crore/ km for elevated metro and the cost could be much higher in the case of an underground metro network,” Abhishek Gupta, Sector Head & Assistant Vice President, Corporate Ratings, ICRA, said. Civil construction forms 35-45 per cent of the overall cost, he added. Given the large size of the metro projects, this is likely to offer sizeable opportunities for construction companies over the next five years.
M.A. Siddique, IAS appointed as Managing Director of CMRL
1st U-girder on ORR metro line launched by Bangalore Metro
M.A. Siddique has been appointed as the new Managing Director of Chennai Metro Rail Limited (CMRL). He was the Commissioner of Revenue Administration until now. Siddique will replace Pradeep Yadav, who has been posted as Secretary, Highways and Minor Ports, in place of Dheeraj Kumar, who would take charge as the Commissioner of Commercial Taxes.
Bangalore Metro Rail Corporation Limited (BMRCL) has launched its first U-girder on Sunday, 19 June at Doddanekkundi on the ORR-Airport line. The first U Girder span was placed between two pillars near Bagmane Tech Park on 18 June.
Mr. Siddique is an IAS officer of Tamil Nadu Cadre belonging to the batch of 1995. He has served in various capacities in the Government of Tamil Nadu and Government of India. With a service record of over 22 years, Mr. Siddique has gained expertise in public finance, policy making and public administration. He served as SubCollector, Sivakasi, Virudhunagar district from 1997-1998 and had subsequently joined the Finance department as the Under Secretary to Government in 1998 and worked as Deputy Secretary in Finance Department from 1999 to 2002, acting as the Budget Officer of the State Government. He served as District Collector of Dharmapuri District between 2002 and 2004 and in Sivaganga District from 2006 to 2007. He held the post of Director of Museums for two years from 2004 and 2006 and that of Commissioner of Archives for three years between 2014 and 2017. In Government of India, Mr Siddique worked as Director in Department of Expenditure for a year in 2008-2009 and worked in two key ministries of Home and Finance for five years between 2009 and 2014.
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U-girders can be erected quicker unlike box girders used in phase-1 and therefore they will be laid on both Phase-2A (Central Silk Board to KR Puram) and Phase-2B (KR Puram to Airport) lines. BMRCL officials said that the use of the U Girder on this line will help in accelerating the project. In phase I and phase II of the project, the BMRCL used a box girder to build the elevated corridor for which they needed 5 to 6 days to place ten segments of box girders even with the help of huge cranes, whereas now, the single span of the U girder can be erected overnight. Two cranes, which can carry a weight of 700 tonnes and 400 tonnes respectively, were used to lift and place the girder. Around 1,600 U-girders will be laid along the two lines and it could take between 1.5 to 2 years for work to be completed, a BMRCL official informed. The BMRCL is building a 58 km ORRAirport metro line from the Central Silk Board to Airport via K.R. Puram, Nagawara and Hebbal and between Central Silk Board and K.R. Puram, the BMRCL is implementing the project in two packages.
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Indian Railways
PM Modi inaugurates infra projects worth Rs 28,000 crore in Karnataka Prime Minister Narendra Modi on June 20 laid the foundation stone for rail and road infrastructure projects worth over Rs. 28,000 crore in Karnataka which also includes the Bengaluru Suburban rail project. The Bengaluru Suburban rail project costs around Rs. 15,700 crore. It envisages 4 corridors with a total route length of over 148 Kms. The objective is to enhance mobility and boost connectivity in Bengaluru. The project will connect Bengaluru city with its suburbs through a Rail-based rapid transit system and is likely to be completed by 2026. The network will have 57 stations in six directions of Bengaluru, which include Kengeri on Mysore side, Chikkabanavara on Tumkur side, Rajanakunte on Doddaballapura side, Devanahalli on Kolar side and Whitefield on Bangarpet side. Further, PM Modi dedicated to the nation India’s first Air-Conditioned Railway Station- Sir M Visvesvaraya Railway Station at Baiyappanahalli, which is developed on the lines of a modern airport at a total cost of around Rs 315 crore. The PM also laid the foundation stone of several rail and road projects. These include redevelopment of Bengaluru Cantt. and Yesvantpur Junction railway station which is to be developed at a cost of around Rs 500 crore and Rs 375 crore respectively.
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India’s first private train flagged off from Coimbatore to Shirdi
Railway Minister launches IR Innovation Policy ‘StartUps for Railways’
Country’s first-ever private train between Tamil Nadu’s Coimbatore to Maharashtra’s Shirdi under the “Bharat Gaurav scheme” of the Indian Railways was flagged off on Tuesday 15 June. maiden service from Coimbatore North to Sainagar Shirdi.
Minister of Railways Ashwini Vaishnaw has launched “StartUps for Railways” today 14th June at the Rail Bhavan in New Delhi.
The train left Tamil Nadu’s Coimbatore North on Tuesday at 06:00 PM and is scheduled to reach Maharashtra’s Shirdi on Thursday at 07:25 AM. The train is operated by a private operator- South Rail Star under the Bharat Gaurav scheme and it will halt at Tiruppur, Erode, Salem, Yelahanka, Dharmavaram, Mantralayam Road and Wadi before reaching its destination. After a one-day halt, the train will resume its journey from Shirdi’s Sai Nagar on Friday and reach Coimbatore North on Saturday at 12 pm. “The train will cover several historical destinations on the route while giving the passengers an insight into the cultural heritage of the country,” the tweet by Ministry of Tourism stated.
This program will provide an enabling framework for motivating & encouraging Indian innovators to come forward for the development of innovative technologies, products & technological solutions. To harness technological & operational benefits offered by next-gen innovators, the Indian Railways Innovation Policy aims at providing fund support upto Rs. 150 lakh. Speaking at the event, Ashwini Vaishnaw said that the prolonged discussions over the integration of technology into Indian Railways have taken a firm shape in form of this initiative launched today. The Railways Minister requested the startups to use this opportunity for which he has also assured them of support from the Indian Railways in the form of a 50 per cent capital grant, assured market, scale and ecosystem.
The private train includes services and facilities like doctor on board, private security along with Railway Police Force. The registered service provider has refurbished the interiors of the coaches and all the coaches are manned with round-the-clock cleaning staff and a whole team of service professionals to offer passengers a wholesome experience, according to the Ministry of Railways.
M E T R O R A I L N E W S - J U LY 2022
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COVER STORY
Cloud computing for maintaining railway signalling systems Overview
S
ignalling systems in railway allow the control, supervision and protection of railway traffic. These systems play an important part in a railway’s capacity and availability. Thus, their reliability and maintenance are key concerns. A number of signalling systems are in market today; these work to guarantee safety while meeting the required capacity of the network. In order to keep the railway network in an optimal state, it is critical for the signalling systems to have tools that can make data mining and analysis easier and faster. The solution described herein allows data mining and posterior analysis without depending on the elements that provide the data. This is a key factor for signalling systems, due to their complexity and continuous development. For integration purposes, a data collection and distribution system based on the concept of cloud computing is proposed to collect data or information pertaining to the assets of the railway signalling systems. From a maintenance point of view, a benefit is that information or data may be collected pertaining to the health, variability, performance or utilization of an asset.
increasing pressure from customers and owners to improve safety, capacity, and reliability – while controlling expenses and tightening the budget. Signalling systems play a key role in meeting these new expectations. With fewer resources and shrinking budgets, it is essential to have a proper maintenance management system in place to assist managers and engineers to get the most out of their existing infrastructure assets. For a linear asset, such as a railway, much information needs to be captured and analysed to assess the condition, maintenance, capital spending, and inspection of the railroad.
Signalling systems in railway allow the control, supervision and protection of the railway traffic. These systems play an important part in the railway’s capacity and availability. Their reliability and maintenance can affect both the infrastructure and the trains. In addition, safety is a key issue. Railway operators and managers are mining more and more data from trackside and handheld readers, onboard locomotive devices and integrated systems for an array of purposes.
Signalling is an important part of the railway system. Train movement safety depends on it, as does the control and management of trains. Over the years, many signalling and train control systems have evolved, creating a highly technical and complex industry. Signalling is increasingly relevant for the operation and maintenance of trains. A good, safe, and secure operation is expected. In addition, the transport of goods or passengers must now be made through a number of countries without changing trains. Given the number of new demands, the development and implementation of signalling systems remains challenging; not all problems have been optimally solved.
The challenge for users is to sort these data, interpreting them and using them to get improve the movement of freight. For technology providers, the challenge is to keep abreast of the needs of an increasingly diverse customer base. Linear assets, such as railroads, are integral infrastructures used to transport goods and people. The maintenance and improvement of these linear assets is critical to a country’s economy and security. Any improvement in the maintenance management of linear assets and the technology involved in maintenance tasks can have a substantial effect on the revenue, safety, and reliability of the linear asset. Today’s railways face 16 | Page
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Railway signalling is a system used to control railway traffic safely, essentially to prevent trains from colliding. Being guided
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COVER STORY by fixed rails, trains are uniquely susceptible to collision; furthermore, trains cannot stop quickly, and frequently operate at speeds that do not enable them to stop within sight of the driver. Most forms of train control involve movement authority being passed from those responsible for each section of a rail network to the train crew. Not all methods require the use of physical signals, and some systems are specific to single track railways.
Due to the rapid development of signalling systems, many different systems are available. All comprise a number of subsystems to ensure the required capacity of the network in a safe environment. The interactions between the systems and their subsystems depend on the individual railway network. The infrastructure manager must ensure that the entire network is in optimal condition; therefore, the manager must take into account all systems with their various subsystems.
The signalling system is based on the ability to locate the trains operating in the network, applying restrictions on their operation to assure the safety of the network, and trying to optimize the line’s capacity. After the trains are located, the traffic can be controlled through signalling block systems and other devices.
Also problematic is the fact that signalling systems have no standardized tools. Every manufacturer provides its customers (infrastructure or rolling stock managers) different solutions. Controlling a system requires both software and hardware; the same signalling equipment from different suppliers may produce similar (but not the same) data. Last but not least, in most cases, the data collected may not be used, or even properly stored for the following reasons: the maintenance managers may not have sufficient time to analyse the computerised data; the complexity of the data analysis process may be beyond the capabilities of the relatively simple maintenance systems commonly used; there is no well-defined automated mechanism to extract, pre-process and analyse the data and summarise the results so that site managers can use it.
Data mining on railway signalling systems Data mining can be defined as the exploration and analysis of large data sets to discover meaningful patterns and rules. Data are what we collect and store, while knowledge gleaned from those data helps us make informed decisions. The extraction of knowledge and information from data is called data mining. The ultimate goal of data mining is the prediction of future events. Considerations of railway systems should take both functional and structural perspectives into account. The former involves the mission of the system, while the latter focuses on its subsystems and their relations. In signalling systems, identifying this division is critical to understand the system and to maintain it. A particular characteristic of signalling systems is that the structural perspective is further divided into software and hardware. Since the elements that are part of the system are mostly electronic devices, the software is critical; it is essential to keep control of the configurations and changes in the software installed in the various system elements through the life cycle of the whole system. Signalling systems are meant to ensure safety on the railway network. Recently, complex systems integrate signalling control systems on the track and in the train (onboard). For the reasons mentioned above, the amount of information to manage during the service of a signalling system installed on a railway network is complex, with different equipment on the track and onboard the train. In addition, the system includes both hardware and software. Finally, the software comes in different formats and needs different tools to compile and analyse data. The management of railway signalling systems should consider information from both the onboard systems and the track. This paints a complete picture of the whole system, since both signalling systems are part of the control of the railway network. This requires a new vision of the railway; until now, independent management and maintenance systems for the track infrastructure and the train have been the norm. But sharing information means a better diagnosis of the system’s behaviour is possible.
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For all these reasons, in order to improve the process of keeping the railway network in an optimal state, particularly the signalling systems, it is critical to have tools that can make data mining and analysis easier and faster. Examples of information that can be collected include track availability, use of track time, track condition, performance history, and work performed. Measurements of the condition of a linear asset, such as the track, typically include continuous and spot measurements from automatic inspection vehicles, visual inspections from daily walking inspections, and records of in-services failures. The records of the train recording units can provide data from the routes, kilometres, speed curves, and driving modes of the train, among others Signalling systems, like most electronic equipment, must have their hardware maintained; when parts are replaced, the software should be updated or not, depending on whether the new electronic device is configured by the factory or must be adapted to the particular specifications of its location and functions. Therefore, it is critical for the network to establish a good management process. Data mining can help, improving the management process and helping to diagnose any discrepancy. The developed mining system will provide and collect information through a distributed computer network; it may include new ways to diagnose failures or ways to improve the network, for example, increased line capacity. Data mining provides the possibility of analysing or even simulating possible changes in the configuration of the signalling system, making it possible to determine whether a change will be successful before implementing it. A central data store can integrate information on the linear asset. For railway signalling systems, the database can integrate railway information in the following areas: • Layout-Configuration of rail line elements along a rail route, including such aspects as number of lines, location of bridges, tunnels, signals, balises, track circuits or axel counters, etc. • Inventory of the track and train signalling system component |
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descriptions, including devices to locate the train, to perform protection and/or control, to determine location and installation date, to find software versions and codes of the various hardware, to find information pre-recorded on the balises, etc.
The different formats are converted to a common format or structure; the data, as needed, are run through any of a suite of applications run at a computer system or disbursed between workstations throughout the process control network.
• Onboard information recorded, such as speed, drive modes used, train configuration, wheel profiling, information provided by the track, driver actions, etc.
This information may then be sent to different users to inform them of the present state of the signalling systems, equipment failure, or even future problems discovered thanks to the cloud’s correct diagnosis of the available information.
• Maintenance Input-Location and date of maintenance action taken, including spare parts or full equipment replaced or repaired, software updated on new devices or new software versions updated, etc.
The proposed application can fuse or integrate data from previously disparate and separate systems to provide better measurement, viewing, control and understanding of the entire signalling system.
• Traffic-Accounting of frequency of usage, maximum train speeds, and types of traffic.
Cloud Computing in Asset Management The cloud is a set of hardware, networks, storage, services, and interfaces that enable the delivery of computing as a service. For the asset management of signalling systems, the cloud seems to be the solution, given the large amounts of dispersed data in different repositories. The end user (maintenance or operators) do not really have to know anything about the underlying technology. The data collection and distribution applications may be dispersed throughout the network and data may be collected at a number of locations.
• Cost Information, such as train delays, maintenance, signalling system´s components. The central data store may be derived from a variety of data sources, such as the track side or the rolling stock, and may provide information to multiple system users, including track infrastructure managers, rolling stock providers, or maintenance railway companies. Data Fusion : A need in maintenance of processes
The cloud can maintain and store these data in the central working data store. At the same time, a user interface can provide a powerful analysis tool because of its ability to integrate layout, inventory, conditions, maintenance input, traffic, weather, and cost influences at any location along a linear asset. The ability to
A data collection and distribution system, known as asset cloud, is proposed to acquire data from the disparate sources of data provided by the different subsystems which form the signalling system. 18 | Page
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COVER STORY have this combined view is helpful to resolve track deterioration and choose corrective action. The main goal is to provide a system and method to combine the data on a linear asset, with a view to extracting additional information from the data. Data must be analysed for different functions and from different points of view. Asset Cloud in Railway Signalling Systems Because of its complexity, cloud computing can solve most of the problems in the data mining procedure as it is applied to the railway, particularly signalling systems. Cloud computing can use the collected data to generate new information or data which can be distributed to one or more of the computer systems associated with the different functions of the railway signalling systems network; it can execute or oversee the execution of other applications that use the collected data to generate new types of data to be used within the process control. The cloud should include or execute index generation software that collects or creates indices of devices. These indices help optimize the process control and provide business persons with more complete or understandable information about the operation. They allow easier control of the configuration of the signalling systems as well as the management processes of the different systems and subsystems that comprise the signalling system. A central office computer server (cloud) that is connected to the railway control centre will provide a repository for all data related to the linear asset. Data are collected from multiple sources. For example, in the context of a railway signalling system, data may be collected from including existing computer systems, train records (track, train and driver information), paper records (e.g., maps), experts (e.g., inspectors, supervisors, district engineer), and sensors (e.g., traffic and weather). Analysis of how these affect the signalling systems in terms of reliability and maintainability can be done to determine possible improvements in the capacity of the railway network. There are a number of be reduced with the access to the right information in a shorter time; improved software configuration and control management; improved failure diagnosis due to the established relations between data to perform quick root cause analysis; improved coordination between operation and maintenance; possible harmonization of maintenance procedures. Indian Rail Economy growing with Cloud hosting The ‘Digital India’ initiative has given wings to the government of India to innovate new methods to implement the technology and make lives more comfortable for the Indians. In the era where every little thing is being digitised, Cloud hosting has proved to be the stepping stone in making of Digital India. It has progressively transformed not only, the IT industries but also, gaming, media and all set to revamp the Indian Railways. Indian railway is known to be the most extensive network in
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Asia and 2nd largest in the world. According to the reports, a total of 6853 railway stations are located in India and nearly, 13 million passengers travel every day. The Indian railway network is increasing day by day, and so, there have been frequent complaints regarding ticketing, security and many more. Thus, the Indian Railway Ministry has decided to revamp the railway network and make it digitised. To provide a solution to the existing situation, the Indian Railway ministry launched RailCloud which is a strategic IT initiative. The estimated cost for implementing RailCloud is around 53 crore rupees aiming to build a single digital platform for Indian railways. Since Cloud Hosting has carried this digital era by storm, Indian railway ministry finds it to be the perfect match to improve passenger satisfaction, increase revenue and ensure safe operations. Cloud Hosting has given wings to digitise the railway network by enabling storage of large data within the same server space and enabling on-demand faster deployment of resources. Massive efforts are being made to integrate the railway system with the digital platform. A technology expert predicted Cloud Hosting is likely to boost the Indian railway economy thus ensuring a high level of data security with the use of Private Cloud. A survey says Cloud Hosting is all set to accelerate the railway network transformation not only in India but, across the globe. The coming years will see, Cloud Hosting firmly established as the strong pillars of Indian Railway digital platform. The technical team is working hard to design innovations that will support the thought of making the railway system a digital platform with a goal to achieve customer satisfaction. Common examples Indian Railway network leverages its Cloud Hosting technology: Security: In support of modernised digital India, Indian Railway ministry has left no stone unturned in moving the railway network towards digital platform also, ensuring a high level of security. In this era where the internet has made things more accessible, the raised concerns are cybersecurity threats. The ministry considers it of utmost importance and thus planned to use Private cloud which has an inbuilt security system. A report says the cloud is well equipped with the security features depending on the GOI guidelines. This ensures improved levels of security and reduced level of expenditure by 30%. Ticketing System: Indian Railways being the most extensive network of Asia sells nearly 1 Lakh tickets per day. E-ticketing system was implemented to make ticket booking easier for the passengers. This paved way to book tickets sitting at home and at any time. With the increasing amount of data, the primary concern raised was server concentration in a single region, and this could also lead to delays. So, the railway ministry decided to implement Cloud technology as an integral part of the Railway system as it is the key solution to these raised concerns. Cloud Computing infrastructure helps in balancing the servers in all the regions of India. In other words, passengers of a particular region can
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COVER STORY
India’s No.1 Magazine
connect to the nearest server and reduce delays. The 2nd benefit of cloud technology enjoyed by the Indian Railway network is load balancing. This means if Delhi server is overloaded with too many passenger data at the same time, then the transactions can be moved to the closest server to avoid delays and failures. Mechanism of Sharing load on multiple servers helps to balance the equal proportion of load at all the regions. Indian Railway ministry found it more convenient to deploy their cloud rather than renting it from an organisation and thus established RailCloud. Conclusion
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Data mining should not depend on the elements providing the data. This is a key factor for signalling systems, due to their complexity and ongoing development. In the past, the different functional areas, e.g., process monitoring, equipment monitoring and performance monitoring, were performed independently; each tried to ‘optimize’ its functional area without regard to the effect that its actions might have on other functional areas. As a result, a low-priority equipment problem may have caused a larger problem in achieving a desired or critical process control performance, but was not corrected because it was not considered important in the context of equipment maintenance. Data mining can be used in asset management. Knowing when a system or a component will break before it does so, in plenty of time for repairs to be conveniently and cost-effectively scheduled and executed, is an exciting application of this technology. Today’s maintenance managers are concerned with highlighting areas of existing or potential maintenance problems to improve the performance of assets, satisfy customers and minimise the operational cost of maintenance. Applying data mining techniques to signalling systems’ maintenance data can help isolate critical issues and derive solutions; this will significantly improve the management of the asset’s life cycle. It will also help managers discover weak points in the various procedures. Such discoveries can be used to modify maintenance and repair procedures, thereby reducing downtime, increasing uptime, and reducing the costs of maintenance and repair. The asset cloud is a feasible solution to the problem of limited or no access to data from various external sources; it collects data and converts that data if necessary into a common format or protocol that can be accessed and used by applications. Cloud computing can solve most of the problems involving data mining for railway signalling systems.
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Configuration and change control management processes are enhanced by data mining and cloud computing; the different information of the signalling systems is gathered, making it possible to easily and effectively control configurations and changes, and to improve the diagnosis of discrepancies. The Railway network is the heart of India, and our economy is dependent on it. The Indians prefer to travel by trains as it the safest and cheapest means of travelling. But, with the modern age, the railway network needs to, and facilities need to be upgraded. So, Railway ministry decided to revolutionise the railway network using the Cloud Hosting Technology. They have implemented it in the ticketing system and data security. Cloud Hosting will surely be a boon to the digital railway network.
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EXCLUSIVE
INTERVIEW
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DFCs are going to be a big game changer for the freight operations in India
Shri Ravindra Kr. Jain
MD, DFCCIL
Metro Rail News conducted an in-person interview with Mr. Ravindra Kumar Jain, Managing Director, Dedicated Freight Corridor Corporation of India (DFCCIL). In the interview Mr. Jain talked about Dedicated Freight Corridors and his experiences. Mr. Ravindra Kumar Jain, IRSE,had assumed the charge of Managing Director of Dedicated Freight Corridor Corporation of India Limited on 11.12.2020.He is an officer of ‘Indian Railway Service of Engineers’ (IRSE) of 1986 batch. He completed his B.Tech. in Civil Engineering from MNIT, Jaipur and M.Tech. in Environmental Engineering from University of Roorkee (now IIT, Roorkee). Before joining DFCCIL, he was posted as Chief Administrative Officer/ Construction for Eastern Railway, Kolkata. Prior to that he worked as Executive Director, Civil Engineering/Plg, Railway Board. From 2017 to 2019, he was Divisional Railway manager, Samastipur (ECR). His tenure is remembered for Mithila painting at Madhubani station and then on the rake of Bihar Sampark Kranti. For this, his team was honored by Hon’ble Minister Railway and later also by Chairman, Railway Board. He was also adjudged as Outstanding DRM in 2018 for manning large nos. of unmanned LCs is a very short time bound schedule.
EXCLUSIVE INTERVIEW
Here are the edited excerpts: How important is DFC for the Railways and the country? What is the present status of the corridors? When is the entire project expected to be commissioned to the nation? DFCs are going to be a big game changer for the freight operations in India. Basically we are going to say they are going to be revolutionary trends for freight operations. For example, one goods train which starts from JNPT Mumbai takes around 2-3 days to reach NCR because the average speed is just 20-25 kmph. Once the DFC comes into position it will change the scenario entirely as it will reduce the duration from 3 days to 24 hours and the operations of freight trains will be at par with any super fast trains or Rajdhani express. Basically DFC is the first of its kind since independence as it is a rail infrastructure project ever taken under the Ministry of Railways. Railways are the most energy efficient mode of transport and any growing
economy such as India will need infrastructure for transportation as it is the basic backbone of the economy therefore it needs to improve and for that the most sustainable method is railway transportation. With electrification and other innovations we are almost going to achieve a zero emission stage so obviously for any country to achieve sustainable and green development, India is giving a good solution in the form of DFC. The DFC project planning and ideas started in 2006-2007 and the concept plan took shape in 2008 along with the detailed estimates. The actual work started in 2014 when the land acquisition was also in position and right now we are working on 2 DFCs, the first one is the eastern corridor starting from Ludhiana via Dadri, Khurja to Dankuni in West Bengal and it is about 1,875 kms long and the other corridor is the western corridor that starts from Mumbai, JNPT and ends up in Dardri that is in UP and it is about 1506 kms and altogether it is around 3374 km long and out of that we are currently working on
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2850 km. Regarding the current status, in the last one year we have commissioned around 1347 km, which is almost 47%. Please share the details of the scale up plan of the DFCs, if any. How is the proposed DFC expected to look alike in its subsequent stages if any plan envisaged. What shall be the major impacts and benefits? For DFC we are working very vigorously and persistently. We are intending to complete 90% of work within a year that is June 2023 and then some small work on western corridor pertaining to Maharashtra may lag behind otherwise we will be completing most of the work in a year. The DFC will bring reduction in the logistics costs as our honorable PM and Railway Minister also have the aim to reduce the logistics costs and to achieve that firstly we should have an efficient transportation system and secondly the turn around should also be better. So the DFC trains will be faster, heavier, longer and higher than the existing trains. The DFC has got the latest technology,
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EXCLUSIVE INTERVIEW latest specifications and much better type of operation which will give reliable and scheduled operations. We will provide IT enabling systems to the customers so that they can track the trains. We are providing IT and customer friendly services and reliability of services which will change the entire scenario of the freight systems in the country. We will work for the bulk product as well as non bulk products, e-commerce, parcels, perishables and any other items that you can think of and obviously highest priority will be import and export through containers. To provide impact to the economy, along with the DFC the government has already planned multi modal logistic parks and these parks will have integration with other modes of transportations that will provide first and last mile connectivity. This is going to make India a competitive market and our products will comparatively be a bit cheaper as compared to today’s rates and it is therefore going to make a huge difference. Do you think a dedicated track for freight transportation in the country should have been introduced much earlier. Why do you think there has been a delay on this front by railways for so many years? I beg to differ from you as there has not been a delay. At the time of independence the railways used to carry around 80% of the goods but after the road transportation it has been reduced to 25% so our modal share has reduced but the volume has increased. So the reason why we were not able to compete with the road transport is because we have a mix traffic of operations as we have both passenger and goods train on the same tracks and the passenger should always be a priority that is why the goods operation gets less priority and the average speed goes down and the therefore the reliability of services goes down. Secondly, we tried through the doubling, the tunnelling, improving the junction arrangement and made changes such as electrification and much more for improvement which needs investment but the investment in road transport is much higher. So after experimenting
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with many different ideas we decided that now is the time to take a different step and that was DFC. So it is never late or never early but these decisions are taken on the basis of economic growth of the country and the need of the hour. So in 2006 we thought that now is the time to go for DFC but it has many challenges such as land acquisition and finances and therefore these decisions have to be taken after so much planning. DFCCIL is a Public Sector Undertaking (PSU) corporation registered as a company under the companies act. In what ways the formation of the PSU is helping in execution of the project. What additional leverage DFCCIL requires for a timely completion of the project? Firstly DFC is a PSU and registered under the Ministry of Railways and we are linked with the Ministry of Railways through an agreement for the next 30 years. While working as a PSU we are exclusively working on the DFC and we have no other projects but we have 4-5 major activities related to the DFCs that are to construct and commission, to operate and maintain the corridors, to develop business for moving on this corridor and to think and plan about the future development of this corridor. We have got leverage because a government department has to work in different ways and there are so many rules and regulations and theoretically it takes extra time whereas in DFC PSU we work in a very straightforward manner and that is why we are able to implement it much
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faster. DFC will provide operation and maintenance at much lower cost than any other transportation including that of Indian Railways. Our systems will be modern and IT enabled which can track the trains and modern systems such as OHE and Signalling are used. Even our maintenance will be done with modern equipment and gadgets as they will be monitored on a real time basis and GPS systems will be used for tracking so it will be very cost effective. Your pioneering and memorable initiative in aesthetically depicting Mithila painting at the entire Madhubani Station and Rake of Bihar Sampark Kranti being DRM Samastipur is still widely appreciated. Would you like to share some of your views regarding the initiative you took in a creative manner? I feel very nostalgic remembering that. Actually I joined at the end of April 2017 in Samastipur division where the Madhubani Station lies. After a few months of working there I got a complete list of cleanliness ranking of around 470 stations and It included a list of A and B class railway stations of Indian railways. In that list Madhubani station was almost at the end on 369 number and when I saw that I felt very bad and at that time my knowledge regarding the Madhubani and Mithila painting was not at par so I enquired that the area is so rich in culture and have such a beautiful history and heritage. I thought about why this station is so poorly kept and then surveyed the station along with my team and decided
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EXCLUSIVE INTERVIEW to change the look of the whole station. I instructed for the walls to be painted fully white and then called all the local artists and said that we will provide you the space, paints and all that you need and you can do the Mithila painting on these walls. On 2nd October, 2017 we started this cleanliness drive and around 30 people including children came and in a week their numbers crossed hundred so the entire station was taken over by the locals and everybody was keen to do their own paintings and the result was so beautiful as if it was a museum. Nobody thought in the beginning that we were making history. When the next ranking list came, Madhubani Station was in the top 3. It was also appreciated by the Railways Minister and even an award was sanctioned for the station. Same thing happened with the Bihar Sampark Kranti as on that particular rake I personally requested the General Manager Shri L.C. Trivedi to permit us to paint the express which starts from Darbhanga and goes to Delhi and he also took the permission from the ministers and after we got the permission we asked the local painters to please come again and paint the coaches and it was so beautifully done that from whichever station the train passed people gathered to take a look and it even got famous on social media even outside India. We also permitted the painters to write their names along with their mobile numbers on the paintings. Through the social media clips so many agencies in India as well as outside the country contacted those painters and gave them orders for the paintings in their areas. Then after that the Mithila painting came to Delhi and in Patna also and various parts of the country. With an experience of various key positions in civil engineering departments and in other administrative assignments in various zones of Indian railway what has been your best experience for the job and responsibilities held? Which significant accomplishment you would like to mention and recall. Again you have made me nostalgic. The thing I remember the most is my tenure for 2 years as DRM of Samastipur and not
just because of the Madhubani painting on the station and the rake but because we tried to provide the best possible help to employees . One such case is that one of our keyman was run over by a train and you won’t believe that on the very next day his widow was given the PPO that is the pension order and after that the very next day we gave her the appointment. I really feel that we were in a position that we were able to provide help to the family who was in shock with their only earning member dying. On the safety front we did the mining of more than 300 crossings in a record time of 3-4 months and for that the division got a special award from the chairman of the Railway Board. Beyond this particular tenure I still remember my tenure as Deputy Chief Engineer, Jaipur where I was fully involved for the first time in the gauge conversion of the Jaipur station itself. That time was in 1992-94 where it was only a meter gauge station and I was incharge when the broad gauge was introduced for the first time in the station and that was a historical moment. Then my posting in Ahmedabad was very wonderful where I did more than 1000 km of gauge conversion including Bhavnagar, Palampur etc. and lastly my tenure in Mumbai where we were maintaining all the suburban stations, suburban quarters and so many other things. The life and working is entirely different in Mumbai as we worked on the suburban stations day and night and it was very challenging. These are the reasons which give me strength to continue hard work and sincere work that have led me to this position. With the present policies of the govt. for the railways how do you see IR in the coming few years? Is there any sector IR that needs immediate attention being overlooked? Indian railways has got a very bright future as it is the lifeline of the country and the nation depends on it so we have to strengthen the railways. Whosoever wants to join the Railways I wholeheartedly welcome them. In Railways the hardwork and sincerity is very essential as this sector is very challenging and every railway personnel works very seriously that is when they are given any assignment they do that with
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so much devotion. It is the reason why Railways are running 24/7 in all parts of the country. So I want to say that whoever is interested in joining Railways is going to have a bright time as the railways are here forever and the country needs it and its services. That is why it is said that after the army it is the railways in the hierarchy. Being a stellar technocrat with experience of multiple positions, what would be your message to young minds willing to join railways? Kindly share your views about Metro Rail News. Any message to our readers? I want to convey my message to all the youngsters that if they want to innovate the country needs them. Every youngster should think of new technologies, developments and new innovation for doing anything faster and much more efficiently with low costs. Our country is going to become a 5 trillion economy very soon and by 2050 it may be ten times of that. So we need young and innovative minds to achieve these targets. It is very tough but we need to be among the world’s top 3 economies in time to come. In Railways we have had so much change especially in the last 5-10 years that things have changed entirely. Otherwise we were just working on normal stations and normal trains but soon we will have zero waitings lists. The DFC, high speed rails and metros and other projects and new technologies will be achieved with new ideas and innovations. For any country, continuous growth and sustainable development is very important and railways provide that type of transportation. Thank you to Metro Rail News for inviting me and giving me the opportunity to express myself. My message to the readers of MRN is that we need to contribute to the development of the country. Wherever the infra projects are happening we should provide them all the possible support. Sometimes we have seen that the locals come in the way of ongoing projects which are being carried out. The people should think that they are a part of the nation’s development. Our country requires growth and development and young innovative minds can provide that.
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EXCLUSIVE INTERVIEW
EXCLUSIVE
INTERVIEW
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The fast-growing urban mass rapid transit sector in India is transforming the dynamics of how people used to travel
Mr. KVB Reddy
MD & CEO L&T Metro Rail (Hyderabad) Ltd.
EXCLUSIVE INTERVIEW
M
etro Rail News conducted an email interview with Mr. KVB Reddy, MD & CEO, L&TMHRL. In the interview Mr. Reddy talked about cost vs benefit behind the adoption of software technologies and how Indian metro rail projects are in the very early stages of adoption of digital initiatives. Mr. KVB Reddy is Managing Director and Chief Executive Officer of L&T Metro Rail (Hyderabad) Limited. He has a bachelor’s degree in Mechanical Engineering from Regional Engineering College now known as NIT), Bhopal. He has also completed his Master’s in Business Administration from the Indira Gandhi National Open University. He started his career with NTPC Delhi, as an Engineering Executive Trainee in the year 1983 and rose to the position of Manager (Planning & SystemsNCR), in which position, he worked up to February 1995. Prior to joining L&T, he was the Executive Director of Essar Power Limited and was associated with Essar for the last 22 years. He has had a long career in the Power sector, both in Concessionaire and EPC side, and brings with him 34 years of rich experience. His areas of expertise include Procurement, Project coordination and development, Operations & Maintenance, Business Development, Project Execution, EPC, Project Financing, Commercial, and Business Strategy. Here are the edited excerpts: What are some of the sustainable methods used for design and construction of the metro project to ensure energy and water conservation and the other efficient measures undertaken? The fast-growing urban mass rapid transit sector in India is transforming the dynamics of how people used to travel. The conscious adoption of new sustainable technologies and ecofriendly design and construction of these projects offer great potential to reduce the impact of the construction and management of works from an environmental, economic, and social viewpoint. The metro by itself is an efficient transit system on account of steel-to-steel
friction being low and due to the use of electricity as fuel. Taking the example of Hyderabad Metro Rail, we are putting the metro train itself to our advantage by adopting a state-of-the-art converter inverter-based propulsion system. This system has the capability of pumping back energy to the source, i.e., electric grid during braking mode. Moreover, our metro trains have a 25kV AC system which has greater receptibility for regenerated energy. With this system in place, we pump back over 35% of the energy received by way of regenerative braking. Additionally, when we constructed our metro stations with their alignment made in such a way that when a metro train enters the station it faces a rising gradient, and when it leaves, it is a falling gradient, thus giving a natural advantage for braking as well as acceleration.
How has the metro sector progressed in terms of accelerating the adoption of digitisation while paving the way for sustainable mobility?
Apart from the energy regenerated, which is almost 25 million units per annum of regeneration, we have also opted for solar power and have started almost 8.3 Mwp of solar plant capacity in our depots as well as stations—which gives us about 10 million units per annum. This amounts to almost 15 percent of our total energy consumption. And there is still scope—we want to take it further up to 15 mw.
Hyderabad Metro Rail has been the first metro in the country to have opted for most advanced Communication Based Train Control (CBTC) system. Here, the main advantage is that shorter headways can be achieved with the dynamically moving block section, and it also requires fewer components and less maintenance. We have introduced QR based ticket booking through our own mobile app ‘TSavaari’ along with the opportunity of Mobile QR Ticket booking through third party mobile apps.
This apart, every station and depot have water-harvesting pits. In depots, our train wash plant uses recycled water. In fact, 20 of our stations are LEED Platinum certified by IGBC. Our project planners have placed a lot of emphasis on sustainability, clean energy, and energy conservation, and this is certainly giving us good results.
There is a tremendous thrust on the adoption of new technologies in every aspect of the project, right from the concept stage to commissioning. In fact, our Indian metro system today is at par with any other metro system in the world. Whether it is the signalling system (CBTC System), modern lightweight aluminium built rolling stock, or the adaptation of BIM. Right from the project stage to asset management, Indian Metro rail is focused on digitisation. Digitised passenger information systems, fare collection systems including proximity smart card / QR based ticketing systems enhance the passenger convenience.
The adoption of technology is a win-win for operators as well as users. By adopting digitalisation across its operations & maintenance, asset management, autonomous trains, automated maintenance, smart manufacturing, and
EXCLUSIVE INTERVIEW
services for mobility, Railways and Urban Mass Rapid Transit system are on the right track for future growth.
and capabilities, which is surely going to usher the sustainable transport goals in a big way.
Talking about the cost vs benefit behind the adoption of software technologies, I believe Indian metro rail projects are in the very early stages of adoption of digital initiatives. The ambitious metro rail projects in India have opened vast opportunities for digital technology. Usage of combined tools in innovative ways with context-based solutions to accelerate digital adoption and also improve project performance would definitely lead to massive benefits, which would far outweigh the underlying cost.
Talking of manufacturing metro coaches, we have seen many companies like BEML, Alstom among others manufacturing metro coaches in India. There are several companies such as ABB, and Mitsubishi Electric, which are manufacturing various Metro components in India. Ample domestic capacity is also being developed for the construction of civil structures.
To what extent is the process of upgrading and building the metro network indigenous and to what degree do we have to depend on imported technologies? Growth lies in agility and openness towards technology adoption. In today’s time when Metaverse is importing people to the next level of futuristic way of human experience, most certainly in the real world as well, there are a lot of opportunities to explore the various frontiers of technologies to make living better and that is what the entire metro network in India is doing by adopting cutting-edge technologies. In this reference, it is indeed commendable that the government is putting a lot of focus on indigenisation through Atma-Nirbhar Bharat, Make in India, and Vocal for Local to push the indigenous technologies 28 | Page
Last mile connectivity is pivotal towards sustainability, as it reduces the loop and make people interested to use mass rapid transit system. To what extent have metros helped cities and suburbs in achieving last mile connectivity? Last mile connectivity indeed promotes sustainability. Statistics show that by 2025, India’s population is expected to grow to 1.4 billion and about 40 percent of whom are urban. The number of cities with populations exceeding 50 million is projected to double by 2025. This population growth will accentuate the existing pressures on India’s public transportation systems. In this scenario, metro rails have come as a big respite for city dwellers reducing urban transportrelated issues, such as traffic congestion, air and noise pollution, and accidents. However, when it comes to first and lastmile connectivity, the journey is still long. In the past, city planning in India has often
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not accounted for the most vulnerable users of public transport systems. But now, urban planners have become responsive to the need to establish a city-wide integrated and multimodal transportation system to improve public transportation. With this, we are hoping for the best in upcoming times. Talking of Hyderabad Metro Rail, we have promoted feeder services, to help commuters in reaching metro stations from their points of journey origin (shared autos, shuttle cabs, or app-based bikes and cars). These services got impacted due to COVID-19 pandemic, however, we are liaising with local govt and civic bodies to restore this very important connectivity for the benefit of commuters. We have also been collaborating with service partners to provide better options for our passengers for first and last-mile connectivity so that they can reduce their dependency on private vehicles and start using the metro more often. Recently, we further strengthened our first and lastmile connectivity by collaborating with MetroRide, the Artificial Intelligenceenabled ride-hailing mobility platform, which provides a fleet of electric auto service keeping sustainability mode of passenger mobility in the focus.
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PROJECT OF THE MONTH
A PROJECT TO BUILD THE CITY’S OWN METRO SYSTEM : THANE METRO Introduction The Thane Metro is a Mass Rapid Transit system for the city of Thane, Maharashtra, India. It will feature 22 stations along a 29 kilometres route (26 km elevated and 3 km underground) and will be connected to lines 4 and 5 of the Mumbai Metro. It’ll be also integrated and connected to the proposed New Thane Railway Station and existing Thane Railway Station. The project will be implemented by the Thane Municipal Corporation (TMC) and the Maharashtra Metro Rail Corporation (Maha Metro). The Maharashtra Government Cabinet Headed by Chief Minister Devendra Fadnavis approved Thane internal ring metro project on 6 March 2019. The Construction was expected to be completed in 4–5 years at a cost of Rs. 13,095 crore. The proposed cost of the tickets will vary from Rs.17 to Rs. 104. The roofs of the metro stations are planned to be fitted with solar panels, which will provide up to 65% of the electricity requirements for the system. Project Details Key Figures Operational : 0 km Under Construction : 0 km Approved : 0 km Proposed : 29 km Total Estimated Cost : Rs. 7165 crore Metrolite System Specifications Track Gauge : Standard Gauge – 1435 mm Electrification : 25 kV, 50 Hz AC OHE Signalling : Communications-based train control (CBTC) Total Capacity : 300-425 passengers (3 coach train) Route Information Length : 29 km Type : Elevated (primarily) and Underground (2-3 km) Number of Stops/Stations : 22 Station Names : Raila Devi, Wagle Circle, Lokmanya Nagar Bus Depot, Shivaji Nagar, Neelkanth Terminal, Gandhi Nagar, Kolshet Industrial Area, Manpada, Dongripada, Vijaynagar, Waghbil, Waterfront, Patlipada, Azad Nagar Bus Stop, Manorma Nagar, Balkum Naka, Balkum Pada, Rabodi, Shivaji Chowk, Thane Junction (underground) and New Thane (underground). Timeline (Key Dates) December 2018 : DPR approved by Thane Municipal Corporation. January 2019 : DPR submitted by Thane Municipal Corporation to Maharashtra Government March 2019 : DPR approved by Maharashtra cabinet. December 2020 : Revised Metrolite DPR approved by Thane Municipal Corporation. September 2021 : Metrolite plan scrapped and Revised regular Metro DPR approved by Thane Municipal Corporation. M E T R O R A I L N E W S - J U LY 2022
Fares Thane Metrolite’s fare structure, prices and rules have not been announced yet. That will be finalized closer to the start of commercial operations. Ticketing will likely be integrated with Mumbai’s Metro network. Conclusion Thane Metrolite project with 1 circular line and 22 stations is a 29 km light rail transit (LRT) system proposed to be built in Thane, Maharashtra by Maharashtra Metro Rail Corporation Limited (Maha Metro). Thane’s mass transit project was initially planned as a regular (heavy) metro line, had its foundation stone laid by the Prime Minister in December 2018, scrapped in 2019 due to cost concerns, and then resurrected as a metrolite or light rail transit (LRT) system in early 2020. The system will be designed per the Government of India’s July 2019 metrolite specifications, and will be cheaper to construct (approx Rs. 100 crore/km) and maintain due to its smaller size with lesser capacity compared to regular heavy-rail metro systems. Metrolite trains will mostly run at-grade (road level) on dedicated / fenced-in corridors and act as an excellent feeder to the Mumbai Metro (Line-4 Green Line & Line-5 Orange Line) and local suburban train system. Its standard gauge system will be designed with trains operating at a top speed of 60 km per hour. Out of 22 stations, 2 will be underground while the rest will be elevated. A train maintenance depot is planned to built at Wadavli. Thane Metrolite’s Detailed Project Report was approved by the Thane Municipal Corporation (TMC) in December 2020 and is currently awaiting the state government’s approval.
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PROJECT OF THE MONTH
NOIDA METRO TO CONNECT TO JEWAR AIRPORT IN PHASE - II Introduction The Uttar Pradesh government approved the construction of a 29.7 km metro line linking Noida with Greater Noida in October 2014. The government also appointed the Delhi Metro Rail Corporation (DMRC) as the turnkey consultant for the project. The detailed project report (DPR) was prepared by the DMRC. A Special Purpose Vehicle (SPV) called the Noida Metro Rail Corporation (NMRC) was formed to implement the project. The Uttar Pradesh Cabinet approved the project and forwarded the DPR to Government of India in October 2013. The Government of India and UP will each bear 20% of the costs and loans from external agencies would be taken to fund the rest 60% of the project. Twenty percent funding from UP will be shared by Noida and Greater Noida Authorities, based on the length of track that passes through the two areas. The NMRC announced on 30 November 2016 that the first line of the metro would be called the Aqua Line. The project received safety clearance from the commissioner of metro rail safety on 21 December 2018. The Greater Noida Industrial Development Authority (GNIDA) approved an extension of the Aqua Line as part of Phase 2 of the metro project on 4 December 2018. The 15 km extension will link Noida Sector 71 to Knowledge Park 5 in Greater Noida. The extension will consist of nine stations and is expected to cost Rs. 2,602 crore. The new stations are Sector 122 and Sector 123 in Noida and Sector 4, Ecotech 12, Sectors 2, Sector 3, Sector 10, Sector 12 and Knowledge Park V in Greater Noida. Project Details
operations and maintenance of Noida Metro lies with Delhi Metro Rail Corporation. The line is connected to Delhi Metro at Noida Sector 51 station by a footbridge. Foundation for the NMRC project was laid down in October 2014, with the construction being commenced by the end of December 2014 by then Chief Minister of Uttar Pradesh Akhilesh Yadav. Trial runs started in August 2018, and the metro was inaugurated on 25 January 2019 by Chief Minister of Uttar Pradesh, Yogi Adityanath. Noida metro is planned to be connected with blue line of DMRC and proposed Jewar Airport through Aqua line of NMRC. System Specifications • Top Speed : 95 kmph • Average Speed: 35 kmph • Track Gauge : Standard Gauge – 1435 mm • Electrification : 25 kV, 50 Hz AC OHE • Signalling : Communication-based Train Control (CBTC)
The Noida Metro is a rapid transit system connecting the twin cities of Noida and Greater Noida in Gautam Buddh Nagar, Uttar Pradesh, India. The metro network consists of one line (called Aqua Line), with a total length of 29.7 kilometres serving 21 stations. A second line is planned. The system has all elevated stations using standard-gauge tracks. Initially, the trains are composed of four cars to be extended up to six in the future. Noida Metro is the 11th Metro system to be built in India and 2nd in Uttar Pradesh after Lucknow Metro. It is the sixth longest operational metro network in India after the Delhi Metro, Hyderabad Metro, Chennai Metro, Namma Metro and Kolkata Metro.
Key Figures
Noida Metro Rail Corporation (NMRC), a state-owned corporation, is building and owns the system. However, the
• Length : 29.7 km • Estimated Cost : Rs. 5,503 crore
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• Operational : 29.7 km • Under Construction : 0 km • Approved : 14.95 km • Proposed : 70 km • Daily Ridership : 33,000/day (May 2022) • Rolling Stock : 76 coaches (19 train-sets x 4) supplied by CRRC Operational Route Line-1 (Aqua Line) Sector 51 – Greater Noida Depot
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PROJECT OF THE MONTH • Type : Elevated • Depot : Greater Noida Sector 34 • Number of Stations : 21 Stations Names: Noida Sector-51, Sector-50, Sector-76, Sector-101, Sector-81, NSEZ (erst. Dadri road), Sector-83, Sector-137, Sector-142, Sector-143, Sector-144, Sector-146, Sector-147, Sector-148 in Noida. Knowledge Park II, Pari Chowk, Alpha-1, Delta-1, GNIDA Office and Depot stations in Greater Noida. Approved Routes Line-1 (Aqua Line) Sector 51 – Knowledge Park V • Length : 14.95 km • Estimated Cost : Rs. 2,682 crore (This extension of the Aqua Line was approved by Uttar Pradesh’s Cabinet in December 2019 and will be developed in 2 phases.) • Phase 1: Sector 51 to Greater Noida Sector-2 (9.605 km) • Phase 1 Stations (5): Noida Sector 122, Noida Sector 123, Greater Noida Sector 4, Ecotech 12 (Tech Zone) and Greater Noida Sector 2 • Phase 2: Greater Noida Sector-2 to Knowledge Park V (5.8 km) • Phase 2 Stations (4): Greater Noida Sector 3, Sector 10, Sector 12 and Knowledge Park V Proposed New Routes Various new lines are currently on the drawing board. Some of them are: Extension of Aqua Line: Depot Station to Chamrawali Bodaki (3.5 km) (This eastward extension of Line-1 proposes to connect a residential township being developed for the Delhi – Mumbai Industrial Corridor (DMIC). New Line (Sector 142 – Botanical Garden) • Length : 11.504 km • Status : Proposed • Type : Elevated (Alignment and line colour have not been finalized) New Line (Greater Noida Knowledge Park II – Jewar Airport) • Length : 35.64 km • Status : Proposed (DPR being prepared by DMRC) • Type : Elevated (Express & Local services) • Number of Stations : 25 • Station Names : Greater Noida’s Knowledge Park-II, Chi-I, Chi-II, Chi-III, Chi-IV, Gautam Budh University, Night Safari, Murshadpur, Yamuna Authority’s Sector 26A, Noida International University, Galgotia University, Sector 17A, Sports City, Sector 22A, Sector 22B, Sector 18A, Sector 22C, Sector 19, Sector 2, Sector 20, Sector 21, Sector 28, Sector 29, Nagla Hukum Singh and Jewar Airport • Contractors : Cengrs Geotechnica (Geotechnical work) and Centre for Environment Research and Development (EIA and SIA study) for preparation of DPR. Major Timeline Phase 1 : Noida Sector 51 to Depot M E T R O R A I L N E W S - J U LY 2022
• Oct 2014 : UP Government approves the metro project. • Sep 2015 : Work in progress around Sec-71, Noida. • Nov 2015 : 700 piles (pillar foundation) out of total 5000 completed. • Feb 2016 : NMRC completes first phase of construction in eight months. • Feb 2017 : 70% work completed. • Mar 2017 : Train trials expected by December 2017 and commercial operations by April 2018. • June 2017 : Commercial operations to start by April 2018. • July 2017 : 95% civil work of track and metro station completed, trials expected by year end. • Aug 2017 : Metro train trial to start by year end on 6-km track from Depot station to Knowledge Park station. • Sep 2017 : Commercial operations to start by April 2018. • Oct 2017 : 97% civil work done. All stations to be completed by October end. • Nov 2017 : Placing of the last girder, thus completing viaduct work for whole metro line. • Dec 2017 : Four Aqua Line coaches arrive from China, each costing INR 11 crores. Trial run to begin soon. • Jan 2018 : Limited trial run started on 1 km stretch. • Mar 2018 : Full-fledged trial run to start in April. • Jun 2018 : Trial runs on from Gr Noida Depot to Noida Sector-148 slowly planned to be extended to terminating station in Noida Sector-71. The line to become fully operational by Dec 2018. • Sep 2018 : Trials continued, extended till November 2018. • Nov 2018 : Extensive trials prior to final inspection by the commissioner of metro rail safety. • Dec 2018 : Safety trial successfully conducted and fares decided. • Jan 2019 : On 25 January, Aqua line was inaugurated by Uttar Pradesh Chief Minister Yogi Adityanath & cabinet minister for Housing and Urban Affairs Hardeep Singh Puri. Phase 2 • Dec 2018 : UP government approves the project on 04-Dec2018. • Aug 2019 : Project gets delayed due to financial viability. Discussion on PPP mode. • Dec 2019 : Project approved in Uttar Pradesh cabinet meeting, project deadline set to 2022 • Jun 2020 : Tenders invited and to be submitted by end of June-2020. • July 2020 : Tender for construction to be awarded by September. • Feb 2021 : The tender and bidding process for Noida AquaLine Extension Project conducted thrice between June 2020 and February 2021 but cancelled all three times due to relatively low response from the construction companies. • June 2021 : Tender for the Noida Metro Aqua Line Extension floated for the fourth time • July 2021 : NMRC received 3 bids from Sam India Builtwell, GR Infra Projects, and Ashoka Buildcon. After the technical evaluation of bids NMRC selects the contractor. Network • Phase 1 The operated 29.7-kilometre Aqua Line has 21 stations. The line starts from Noida Sector 51 metro station and will run through |
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PROJECT OF THE MONTH sectors 50, 76, 101, 81, NSEZ, 83, 137, 142, 143, 144, 145, 146, 147 and 148; after this it will enter Greater Noida and will go through Knowledge Park-II, Pari Chowk, Alpha-1, Delta-1 and GNIDA Office before terminating in Depot Station. The entire route is on elevated track. All stations are equipped with platform screen doors. The corridor was completed at a cost of Rs. 5,503 crore, according to the NMRC. This line has an interchange station with the Delhi Metro at Noida Sector 52 metro station. • Phase 2 Noida Sector 51 to Knowledge Park V :The Greater Noida Industrial Development Authority (GNIDA) on 4 December 2018, approved the Noida Metro Phase 2 from Noida Sector 51 to Knowledge Park V in Greater Noida. The extension will cover up to 15 km and comprise 9 stations and cost Rs 2602 crore. According to the detailed project report (DPR), the new track would be completed in two phases and the entire project would connect Sector 51 in Noida and Knowledge Park V in Greater Noida. The first phase would be between Sector 51 and Greater Noida Sector 2, while the second phase would be between Greater Noida Sector 2 and Knowledge Park V stations, the DPR stated. There will be five stations in the first phase—Noida Sector 122, Sector 123, Greater Noida Sector 4, Eco Tech, and Greater Noida 2, while four stations in second phase—Greater Noida Sector 3, Sector 10, Sector 12 and Knowledge Park V. The construction cost of the first phase of the Noida Aqua Line Extension Project will be Rs 536.04 crore and the completion period of the project is 2 years. If all goes well, construction work is expected to start in 2021. Knowledge Park II to Noida International Airport : DPR prepared for extension from Greater Noida to upcoming Noida International Airport at Jewar that will cover around 35.64 km and comprises 25 stations. The project cost is estimated to be Rs 5708 crore as per YEIDA officials. Noida Sector 142 to Botanical Garden : DPR prepared for extension from Noida Sec 142 to Botanical Garden metro station that will cover around 11.5 km and comprises 11 stations. The project is expected to finish by 2023 and provide direct connectivity between expressway sectors and greater Noida to Delhi metro without having to leave the metro system. The DPR is being vetted by the board of the NMRC before being sent across for approvals.
Delhi Metro, Hyderabad Metro, Chennai Metro,Namma Metro and Kolkata Metro. The line connects to Delhi Metro at Noida Sector 51 station. The 15 km extension will link Noida Sector 71 to Knowledge Park 5 in Greater Noida. The new stations are Sector 122 and Sector 123 in Noida and Sector 4, Ecotech 12, Sectors 2, Sector 3, Sector 10, Sector 12 and Knowledge Park V in Greater Noida. Each train has a seating capacity of 186 and a standing capacity of 848, with total capacity of 1,034 passengers. All 21 stations, the train depot, and the NMRC offices will be powered by solar energy. Trains will operate at an average speed of 35 km/h (22 mph) with a headway of ten minutes during nonpeak hours and 7.30 minutes during peak hours from Monday to Friday, 15 minutes headway for Saturday and Sunday. The Noida Metro Rail Corporation (NMRC) has started parking facilities at 15 Metro stations. Penalties starts from Rs. 50 to Rs.5000, varies as per the offences. NMRC envisages a unified, smart card based, multi-modal transport ticketing system for Noida City. Multi-model ticketing system would help NMRC to provide seamless commuting experience to commuters within city using a single common mobility card as fare media. Present Network Noida & Greater Noida are fastest growing towns in National Capital region. Noida & Greater Noida Authorities decided to have their own SPV in the name of Noida Metro Rail Corporation (NMRC) to facilitate mass transit & other urban transport in Noida & Greater Noida. The principal objective of NMRC is to plan, design, develop, construct, maintain, operate and finance mass transit and other urban transport in Noida & Greater Noida region. Pursuant to this, NMRC is developing a metro rail system connecting twin cities Noida and Greater Noida. The NMRC has opened its corridor covering the length of 29.707KM between Noida & Greater Noida and operational since 26th January, 2019. The stretch consisting of 21 stations out of which 15 are in Noida and 6 in Greater Noida). NMRC has received ‘IGBC PLATINUM’ rating for all 21 elevated stations of NMRC from IGBC Green Rating System.
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Conclusion The Noida Metro is a rapid transit system connecting the twin cities of Noida and Greater Noida in Gautam Buddh Nagar, Uttar Pradesh, India. Currently Noida Metro network consists of one line (called Aqua line). The metro was inaugurated on 25 January 2019 by Chief Minister of Uttar Pradesh, Yogi Adityanath. The services are available from 6:00am to 10:00pm from Monday to Saturday. On Sundays, trains are available between 8:00am and 10:00pm. Noida Metro is the 11th Metro system to be built in India. It is the sixth longest operational metro network in India after the
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FEATURED PROJECT
Namma Metro
The Metro in IT Capital of India developing Fast Information Bangalore (Namma) Metro is an urban Mass Rapid Transit System (MRTS) with 2 lines and 51 stations serving Bengaluru, Karnataka’s capital and largest city. Construction for Bangalore Metro Phase 1 with 42.30 km of routes started in April 2007. Its first section, connecting Baiyyappanahalli – MG Road on the Purple Line, opened up in 2011. The 6th (and final) section was inaugurated by India’s President on June 17 2017 and commercial operations started on the next day. Construction work on the 73.921 km Bangalore Metro Phase 2‘s first new section (Mysore Road – Pattanagere, Reach-2A of Purple Line) started in September 2015. The project faced funding issues due to which a majority of civil construction contracts were awarded only in the first half of 2017. While the Green Line’s extension to Silk Institute became operational in January 2021, the entire phase, including a 13.9 km underground section of the Pink Line, is expected to be ready no sooner than 2024 after which the metro network will become 116.25 km long. Bangalore Metro’s Phase 3 project with routes totalling 105.55 km is currently on the drawing board. From that, 18 km (Central Silk Board – KR Puram) and 38 km (KR Puram – KIAL Airport) of lines have been expedited and will be built in parallel with Phase 2 under Phase 2A and Phase 2B respectively.
• Under Construction : 116.86 km • Approved : 0 km • Proposed: 105.55 km • Daily Ridership : 4.15 lakh/day (February 2020) • Rolling Stock: 342 coaches (57 train-sets x 6) supplied by BEML and 216 coaches (36 x 6) to be supplied by CRRC
Project Details • Top Speed : 80 kmph • Average Speed: 34 kmph • Track Gauge: Standard Gauge :1435 mm • Electrification : 750 V DC Third Rail • Signalling : Distance to Go (Purple & Green lines), CBTC (Yellow & Pink lines) • Operational : 55.6 km
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FEATURED PROJECT Operational Lines (Phase 1, Phase 2)
km
• Line-1 (Purple Line) : Baiyyappanahalli – Kengeri (25.60 km, 22 stations) • Line-2 (Green Line) : Nagasandra – Silk Institute (30 km, 29 stations)
• 01 Mar 2014 : Sampige Road – Peenya Industry (Green Line) – 9.9 km
Under Construction Lines (Phase 2, Phase 2A, Phase 2B) • Line-1 (Purple Line) : Kengeri – Challaghatta (1.314 km, 1 station) • Line-1 (Purple Line) : Baiyyappanahalli – Whitefield (15.257 km, 13 stations) • Line-2 (Green Line) : Silk Institute – Anjanapura Depot (0.50 km, 0 stations) • Line-2 (Green Line) : Hesaraghatta Cross (erst. Nagasandra) – Madavar (erst. BIEC) (3.031 km, 3 stations) • Line-3 (Yellow Line) : RV Road – Bommasandra (19.143 km, 16 stations) • Line-4 (Pink Line) : Gottigere (Kalena Agrahara) – Nagawara (21.386 km, 18 stations) • Line-5 (Blue Line) : Central Silkboard – KR Puram (18.236 km, 13 stations, ‘ORR Line’) • Line-5 (Blue Line) : KR Puram – Hebbal – KIAL Terminals (37 km, 17 stations, ‘Airport Line’) Proposed Lines Pending Approvals (Phase 3) 105.55 km of routes proposed in Phase 3 (not finalized & likely to change by the time approved) History – Key Dates
• 16 Nov 2015 : Mysore Road – Magadi Road (Purple Line) – 6.4 km • 30 Apr 2016 : MG Road – Magadi Road (Purple Line) – 4.8 km • 19 June 2017 : Sampige Road – Yelachenahalli (Green Line) – 12 km Phase2 • 15 Jan 2021 : Yelachenahalli – Silk Institute (Green Line) – 5.8 km • 30 Aug 2021 : Mysore Road – Kengeri (Purple Line) – 7.5 km Details : Phase 1 Construction work on Bangalore (Namma) Metro Phase 1 with routes totaling 42.30 km started in April 2007. Its first section, connecting Baiyyappanahalli – MG Road on the Purple Line, opened in 2011. The 6th and final section was inaugurated by the President on June 17, 2017 and commercial operations started on the next day. Routes This phase involved the construction of 2 new lines on standard gauge tracks: Line-1 (Purple line) : Baiyyappanahalli – Mysore Road • Length : 18.10 km • Type : Elevated & Underground (4.8 km)
Phase1 • 20 Oct 2011 : Baiyyappanahalli – MG Road (Purple Line) – 6.7
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• 01 May 2015 : Peenya Industry – Nagasandra (Green Line) – 2.5 km
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• Depot : Baiyappanahalli
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4 directions.
• Station Names : Mysore Road, Deepanjali Nagar, Attiguppe, Vijayanagar, Hosahalli, Magadi Road, City Railway Station, Majestic, Sir M Vesveshwaraya, Vidhana Soudha, Cubbon Park, MG Road, Trinity, Halasuru, Indiranagar, Swami Vivekananda Road and Baiyappanahalli
New Lines
Line-2 (Green line) : Nagasandra – Yelachenahalli • Length : 24.20 km • Type : Elevated & Underground (4 km) • Depot : Peenya • Number of Stations : 24 • Stations Names : Nagasandra, Dasarahalli, Jalahalli, Peenya Industry, Peenya, Goraguntepalya, Yeshwanthpur, Sandal Soap Factory, Mahalaxmi, Rajajinagar, Kuvempu Road, Srirampura, Sampige Road, Majestic, Chickpet, KR Market, National College, Lalbagh, Southend Circle, Jayanagar, Yelachenahalli (formerly Puttenahalli) History (Key Dates - Phase 1) • 20 Oct 2011: Baiyyappanahalli – MG Road (Purple Line) – 6.7 km • 01 Mar 2014: Sampige Road – Peenya Industry (Green Line) – 9.9 km • 01 May 2015: Peenya Industry – Nagasandra (Green Line) – 2.5 km • 16 Nov 2015: Mysore Road – Magadi Road (Purple Line) – 6.4 km • 29 Apr 2016: MG Road – Magadi Road (Purple Line) – 4.8 km • 19 June 2017: Sampige Road – Yelachenahalli (Green Line) – 12 km
Official line colours were announced in November 2019 Line-3 (Yellow Line) : RV Road – Bommasandra • Length : 19.143 km • Type : Elevated • Depot : Hebbagodi Depot (39.3 acres) • Number of Stations : 16 • Station Names : Rashtreeya Vidyalaya Road (RV Road), Ragigudda, Jayadeva Hospital, BTM Layout, Central Silkboard, Bommanahalli (formerly HSR Layout), Hongasandra (formerly Oxford College), Kudlu Gate (formerly Muneshwara Nagar), Singasandra (formerly Chikkabegur), Hosa Road (formerly Basapura Road), Beratena Agrahara (formerly Hosa Road), Electronic City, Infosys Foundation Konappana Agrahara (formerly Electronic City – II), Huskur Road, Hebbagodi and Bommasandra Line-4 (Pink Line) : Kalena Agaraha (formerly Gottigere) – Nagawara • Length : 21.386 km • Type : Elevated (7.501 km) and Underground (13.885 km) • Depot : Kothanur Depot (31.5 acres) • Number of Stations : 18 • Station Names : Kalena Agrahara (formerly Gottigere), Hulimavu, IIM-Bangalore, JP Nagar 4th Phase, Jayadeva Hospital, Swagath Road Cross, Dairy Circle, Lakkasandra (foremerly Mico Industries), Langford Town, Rashtriya Military School (formerly Vellara Road), MG Road, Shivaji Nagar, Cantonment, Pottery Town, Tannery Road, Venkateshpura, Kadugundanahalli (formerly Arabic College) and Nagawara Phase 2 (Line Extensions)
Details : Phase 2 Bangalore (Namma) Metro Phase 2 project with 73.921 km of new routes was approved by Karnataka’s state government’s in 2011 and by India’s Central Government in 2014. Construction work on Phase 2’s first new section (Mysore Road – Pattanagere, Reach-2A of Purple Line) commenced in September 2015. Out of the 73.921 km length of new track, 13.885 km will be underground while the rest will be built elevated. The project faced funding issues due to which a majority of civil construction contracts were awarded only in the first half of 2017. While the Purple Line’s extension to Challeghata & Green Line’s extension to Anjanapura Township will be ready in 202021, the entire phase, including a 13.885 km underground section, is expected to be ready in sections, only in 2026. Once Phase 2 is operational, the network’s total length will become 116.19 km. Major lenders providing official development assistance (ODA) loans for this phase’s construction and procurement of systems are European Investment Bank (EIB), Asian Infrastructure Investment Bank (AIIB) and possibly Japan International Cooperation Agency (JICA). This phase involves the construction of 2 new lines on standard gauge tracks & the extension of both lines built in Phase 1 in all
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Line-1 (Purple Line) : Mysore Road – Challaghatta • Length : 8.814 km • Type : Elevated • New Depot : Challagatta Depot (38.9 acre; for entire line) • Number of Stations : 7 • Station Names : Nayandahalli, Rajarajeshwari Nagar, Jnana Bharathi (formerly Bangalore University Cross), Pattanagere, Kengeri Bus Terminal (formerly Mailasandra), Kengeri and Challeghatta • Status : 7.5 km Mysore Road – Kengeri section inaugurated on August 30, 2021 Line-1 (Purple Line) : Baiyyappanahalli – Whitefield Length : 15.257 km Type : Elevated New Depot : Kadugodi Depot in Whitefield (44.8 acres; for entire line) Number of Stations : 13 Station Names : Benniganahalli (formerly Jyothipuram / Tin Factory), KR Puram, Saraswati Nagar (formerly Mahadevapura), Gurudacharpalya, Hoodi Junction (erst. Doddanekundi), Sitharama Palya (formerly Visvesvaraya Industrial Area), Kundalahalli, Nallurhalli (formerly Vydehi Hospital), Sadarmangla (formerly Satya Sai Hospital), Pattandur Agrahara (formerly.
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FEATURED PROJECT ITPL), Kadugodi, Channasandra (formerly Ujjval Vidyalaya) and Whitefield Line-2 (Green Line) : Yelachenahalli (Puttenahalli) – Silk Institute (Anjanapura) Length : 6.29 km Type : Elevated New Depot : Anjanapura Depot (8.9 acre; for entire line) Number of Stations : 5 Station Names : Doddakallasandra (formerly Krishna Leela Park) , Konankunte Cross (formerly Anjanapura Cross Road) , Vajrahalli, Thalgattapura and Silk Institute (formerly Anjanapura Township & Anjanapura) Status : Inaugurated on January 14, 2021 Line-2 (Green Line): Hesaraghatta Cross (formerly Nagasandra) – Madavar (formerly BIEC) Length : 3.031 km Type : Elevated Number of Stations : 3 Station Names : Manjunathanagar, Chikkabidarakallu (formerly Jindal) and Madavar (formerly BIEC) Details : Phase 2A Bangalore (Namma) Metro’s Phase 2A project with one new 18.236 km elevated line, connecting KR Puram with Central Silkboard along the Outer Ring Road (ORR), was first announced at the Invest Karnataka Summit in February 2016 and is planned to be constructed along with the 73.92 km Phase 2 project. Bangalore Metro Rail Corporation Ltd. invited bids for geotechnical investigation and DGPS, topographic, land & property surveys in June 2016. The line’s Detailed Project Report (DPR), prepared by BMRCL’s in-house team, was revealed in November 2016 and estimates the line’s construction & system procurement to cost Rs 4202 crores. The Karnataka government’s cabinet approved the project’s DPR in March 2017. Back then, instead of relying on foreign lenders, the BMRCL had planned to fund this line through what it called an “innovative financing model” in which private entities would have been engaged to pitch in anywhere from 25% to 50% of the line’s construction cost (Rs. 1100-2100 crores) and in return be granted exclusive advertising and leasing rights within the stations to monetize on their investment. By February 2018, BMRCL had only signed only 2 MoUs worth approximately Rs 100 crore each.
Yelahanka – Bangalore Airport) will be funded through a $500 million loan by the Asian Development Bank (ADB) which was approved by its board in December 2020. In addition, Japan International Cooperation Agency (JICA) will provide a $318 million loan as well. A formal agreement for it was signed in March 2021. Funding (Phase 2a) Estimated Cost : Rs. 5,227.35 crore ADB : Rs. 1,479.46 crore JICA : Rs. 893 crore (preliminary negotiation) PPP Sources : Rs. 600 crore State Govt : Rs. 1,690.46 crore Central Govt : Rs. 734.22 crore Route Information Line-5 (Blue Line) : KR Puram – Central Silkboard • Length : 18.236 km • Type : Elevated • Number of Stations : 13 • Station Names : KR Puram (interchange with the under construction Purple Line), Mahadevpura, DRDO Sports Complex, Doddanakundi, ISRO, Marathahalli, Kodibisanahalli, Kadubeesanahalli, Bellandur, Ibbalur, Agara Lake, HSR Layout, Silk Board (interchange with the upcoming Yellow Line). • Depot : Trains on the ORR line will be stabled and & maintained at the existing Baiyappanahalli Depot. Some of the Purple Line’s existing stabling lines will be re-purposed for this line and due to that, a new depot for the Purple Line will be built at Kadugodi near Hope Farm Junction (view suggested layout) where government land is available. At a later stage, the Baiyappanahalli Depot will exclusively be used by this new line’s trains while the Purple Line’s trains will be stabled & maintained at Kadugodi Depot and Challaghatta Depot. • Rolling Stock : BMRCL plans to initially procure 120 coaches (20 train-sets x 6 coaches), and operate them in a DMC-TCMC+MC-TC-DMC formation from the get-go.
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In 2018-2019, the BMRCL invited bids for the line’s construction in 3 packages. During that time, BMRCL was unable to achieve financial closure and the lowest bidder for all 3 packages, IL&FS Engineering and Construction Company Limited, was hit by financial troubles. In December 2019, BMRCL re-invited tenders for its construction. Technical bids were opened in March 2020 to reveal 9 bidders, and financial bids were opened in October to reveal Afcons Infrastructure and Shankarnarayana Construction as the lowest bidders. Construction contracts were awarded in May 2021. In April 2021, Phase 2A was approved by the Central Government’s cabinet. Phase 2A and Phase 2B (KR Puram –
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Wireless Communications in Smart Rail Transportation Systems Abstract Railway, subway, airplane, and other transportation systems have drawn an increasing interest on the use of wireless communications for critical and noncritical services to improve performance, reliability, and passengers experience. Smart transportation systems require the use of critical communications for operation and control, and wideband services can be provided using noncritical communications. High speed train (HST) is one of the best test cases for the analysis of communication links and specification of the general requirements for train control and supervision, passenger communications, and onboard and infrastructure wireless sensors. The article analyses in detail the critical and noncritical networks mainly using the HST as a test case. First, the different types of links for smart rail transportation are described, specifying the main requirements of the transportation systems, communications, and their applications for different services. Then, based on findings a network architecture and requirements of the communication technologies for critical and noncritical data has been proposed. Finally, an analysis is made for the future technologies, including the fifth-generation (5G) communications, millimeter wave (mmWave), terahertz (THz), and satellites for critical and high-capacity communications in transportation. Introduction Wireless technologies have been widely developed in the last years and now are ready to meet the increasing demands of communication services for control, operation, and maintenance of smart transportation systems. Existing radio technologies include Wi-Fi, WiMAX, Long Term Evolution (LTE), wireless sensor networks, wireless ad hoc networks, and particularly M E T R O R A I L N E W S - J U LY 2022
future fifth-generation (5G) technologies that will highly focus on the development of intelligent transportation systems of terrestrial and aerial vehicles. These emerging technologies can significantly improve the operation, efficiency, reliability, and passengers’ experiences, but each communication network must be designed and configured to meet the special requirements of each transportation system. Nowadays, transportation systems have an important demand of communications with very strict requirements of quality, capacity, and reliability. One of the best ‘test cases’ for the analysis of communications in transportation systems is high speed train (HST). In a HST communication network, two types of communications: critical and noncritical communications can be propounded. Critical communications between HST and infrastructure are used for the control signalling to increase speed, efficiency, safety, and reliability. These communications are critical because they are necessary for the high-performance operation of the transportation system so that it must have a very high reliability and availability (>99%). Nevertheless, it is important to remark that communications are not responsible for the security. Security depends on other systems installed onboard or in the infrastructure. For example, if a HST is considered, Global System for Mobile Railway (GSM-R) communications are used now to transmit telemetry (position) of the train and to send movement authorizations to it. This information is necessary to increase the speed of the train higher than 300 km/h and must be updated every 100 ms. If it is not updated during 1 second, there will be an emergency process reducing the speed of the train to a safe value. To guarantee this performance it is necessary to achieve very high quality communications systems with redundancy and improved reliability. GSM-R is widely used in HST, but, currently, railway operators want to improve the performance of the trains and move to automatic driving so that they need |
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FOCUSED SYSTEM a new high-capacity wireless communication system able to include high quality video transmissions from train to control center. Another example could be the use of Unmanned Aerial Vehicles (UAVs) to improve security and reliability of smart rail transportation. As proposed in, these platforms can be used to enable and improve the communications and operation of next generation of smart transportation systems. For these applications, UAVs need also a critical communication link and a payload link. Critical communication link is used to send position of the UAV from air to ground, and to send control commands or waypoints to the UAV. There will be also a noncritical communication link that can be used for several purposes like video transmission for railway incident or infrastructure monitoring, or as a moving relay for emergency communication. Thus, in both cases, the use of critical communications is mandatory, and these communications must have high quality of service because although security does not depend on them, frequent fails on communications can reduce reliability. For these reasons, a critical communication system has very special requirements and must rely on a very well proved technology specially customized for the smart transportation system. For example, HSTs are still using GSM-R standard, and commercial UAV radios use mainly early frequency hopping technology. Noncritical communications are used for payload, supplementary services, and passenger services. In this case, broadband communications for supplementary services like high-definition video and data services of the passengers is required. Some examples could be a video link transmitted by a UAV or a wideband Internet for the passengers of a high speed train. In both cases the principal requirement is capacity, so the design of these communications is completely different. Currently, these communications are on continuous development and are one of the principal challenges for the next years and for 5G technologies. Finally, wireless sensors and ad hoc networks used for security and monitoring are now being used to provide supplementary
services to vehicles, and the use of millimeter wave (mmWave), terahertz (THz), and satellites will be relevant in the future to provide vehicle-to-vehicle communications, radar sensors, and onboard communications for different vehicle applications. Communications for Smart Rail Transportation As transportation systems become more automated, vehicles have an increasing demand on communications and are being equipped with more wireless communications services and sensors. However, the maximum data rate of commercial communication systems (e.g., 4G) is still limited to 100 Mb/s for high mobility, and, therefore, current technologies are not sufficient to handle the terabyte-per-hour data rates that can be generated in next generation vehicles. Likewise, railway communications are required to provide various high data rate applications for passengers and train service. These applications need to be implemented in five rail scenarios: (i) Train-to-infrastructure (T2I) (HD video and other information in real time transmitting among various infrastructures) (ii) Interwagon (wireless network between wagons) (iii) Intrawagon (links between user equipment and access points of a wagon) (iv) Inside station (links between access points (APs) and user equipment (UEs) in train/metro stations) (v) Infrastructure-to-infrastructure (I2I) (HD video and other information in real time transmitting among various infrastructures) (note that whether this I2I scenario belongs to railway communication depends on whether this link is managed by railway industry; in most countries, the I2I link is provided by communication network operator, but in some countries, like China, such link is owned and managed by railway corporations.) For the scenarios ‘inside station’ and ‘infrastructure-toinfrastructure,’ the bandwidth requirements are from several hundred MHz to several GHz, depending on concrete conditions. For the scenarios ‘intrawagon’ and ‘interwagon,’ 1–10 GHz bandwidths will be required, respectively. As the main interface between the network on train and the fixed network, the scenario ‘train-to-infrastructure’ transmits an aggregated stream of the inter/intrawagon scenarios. Therefore, it requires the bandwidth of several GHz to accommodate over 100 Gbps data rates. Such high data rate and huge bandwidth requirements form a strong motivation of exploring the underutilized mmWave and even THz bands. From the wireless channels viewpoint, there are numerous open challenges and chances on researching and developing mmWave and THz terrestrial and satellite communications enabling smart rail transportation [9]. Among all the above five scenarios, the most challenging one is the T2I scenario. As the main interface between the network on train and the fixed network, the T2I channel suffers strong dynamics, Doppler spread, and shadowing. Thus, it has drawn great attention, and, therefore, we mainly discuss it in the rest of the paper, rather than briefly talking about all of the five scenarios with equal weight. Critical Communications In contrast to the rapid and innovative changes in commercial
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FOCUSED SYSTEM mobile communications, the development of critical communications in public transportation has been rather more measured, mainly because of the mission-critical requirements. Among all the critical communications in railway, the GSM-R is the most widely used standard, and its stability has been verified for more than 10 years. However, due to limited transmission capacity, GSM-R has been applied mainly to data communications for train control.
bit rate (RT-VBR). Voice calls need higher data rates (i.e., 64 kb/s depending on the codec). A good reference for maximum jitter could be 30 ms. Therefore, in order to support these services, it is important to keep data connectivity at the highest priority level. To do so, the network design for critical communications in public transportation must make use of sophisticated network management schemes for handling exceptional situations such as traffic congestion.
In order to provide new railway services such as video supervision and real-time monitoring, research efforts are now oriented towards LTE as the next generation technology. In particular, the capabilities of LTE in terms of future railway operational needs are currently being reviewed under the Future Railways Mobile Communications System (FRMCS) project, which was initiated in 2013. Recently, the authors in have proposed LTE Railway (LTE-R) as an integrated wireless railway communications system by validating a deployed testbed of LTE-R. Moreover, ‘signal quality on the top of and inside train,’ ‘chain type network deployment,’ and ‘guaranteeing quality of services (QoS) for safety services’ are the main critical issues that need further and deeper technical consideration:
Noncritical, Broadband Communications
(i) Signal quality on the top of and inside train: when using the direct access mode for both the onboard terminals (usually on the top of the train or car) and mobile terminals inside the train or car, the most critical issue during cell optimization is the achievement of a target level of received signal strength for both onboard and mobile terminals. This is mainly because the signal from the base station that penetrates directly into the car suffers the penetration loss up to 24 dB. Such difference of the two channels, on the one hand, poses much higher requirements for the transmission power of the base station and, on the other hand, requires careful design of the antenna parameters of the two types of receivers in order to ensure a certain level of signal quality simultaneously for both onboard and mobile terminals. When using the two-hop access mode— one T2I hop and one intrawagon hop—such challenge coming from the huge penetration loss of the train body can be avoided.
(ii) Onboard real-time high data rate connectivity for web browsing, video conferencing, video broadcast, and so forth.
(ii) Chain type network deployment: rather than the hexagonal type cell structure in commercial networks, railway (or vehicular) dedicated communication networks use a cell structure of a sequential chain type. Because of this uniqueness of a dedicated network, the communication scheme has the chance to be optimized further with low complexity and without loss of optimality.
According to the specifications of the transportation system, it is necessary to efficiently use the public terrestrial infrastructure combined with other technologies to increase capacity and performance. Therefore, the use of 4G LTE networks must be combined with moving relay solutions onboard trains and then combined with satellite networks and other 5G terrestrial networks to improve capacity and to reduce cost. It is, therefore, necessary to provide broadband services to users considering the characteristics of this means of transport and its peculiarities, which for HST are summarized in a data capacity close to 1–10 Gbps to provide broadband services up to 1500 users, who are going to maintain an intense connectivity. To this end, there is the problem of HST which makes it difficult to use terrestrial networks on desserts or inhabited areas that are frequently crossed by new HST. On the other hand, the frequent tunnels make it difficult to use the satellite, so a mixed solution must be used.
(iii) Guaranteeing QoS for ultrareliable low latency applications: safety-critical vehicular applications can be broadly classified as vehicle detection, road detection, lane detection, pedestrian detection, drowsiness detection, collision avoidance, and so forth. All these applications assist drivers and reduce potential accident risks and therefore require ultrareliability and low latency (e.g., the allowable latency for Traffic Signal Violation Warning (V2I) is 100 ms, while the allowable latency for vehicle collision warning (V2V) is 20 ms). For railway, typically all safety-based services need the highest safety level (SIL4), low bandwidth (less than 1 kb/s per train), significant delay constraints (less than 500–800 ms in the worst case, usually even less), and the traffic pattern is usually real-time variable
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High-capacity communications networks for payload services and passengers on transportation are beginning to develop nowadays. Passengers on HSTs, metros, airplanes, and boats demand the use of communications like the ones they have in their private vehicles or at their homes. Also, transportation system operators demand supplementary services like the following: (i) Onboard and wayside high-definition (HD) video surveillance that is critical for safety and security concerns (e.g., cars stuck on railway crossings, terrorist attacks).
(iii) Real-time train dispatching HD video between train and train control centers (TCCs) required for train dispatching and future driverless systems as well as journey information that are dynamically updated for all passengers. However, the implementation of these communications in smart transportation systems has an important complexity because each transportation system has its own special characteristics: number of users, maximum speed, vehicle construction, vehicle infrastructure, and others. For these reasons, it is necessary to design and adapt the communication network for each specific transport system, and, therefore, public networks for critical communications can be used.
This network must be capable of providing broadband communications to train passengers; for this purpose it will have a redundant terrestrial link that connects to the first and
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FOCUSED SYSTEM last wagon of the train. This link will use a moving relay solution in order to achieve reliable communications and reduce fixed infrastructure requirements. This network allows users to access a high-capacity terrestrial communications network that it is distributed inside the train using a wireless network based on the new high-capacity 802.11 standards such as 802.11ac/ad. The satellite link is used as backup link for the terrestrial network. This link currently allows up to 100 Mbps using antennas with automatic azimuth control and low profile elevation that can be simply installed on top of the train, and in the future, the capacity will be increased to 1 Gbps. The entire communication system requires the use of an IP network along the train with a minimum capacity of 10 Gbps. This will allow managing the traffic of different links: train-land, train-satellite, and intratrain. Interwagon communications can be also done using short distance 10 Gbps wireless links at mmWave or THz, to allow train assembly and to minimize wired connections on trains wagons. Trains will have an internal 10 Gpbs network for multimedia applications of the passengers, with an external connection of 1 Gbps for Internet connections. Also, in the station, there will be a 100 Gbps network for all the train noncritical services. This station network can have many infrastructure-to-infrastructure communications for additional services as passengers transfer, video surveillance, advertising screens, digital TV, and other new services. As an example of terrestrial network, the current LTE network that can reach capacities of 100–300 Mbps using carrier aggregation on the 1–6 GHz band can be stated and described. This performance can be efficiently used on HST using a moving relay solution on board the train. These links allow reliable communications up to speeds of 350 km/h with the problem that throughput is reduced with velocity when the channel is degraded, as described in. To get higher throughputs, it is necessary to use lower frequency and higher frequency networks together. Network Design for Critical and Non-Critical Communications The design of critical and noncritical communications is completely different from conventional networks. In the first case, it is necessary to make a special design of the network focused on QoS and reliability. In the other case, noncritical communications are focused on capacity. In both cases, the model and design of the communication network are completely different, considering node architecture, handover schemas, relay configuration, Multiple-Input Multiple-Output (MIMO), antennas, and diversity. Then, it is necessary to accurately design the physical interface for each special environment, vehicle dynamic, and passengers or payload requirements. It includes propagation modeling, waveform selection, and
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antenna design for current communications bands (1–6 GHz), mainly for critical communications and for future mmWave bands (24–34 GHz) for passengers and payload. High quality of service networks is based on the use of redundant communications to increase reliability and maintainability. For this purpose, railway critical communications use two equal terrestrial networks simultaneously. This solution guarantees an excellent radio coverage and reliability. Noncritical communications can also use two or more networks at the same time, but, in this case, the design of the network is focused to increase capacity, so two or more networks work in parallel and at the same time guarantee a minimum coverage in complex areas. Usually, high-capacity terrestrial network can be complemented with a satellite link to provide radio coverage on remote areas and with other terrestrial networks to improve capacity on special parts of the track like stations or densely populated areas. Conclusion In the above discussion the state-of-the-art wireless communications in smart rail transportation systems have been surveyed and discussed comprehensively. To begin with, the communication requirements and scenarios/links of smart rail transportation are defined in terms of train-toinfrastructure, interwagon, intrawagon, inside station, and infrastructure-to-infrastructure scenarios. Then, regarding the critical communications, the situation of current GSM-R and the trend of future LTE-R are reviewed, and the main critical issues—signal quality on the top of and inside train, chain type network deployment, and guaranteeing QoS for safety services—are highlighted for further study. Moreover, multiple potential solutions of providing noncritical, broadband communications are analyzed. A complex project is highly required to install a network inside the train and several external networks combining terrestrial links in microwave and mmWave bands together with satellite links. For the network planning, usage of redundant communications is the key solution of guaranteeing an excellent radio coverage and reliability of critical communications, while deploying two or more different networks that can work in parallel is of importance of providing noncritical, broadband communications to the onboard users. Last but not least, some principal techniques are highlighted for network radio planning for smart rail transportation systems, including accurate link budget using high-performance raytracing methods, new handover scheme avoiding very fast adaptive beamforming and new telecommunication solutions based on multiple radio bearers using cellular and satellite public networks.
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Railway & Technology
Smart Railway Automation System using various techniques
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ransportation systems are complex with respect to technology and operations due to the involvement of a wide range of human actors, organisations and technical solutions. There is a need to apply intelligent computerised systems for the operation and control of such complex environments, such as computerised traffic control systems for coordinating advanced transportation. Industry 4.0 is enabled by smart systems and Internet-based solutions. Maintenance is one of the application areas of self-learning, and smart systems can predict failure and trigger maintenance by making use of the Internet of things (IoT). There is no established path for success of any emerging technology, but creating a roadmap can help the rail and aviation industries to bring a more digital and connected future. The need for these industries to be smart is there because Industry 4.0, or the fourth generation of industrial activity, ensures reliability and safety to these sectors. With automation of the manufacturing industry, these sectors will realise efficiency, capacity and cost benefits of Industry 4.0. Enhanced industry-wide condition monitoring will also help reduce unplanned maintenance. Both sectors are in constant search for improvements to deliver better and secure customer experience. Digital Railway Solution The digital railway programme is focussed mainly on digital signalling technology, which aims to enhance safety and speed up train movement in a congested network. If all data from signalling, rolling stock and passenger traffic control systems is brought together on a common platform, the entire network will be able to communicate seamlessly and instantaneously. The key to digitisation is interoperability of systems while retaining a critical approach to data security. Rail service information could even be integrated with other transport modes, such as bus and taxi services, to guide passengers through smooth door-to-door journeys. Holistic data management could lead to the transformational change in real-time intelligent traffic management and in-cab signalling. This could improve customer satisfaction, with station information systems and personalised messaging providing passengers with all the relevant information they need. Digitisation of Railways Includes:
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• B-scan ultrasonic rail flaw detection (both non-stop and stopand-verify systems) and track inspection with automated highspeed test trains. • Train control system levels 2 and 3 for high-density routes to increase network capacity and maintain the required safety standards. • Increased surveillance of personnel with both interior and exterior locomotive-mounted video surveillance to improve monitoring. • Track-laying machines for mechanisation of construction. • Electrification through machines such as self-propelled overhead electrification laying trains. • Complete train scanners for improved diagnostics and maintenance. • Use of distributed power to improve the efficiency of train operations with coordinated acceleration and deceleration. • Establishment of smart railway stations by implementing ac cess control at entry points. • e-ticketing with services such as infotainment and app-based systems. • Use of training simulators and virtual reality (VR) training systems to improve personnel capabilities.
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FEATURED ARTICLE Digital Twin— Digital platform for railways and airways
Role of sensors in predictive maintenance
• A journey planner application could recommend the fastest or most comfortable current trip allowing for road conditions to the station, live train times, available car parking capacities, passenger loading, etc., allowing passengers to make informed choices about what option will provide them with the best experience according to their personal circumstances, for example whether it is more important to have the shortest journey time, or to be guaranteed a seat. Allowing the inclusion of historic data will enable evaluation not only for a current trip, but also in a predictive way for a trip planned at a future date, based upon what is normal for the planned day and time of travel.
Sensors use a reaction-based approach to manage and maintain an asset and maximise its use potential. A wide range of sensors is available to collect huge amounts of data from all possible systems of a single train and then analyse it in real time to detect problems before these actually occur. Constant monitoring of equipment through the measuring of all relevant variables such as temperature, vibrations, oil levels and the like help anticipate the optimal timing for maintenance.
• Combining passenger loading information from trains with social networking apps will help spread demand peaks. The same base information shared at a terminus can help in selecting the destination platform offering the most efficient passenger egress considering the loadings of other inbound trains, whilst sharing the same information on the train can produce a more even distribution of passengers within the carriages, potentially allowing standing passengers to find a seat.
It enables identification of faults proactively and elimination of necessary maintenance interventions. Predictive maintenance is a powerful tool that helps track asset health, reduce unplanned downtime of equipment and minimise the high cost of unscheduled maintenance. Optical and tactile sensors such as light curtains, camera systems and dynamic pressure-sensitive mats are suited to monitoring areas near rail vehicles. Good internal communication, fast reactions based on equipment geolocation data, high-quality maintenance planning and regular interventions are required to keep massive rail networks working.
• Combining status information from diverse on-board publicfacing assets such as toilets, food car chillers and ovens, and presenting it to service organizations with current positional information can improve the customer experience and reduce the penalty costs associated with having these assets out of service.
A digital twin refers to a virtual replica of a physical asset, like an aircraft engine or a rail engine. It is a vital element of the digital rail solution that is continually updated as per the rail network. It enables engineers to test detailed what-if scenarios that could help in decision-making around the planning of enhancement and maintenance programmes. It could identify the mostvalued solution that would have the greatest efficiencies and minimise disruptions.
Predictive maintenance and CMMS Modern, next-generation asset and maintenance management starts with the adoption of a smart computerised maintenance management system (CMMS). Reliable railway maintenance is required to improve critical issues like safety, delays and overall system capacity. It is expected to rely on smart transportation systems and interconnected solutions such as predictive maintenance. An interconnected CMMS can help maintain, manage and connect tracks, terminals, rolling stocks and communications infrastructure. It can identify maintenance issues before these impact safety, operations or revenue. It collects, stores and analyses data to prevent breakdowns and issue predictive maintenance algorithms to extend equipment life. A reliable CMMS should be user-friendly, fast, reactive and flexible. It should also have a mobile application for anytime access, connectable to ERPs and IoT systems, geolocation tool, an analytical tool that supports unrestricted media upload and so on. Different departments such as accounting, operations, purchase and maintenance should also be connected to the entire communication platform. It can work as a network for manufacturers, technicians and suppliers to exchange expertise and speed up operations. Advanced CMMS analytic tools enable organisations to analyse data with great speed and accuracy, to optimise availability and increase the life of assets. 42 | Page
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• Intelligent closed-circuit TV cameras not only provide a record of events in case of an incident, they actively provide real-time alarms of the occurrence of potential problems, allowing more timely intervention responses and potentially reducing service outages. • Information concerning categorization of faults can be analyzed across multiple assets, even multiple operators, to spot trends and identify areas for preventative maintenance. • The automation of toilets can significantly reduce the cost incurred by the train operator and, at the same time, provide a better service to passengers who will less likely find a toilet out of order. Currently, most train operators are unable to determine the status of the on-board toilets in real time and a significant amount of manual checking is required. • Management of the video recordings on board. Many rail operators have to send personnel on board their trains to manually pick up the hard drive when video recordings are requested by a law enforcement agency for investigation of an incident. • Food and drinks can be easily refilled at the upcoming station if data is available in real time regarding the items sold. • Temperature can be remotely controlled to avoid issues with refrigerators that might not be working at all times but whose temperature is critical to preserve the food quality over time. • Predictive and preventive maintenance can dramatically increase the percentage of times a train is in use rather than |
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FEATURED ARTICLE sitting in a maintenance or repair shop, and also improve the passenger experience and safety. Big Data analytics for smart railways The complete Big Data architecture includes the IoT and cloud computing devices. These work together to create smart railways that have self-learning capabilities to predict failure, make diagnoses and trigger maintenance actions. The architecture utilises multiple data sources to extract relevant information. It helps users to know what happened when, so they can go back and do the root cause analysis from the data, and take appropriate corrective action. Big Data analytics in railways lead to predictive analytics and make decisions based on huge amounts of data. These involve data collection, analysis, visualisation and decision-making for assets. Estimation of the remaining useful life of an asset to ascertain the probability of its mission accomplishment is key to the success for any organisation. The railway domain can achieve data interconnection via the train bus where most railway subsystems and their respective sensors are accessible for global optimisation. With the increase in demand for more passenger rail services and greater volumes of cargo trains, use of data and its analysis will become a primary asset for the railway sector. Millions of data points captured from sensors on critical train components will help detect impending part defects, ensuring maintenance before a defect occurs. This will improve reliability of the system infrastructure for many years by remote monitoring of location and condition of all vehicles. Safety is a key area of concentration Safety is, of course, a primary element of IoT applications and solutions when it comes to train management. One safety use case is on-board train location and detection systems that enable trains to be aware of the positions of other trains. This reduces the risk of collisions while allowing trains to operate safely in close proximity to one another. Speed monitoring and control is another important safety application. Systems have been developed that can display train velocity for drivers and report speeds back to central control systems. On-board monitoring systems are interconnected with outdoor signalling systems that can regulate train speeds or even remotely command trains to stop based on track conditions, the positions of switches, the presence of other trains on the track and other factors. There are three major systems within railroads that automation and the IoT can bring significant benefits: signalling, interlocking and level crossings control. (i) Signalling systems control the movement of a train by remotely adjusting train speed and braking. More traditional signalling systems are based on radio-frequency identification along the train track, but wireless train to ground signalling is getting more and more common in both railroad and metro systems. (ii) Interlocking avoids conflicting movements on the tracks at M E T R O R A I L N E W S - J U LY 2022
junctions and crossings by using red and green light signals. The interlocking system works in conjunction with the signalling system to prevent a train from getting a signal to proceed if the route is proven to be unsafe. The IoT can further improve the system’s level of automation and its integration with the signalling system. (iii) Level crossings control is the third system that impacts safety on railroads. Accidents related to level crossings represent 30% of all railway fatalities in the EU. IoT can help decrease those statistics by deploying cameras and sensors for increased safety. IR & OMRS : New Age Technology for Predictive Maintenance Indian Railways (IR) is moving towards the adoption of automation and instrumentation in its maintenance practices for detecting defects/deficiencies in rolling assets. The objective is to achieve machine assisted automatic identification of defects in the Rolling Stock. This will lead to a paradigm shift in maintenance practices of Rolling Stock of Indian Railways from ‘Time Based Maintenance’ to ‘Condition Based Predictive Maintenance’ with a view to enhance reliability and availability along with improved safety of Rolling Stock during run. For this, On-line Monitoring of Rolling Stock System (OMRS) is being adopted in Indian Railways. OMRS is a way-side inspection system consisting of Acoustic Bearing Detector (ABD) or Rail Bearing Acoustic Monitor (RailBAM) and Wheel Impact Load Detector (WILD)/Wheel Condition Monitor (WCM) to detect the faults in the bearings and wheels of rolling asset. This is an automated system for detecting defective wheels and bearings, and catching the same before it fails, thus resulting in efficient utilization of the coaches, wagons & locomotives. OMRS monitors the health of each Rolling Stock of the train in order to identify defective bearings & wheels. Defect report generation and alert communications takes place in real time for taking corrective action, accordingly. The current practice of inspection of Rolling stock over Indian Railways is largely based on manual inspection, which is either track side Rolling-in-Examination or pit examination of Rolling Stock in stationary or slow moving condition. The visual inspections are done by trained manpower either in a pit or
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FEATURED ARTICLE track side location but this relies on the individual judgment. Therefore, an automated defect detection system viz. OMRS is being adopted by Indian Railways which consists of following sub-systems: • Acoustic Bearing Detector (ABD)/ Bearing Acoustic Monitor (RailBAM) gives an early warning on possible defects in the bearing box, before reaching the stage of hot box. • Wheel Impact Load Detector (WILD)/Wheel Condition Monitor (WCM) system measures the wheel impacts on tracks to identify the flat surface on wheels in Rolling Stock. This system is based on Accelerometer device to measure the wheel impacts. • PhotoTAG system is used for vehicle identification using Visual (photographic) identification technique. Encouraged by the results of deployment of OMRS, including some critical detection which could have potentially been cause of an accident, not otherwise detectable by normal maintenance procedure, Indian Railways is now going ahead with greater adoption of track side based maintenance systems with an aim towards predictive maintenance. Further, moving towards predictive maintenance practices in yards, Indian Railways is envisaging to convert its ‘freight examination yards’ into technology driven ‘Smart Yards’ for automatic detection of faults/defects/deficiencies in freight wagons. These Smart Yards will predict anomalies like Hot Wheel Hot Axle, defective bearings, defective wheels, hanging/loose/missing parts etc. long before any failure actually happens. Smart Yards will be equipped with various automated technology driven systems including OMRS, Hot Box Detector, Wheel Profile Recorder and Machine Vision Equipments etc. The concept of smart yard is to use modern repair facilities, infrastructure, tools, automatic defect detection equipments and digital technology to enhance safety, reliability and productivity in freight trains operation. The automatic defect detection equipments of Smart Yard shall provide advance data about hot axles and wheels, wheel flats, wheel profile & diameter, load imbalance, spring breakage, loose and hanging parts, wear condition of brake blocks etc. even before the rake arrives at the maintenance yard. It will then use this information for objective fault assessment and proactive staffing, thereby, reducing turn-around time while boosting safety and improving productivity. Status of implementation of Smart Yard: • Initially in 1st phase, 40 identified yards will be converted into Smart Yards. • COFMOW (a unit of Indian Railways) has been nominated for carrying out the overall work of Smart Yards. The implementation of aforementioned technology driven automatic predictive maintenance practices for up-keep of Rolling Stock not only will benefit Indian Railways on account of efficient/safe operation of trains but will also benefit on economic ground.
Conclusion The railway industry is on its way to integrate predictive maintenance and Big Data. Recent advancements in sensors and condition monitoring technologies have led to continuous data collection and evaluation, significantly minimising the number and cost of unscheduled maintenance. Most significant improvements have been evidenced by more informative and user-friendly websites, mobile applications for real-time information about vehicles in motion, and e-ticket purchases and timetable information implemented at stations and stops. With the rise of Industry 4.0, railway companies can now ensure that they are prepared to avoid the surprise of equipment downtime. More technologies to meet needs of the railways Researchers have developed a technique known as frequencyselective coating of window panes to solve the problem of low mobile Internet signals. These panes are provided with a transparent electrically-conductive layer consisting of metals or metal oxides. Metallic coating of the windows is vaporised along lines in a special structure by a laser to pass certain frequency ranges unobstructed. The VR lab at GE Transportation’s John F. Welch Technology Centre, Bengaluru, have facilitated a 3D VR environment for inspection. It tracks the motion of inspectors through speciallydesigned wearable goggles and infrared (IR) cameras placed in the room. The VR controller allows users to interact with individual components. The environment helps teams at different locations collaborate and review products that are under development. The lab can also be used as a training ground for service engineers who work on products in the field. Locotrol distributed power system is a control and communication system that enables coordinated braking and traction power distribution between lead and remote engines for faster stopping times and shorter stopping distances. Locovision system through superior image quality cameras and real-time data processing monitors wayside assets, measures track gauges and detects intruders. It stores all information in a hardware infrastructure to help avoid major asset repairs and fines. The rail integrity monitor employs innovative technology with mounted sensors under the locomotive, continuously testing rail integrity in real time. Automatic train control systems continuously monitor all train movements to provide fail-safe signalling. Operation of railways is centrally-monitored and controlled through operations control systems. Supervision systems, such as CCTVs or emergency telephones, also contribute to safety and enhanced comfort. Signalling systems and railway automation solutions are crucial to detect and signal whether line sections are clear or occupied. There are three grades of automation and train control systems, namely, partially automated (supervised by a driver), highly automated (reduced driver supervision) and fully automated (the system is responsible).
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Future Mobility Ecosystem
Showing new mobility solutions
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obility is undergoing one of the most transformational shifts of a generation, with far-reaching implications for the way people live. The future of mobility being fuelled by three key technology-driven disruptive trends: electrification of vehicles, connected & autonomous vehicles and Mobility-as-a-Service. This raises an obvious question that in what ways consumers and business seize the benefits of this mobility revolution. Transforming the Mobility Landscape : Mobility 2030 The automotive, transport and wider mobility market is undergoing a transformational social, technological and economic shift, fundamentally changing the way people and products move. Many sectors, beyond automotive and transport, are being disrupted, with new markets emerging, existing ones converging, and others declining and possibly vanishing. New entrants and start-ups are challenging incumbents, who in turn look to leverage their experience and resources to build sustainable market positions. Amidst continued population growth, urbanisation and environmental concerns, new forms of mobility are critical to support tomorrow’s population hubs and economic activity. Today’s mobility systems suffer from congestion, inefficiency, accidents and high prices. But the future promises convenient, safe and economic mobility, with less impact to health and the environment. Mobility transformation is fuelled by three key technologydriven disruptive trends: electrification of vehicles (EVs) and alternative powertrains, connected and autonomous vehicles (CAVs) and Mobility-as-a-Service (MaaS). Taken independently, each would significantly disrupt the ecosystem; but in combination, they should drive unprecedented change. These advances are set to replace our current vehicle-centric system with a radically more efficient, data-enabled and driverless ecosystem – with consumers at its heart. Users would be able to seamlessly transition between public, private, on-demand and scheduled modes of transport, with dynamic travel information enabling mid-journey changes. As the mobility ecosystem evolves, its global value is forecast to grow to more than $1 trillion by 2030. At the same time, one can expect to see different business models emerging amidst an expected shifting of the value. For example, with OEMs two dominant archetypes can be observed: ‘Metalsmiths’ manufacturing ever more sophisticated hardware (i.e. vehicles), alongside a new archetype, the ‘Gridmaster’. The latter would manufacture vehicles, but also provide a platform for a variety of value-adding customer services. However, the roll-out could vary significantly at both a country and city level depending on degree of urbanisation, household choice, existing options, infrastructure, and of course, local policies. Government support significantly influences all three disruptive trends. It also impacts the shape and pace of development of the new ecosystem. From a private sector
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perspective, it is believes that change would not be driven by any one company or sector. Instead it would require unprecedented collaboration, to develop the right mobility solutions. A fast-shifting ecosystem calls for swift decisions on changes to business and operating models, partnerships and acquisitions. Considering each of the three technology-driven disruptive trends in terms of timing, impact and implications for market participants, the evolving mobility landscape is stated as under: (I) The rise of on-demand mobility and MaaS : From vehicle ownership to Mobility as a Service (II) The Revolution of connected and autonomous vehicles : Building momentum (III) Emerging Mobility Ecosystem Future Mobility Ecosystem in Railways : Data Driven Decision Making & Automation Data Driven Decision making and automation in Railways is significantly gaining importance across all metro and rail systems. The most current examples of digitalisation in rail transport can be summarized as under: 1. Connected Commuter: Digital Services for Passengers - In the last five years, Railways across the globe have made significant improvements in modelling a transparent communication with the passengers, evidenced by: • more informative and user-friendly websites • mobile applications offering real-time information about vehicles in motion and allowing for ticket purchase and issue and other functionalities • onboard infotainment services • dynamic passenger and timetable information implemented at stations and stops.
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ARTICLE In Germany, passengers can access the internet at over 135 stations, in DB Lounges and on board ICE trains. The entire ICE fleet of DB Long Distance is equipped with fast, multi-provider WiFi technology. Passengers can use WiFi free of charge in both first-class and second-class coaches. It is also available on all ICE international trains to France, within the Netherlands and to Austria. The free ICE Portal offers an overview of upto-date information on journey and connecting trains, as well as a wide variety of audio books and games, books, films, the news section, daily newspapers, travel & discover, and Kids’ World section. No-limit free internet access is provided in first class and a basic internet service in second class that allows passengers to network and communicate, send and receive e-mails, and stay up to date with social media. In Russia, business and first class passengers onboard highspeed Sapsan train service can access the internet and a portal with films, music, audio books and magazines. Additionally, the portal offers information about cultural events in both cities, a virtual tour of the train, a range of online courses and information about railways. In India, most of the metro and railways stations have started offering free WiFi services to its passengers. Other facilities includes modern features like CCTVs with facial recognition, emergency talk back system, WiFi enabled infotainment system, automatic plug-door, step control etc. In Turkey, passengers onboard the high-speed Velaro D trains can access an internet, passenger assistance and entertainment services, called AlwaysConnected. In all of the mentioned cases, infotainment services (paid or free) were first offered to passengers in higher classes, followed by economy class. There are a number of challenges to connectivity whilst on a train: the metal body of the train weakens the signal, multiple users on the same train reduce the capacity of the network, phone towers flash past and tunnels block the signals. Researchers now have succeeded in solving the problem of low mobile internet signal by means of a technique known as frequency-selective coating of window panes. These panes are provided with an electrically conductive, transparent layer consisting of metals or metal oxides. The metallic coating of the window is vaporized along lines in a special structure by a laser. This enables radio signals in certain frequency ranges to pass through unobstructed, while radio signals at a different frequency are attenuated. 2. MaaS: Towards Intermodal Urban Mobility As a result of the process of digitalisation of the economy and society it is becoming necessary to manage one’s own time effectively, living in two worlds, the real one and the virtual one, simultaneously. This is made possible by such modern mobile devices as netbooks, tablets, smartphones, voice and video devices for communication between humans and digital systems (Amazon Echo, Amazon Echo Look), that have created virtual mobility. A new personality type has been named homo mobilis; it typically features a new understanding of the idea of freedom and the comfort of living, cybermentality, the need to be online continually, the need to have continuous internet access and to communicate with others using social media as well as the need for new, personalised products and services, fully tailored to one’s values, life style, emotions and personal 46 | Page
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pursuits. The terms nanosecond culture as well as always-on mobile have been used to describe the expectation to be able to access products and services immediately and on demand. Future concepts of mobility, such as: Mobility on Demand, Any Time Mobility, Networked Mobility, are expected to address these needs. Meanwhile, concepts of the evolution of urban mobility that have emerged in the last five years are linked to the evolution of the concept of Smart City. The so-called Smart Mobility is marked by the orientation to optimal use of the resources across different modes of transport, ensuring intermodality. In Mobility On-Demand users are only charged for the functionality that they actually use (pay-as-you-use, payas-you-go). From the user’s perspective, these services mean an improvement of the flexibility and the use of resources according to the actual requirements regardless of the user’s location. The Evolution Concept of Urban Mobility in 21st Century can be illustrated as under: The period (2000-2050) on a time scale for every decade depicts following – 1st Decade (2000-10) – Low emission Mobility 2nd Decade (2010-20) – Sustainable mobility (Mobility 1.0) 3rd Decade (2020-30) – Smart Mobility (Mobility 2.0) 4th Decade (2030-40) – Mobility On-Demand (Mobility 3.0) 5th Decade (2040-50)- Mobility as a Service (MaaS) Its worth mentioning that each of the new mobility models is connected, meaning that is provides instant access to the internet and ICT systems that offer real-time journey information, to plan onward journey, make reservations and purchase tickets. Such solutions, based on electronic platforms and applications, are called Mobility as a service (MAAS). It analyses a number of possible journey scenarios, using different modes and means of transport: public and private, it offers booking and ticketing services and it provides for access to locations on route that are important for the traveller, at the same time monitoring the traffic, road works, incidents and accidents on line. This application is available online through mobile devices and it allows for the selection of the mode of transport, also available in real time, following the traveller’s preferences, such as: the cost, the time, or carbon footprint left. 3. PMAAS: Digital services for rolling stock predictive maintenance The use of digital data processing is revolutionizing maintenance of infrastructure and rolling stock. Based on millions of data points captured from sensors on critical train components, analytics can detect impending part defects, ensuring maintenance is only done when required, but before a defect occurs. Reliable knowledge of which parts are likely to fail in the near future allows for close to 100% availability, as faults are fixed when units are not currently in service, avoiding breakdowns. This improves the reliability of the system as the typical operational fleet reserves of 5-15% kept as back-up in the event of faults can now be reduced, thus increasing the effective capacity. By consolidating volumes of maintenance data with business processes and IT systems and using cloud computing, |
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ARTICLE manufacturers of rolling stock are now able to offer a number of new digital services, such as: • Fault Detection as a Service • Predictive Maintenance as a Service (PMaaS) • Simulation as a Service. Similarly, recent developments in the field of predictive maintenance of rolling stock & infrastructure can be stated as under : • Remote monitoring of location and condition of all vehicles in real time • Remote Diagnostics • Root cause investigation of faults • Automatic data visualization • Algorithm for preventive fault analysis 4. GOA4: Automation and Integration of Train Control Systems In rail transport, the development of autonomous systems has been spectacular mainly in the area of in public transport services, such as: driverless metro lines, light rail transit (LRT), people movers, and automated guided transit (AGT). In these systems, automation refers to the process by which responsibility for operation management of trains is transferred from the driver to the train control system. Following The International Electrotechnical Commission (IEC) standard 62290-1, there are four Grades of Automation (GoA). The highest, GoA 4 describes a system upgrade in which vehicles are run fully automatically without any operating staff onboard. Grades of Automation and Train Control Systems – • Partially automated – Supervised by Driver • Highly Automated – Reduced Driver Supervision • Fully Automated – System is responsible Types of Train Operation • Automatic Train Protection (ATP) • Driver Advisory Systems (DAS) • Automatic Train Operation (ATO) • Driverless and Unattended Train Operation (DTO/UTO) In the over 30 years since the launch of the first automated metro lines, the growth rate for driverless metro has doubled in each decade – an exponential growth that is bound to quadruple in the coming decade. Current forecasts, based on projects approved for implementation, indicate that by 2025 there will be over 2,300 km of fully automated metro lines in operation. Apart from implementing autonomous train service on metro lines, i.e. in closed systems with short intervals between services and high frequencies, another challenge will be the introduction of Automated Train Operations (ATO) in urbanised areas for regional and cross-country trains. A combination ETCS with ATO is a promising solution for future fully-automated operation for mainline services. ETCS monitors the train’s movement to ensure it adheres to the local speed limit and its own permitted top speed. The system can be scaled up to different levels. For example, at Level 2, the required GSM-Railway radio channel enables both the train-track communication for the ETCS itself and the communication between the trackside Automatic Train Supervision (ATS) and ATO. Technically, this means that ETCS is a train control and M E T R O R A I L N E W S - J U LY 2022
protection system that acts as an intermediary between the vehicle and the track to ensure railway safety and that conveys driving instructions from the track to the vehicle. The so-called balises installed on the track serve to retrieve this information along with precise positional data. ATS system coordinates train movements. ATO, on the other hand, is a control system which, like a train driver, controls acceleration and braking along with such functions as door movements, and translates the calculated energy-optimized trip profile into precise control commands to the train’s drive and braking systems. It does all this within the secure framework defined by the ETCS, which is why the system is referred to as ATO over ETCS. The advantages when ETCS is combined with ATO are particularly through improved energy efficiency and greater line capacity. ATO shortens headways through time-optimized driving, plus it enables for precise stopping at defined positions, automatic door opening, definition of exact stopping times for the driver, and precise travel along ETCS braking curves. Aided by ATO, the train uses line data, schedule data and real-time information from the infrastructure to drive at an optimized speed profile, thus making additional energy savings. Below mentioned are few innovation capabilities which can enable railway sector to produce value-adding products and services, and increase network capacity: 1. Automated Train Operation 2. Mobility as a Service 3. Logistics on Demand 4. More value from data 5. Optimum energy use 6. Service timed to the second 7. Low cost railway 8. Guaranteed asset health and availability 9. Intelligent Trains 10. Stations and smart city mobility 11. Environmental and social sustainability 12. Rapid and reliable R&D delivery Data Driven Decision making or Digitalisation in Railways, as key to businesses, is now demonstrating how its use will help meet customers’ expectations, drastically improving manufacturing, operations and maintenance performance across metro and rail systems globally. Optimised rail solutions mean smart use of existing networks, i.e. maximised use and rightsizing of capacity based on demand, and of assets, i.e. maximum availability, but also return on investment, i.e. low life cycle costs. 5. Internet of trains: Creating value for multiple stakeholders An example of how the concept of the Internet of Things is implemented in rail transport is the internet of trains, or The Connected Train, whereby the train’s smart sub-systems communicate data via cloud computing to the central data platform. To be able to utilise the functionality of the Internet of Trains, reliable and uninterrupted communication is necessary between three different networks: one providing the connection between the train components and the on-board controls, one used by the crew on-board (for example, VLAN-based) and one broadband mobile internet connection service offered to passengers. A prerequisite for the implementation of IoT is an operation of the GSM-R standard, a mobile internet system dedicated for rail transport and one of the two key components |
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ARTICLE
All you need to know about Hinjawadi to Shivajinagar Pune Metro Line 3
of the European Rail Traffic Management System (ERTMS). It is expected that progress in this area will follow especially in the case of those solutions offered to rail operators and passengers that are not required to be homologated. Conclusion Digital transformation fares beyond the digitations of data and processes. Instead, it involves an ongoing adaptation to changes in a turbulent environment. This creates both opportunities and threats for any industry, not less the rail industry. The challenge to be addressed in the coming years is not only a switch from electromechanical to electronic devices followed by a switch to digital components, the implementation of fully automated systems based on standard interfaces and safety certification, but first and foremost, a general change of the mindset to one allowing for sharing of resources, consolidation of business solutions and the creation of new value of rail services both within and outside rail ecosystems. The digital challenge for railway sector is how to connect the customers, the operators, the trains and the infrastructure and transform to network effects. It is more specifically focused towards developing and upgrading data driven decision making system for railways ensuring a speedy, safe and convenient passenger and freight transport system. In this context Indian Railways is making significant strides towards developing railway mobility as a service through its enhance network of metro, urban, semi urban, regional rapid and mass rapid transit systems. The government and railways in India is also making significant strides towards upgrading its entire rail network, operations and system using Big Data, IoT and AI. Train scheduling, controlling the speed profiles of trains, delay prediction & reduction, asset management are some of the major areas which Indian Railways is trying to automate through data driven decision making using artificial intelligence. Similarly, using complex applications with elements such as predictive models, statistical algorithms and what-if analysis powered by high-performance analytics system towards customer experience and management of applications like train scheduling, timetabling, improving security at railway stations, automatic charting, network optimization, crew management, inventory management, IRCTC ticket, catering and accommodation management through big data analytics is also a major component of Indian Railways today exemplifying strenuous efforts towards digitalization and automation of rail and urban transport system in the country involving RRTS, MRTS etc. The world is preparing itself for a robust urban transport system amidst rapid urbanisation of cities in most of the countries exerting pressure on its public and existing transport system. The arising problem to much extent can be solved through development of a modern, technology enabled, automated transport system.
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etropolitan Line of the Pune Metro is the third line of the city’s under-construction mass transit network. It will run from Civil Court, Pune to Megapolis Pune in Hinjawadi. The 23.3-km line will be completely elevated and will have 23 stations and will align with the MahaMetro lines at the Civil Court interchange station. The construction will be taken up in two phases, the section between Hinjawadi and Balewadi is expected to be taken up first followed by the section between Balewadi and Civil Court, Shivaji Nagar. A metro car shed will be built in Hinjawadi. The MIDC will provide 55 acres of land in Hinjawadi for setting up a Metro rail depot. On 3 August 2018, PMRDA announced the final bidder for the project — the joint venture Tata Realty-Siemens. On 3 October 2018, Tata Realty-Siemens were awarded the contract to execute the project on a design, build, finance, operate and transfer model. The formal concession agreement was signed in September 2019 with the construction expected to begin in March 2020. The project is set to be completed in March 2023. Pune Metropolitan Region Development Authority is the planning and development authority for the Pune Metropolitan Region with an outlook towards channelizing growth in a strategic and orderly manner. Dr. Suhas Diwase, IAS (2009) is currently serving as the Metropolitan Commissioner of the Authority. Contract for conducting the geotechnical investigation was awarded to Soiltech India Private Limited. The geotechnical investigation commenced on June 19, 2019. However, due to the COVID-19 pandemic and subsequent nationwide lockdown, work on several projects had been delayed, including Line 3. Following a gap of nearly 11 months, piling works resumed at multiple locations near Hinjewadi in May 2020. Introduction and Salient Features of the Project
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The Rajiv Gandhi IT Park at Hinjawadi, Pune is one of the prime IT Parks in the country. It is home to 300 odd IT companies, employing around 3 lakh IT professionals. To effectively address traffic problems in Hinjawadi IT Park and nearby and enable
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ARTICLE sustainable urbanization, the Pune Metropolitan Region Development Authority (PMRDA) has undertaken the development of the “Pune Metro Line – 3” connecting Hinjawadi to the city center Shivajinagar under Mass Rapid Transit System. This is the first project to be implemented on the Public Private Partnership (PPP) basis under the Central Government’s New Metro Rail Policy 2017. The route starts from Maan, Hinjawadi, goes from Wakad, Balewadi, Baner, University Chowk to Shivajinagar and ends at District and Sessions Court, Pune. The length of this elevated metro is23.203 km. There are 23 stations on this route. • The project has been undertaken through the Public Private Partnership mode under the Concept, Build, Finance, Operate and Transfer (DBFOT) model and has been awarded to the Joint Venture of TRIL Urban Transport Pvt Ltd and Siemens Project Ventures GmbH. • A special purpose vehicle ‘Pune IT City Metro Rail Limited’ has been set up to undertake this project and is the Concessionaire for this Project. • The design capacity of this metro is 30,000 Peak Hour Peak Direction Traffic. • The cost of the project (including cost of land acquisition, relocation of service channels etc.) is Rs. 8313 crores. • In order to solve the traffic congestion at the highly bustling Savitribai Phule Pune University Square and ensure proper traffic management for the next 50 years, an Integrated Double Decker Flyover has been planned, having provision of vehicular movement at the first floor and Metro at the second. The estimated cost of the flyover is about Rs. 315 cr. • Approximate travel time for the entire route will be 35 minutes. • This is one of the first projects in the country where about 97.2% land was acquired before actual start of construction works. • Shri Vivek Kharwadkar, Chief Engineer, PMRDA is heading the project and is assisted by Smt. Rinaj Pathan, Superintending Engineer, PMRDA, Shri Bharatkumar Baviskar, Superintending Engineer, PMRDA, Shri Vyankaatesh Bane, Executive Engineer, PMRDA, Shri Mallawat, Executive Engineer, PMRDA and other officers. • The Appointed Date for the Project was declared on November 27, 2021 and the Project is expected to be completed within 40 months.
professionals and hence supporting and enabling rapid urbanization • This air-conditioned, comfortable, safe and speed mode of transport would serve around 2.61 lakh (estimated by DMRC for the year 2021) commuters daily. • In medium to long run, this will result in significant reduction in travel time, fuel costs and travel expenses along with lowering of noise and air pollution • Eventually it will help to attract more investments in the region paving way for further growth and prosperity of the region. Funding Pattern: • The Concessionaire shall contribute about Rs. 1315 cr for the development of the Project. About Rs. 4789 cr shall be funded through debt and the State Bank of India has been identified as Lead Financial Institution for the project. • The Central Government shall contribute Rs. 1225 cr during the construction phase as Viability Gap Funding. The Tripartite Agreement between the Central Government, the Lead Financial Institution and the Concessionaire is signed in May 2022. • The State Government shall contribute Rs. 90 cr during the construction phase and about Rs. 1035 cr during operations phase as State’s share of Viability Gap Funding . The Government of Maharashtra in its Resolution dated 27th August 2019 has allotted 10.6 hectare land owned by Government Polytechnic, 7.14 hectare land owned by Dairy Development Board and 4.17 hectare land owned by Pune Rural Police and Wireless Department to the Authority for monetization to meet the State Government’s share of Viability Gap Funding for the Project. • Other expenses like land acquisition, utility shifting, double decker flyover etc. shall be borne by the Authority and the State Government.
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• The Project has an Economic IRR of 17.49%. Key Benefits: • Metro is an efficient and fast mode of transport and it would effectively address traffic snarls faced by city dwellers, working
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EXPERT/GUEST OPINION
Is there any need to justify Metro Rails for Public Transport? (This article is based on the article published in “International Journal for Environment Research and Public Health, October 2017 by Department of Science, Faculty of Management Science and Technology, Open University of Netherlands.)
A
s per the prevailing practice from the year 2010 onwards Metro Rails/Transportation is being justified for a particular city based on the following: 1. Its geographical location, 2. Its population, 3. Its importance as a business city, 4. The pollution levels of the city etc. As a general practice, for creating Metro Rails Systems in a city or a state a Metro Rail Authority is appointed by Government of India as a joint venture with State Government and in a few cases with Private Organizations. Ministry of Urban and Housing Affairs deals with the projects of Metro Rails and approve these, based on the Detailed Project Report prepared by some consultants like RITES for Government of India and SYSTRA for the Private Organization.
As a general practice for approving any project, The Government of India approves the project-based its financial viability and as a thumb rule it is with an internal rate of return on investment (ROR) more than 14%. While calculating these RORs, the basic assumption is that if the population of a city is increasing and there will be a demand for additional transport system for supporting business/marketing/education/entertainment activities. This transportation load is being represented as PHPD i.e. per hour per direction, movement of passengers. Since, most of the Metro Rail projects in general considered as a development project and the visible measurement of the development of a city, most of the time the detailed project reports are prepared on the hypothetical data which does not come true in actual terms. As a result later on evaluating the Metro Project, it is observed that targeted PHPD is not achieved, either due to lack of last mile connectivity or due to another means of transportation available more frequently and with ease to reach from one point to the other.
however, it is not being adequately represented in the form of savings on Health and Road infrastructure or loss of productive manpower of the country due to respiratory system diseases. In this Article we will discuss step by step the real effect of pollution in terms of costs, which in itself justifies the Metro Rails system , even not looking at the returns in terms of Revenue, be it be Fare Collection or be it be the non-fare Revenue. 1. Selection of the Technology While selecting a particular technology for transportation following main points are kept in mind: 1) long-lasting , 2) Energy efficient/effective , 3) Self-reliant , 4) Environment friendly 5) Sustainability and the availability , 6) Acceptability , 7) Cost-effective , 8) Availability of fund and the political will
Though, the pollution is considered as one of the Major reason for justifying Metro Rails 50 | Page
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EXPERT/GUEST OPINION 2. Mobility in the Cities: What common person can perceive, as visible each one of us, mobility in a city is achieved by the means as given in the diagram below, which includes buses, taxis, private cars, trolly buses, trams and then finally the Metro. Few other modes of transportation which can be visualized within the city are subways, cableways and in few case the waterways.
As per the above picture of road, to carry 50000 passengers per hour per direction ( PHPD) , a typical city needs to have: (a) 175 metre wide road, if only cars are to be used, leaving almost no space for the trees and the greenery along the roads. (b) A 35 metre wide road, if all the person using the buses, which needs some space for the greenery and the trees. 3. Transportation Systems: Surface transportation system is broadly divided in the two important systems: (i) The Road with the Rubber Tyre : For this transportation systems examples are:(a) Tow wheelers – Bicycles Scooters, Motor Bicycles, e-Scooters etc. (b) Three wheeler - Auto rickshaw or battery e-rickshaw (c) Four wheeler – taxis, mini bus, trucks, e-cars, e-buses and electrical trucks The common features with all the above example are The Road (either asphalt of the cement) and The Rubber Tyres (mainly made of vulcanized rubber).
(c) A 9 metre wide space, for metros giving sufficient space for the greenery and trees. The diagram is given below” 5. Analysing the Pollution Pollution in the city is basically of two types:(i) Exhaust pollution (ii) Non-exhaust pollution It can be seen from the diagram above, that the exhaust pollution is about 14% of the total pollution created and the non-exhaust pollution, which is created by brake wear, tyre wear, road wear and wheel suspensions, amounting to 86%. It gives a glimpse of PM emissions from vehicle i.e. the exhaust and the non-exhaust emission in Delhi. From this diagram, it can be seen that the exhaust emission is 4.5 units, whereas dust resuspension is 25 units.
(ii) The Rail Road with Steel Tyres. For this transportation systems examples are:(a) For Passenger Transportation Indian Railways/Metro Rails/ Metro Lines/Tram (b) For Goods Transportation Indian Railways and the Dedicated Freight Corridors 4. Why ? Avoid Personal Vehicles: Personal vehicle takes a large space on city roads. A comparison of space requirement for different commuting choices reveals that car takes up significantly more road per person than buses or bicycles. A diagram showing 50 person movements as a pedestrian and as individual cars is given as follows:
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6. Why eliminate Rubber Tyres: The Tyre wear the effect on the human health is considered as most lethal due to the generation of micro-plastics during the movement of tyre over road. Rubber Tyres are basically the worst plastic polluter of the environment which a common person has never thought of. Since the Tyres are made of natural rubber |
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EXPERT/GUEST OPINION and plastic, it is easy to miss just how much they contribute to pollution in our ocean. 7. Environmental Hazard: In the year 2015 the global production of thermoplastic is recorded as 322 million tonnes. As per the study conducted in the year 2010 the plastic which ended up in the ocean is about 12.7 million tonnes. Pollution of the environment with plastic is recognized as serious global threat because it affects not only the human health but the aquatic organism as well as finally the economy. Tyre wear and tear is considered as stealthy source of micro plastics in our environment which can only be addressed effectively, if the knowledge gaps on quantities and effects are being closed and creative technical solutions are being sought. 8. Production of Tyres: Rubber Tyres are basically produced by using Natural Rubber and the Crude Oil as the raw material. It is made of about : i) 19% Natural Rubber ii) 24% Synthetic Rubber
9. Size of the Problem: A picture taken from the satellite over the Saudi Arabia shows that the tyre dumps can be seen as a huge structure even from the space . The photograph taken by the satellite from the space is shown in Figure A and the photograph taken from the ground is shown below as Figure B. From the Figure B it appears almost like an ocean of tyre, having the horizon line meeting the sky. Figure C shows a glimpse of the disposal process by burning the tyres, this creates pollution amass.
iii) 57% Other Plastics and steels. iv) 7 gallons of Crude Oil is consumed ( for one set of Car Tyre ) v) 22 gallons of Crude Oil is consumed ( for one set of Truck Tyre) Producing Tyres has a monumental environmental effect Like :i) Deforestation ii) Climate harming fossil fuels burning As the Rubber Tyre wears, it throws the tiny plastic polymers that often end up as pollutant in the ocean and the water ways. A bar diagram depicting non-exhaust emission in the range of PM 2.5, 2.5 PM to PM 10 and pm more than 10. Scale is given in milligram (mg) per kilometre. It is seen from the chart given below, small car generates particulate matter from non-exhaust emission in the range of 7 mg/km to 16 mg/km. Out of which PM 2.5, which is considered as the most lethal for the human being is in the range of 3 mg/km up to 7 mg/km. It can be seen that the worst effect is created by the road wear. This varies from 9 mg/km to 22 mg/ km and generates from 3 mg/km to 6 mg/km, in the range of PM 2.5. On an average emission is 5 mg/km in the range PM 2.5.
10.The story of Rubber Tyre: The manufacturing of rubber tyre has started with the development of the process that makes natural rubber more flexible and durable commonly known as vulcanization, which has been invented by Charles Goodyear in the year 1839. In the year 1888, the first air filled pneumatic tyre for bicycle was invented by John Dunlop. In the 1911 first successful car tyre was invented by Philips Strauss. The modern tyres are made of synthetic rubber, wire, plastic based fabrics and other materials to give it the strength to survive the load up to its life span. 11. Tyre wear generation scale: As per the report of tyre steward Manitoba, Canada published in 2013, found that passenger like truck tyres lost nearly 2.5 pound of rubber during their service life on an average 6.33 years. Another study of Mr. Kohl found that American produces
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EXPERT/GUEST OPINION the most tyre wear per capita and estimates that overall tyre in the US alone produces about 1.8 million tonnes of micro plastic each year. One of the interesting studies done by Mr. John Weinstein, done on the shrimps in lab setting. While the shrimps are exposed to tyre particles, it ate the particles which got stuck in its gills and shrimps die. But, in most of the cases shrimps able to ingested the particles, which were build up in the guts of shrimps.
If we see the number of vehicles multiplying on the roads has increased from 25 million in year 1940 to 1200 million in the year 2020, chart is given below:-
12. Estimated Pollution Levels: The study was conducted on all the three types of roads: (a) Urban , (b) Rural and (c) Express/Highways It is also taken in account that the very open asphalt/concrete captures the wear and tear in its pores. It has come out from this study; conducted over 13 main countries that the estimated amount of wear and tear for all the three types of roads is about 17300 tonnes per year. Considering that about 95% of these wear and tear particles are captured by very open asphalt/ concrete. We end up with 8900 tonnes tyre wear per year in the form of the particulate matter that is released in the environment. As the study was conducted over three years, the estimated amount per year is about 8834 tonnes. The study conducted over 13 major countries reveals that we can put four countries Netherlands, Sweden, Norway and Denmark in a little greener zone, where the wear dust emission remains less than 1% of the total wea dust emission worldwide, the table is given below:-
13. Pollution cycle of Tyre Wear Particles: When a vehicle with rubber tyre runs on the asphalt/cement road total wear and tear is estimated as 15013 tonnes out of which 1040 tonnes go in to the air 8768 tonnes remain trapped in the asphalt. And 13337 tonnes are washed away during the rainy season to waste waster treatment plant and about 520 tonnes directly go in to the river. Out of the total 1337 tonnes going into water treatment plant, about 523 tonnes is discharged in the river as affluent. About 1040 tonnes emitted in the air transferred through the rain above ocean about 261 tonnes, which consumed by marine lives, finally the human being is exposed to this pollution by way of inhalation 3-7% of PM 2.5 from tyres and the exposure by consuming the sea food is yet to be estimated. Diagram is given below:-
Next slot is again of four countries, Germany, UK, Italy and Japan, where the wear dust emission worldwide remains between 1% to 5%, the table is given below:-
Next comes the Orange Zone, in which two countries, Brazil and our beloved country India falls in that range where wear dust emission remain from 5% to 6%, the table is given below:-
The finally the worst polluting countries are China, USA and Australia. Surprisingly, the Australia is worst polluter followed by USA and China. 36.69% of total pollution of tyre wear dust created worldwide is by Australia only, table is given below:-
14. PM 2.5 Particles As per the research, it is seen that PM 2.5 particles can stay in the air for days or weeks and travel more than a 1000 km. As per the study done by Katzel and colleagues estimated that 5085% of total traffic pm 10 emission originates from non-exhaust sources. 15. Health Effect: As already explained above to human beings and the echo system, especially the marine life is getting directly affected from the microplastics, released in the environment. Other
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EXPERT/GUEST OPINION leaving being near river are affected by the direct intake of water through the river without filtration. Animals like, Dear, Goat, Ship, Cow and Buffalo are the worst affected. Important commercial sea foods species like, mussels and oysters are seen to be affected during lab experiments, which have been consumed by human being in large quantity. It is yet to be exactly ascertained the effect of consumption of polluted commercial sea food by human being, that’s due to air pollution. Global Burden Disease Study 2015 puts the number of global deaths from all outdoor air born particle methods as 42 lakhs, out of total death in India bout 30.7% of death can be attributed to air pollution that which means about 25 lakh people die every year in India due to the air pollution. Air pollution is the 2nd biggest health risk in India, annual economic cost over $150 billion. The bar diagram shown above, gives the figure in lakhs person (of 14 years of age and above) die starting from 13.33 lakhs in 1990 and going up to 16.67 lakhs in 2019 (the total reported death due to Covid-19 in India are mostly those persons, who
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were already having one or other ailments related to respiratory diseases due to the air pollution). The Study done by , the World Health Organization shows that, due to air pollution PM 2.5, the estimated deaths are about 30 lakhs people globally in the year 2012 itself. This suggests that tyre wear and tear may contribute to the health burden due to air pollution. This stresses the urgency of identifying those components in PM 2.5, which instead of polluted use contaminated contribute most to its detrimental heath effect, to understand the actual effect unambiguously due to PM 2.5 emitted out of rubber tyre wear and tear. Exposure to organic tyre wear and tear abstracts lab to genotoxic effect due to oxidative stress in human lungs cell line. 16. Various Mitigation measures: The movement we think about mitigation measures, immediately a the thought of recycling comes in our mind. Scrap tyres can be used to produce fuel and also as construction material for roads and other application, however, if we keep on promoting recycling of a product, we are not really attacking on
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EXPERT/GUEST OPINION the main problem i.e., to reduce a number of tyres on the road. Second thought which comes to us obviously, is to reduce the production of tyres. From the figure given below in can be that by the concentrated effort by all organizations the production of tyre has reduced from 10000 billion tyre to 60 million tyres in the year 2017. However, still it is not the an indicator that the number of tyres on the roads has reduced as the re-trading of tyre has started with increase in price of tyre due to reduction in the production scale. It may be noted here that re-trading process itself is hazardous process and the wear rate of re-traded tyre is faster than the original tyre. Therefore, it is not going to eliminate the problem. Considering that 28% of microplastics in the ocean comes from the tyre shading synthetic rubber as the wear down. We need to think of another alternative, few of them are discussed below:
wear and tear, owing to its more weight than that of a Diesel or a Patrol Car. Therefore an electrical car, even if the whole world switches over to Nuclear Power Generation creates pollution due to the wear and tear of tyres, brakes and the roads. A picture of one pile up of scrap batteries is given below:-
(i) Wear Resistant Tyre Wear and tear of tyre is not explicitly covered by any European regulation. The introduction of the new regulations, aiming at the reduction of wear and tear are needs to be introduced, in which the different regulatory requirements are to be imposed on tyres, which are interrelated.
iii) Self-Driven Cars
Within the tyre technology there is a concept of magic triangle i.e., the relationship between rolling resistance, slip resistance and the wear resistance. If anyone improves, it will lead to the deterioration of the other. Therefore, an improved wear resistance tyre would result in a poor rolling resistance and slip resistance. This means that a compromise has to be sought between fuel consumption, safety and durability, considering the environmental effects.
Due to the various feature of self-driven cars, having controlled acceleration and smooth turns on curves, it consumes less fuel per kilometre and generate less amount of PM 2.5 pollution, because of its less wear and tear of tyres, however, the magic triangle between rolling resistance, slipping resistance and wear resistance resulting in higher priority for wear resistance and thus, less wear and tear, but leading to more rolling resistance and slipping resistance.
(ii) Electrical Cars:
iv) Construction of Sewer and Waste Water Treatment Plant to avoid Water Pollution
General misconception is that, by using electrical cars the pollution is controlled. Here comes the concept of visible pollution and invisible pollution. a) Visible pollution is that which, we can see emitting out with our naked eyes and apparently it looks like pollution starting form emission coming out of a car or a truck and the emission coming out of our sacred Agarbatti and Dhoopbatti. These all comes in the range of visible pollution. b) Invisible pollution is that, which can’t be seen from the naked eyes , as either its origin is out of the range of our eyes or it is not in the visible spectrum of light, like, if a diesel car with Bharat-IV Standard, we can see some smoke is coming out from the diesel car, though almost negligible, but visible. Whereas the pollution created by electrical car is normally not visible as it is creating pollution far away from where it is running. Pollution created in the manufacturing of batteries, pollution created by the battery scrap and the major pollution created by the Power Plants (mainly thermal), where the electricity is being generated. Irrespective of pollution is generated in Delhi or it is generated in Korba , finally this pollution remains in our environment. As regard the invisible pollution, electrical cars create more pollution in PM 2.5 range than a diesel car due to its higher tyre
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Amount of tyre wear and tear dust as already been explained above is in the range of 8900 tonnes per year i.e., released in the environment in air as well as in water. Therefore, the water pollution can be contained, if sewer and waste water treatment plant are constructed and used effectively, however this would require a substantial increase of WWTP capacity and thus, the more expensive. Collection of runs of and temporary storage in a sedimentation basis can take care of the larger particles but PM 2.5 range particles remain suspended and pass on the discharge water of WWTP. v) Open Asphalt Concrete The pavement material is an important factor in tyre wear and tear. This can be design to reduce wear. Designing roads using vary open asphalt concrete could reduce emissions while catching the force part of the tyre wear and tear. From the above it can be concluded that tyre wear and tear stealthy source of micro-plastics in the environment, which can only be addressed effectively, if the awareness creases, knowledge gaps are being closed and creative solutions are being sought. This requires a global effort from the stack holders, consumers, regulators, industries and researchers.
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EXPERT/GUEST OPINION 17. Indian Budget Figures of 2022:
fast implementation will be encouraged for building Metro Systems of appropriate type and scheme” (iv) National Ropeway Developmental Program, hear also as per Finance Minister “For difficult hilly these works will be taken up on PPP mode”
17.1. Health Care : a) From the Budget Statement of year 2022-23, it can be seen that the budget allocation in the 2021-22 and 2022-23 are huge as given below:
From the above it can be seen that the Road Transport, which is creating more pollution in terms of micro-plastics has been allocated more budget than that for the Railways, the RRTS and the Urban Transport, which if promoted in a huge way are going to reduce the Health Care Budget in the long run, a majority of the health care budget is consumed in the treatment of Respiratory System related disease.
(i) Year 2021-22: Rs.73932 crores, revised to Rs.86000 crores. (ii) The budget for 2022-23 is Rs.86200 crores b) Other than the above, direct allocation to the health care system the budget is also provided through National Health Mission as given below: (i) Year 2021-22: Rs.34447.14 crores (ii) Year 2022-23: Rs.37000.23 crores
Proliferation of the Urban Transport, the Dedicated Freight Corridors and the Dedicated Passenger Corridors is going to reduce the burden on the Health Care infrastructure. Whereas, if more and more Road Transportation is created by allocation more budget every year it is going put more and more burden on the Health Care, in the coming years.
c) In addition to the above, by way of Pradhan Mantri Swasthya Suraksha Yojna, medical health care related expenditure is as given below:
18. Conclusion: For the year 2022-23 as per the budget allocation as discussed in Para 17 above Total Health Budget is Rs. 133200.23 Crs , Road Budget is Rs. 199108 Crs and Total Rail Road Budget including RRTS is Rs. 144537 Crs.
(i) Year 2021-22: Rs.7400 crores (ii) Year 2022-23: Rs.10000 crores 17.2 Budget on Road Transport:
37% the Health Budget goes in treating diseases related to respiratory systems excluding TB. If we reduce the number of vehicles on the road and increase the Rail traffic, this Budget can be reduced slowly. By increasing Budget for Rail transportation the pollution will reduce, leading to reduction in the respiratory diseases.
If we see the budget allocated for the road transport the creation of roads and bridges across Indian Territory for the purpose of transportation of goods and passengers, budget is as given below: (i) Year 2021-22: Rs.131149 crores (ii) Year 2022-23: Rs.199108 crores
As on date if we assume NIL expenditure on respiratory diseases then we get Rs. 49284 Crs . for investment in Metros and RRTS , which is 10 times of the budget presently allocated. Increasing more and more rail travel will reduce the burden on health care. This will lead to reduction in Road Budget as less number of Roads will be required. If we just take away 20% of Road Budget to RRTS i.e. Rs. 3982 Crs , which will double the pace of creation of RRTS , reducing the need of new Express Highways . This becomes a regular cycle of Improvement and in next 10 Years we will be having cleaner air and much less respiratory diseases.
In percentage the budget allocation from 2021-22 to 2022-23 is about 52% higher, however figures for actual expenditure in percentage of allotted budget from 2012-13 starting from 73% and continuously increasing in 2015-16 to 103%, 2018-19 to 209% and 2021-22 to 111%. The graphical representation is given below:-
We have seen the various means of transportation for mobility in the city, we have also seen the advantage of Metro/Suburban Transport in place of City Buses or the Individual cars. Therefore, we can conclude here that, “We must go for more and more Metros/Suburban Rail Transport in Indian cities and also promote High Speed/Semi High-Speed Rail Transport System for intercity transportation rather than spending more on the Roads and Expressways and its related infrastructure. Authored By H K RAGHU Executive Director Coordination Urban Transport & High Speed RDSO, LUCKNOW
17.3 Budget allotted to Railways and Urban Transport: (i) Railways 2022-23: Rs.140367 crores (ii) RRTS 2022-23: Rs.4170 crores (iii) Regarding Urban Transport, in the budget statement as per Finance Minister “Innovative ways for financing and 56 | Page
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Sep. 20-23, 2022
InnoTrans 2020
Berlin, Germany
Oct 12-14, 2022
PowerGen India
IECC, PRAGATI MAIDAN, NEW DELHI, INDIA
Oct 19-21, 2022
RailwayTech Indonesia 2022
JIExpo Kemayoran, Jakarta
Oct 22-24, 2022
Smart Transit USA
Denver, US
Nov 08-Nov 10, 2022
Intermodal Europe 2021
RAI AMSTERDAM
Nov 23-25, 2022
METEC India, Wire India, Tube India, India Essen Welding & Cutting Expo
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Tube India
Mar. 27-29, 2023
8th Smart Cities India 2021 Expo
May 23-24, 2023
Bombay Exhibition Centre in Mumbai, India
Pragati Maidan, New Delhi, India The LaLit, New Delhi
InnoMetro 2023
June 04 - 07, 2023
UITP Global Public Transport Summit
Sep 06-07, 2023
8th Railway Forum
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BARCELONA, SPAIN Berlin, Germany
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Multi Location
Refer Document
18-07-2022
Madhya Pradesh, India
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18-07-2022
Supply, Installation, Testing And Commissioning Of E&M Works For 20 Elevated Stations-Sarthana, Nature Park, Varcha Chopati Garden And Shri Saminarayan Mandir Kalakun On Corridor1, Corridor 2 In Connection With Surat Metro Rail Project Phase 1 Package Em 2.
Gujarat, India
Refer Document
18-07-2022
Supply,Installation,Testing And Commissioning Of E&M Works For 20 Elevated Stations – Sarthana, Nature Park,Varcha Chopati Garden And Shri Swaminarayan Mandir Kalakunj On Corridor-1 And Bhesan, Botanical Garden, Ugat Vaarigruh, Palanpur Road, L.P.Swani School, Performing Art Centre, Adajan Gam, Badri Narayan Temple, Athwa Chopati, Majura Gate, Udhana Darwaja, Kamela Darwaja, Anjana Farm, Model Town, Magob, Bharat Cancer Hospital And Saroli On Corridor-2, In Connection With Surat Metro Rail Proje.....
Gujarat, India
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For Electrical And Mechanical Works Comprising Of Hydraulics, Fire Safety Systems, Ups And Dg Sets For Seven Underground Stations And Associated Tunnel Sections In Reach 6 Of Bangalore Metrol Rail Project.
Gujarat, India
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Tamil Nadu, India
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E-Tendering For “Design, Supply, Installation, Testing And Commissioning Of Two No Of Blow Down Plant For Ahmedabad Metro Rail Project Phase-I
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INR 2.19 CR
30-07-2022
Design, Supply, Installation, Testing And Commissioning Of Two No Of Blow Down Plant For Ahmedabad Metro Rail Project Phase-I
Gujarat, India
Refer Document
30-07-2022
Electrical And Mechanical (Em) Works Comprising Of Hydraulics, Fire Safety Systems, Ups And Dg Sets For Seven Underground Stations And Associated Tunnel Sections In Reach-6 Of Bangalore Metro Rail Project- Phase-Ii.
Karnataka, India
Refer Document
30-07-2022
Design, Supply, Installation, Testing And Commissioning Of Two No. Of Blow Down Plant For Ahmadabad Metro Rail Project Phase-L".
Gujarat, India
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Inspection And Maintenance (Preventive/Corrective/Break Down ) Of Various Assets (Track, Viaduct, Stations, Civil Structures , Over Head Equipment (Traction), Power Supply Installation, Electrical & Mechanical Systems) Of Nagpur Metro Rail Infrastructure Of Maha - Metro Covering All Stations & Viaducts Over 39 Km Route Length, Two Rolling Stock Depots At Mihan & Hingna And All Other Buildings / Structures Of Maha-Metro For A Period Of 4 Years. Notice Inviting Tender Notice Inviting Tender Corrig.....
Maharashtra, India
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30-07-2022
1 Leased Space For The Pd Area At The Tis Hazari Metro Station (Project Site) Is Proposed To Be Given On Lease Basis Through This Bidding Process On "As Is Where Is Basis" As Demarcated In The Plans Placed As Annexure - 6.
Delhi, India
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28-07-2022
TENDER DETAILS Corrigendum : Supply Of Inverter Module Of Aux Converter For Medha Rake Of Kolkata Metro As Per Medha Price List Code No. Sp676201037. Design, Manufacture, Supply, Installation, Testing And Commissioning Of Two Numbers Of Automatic Cnc Underfloor Wheel Lathe And Four Numbers Of Electric Shunter For Depots At Bhopal Metro And Indore Metro Rail Projects
Corrigendum : Ramp And Works Other Than Diaphragm Wall Of One Underground Station At Thiruvanmiyur Metro In Corridor-3 Of Cmrl Phase-Ii Projec
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Request For Proposal For Selection Of Digital Entertainment Service Provider Desp For Delivering Content On Demand Cod Services On Build Own Operate Boo Model For Indian Railways
Delhi, India
INR 630.00 CR.
01-08-2022
Rfp For Selection Of Digital Entertainment Service Provider For Delivering Content On Demand-Cod Services On Build Own Operate Boo Model For Indian Railways
Delhi, India
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Supply Of Kit Of Compreg Clamp & Packing Consisting Of 2 (Two) Items For Lhb Coaches. Item No (1) Compreg Clamp & Packing To Rdso Specn. No.C-9407,Type-I (Rev-3) Of Feb 2007 With 03 Amendments -Last Amendment No.03 Issued In August 2016 (Corrigendum No. 1 Of June 2015) To Indian Railways Drg.No. 3.10113.0.09.095.009. Qty.-40 Nos./Set Item No (2) Compreg Clamp & Packing To Rdso Specn. No.C-9407,Type-I (Rev-3) Of Feb 2007 With 03 Amendments -Last Amendment No.03 Issued In August 2016 (Corrigendum .....
Bihar, India
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01-08-2022
Transportation Of Railway Material Including Loading And Unloading, From Any Consignee Or Railway Unit Of Indian Railway To Rwss, Raipur Or Vice-Versa For A Period Of 24 Months
Chhattisgarh, India
INR 45.56 Lacs
29-07-2022
Supply Of Improved High Tensile Tight Lock Centre Buffer Coupler With Aar "H" Type Head And Balanced Draft Gear For Fitment On Bg Passenger Coaches Of Indian Railway.
Maharashtra, India
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27-07-2022
Bihar, India
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25-07-2022
Supply And Installation Of '48 V, 25a (2+1) Smps Power Plant For Indian Railway Telecom Equipment With Fr/Fc Module As Per Rdso Spec. No. Rdso/Spn/Tl/23-1999 (Ver 4.0) Or Latest.
West Bengal, India
Refer Document
20-07-2022
Startups For Railways- Aims To Leverage Innovative Technologies Developed By Indian Startups/Msmes/Innovators/Entrepreneurs To Improve Operational Efficiency And Safety Of Indian Railways
Tamil Nadu, India
Refer Document
20-07-2022
Andhra Pradesh, India
INR 5.74 CR.
19-07-2022
Supply, Installation, Commissioning & Testing Of Da Set 500kva (336 Kw), 750v, 3 Ph For Power Car With Control Panel To Rdso Specn.No Rdso/Pe/Spec/Ac/0084-2008 Rev.1 With Residential Silencer As Per Clause No. 2.6 Of Rdso Specn.No. Rdso/ Pe/Spec/Ac/0084-2008 Rev.1. Manufacturer Shall Ensure That Engine Supplied To Indian Railways Must Be Complied To Latest Cpcb Norms For Emission On The Date Of Supply. The Supplied Engine Shall Be Installed In Existing Power Car Equipped With Kta-19g5 Engine. Mo.....
Orissa, India
Refer Document
18-07-2022
Work Of 220 Kv Power Supply To The Extent Of 30 Mva For 22025 Kv Ac Tss At Uran By Establishment Of 220 Kv Feeder Bays & Metering Bays Ets. & Making Lilo On Existing 220 Kv D/C Uranjnpt Line At Loc. `10 Under Ddf For M/S Indian Railways'.
Maharashtra, India
INR 15.27 CR.
Refer Document
Delhi, India
Refer Document
15-07-2022
TENDER DETAILS
Supply Of Non- Asbestos Based K-Type High Friction Composite Brake Blocks For Emu Stock Of Indian Railways Pl No 31316001 Spec: C-9508(Rev. 03, With Amendment-01) Drg: Sk-80029 Alt-4
Anti-Corrosive Painting Of Rail On Running Track With Bituminious Emulsion As Per Indian Railway Permanent Way Manual Between Palasa-Vskp-Duvvada & Vizianagaramdonkinivalasa Under The Jurisdiction Of Sr. Divsional Engineer/East/Waltair & Sr.Divisional Engineer/South/Waltair In Waltair Division.
Open E-Tender On Single Packet System For Leasing Of 01 Slr In Tejas Express Train No.82501 Front Slr Ex Lucknow Jn Ljn To New Delhi Ndls And Train No.82502 Rear Slr Ex- Ndls To Lucknow Jn Ljn On Round Trip Basis Having Carrying Capacity Of 3.9 Tonnes From A And B Category Registered Lease Holders Of Indian
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METRO RAIL NEWS -JUNE 2022
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