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INNOMETRO
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Vol. VI | Issue 65 | May 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
Harshita Jain Director at Consulting Engineers Group Ltd
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
Going the export way, being self-reliant, preparing for the future
I
ndia’s goal of creating a $5 trillion economy by 2024 is inextricably connected to a focus on exports. With the majority of the world’s manufacturing concentrated in global value chains, India’s efficiency and growth could benefit from a focused policy move toward integration with key global supply chains. India’s effective export strategy could be the key to achieving the requisite double-digit growth and propelling the country forward in this globalised world.
It is time for our country to play a critical part in the current dynamic economic landscape, keeping in mind the notion of Aatmanirbhar Bharat, or self-reliant India. Self-sufficiency requires reducing bottlenecks at various stages of the export process in order to become internationally competitive. India’s export business has enormous potential as a viable alternative supplier for some of the world’s largest economies. To fully exploit this potential, India must engage its states and union territories as active players While most countries are going inward in the country’s export operations. This in this crisis-stricken world, India should would be accomplished by developing seize this opportunity to expand its an enabling environment, putting in place manufacturing capacity in order to fulfil the necessary institutions, eliminating future global demand requirements. bottlenecks, and incentivizing exports. India’s exports would need to be expanded through a variety of governmental Even in difficult times, such as when mechanisms, including increased Ease- the world was grappling with Covid-19, of-Doing-Business (EoDB), promotion of Indian states responded by increasing size and scale, and adaptation to global production of key products through norms. The Hon’ble Prime Minister’s effective national collaboration. The largegoal of making each district into an scale production of products like personal export hub has been sought to achieve protective equipment (PPE) kits and this export-led economic strategy. To hydroxychloroquine (HCQ) demonstrates identify export potential and create their this. institutional frameworks, the essential legislative adjustments would necessitate The second edition of InnoMetro- 2022 close collaboration with states and union would be the major attraction of this territories. month, to be organised at Hotel Lalit, New Delhi on 23rd & 24th May. The mega From USD275.9 billion in 2016–17 to event conducted by Symbroj Media group USD303.5 billion in 2017–18 to USD331.0 attended and facilitated by Tech Experts, billion in 2018–19, India’s merchandise leading Managers, CEOs & Industry exports have increased. The Covid-19 key players all across is already popular dilemma, on the other hand, has and discussed the event. The event thrown a huge blow to the current fiscal focuses on making efforts and helping situation. This will have an impact not find out innovative and insightful ideas only on the national economy, but also on technology and innovations, newer on the global economy. As a result, concepts and path leading policies and India’s exports decreased by 60% in April views by participating delegates, speakers 2020. Furthermore, the epidemic caused and attendees for works being done in widespread disruption in global supply Metro, Railway, RRTS, High-Speed Rail and chains and demand, leading to order Allied Industries. cancellations. Despite this setback, India’s commerce and exports must recover and We solicit your presence at the event. regain the route to recovery and growth. Wishing you happy reading for this month’s issue. Rising exports must be a key part of India’s development plan, especially since exports are one of the four pillars—the other three being human resources, investments, and governance—that the country has relied Narendra Shah on to accelerate its growth since the 1990s Managing Editor economic reforms. Metro Rail News (A Symbroj Media Publication) E-mail: editor@metrorailnews.in
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CONTENTS
May 2022 | Issue #65
06
BY METRO RAIL NEWS
30
46
EDITOR’S NOTE
PROJECT OF THE MONTH
GLOBAL / TRENDING
Going the export way, being selfreliant, preparing for the future
AGRA METRO : WORK IN PROGRESS
Data-Driven Decision Making in national Transporter
10
50
NEWS HIGHLIGHTS
FEATURED PROJECT PATNA METRO
18 COVER STORY Indian Railways: Making significant strides towards sustainable and efficient rail mobility
24
40
ARTICLE
FOCUSED SYSTEM QR Code enabled Ticketing Making ways for contactless ticketing in IR
62 EVENT
63
EXCLUSIVE INTERVIEW 19
56
23
TENDERS LIVE 46
Mr. Rohit Saboo
Shri. Jitendra Tyagi
President & CEO, NIE
MD, UKMRC
56
18
59
Everything Logistics
TM
Customer-Centricity
Socially Responsible World
India's Future
Innovation and Excellence
TM
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News Highlights Metro Rail
Delhi Govt. approves multimodal integration projects at IIT, Panchsheel Park metro stations Delhi government on Friday, 6 May has approved the construction of two multimodal integration (MMI) projects at the IIT metro station and Panchsheel Park metro station. The project intends to decongest the roads near metro stations and provide facilities such as last-mile connectivity. As per the Delhi government, the project will boost convenience for the people, and the passengers travelling in the metro train, bus or taxi will not face any problems in reaching anywhere in the city. After the Public Works Department (PWD) and Delhi Metro complete their part of the project, the transport department will work on the other modes of transport. The cost of this project is estimated at Rs 46 crore, meanwhile, PWD minister Manish Sisodia has said that the united efforts of PWD and Delhi Metro Rail Corporation (DMRC) on the initiative actually reduced the cost of the project. Various agencies will work on the project together as the spaces outside the metro station fall under the jurisdiction of different government bodies such as PWD and the municipal corporations. Lieutenant governor Anil Baijal has directed DMRC to prepare a detailed MMI plan for the various agencies to implement in their areas.
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Chhatarpur metro station to get underground interchange station soon The Chhatarpur Metro station on the Yellow Line which is a stretch from Samaypur Badli to Huda City Centre is going to get an underground interchange station which will link it with the upcoming Silver Line (Tughlakabad to Aerocity), The Delhi Metro Rail Corporation (DMRC) officials said that the two stations will be connected through a subway. “The Chhatarpur Metro station will become an interchange station in Phase 4 to facilitate inter-connectivity between the Yellow line and the Silver Line. While the existing Chhatarpur station is elevated, the new station will be an underground one and a subway will connect the two adjoining stations… The interchange facility will be provided via entry gate number two of the existing Chhatarpur Metro station,” said Anuj Dayal, principal executive director, corporate communications, DMRC, adding that the proposed station will be built 18 metres below the ground level and will have the platform at the bottom, followed by the concourse and then the roof level at the top, HT reported. In 2019, The Chhatarpur Metro station was renovated as part of an elaborate multi-modal integration (MMI) project of the Delhi Metro, which included parking bays for public transport, landscaping and the construction of walkways and an amphitheatre outside. Chhatarpur is also the only station which is built using prefabricated steel structures.
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MetroRide launches E-autos for Hyderabad Metro Rail MetroRide which is the artificial intelligence (AI) enabled ride-hailing mobility platform, has launched electric auto services for Hyderabad Metro Rail to provide first and last-mile connectivity. The e-auto service was launched besides Hyderabad Metro Rail Limited (HMRL), L&T Metro Rail (Hyderabad) Limited (LTMRHL) and with support from WRI India (World Resources Institute) and UK charity Shell Foundation. The event was held at the Parade Ground Metro Rail station and the services will also be available at Raidurg. The e-auto facility will be extended to other stations in the coming days. These e-rickshaws will provide connectivity to the areas within a 5-km radius of the Parade Ground and Raidurg stations, and the minimum charge for the ride will be Rs 10. As per a statement, a survey was conducted which showed that 38 per cent of those who do not use the Metro Rail services stay away because of the lack of an affordable, accessible and reliable first and last-mile service from the metro stations. This new service is launched to rectify the problem and aims to serve one million customers in the first year.
Service between Kochi Metro’s Petta and SN Junction to start in June The service between Kochi Metro‘s Petta and SN Junction is expected to start in June, according to officials as they are gearing up for trial runs from the end of this month. Meanwhile, the construction of the stations on the Vadakkekotta and
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NEWS HIGHLIGHTS Mishra told the EIB team that the state government is committed in completing all the Metro projects on time. He said a project monitoring system had been put in place to ensure the timely completion of all the projects in the state.
SN Junction stretch is going to complete soon. The speed trials on the tracks have been completed however the Metro Rail Safety Commissioner’s final inspection is expected to be held in May. The officials said that the fire inspection of Vadakkekotta and SN Junction stations is scheduled for the last week of April. This Petta-SN Junction stretch is being implemented directly by Kochi Metro Rail Ltd whereas the Delhi Metro Rail Corporation was in charge of the first phase till Petta. Once the services are extended to SN Junction, the city will have a total of 24 metro stations. Meanwhile, the work under Phase 1 (B) extension from SN Junction to Tripunithura is also moving forward. About 85 per cent of land acquisition for this stretch has been completed and almost 68 per cent of the piling work for the new Metro station and 30 per cent work for track construction have been completed.
EIB team visits chief secretary, discusses Gorakhpur and Agra metro projects The European Investment Bank (EIB) delegation consisting of Zoltan Donath, Angeliki Kopsacheili, Esmeralda Francisco, Alexandre Heimann, Heloise Gornall-Thode, Srabani Sengupta and led by Catherine Ashton, visited chief secretary Durga Shankar Mishra on 14th April and discussed the current Metro rail projects which are under construction or planning in the state.
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He further said that apart from the extension of Lucknow and Kanpur Metro, work on the metro in Agra was in full swing while the work for light Metro would start very soon in Gorakhpur. The European Investment Bank (EIB) has expressed its interest to partner with the government of Uttar Pradesh to implement the Gorakhpur Metro Light Rail project.
Vellayil gates have also been completed. Tender proceedings are progressing for the Palli and Nilamboor yard gates. The ROBs’ construction is being carried out as per the MoU signed between the state government and the railway ministry last July. The construction cost of these ROBs will be handled equally by the state government and the Railways.
Indian railway NITI Aayog approves PuneNashik Semi High-Speed Rail: Raosaheb Danve
Railway Board approves construction of 27 ROBs in Kerala The Railway Board has given K-Rail the approval for the construction of 27 Railway over Bridges (ROB) which will help in tackling the traffic in the state. The construction of overbridges will be a major development initiative which will be executed by K-Rail, which is also implementing the SilverLine semi-highspeed rail project. Previously permission for 5 ROB was given last September. These are the Palli gate between Puthukkad and Irinjalakkuda stations; Thrippakkudam between Ambalappuzha and Harippad; Pattikkad between Angadippuram and Vaniyambalam; and the Nilamboor yard and Ezhimala gates between Payangadi and Payyannoor stations. Now, permission has been given for the remaining ROBs. The social impact assessment, ahead of land acquisition, for 7 ROBs has already been completed for which reports were submitted to the respective district collectors as well. Other than 5 ROBs in the starting phase, SIA for the Uppala and
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The Pune-Nashik Semi High-Speed Rail has been approved by the NITI Aayog, Minister of State for Railways Raosaheb Danve informed on Friday, 29th April. Now the project has gained speed and will go to the Union Cabinet for final approval. Land acquisition has also started after the project received approval from the state government as well as the Railway Board. This route will require 1,470 hectares of land in 102 villages. A joint survey for land acquisition and alignment in villages is being completed. Land acquisition has been done in five villages and they have been given proper compensation. As per the project, as soon as the high-speed train leaves Pune railway station, it will run on the elevated route to Hadapsar. After that, it will run from Hadapsar to Nashik railway station. The train will stop at Chakan, Manchar, Narayangaon, Alephata, Sangamner, Sinnar and Nashik. The train will run at a speed of 200 kmph on this route and can reach a maximum speed of 250 kmph. The total cost of this project is Rs. 16,039 crore. The inclusion of the railway budget in the central budget has been beneficial. Between 2009 and 2014, Maharashtra received Rs 1,100 crore. But this year, Rs 11,000 crore has been given to Maharashtra, said Danve.
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NEWS HIGHLIGHTS
Vande Bharat train services to start in Thiruvananthapuram soon Kerala is all set to get Vande Bharat Express that will serve from Thiruvananthapuram division. The state will receive two rakes, one unit comprising 16 passenger cars with a seating capacity of 1,128. The Railway Board has directed authorities to start preparations for the service in Thiruvananthapuram. A facility will be constructed in the division for managing and repairing the two rakes. Due to existing railway track conditions in Kerala, Vande Bharat Express trains will not be able to run at the anticipated speed, therefore the Ministry of Railways has decided to run trains through Kerala even if the speed is reduced a little. Construction of specially designed Vande Bharat trains is undergoing at the Chennai Integral Coach Factory. The construction of the first train will be completed by August. The railway is planning to provide 75 trains to various railway zones before August 2023. The Thiruvananthapuram division will receive train in the second phase.
Mumbai-Delhi travel time to be reduced by 33% by March 2024 The travel time between Mumbai and Delhi will be reduced by more than 33 per cent after March 2024 as the Railway is targeting to complete the up-gradation of Mumbai Delhi routes up to 160 kmph. Rajdhani is presently the fastest express train for the Mumbai-Delhi route which covers 1,386 km distance in 15 hours 40 minutes at a speed of 89 kmph. The project is being done under the ‘Misson Raftar’ which is in full swing. Out of the total 56 tenders, 42 have been finalised, while 14 will be finalised
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soon,” the official said. The scope of the project includes fencing, automatic train protection systems, and automated mechanised diagnostic systems, which will considerably enhance safety and reliability. Presently, around 90 passenger train services and an equal number of freight trains run on the Delhi-Mumbai corridor daily. “Once this route is upgraded to 160 km per hour speed, there will be scope for launching more passenger trains in the section. This will reduce the waiting list of passengers in some of the popular trains as many more such services with similar facilities will be on the offer,” said an official. An official said that increasing the maximum speed on the route will also increase the chance of introduction of semi-high speed trains like the Vande Bharat express and allow such trains to unlock its full to travel at a speed of 160 kmph.
connectivity. Apart from the production units at Kapurthala, Chennai and Raebareli, the railways have decided to offer the newly built Latur facility for manufacturing 200 Vande Bharat Trains. Railways have already been awarded the contract of Hyderabad-based Medha Servo Drives Pvt. Ltd. for manufacturing 44 Vande Bharat train sets at Integral Coach Factory (ICF) which is a part of the government’s Make in India initiative. While presenting the Budget 2022 in February, Union Finance Minister Nirmala Sitharaman had announced that 400 new-generation Vande Bharat trains with higher efficiency and better facilities for passengers will be manufactured in the next three years. The version-3 of these trains will have AC1, AC-2 and AC-3 classes. These trains will be designed for a maximum speed of 160 kmph and a testing speed of 180 kmph. These shall be designed for a life of 35 years.
BHEL to supply 6,000 HP electric locomotives to NTPC after winning contract
Indian railways invites bids for 200 Vande Bharat train with sleeper facilities Indian Railways has invited bids for procuring 200 Vande Bharat trains with sleeper coaches and facilities which include long distance overnight journeys. The 102 trains procured by the railways previously only had seating arrangements targeted for small journeys. The railways have estimated the cost of these next generation trains at around Rs 26,000 crore and plan to introduce them in its bid to provide semi-high speed train
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Bharat Heavy Electricals Limited (BHEL) has won its first order from National Thermal Power Corporation (NTPC) Limited. BHEL will deliver 6,000 HP electric locomotives to the corporation for use at material handling operations in Lara thermal power project site. This order has enabled BHEL to expand its services in the rolling stock business to new market segments such as power, steel, and cement, in addition to Indian Railways. BHEL will manufacture these locomotives at its Jhansi facility in the state of Uttar Pradesh that will feature modern IGBT-based propulsion equipment, which is developed and delivered by the firm’s Bengaluru unit. BHEL’s Bhopal facility will supply the traction motors for the locomotives. The eco-friendly electric locomotives offered by the firm will help replace dieselelectric locomotives, which will
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NEWS HIGHLIGHTS help in reducing emissions. In 2013, Indian Railways signed a memorandum of understanding (MoU) with BHEL to establish a mainline electric multiple unit (MEMU) coach factory at Bhilwara, Rajasthan. The coach factory, which is being built to meet the demand for faster local and suburban trains in the country, will have the ability to manufacture 400 coaches a year.
to Alwar in Rajasthan.In the first phase the corridor will run 83 km in Haryana, 22 km in Delhi and two km in Rajasthan. In Delhi the entire line will be underground, Singh said.
High Speed Rail
RRTS Alstom hands over first RRTS train to NCRTC
MoHUA to seek Union Cabinet’s approval for DelhiSNB-Alwar RRTS The Ministry of Housing and Urban Affairs (MoHUA) will get the Union Cabinet’s consent for its Delhi-SNB-Alwar Regional Rapid Transit System (RRTS ) corridor on priority within a month. Officials have informed that NCRTC will execute the second RRTS corridor as well for which the preparations including the detailed project report (DPR) and the pre-construction activities have already been completed. Delhi-SNB (Shahjahanpur, Neemrana, Behror)-Alwar RRTS will start from Sarai Kale Khan and pass through INA, Munirka, Delhi airport, Gurugram, Manesar and then to Shahajahanpur along the National Highway and will then turn towards Alwar. NCRTC, MD Vinay Kumar Singh said that they have already received most of the approvals for the corridor and now only the central government’s consent is required. As per the NCRTC officials, the second corridor will be constructed in three phases. The first phase will cover the 107km stretch from Sarai Kale Khan in Delhi to SNB Urban Complex (ShahjahanpurNeemrana-Behror). In the second phase, the line would be extended from SNB to Sotanala (33.3km), with Shahjahanpur, Neemrana and Behror in between. In the third phase, the corridor will be extended
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Mr. Vinay Kumar Singh, MD, NCRTC, along with other dignitaries from NCRTC and Alstom India flagged off the first RRTS trainset on May 7 in an event held in presence of Mr. Manoj Joshi Secretary, MoHUA, Mr. Hardeep Singh Puri, Minister of Petroleum & Natural Gas and Housing & Urban Affairs and other dignitaries. The ceremony of handing over the manufactured trainsets to NCRTC has been organised at the manufacturing plant of Alstom, where the keys of the RRTS trainsets were handed over to NCRTC. Under the Make in India initiative, 100 per cent of these state-of-the-art RRTS train sets are being manufactured in India, at the Alstom’s factory in Savli, Gujarat. These trainsets will be brought on the large trailers to Duhai depot being developed at Ghaziabad at a rapid pace for the Delhi – Ghaziabad – Meerut RRTS corridor. The manufacturing facility at Savli will be delivering a total of 210 cars for the first RRTS corridor. This includes trainsets for operating regional transit services on the Delhi-Ghaziabad-Meerut corridor and for local transit services in Meerut. the arrival of the trains, initial trial runs are expected to commence on the priority section by the end of this year. The 17 km Priority Section, between Sahibabad to Duhai, is targeted to be commissioned by 2023 and the full corridor by 2025.
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Longest bridge on MAHSR corridor to be ready by June 2024 A 1.2 kilometer long bridge over the Narmada river in Bharuch city of Gujarat which will be the longest bridge on the 508 km Mumbai-Ahmedabad Bullet Train corridor will be completed by June 2024, National High-Speed Rail Corporation Limited (NHSRCL) said on Wednesday, 13th April. As per NHSRCL, a total of 20 bridges will be constructed under this project as the bullet train will cross over rivers like Narmada, Sabarmati, Mahi, Par, Kaveri, Purna Ambika, Daroatha, Daman Ganga, Kolak, Mindhola, Anuraga, Kharera, Tapi, Kim, Dhadhar, Vishwamitri, Mohar, Vatrak and Meshwa. An official informed that for the aim of construction of wells inside the Narmada river stream (water wells), two temporary Access Bridge of eight-meter width are being constructed in two parts with a gap of 60 meters between them for allowing navigation.”Narmada river has a tidal effect and it could have affected the construction work on the river. So we have constructed a temporary access bridge at a certain height to overcome the effect of rising water levels during monsoon. Now we can work round the clock the entire year,” he added. On 12th April, SC Agnihotri, MD, NHSRCL said that the trial run on the Gujarat section of the Mumbai-Ahmedabad High-Speed Rail corridor, will start in 2026 but services for the public will start by 2027.
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COVER STORY
Transport Infra-Sustainability : Railways Transportation
Indian Railways: Making significant strides towards sustainable and efficient rail mobility
Sustainable Introduction
Infrastructure:
An
Sustainable infrastructure involves developing roads, railroads, buildings, energy and water infrastructure with due consideration to economic, social and environmental implications. The International Institute for Sustainable Development (IISD) defines sustainable infrastructure assets as those which: • Lower carbon and environmental footprints • Protect natural ecosystems
• Trigger technological and industrial innovation • Increase investment in education and research and development (R&D) • Increase employment • Demonstrate financial viability • Crowd-in domestic investors and businesses • Increase foreign direct investment
• Prove resilient to changing climates • Optimize the use of natural ecosystems and their “infrastructure services”
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• Move beyond compliance on core labour standards and human rights
• Bring value for money for taxpayers and investors Indian Railways : A viable sustainable transport system
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and
India has the fourth largest railway network with over 22,593 operating trains (9141 freight and 13,452 passenger) with a daily passenger count of 24 million passengers and 203.88 million tonnes of freight. India’s railway network is recognised as one of the largest railway systems in the world under single management. The railway network is also ideal for long-distance travel and movement of bulk commodities, apart from being an energy efficient and economic mode of conveyance and transport. Indian Railways is the preferred carrier of automobiles in the country. Government of India has focused on investing in railway infrastructure by making investorfriendly policies. It has moved quickly to enable Foreign Direct Investment (FDI) in railways to improve infrastructure for freight and high-speed trains. At present,
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COVER STORY several domestic and foreign companies are also looking to invest in Indian rail projects. Indian Railway network is growing at a healthy rate. In the next five years, Indian railway market will be the third largest, accounting for 10% of the global market. Indian Railways, which is one of the country’s biggest employers generates nearly one million jobs. The government has announced two key initiatives for seeking private investments-running passenger trains by private operators across the railways network and redevelopment of railway stations across the country. According to Indian Railways, these projects have the potential of bringing an investment of over US$ 7.5 billion in the next five years. ‘Adarsh’ Station Scheme has been started since 2009-10 and presently, railway stations are upgraded/modernised based on identified need of providing better enhanced passenger amenities at stations. Under the scheme, 1253 stations have been identified for development, out of which 1201 stations so far have been developed. The remaining 52 stations are planned to be developed by 2021- 22. Indian Railways is also looking at other areas of revenue generation as under: (a) Change in composition of coaches so that it can push the more profitable AC coach travel; (b) Additional revenue streams by monetising traffic on its digital booking IRCTC; and (c) Disinvesting IRCTC. The Indian Railway launched the National Rail Plan, Vision 2024, to accelerate implementation of critical projects, such as multitrack congested routes, achieve 100% electrification, upgrade the speed to 160 kmph on Delhi-Howrah and Delhi-Mumbai routes, upgrade the speed to 130 kmph on all other golden quadrilateral-golden diagonal (GQ/GD) routes and eliminate all level crossings on the GQ/GD route, by 2024.
10, 2021). In case of freight earnings, it experienced a year on year growth of 21.81% It stood at US$ 17.68 billion in FY22 (until March 2022) as compared to FY21 which was at 16.04 billion. Passenger earnings for Indian Railways was at Rs. 50,669.09 crore (US$ 7.25 billion) in FY20. The total passenger revenue stood at US$ 4.66 billion until March 10, 2022 as compared to FY21 which was at US$ 2.03 billion. This was a 162.46% growth. The gross revenue stood at Rs. 85,588.96 crore (US$ 11.44 billion) in FY22 (until September 2021). • In FY22 (until September 2021), passenger earnings stood at Rs. 15,434.18 crore (US$ 2.05 billion) and freight earnings (until October 2021) stood at Rs. 78,921.86 crore (US$ 10.5 billion). Freight earnings stood at US$ 16.04 billion in FY21. In October 2021, freight earnings stood at Rs. 12,312.76 crore (US$ 1.63 billion) and freight loading reached 117.35 million tonnes. Freight remains the key revenue earning segment for the Indian Railways, accounting for 79.1% of the total revenue in FY22 (until August 2021), followed by the passenger segment • Freight remains the major revenue earning segment for Railways, accounting for 65% of its total revenue in FY20, followed by the passenger segment. In FY20-21, Indian Railways recorded the highest loading in freight transportation. Freight traffic carried by Indian Railways stood at 1,232.64 million tonnes in FY21. With this, the freight revenue of Indian Railways also increased to Rs. 1,17,386 crore (approx.) (US$ 16.04 billion) for the year 2020-21, as against Rs. 113,488 crore (US$ 16.10 billion) during fiscal 2019-20.
Efforts for raising Revenue
• During FY20, passenger traffic in the country reached 8,086 million and is estimated to reach 12 million by 2031. In FY22 (until March 2022), passenger traffic stood at 3.23 billion. In August 2021, freight earnings stood at US$ 1.43 billion and freight loading reached 110.43 million tonnes. Since August 2020, the Indian Railways has run 450 Kisan Rail services and was able to transport over 1.45 lakh tonnes of agricultural produce & perishables.
• Revenue growth has been strong over the years. Indian Railways’ revenue reached US$ 23.30 billion in FY22 (Until March 10, 2022). The gross revenue stood at US$ 16.89 billion in FY21 (until March
• RailTel, a PSU under the Railway Ministry, which provides fast and free Wi-Fi across the Indian Railways network, announced its highest ever consolidated income of Rs. 11,660.05 million (US$ 158.48 million)
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for FY19-20. This income figure is a growth of 12.3% over the consolidated income of the financial year FY18-19. • In June 2021, freight earnings stood at US$ 1.50 billion, which is 26.0% higher than last year’s earnings of US$ 1.19 billion, and freight loading reached 112.65 million tonnes, which is 11.19% higher than last year’s loading of 101.31 million tonnes. In November 2020, India Railways announced that 40% of dedicated freight corridor (DFC) will be opened for traffic by end-FY21, while the entire 2,800 km route will be completed by June 2022. • India was among the top 20 exporters of railways globally as of 2017. India’s export of railways has grown at a CAGR of 31.51% during 2010-2018 to US$ 507.90 million. Exports of railways in 2019E stood at US$ 635 million. Indian Railways is developing and creating technology in areas such as signalling and telecommunication with 15,000 kms being converted into automatic signalling and 37,000 kms to be fitted with ‘KAVACH’, the domestically developed Train Collision Avoidance System. Push in Investments: Infra Development, Sustainability Foreign Direct Investment (FDI) Inflows in railway-related components stood at US$ 1.23 billion from April 2000- June 2021. Following are some of the major investments and developments in India’s railways sector: (i) In November 2021, Indian Railways announced that ~102 semi-high-speed Vande Bharat Expresses are expected to commence operations by 2024, with at least 10 new trains scheduled to launch by August 2022 that will connect 40 cities. In October 2021, Indian Railways announced a plan to establish ~500 multi-modal cargo terminals under the ‘PM GatiShakti’ programme, with an estimated outlay of Rs. 50,000 crore (US$ 6.68 billion) in four-five years. Through this plan, the government plans to integrate various modes of transportation for seamless movement of parcel and bulk cargo (e.g., coal and steel). (ii) In July 2021, the South Central Railway zone announced infrastructure development by doubling the maximum
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COVER STORY permissible speed to 100 km per hour on the Godavari Bridge. The initiative gave a major boost to the Indian Railways on infrastructure modernisation. In July 2021, Indian Railways executed remodeling of Gangapur City Yard to boost the speed of railways between Delhi and Mumbai route. Since the launch of first ‘Kisan Rail’ service on August 7, 2020, the Indian Railways have operated a total of 1,040 Kisan Rail services by transporting ~3.38 lakh tonnes of consignment across 72 routes in the country until July 30, 2021. (iii) The Indian Railways is likely to deliver 58 super critical as well as 68 critical projects worth more than Rs.1,15,000 crore (US$ 15.44 billion) in the next few years. 27 super critical projects will be completed by December 2021, while two projects will be handed over by March 2022. 29 super critical projects— spanning 1,044 kms and costing Rs. 11,588 crore (US$ 1.5 billion)—have been commissioned. Four projects worth Rs. 1,408 crore (US$ 189.05 million) have been completed and the remaining projects are targeted for completion by March 2024. (iv) In July 2021, the Ministry of Railways received bids from the private and public sectors to operate 29 pairs of trains with about 40 modern rakes, entailing an investment of ~Rs. 7,200 crore (US$ 966.74 million). On July 25, 2021, the Indian Railways Station Development Corporation (IRSDC), a nodal agency of the Ministry of Railways spearheading the re-development of railway stations across the country, claimed that the two railway stations will be redeveloped at an indicative cost of Rs. 1,285 crore (US$ 172.54 million) in four years. (v) The Indian Railways has decided to undertake electrification of Broad Gauge (BG) rail lines in a mission mode and is likely to complete the process by 202324. Of the 64,689 kms of broad gauge route, 45,881 kms has been electrified and the remaining 18,808 kms route is yet to be electrified. About Rs. 21,000 crore (US$ 2.8 billion) is estimated to be spent on electrification of the remaining BG routes. (vi) As of May 2021, the Indian Railways loading stood at 73.45 million tonnes (MT) including 35.62 MT (coal), 9.77 MT (iron ore), 3.38 MT (food grains), 2.22 MT (fertilisers) and 3.15 MT (cement, excluding clinker). As of May 5, 2021, Indian Railways
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commissioned Wi-Fi at 6,000 railway stations. In May 2021, the Government of India and European Investment Bank (EIB) signed a finance contract for the second tranche of US$ 182.30 million for the Pune Metro Rail project. (vii) In January 2021, Prime Minister Mr. Narendra Modi flagged off the world’s first double-stack, long-haul container train from New Ateli in Haryana to New Kishanganj in Rajasthan. In January 2021, Hyundai Motor India Ltd. (HMIL) has announced that it has exported 125 cars to Nepal via the Indian Railways. The export is claimed to be eco-friendly and the first-ever by the company. With this step, the company is aiming to reduce carbon footprint by 20,260 tonnes. (viii) On November 26, 2020, National High-Speed Rail Corporation Limited (NHSRCL) signed an agreement with L&T to design and construct 47% alignment works for Mumbai-Ahmedabad bullet train project. The Indian Railways completed eight major capacity enhancement projects by taking advantage of the coronavirus lockdown. These projects included three super critical projects with a combined length of 68km, three critical projects with a combined length of 45km, upgradation of the entire 389km railway line from Jhajha in Bihar to Pandit Deen Dayal Upadhyaya Junction in Uttar Pradesh and a new 82km port connectivity line to
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Paradip. (ix) As a part of the Railways’ plans to upgrade its network, the Ministry announced that all non-AC sleeper coaches will be replaced by AC coaches for trains running >130 kmph. This move has been taken as a technical necessity for high-speed trains with the bonus of improving passenger experience. Few recent initiatives taken up by the Government are: (a) India is rolling out 400 Vande Bharat trains that is expected to bring Rs. 40,000 crore (US$ 5.24 billion) of business opportunity for the country. Under the Union Budget 2022-23, the government allocated Rs. 1,40,367.13 crore (US$ 18.40 billion) to the Ministry of Railways. (b) In October 2021, India and Nepal signed an MoU (Memorandum of Understanding), for a proposed US$ 3.15 billion railway line project, to connect Kathmandu and the Indian border town, Raxaul. In June 2021, the Central Government approved the implementation of a 235 km semi highspeed rail corridor between Pune and Nashik in Maharashtra. The cost of building this project will be Rs. 16,039 crore (US$ 2.20 billion). In June 2021, the Central Government approved a Rs. 25,000 crore (US$ 3.43 billion) five-year plan to use 4G technology to modernise
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communication networks in railway stations and improve the safety and security of train journeys. (c) Indian Railways has logged the highest ever electrification of sections covering 6,015 Route Kilometer (RKM) in a single year during 2020-21. More than 5 times electrification was achieved during (2014-21) last seven years as compared to during 2007-14. (d) In April 2021, Indian Railways completed the arch closure of the underconstruction Chenab Bridge which is the world’s highest railway bridge. Chenab Bridge is 1315 m long and will be 35 meters higher than Eiffel Tower in Paris. The total cost of the bridge is estimated to be Rs. 1,486 crore (US$ 200.46 million) and the design life of the bridge is said to be 120 years. In FY21-22, the Indian Railways announced to complete several projects. The Railway Ministry has identified 56 projects in various railway zones that is
proposed to be completed by end of the fiscal year. • Under the Union Budget 2021-22, the government allocated Rs. 110,054.64 crore (US$ 15.19 billion) to the Ministry of Railways. In February 2021, Minister of Railways Mr. Piyush Goyal dedicated 88 Railway projects to the country worth Rs. 1000 crore (US$ 138.14 million) in the states of Kerala, Tamil Nadu, Madhya Pradesh, West Bengal and Karnataka. • In February 2021, Indian Railways called for ‘Request for Qualification (RFQ)’ for redeveloping New Delhi railway station under a public-private partnership, with an estimated project cost of Rs. 5,000 crore (US$ 690.75 million). • To boost rail infrastructure and make the Indian Railways network future ready, Indian Railways has identified 56 projects across the country in various zones to be completed by Feb-Mar 2021 and FY22. • In July 2020, the Ministry of Railways has
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invited Request for Qualifications (RFQ) for private participation in operating passenger train services across 109 Origin Destination (OD) routes. As part of the plan, the railways will introduce 12 trains in FY23, 45 in FY24, 50 in FY26 and 44 more in the next fiscal, taking the total number of trains to 151 by the FY27. The project would entail private sector investments of about Rs. 30,000 crore (US$ 4.09 billion). • The Government is going to come up with a ‘National Rail Plan’ to enable the country to integrate its rail network with other modes of transport and develop a multi-modal transportation network. A ‘New Online Vendor Registration System’ has been launched by Research Designs & Standards Organisation (RDSO), the research arm of Indian Railways, to have digital and transparent systems and procedures. • The Ministry of Railways plans to monetise assets including Eastern and Western Dedicated Freight Corridors
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COVER STORY after commissioning, induction of 150 modern rakes through PPP, station redevelopment through PPP, railway land parcels, multifunctional complexes (MFC), railway colonies, hill railways and stadiums. Sustainable Development for the future Indian Railways is one of the largest integrated railway networks in the world. With an enormous route length of more than 126,511km, operating many thousands of regular trains over 7,325 stations, with an employee strength of nearly 1.1 million, the operations of IR certainly are one of the bigger, more varied and highly complex of any across the world. Owning 76,608 passenger coaches, 2,93,077 freight wagons and more than 12,000 locomotives, as the eighth largest employer in the world, IR plays a very critical and significant role in the economic life and operations of India. No wonder IR requires itself to remain vigilant to the evolving situation and requirements of its society, economy and nation. The coronavirus pandemic has affected our operations and activities too. However, we have come up with a longterm National Rail Plan (NRP) with the objective of developing infrastructure, and capacity, with a special emphasis on enhancing our share of freight logistics in the overall share of IR revenue.
undertaken by IR including the Total Transport Study (RITES) and the India Transport Report, but, importantly, no comprehensive studies or work has been carried out, particularly in the last five years. Some of IR’s major, more recent, achievements can be summarised as follows:
Sustainable development is being achieved through the greater use of solar energy, biogas, bio-toilets in passenger trains, LED lights, rainwater harvesting, and reforestation. Substantial electrification is also being implemented to ensure IR becomes a carbon neutral transporter by 2030.
(a) Dedicated Freight Corridors (DFCs)
(d) Stations
The story of Dedicated Freight Corridors (DFCs) has been a spectacular one. Two of them, the Eastern Dedicated Freight Corridor (EDFC) and the Western Dedicated Freight Corridor (WDFC), are already functional, while four more DFCs have been planned where freight trains will run at an average of 90-100km/hr, as against the existing 25-30km/hr.
Passenger services and amenities have been improved substantially. Stations are much cleaner and, as part of a station redevelopment plan worth $13 billion, 400 stations have been taken up in a Public-Private Partnership (PPP) model.
(b) Connectivity IR has connected almost the whole of India through the railways. States like Manipur, Tripura, Arunachal Pradesh, Jammu and Kashmir have all have been connected for the first time in the country’s history, while more parts are being added to the IR network. Beyond the country’s frontiers, IR is also working on initiating and enhancing connectivity with Bhutan, Bangladesh, Nepal, Myanmar and Pakistan. (c) Carbon Neutral
(e) Safety To address safety aspects, long considered to be one of IR’s vulnerabilities, an Automated Fire Alarm System, an Automated Fog Assistance System, CCTV cameras for stations and trains, Wi-Fi enabled stations, complete elimination of unmanned railway crossings and faster modernisation and digitisation on doubling of railway tracks, as well as signalling systems, as part of the $13 billion National Rail Safety Fund, are being developed and/or implemented. (f) High-speed trains High-speed trains and semi-high-
A long-term vision for Indian rail Unlike previous IR plans, the new vision plan has envisaged preparing India’s national transport for the coming decades of 2041 and 2051. Plans are afoot to study the physical, material and human resource limitations of the organisation, assessment of contemporary and future modal share of IR, future requirements of fixed and rolling stocks, funding and financing strategies. One significant feature of the plan relates to preparing for capacity requirement, both in terms of passengers and freight, ahead of demand by targeting the peak and not merely the averages, as has been the case previously. Secondly, based on financing strategies, existing and future railways projects are to be identified based on options, evaluation and prioritisation. Major Accomplishments
Copy right : Siemens
Between 2008-2014, eight studies were
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COVER STORY speed trains that may have seemed impossible in Indian conditions, are already functioning with some about to start. Gatiman Express, Vande Bharat Express, Tejas Express, and vista dome coaches have all been introduced within a short time, while the metro rail network is already running in 11 Indian cities. The bullet train on Ahmedabad-Mumbai is also being advanced, while five more high-speed bullet train routes are being finalised. (g) Tourism A very significant, though less talked about aspect of IR, is its huge tourism potential. It has recently introduced specialised tourist trains such as the Punj Takht, Mahapariniravan Express, Ayodhya Circuit which are certain to add value and revenue to the ambitious expansion plans of the Indian railways. (h) Eyeing future challenges With plans to invest a massive $320 billion in enhancing connectivity and profitability, IR is currently standing at the threshold of a great future. With more functional autonomy, professional management and effective utilisation of scarce resources and strategies, what was widely perceived as a ‘white elephant’ in Indian bureaucratic circles until recently could well emerge as one of the major public corporates donning the global economic landscape in the not-so-distant future. (i) Going Digital The focus on digitalisation has received a further boost in this year’s Union Budget. Investments in predictive maintenance through advanced digitalisation systems like Vehicle Equipment Monitoring Systems and modernisation of Rolling Stock depots are foreseen to reduce the lifecycle cost, yielding significant dividends. The faster, accurate and advanced digitalisation solutions will not only address conventional challenges, but also improve operational efficiency and enhance safety. The digital solutions for rolling stock propulsion for locomotives, hotel load converters and signalling solutions will enable the railways to scale up capacity and improve throughput, in addition to
bringing in green technology. Besides digitalisation and technology, there should also be increased investments for research, design and manufacturing, which would be key drivers in the transformation of the railways. With the vision and investments firmly in place, the need of the hour is to double down on execution and implement the initiatives in a time-bound manner. For instance, carrying out accelerated implementation of end-of-train telemetry, automated signalling and various other measures will ensure timely modernisation of rail infrastructure. Indian Railways is already speaking a market savvy language. Also, the focus on safety is visible with emphasised action towards proliferating the Kavach technology for 2,000-km tracks. Various steps are also being taken to meet the railways’ plan to be net zero in emissions by 2030. The development of a modern railway system at the national as well as metropolitan level will not only yield notable economic dividends, but also contribute to India’s sustainability and climate-change goals.
electrification. Its EPC model for awarding large-size contracts with balanced conditions not only lessens the burden on the contractor’s cash flow, but also ensures smooth execution of the work within a defined timeframe. On its part, the industry is ready with 100% localised products for execution of the automatic signalling mandate, with electronic interlocking and axle counters ready to be rolled out for automatic signalling throughout high density networks. Indian Railways surely is working hard to be an all class future centric transport system with world-class facilities at an affordable cost. Days are not far when travel by IR would be synonymous to comfort and ease.
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India’s No.1 Magazine for METRO & RAILWAY Industry Thriving since 2015
Conclusion With a network of around 68,000 route km, rail transport is the backbone of the Indian economy. Even as the process of electrification and signalling automation is underway on key railway corridors, the government has now given a green signal for digitisation initiatives to usher in a new era of safe and smooth transportation of people and goods. With the Centre aligning the injection of cutting-edge technologies in the railways with its flagship initiative of Make in India and Atmanirbhar Bharat, the measures will go a long way in accelerating asset addition, enhancing efficiency, building capacities, and creating new infrastructure. The railway leadership has brought the medium-term objective of raising its modal share from 28% to 40% and increasing originating cargo from 1,400 MT to 2,000 MT by 2024 at the centre of all action. For this, it is adopting a progressive stance while earnestly addressing the needs of its customers as well as eliminating the obstacles faced by its suppliers and service agencies. The railways have also taken up sizable measures to accelerate the pace of
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EXCLUSIVE
INTERVIEW
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Founded by Mr. BM Birla, we are a 75 year old legacy brand and have always supported India in its selfreliance vision
Mr. Rohit Saboo President & CEO, NIE
EXCLUSIVE INTERVIEW
M
etro Rail News conducted an email interview with Mr. Rohit Saboo, President & CEO, National Engineering Industries Ltd. In the interview Mr. Saboo talked about NBC’s constant commitment to provide efficient solutions that have made them set benchmarks for themselves to keep growing over the last 7 decades. Mr. Rohit Saboo began his journey as Executive Assistant to the Chairman of CK Birla Group. He has worked in manufacturing, R&D and is now President and CEO of National Engineering Industries. A business development professional, with expertise in strategy, business planning, operations management and operational excellence, at NEI, his purpose is to maintain the company’s legacy and fast-track its growth with increased sales, fostering a strong global presence. Here are the edited excerpts: NBC is the first bearing manufacturing company in the world to get the prestigious Deming Grand Prize. How special is this accolade for the organisation which recognizes highest standards in Total Quality Management? We at NBC are extremely delighted to join the distinguished list of companies across the globe that have been conferred with the prestigious Deming Grand Prize. This award serves as an epitome of NBC’s growing manufacturing prowess and quality processes. Our constant commitment to provide efficient solutions have made us set benchmarks for ourselves to keep growing over the last 7 decades. With the support of our stakeholders and customers as well as the relentless efforts of our employees, our journey over the years has been rewarding and this award serves as a
great inspiration for us to move on with the winning spirit to achieve newer heights. Has the company been able to realise and achieve the objectives of selfreliant India? Founded by Mr. BM Birla, we are a 75-year-old legacy brand and have always supported India in its self-reliance vision. We are the first Indian company to manufacture bearings for the Indian industries in India. We have grown over the years and are now not only supplying to Indian automotive, railways, and industrial segment but are also exporting to over 30 countries globally We have worked very closely with Indian Railways since 1952. Our focus has always been to provide domestically developed bearings for Railways by understanding their challenges. In line to attaining self-reliance, we plan to leverage the technology through local manufacturers. With the acquisition of Kinex, our European subsidiary, we are planning to grow in international markets equally. Our JV with Amsted Seals for manufacturing railway seals is already operational which will not only cater to domestic requirement but also to our international customers. Given the current focus is on “Atmanirbhar Bharat”, we are also considering to widen our existing portfolio by getting into the other critical sectors like, aerospace and defence industries. We are in discussion with several aerospace businesses and have realised that we can explore these sectors and help in lowering import dependency. Amidst global efforts and advocacy for reducing carbon footprints what is your strategy. Has there been any major development in this regard? Environment,
climate
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change,
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sustainable development have been global concerns worldwide. Keeping to the spirit of our company purpose of ‘Enabling sustainability by making movement more efficient’, NBC has gone above and beyond boundaries to implement sustainability measures with a view to contribute in reducing carbon footprint. We remain committed to be carbon neutral by 2039. We are working with our suppliers and other stakeholders to develop processes and structure which will enable us to deliver on this commitment. The measures include energy management systems, renewal power generation, environment friendly products, waste management, returnable/reusable packaging and environment friendly buildings. We have also been awarded with the Green Factory Platinum Certification for our 75-year-old manufacturing plant in Jaipur. Under this certification, our plant received the highest level of rating given by IGBC for the best-in-class sustainability practices. Our other plan near Vadodara is also IGBC Platinum certified. Please tell us something about your partnering with Daimler group and your overseas operations. Our relationship with Daimler is since the time their operations commenced in India. At the same time, supplies of our products started globally to Daimler and we have come a long way since then. This partnership has grown and strengthened over the years. Now, our manufactured bearings are supplied to Daimler in various countries including India, Germany, Brazil, USA and Japan. We have provided Daimler with bespoke solutions using latest technology in processes and products. Some of the products have been specifically designed for them in our state-of-the-art R&D centre located in Jaipur. Our supplies to Daimler ranges from bearings for axles, wheel-end solutions and transmissions. Over the last decade, we have been able to successfully develop an ecosystem at global locations to support our international customers, including Daimler. This includes local key account management team, local engineering support and EDI enabled warehouses in USA and Germany.
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Kindly throw some light on the CSR policy of the organisation. The CK Birla group is deeply committed to creating a sustainable positive impact. As part of the group, NBC has been helping the local community through heritage preservation, education, maintaining green spaces and skill development. During the pandemic, NBC worked closely with the local authorities to provide food, masks, ventilators and face-shields to frontline workers. We also supported local hospitals with oxygen cylinders and oxygen concentrators besides donating beds to the community health centre. We also helped SMS hospital in Jaipur by setting up a PSA oxygen generation plant. Your acquiring of Kinex bearings in Europe has also been a topic of greater interest and discussion. Please share some details about the acquisition. Kinex bearings was acquired by NBC in 2020 through its wholly owned subsidiary in Europe. This was aligned to our strategy to enhance our product portfolio and expand our geographic footprint, as well as serve our existing customers better and acquire new customers. This acquisition includes two production plants in Slovakia, with the capability to manufacture bearings for various critical sectors such as railways, industrial segments and textile. It also manufactures bearings for aerospace and water pump bearings for the automotive sector. The product mix is complementary which will help both organisations increase their market share. In an era of cutting-edge technology, OEMs and advanced automobiles how are you matching up industrial and R&D needs in specialized areas such as advanced materials and processes, product design, tribology and lubrication, virtual simulation, testing etc.? Innovation is the key to be competitive in the global market. Our state-of-the-art R&D centre in Jaipur is equipped with the best-in-class infrastructure including designing, testing and in-house validation. It is critical for the R&D teams to be ready for numerous and concurrent changes, transforming the industry as a whole. We have a dedicated R&D team of over 130 qualified engineers, who conduct research in specialized areas such as advanced materials and processes, product design, tribology and lubrication, virtual simulation and testing. Constant push and focus on R&D has led to a substantial growth in patent filings for us. This has resulted in NBC developing solutions for our customers such as power dense solution, low torque bearing, low noise bearing, better sealing technology and hybrid bearing. High RPM and low noise bearings is a need of industry and market today for electric vehicles. What has been company’s strategy and development in this regard? Anticipating the market demand, we calculated the moves and initiated the process of design, develop, testing infrastructure and validation of our indigenously developed bearings for electric vehicles (EVs), which is high rpm capable, reduced noise and friction, power dense and improved life. We have already launched these bearings and are supplying to few EV OEMs in the space of 2W, 3W and passenger cars and engaged with global OEMs in commercial vehicle space. Speaking of being future-ready, we are working closely with both the domestic and international OEMs to provide them optimized bearing solution for their upcoming vehicles. What would be your message to our readers? The future of the industry is inching faster towards electric and digital solutions. Digital transformation will play a key role in the sustainability of business and improve resilience to future crises. With this evolving landscape, we at NBC are working towards implementing technology in our everyday working to fast-track our growth and enhance quality as well as sustainability for our stakeholders.
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EXCLUSIVE INTERVIEW
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Environmental friendly Mass Rapid Transit system in various cities is the need of hour so that carbon footprint can be minimized Shri. Jitendra Tyagi MD, UKMRC
Metro Rail News conducted an email interview with Mr. Jitendra Tyagi, MD, Uttarakhand Metro Rail Corporation Ltd. In the interview Mr. Tyagi talked about the complex mobility plan of Uttarakhand Metro Rail Project. Managing director (MD) of Uttarakhand Metro Rail (UKMRC), Mr. Jitendra Tyagi has over 35 years of experience in the railway and metro sector. He is a 1983 batch officer of the Indian Railways Services of Engineers. As MD of UKMRC, his responsibility is to lead and oversee the planning, construction and operations of the upcoming Dehradun, Haridwar and Rishikesh metro rail projects. Prior to UKMRC, Tyagi has held various positions at the Delhi Metro Rail Corporation (DMRC), where he had a 13-year stint. Thereafter, he took charge as director (works) in DMRC and was involved in the completion of several corridors of Phase III of the Delhi metro. Along with this, he also oversaw the implementation of the
Jaipur and Kochi metro rail projects also, as director. Here are the edited excerpts: In what ways Uttarakhand Metro Rail Project is different from other rail projects in the country. Can you brief upon the comprehensive mobility plan of UMRP? Let me first give you a brief about the Comprehensive Mobility Plan. We got the CMP prepared in the year 2019. CMP is a vision document covering all futuristic needs of mobility in the area it is prepared for. Dehradun, Rishikesh, Haridwar and Roorkee are 4 main urban developments in the Western plain area of Uttarakhand. The entire region has tremendous scope of urbanisation as it provides great employment opportunities, education as well as health care to public of Uttarakhand. In view of this, entire region has been notified as the “Dehradun-
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Haridwar-Rishikesh Metropolitan area”. The CMP has addressed all mobility needs, including that of goods movement in the entire metropolitan area. As far as mobility of people is concerned, It has classified the mobility need of people in three categories mainly first order, second order and third order mobility corridors. First-order having the highest mobility requirement. It has identified following first order corridors in the
S.no.
Corridors
Route length (in kms.)
1
ISBT to Kandoli
11.389
2
FRI to Raipur
13.975
3
Haridwar to Rishikesh
34.151
4
Vidhan Sabha/Rispana to Nepali Farm
34.517
Total
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94.032
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EXCLUSIVE INTERVIEW metropolitan area:In the first phase, we are taking up the two corridors in Dehradun having a total length of 23 kms. & 25 stations. Initially we planned Metrolite (LRT) on all the corridors but after Ministry of Housing & Urban Affairs, Govt. of India issued standard specifications for Metro Neo, we decided to implement this system on both the corridors of Dehradun. This decision to adopt Metro Neo is mainly based on economics, it being cheaper than Metrolite. Metro Neo is different than normal Metro system as it is a rubber tyre based system and can negotiate steeper gradients (upto 10-12%) which is suitable for this metropolitan area. Metro Neo system in Dehradun will run entirely on an elevated viaduct. Besides being the ‘Land of Gods’ the Devbhumi, Uttarakhand also is a strategically important state sharing borders with Nepal & China. How are you planning to develop a modern, futuristic transport system for the state addressing a number of peculiarities Uttarakhand holds for itself? From strategic point of view, two main transport systems are important. One good road network and second rail connectivity. UKMRC is mandated to develop mainly Urban transport system and therefore has no direct role in this aspect. However ‘All Weather Road’ project has served the strategic connectivity also besides connecting Char Dhams. Railway line between Rishikesh to Karnprayag is already under construction which will also help the better connectivity to various parts of Uttarakhand. Uttarakhand is a fast-growing state in the country. The per capita income of the people of the state is also improving significantly. What in your opinion can be the best transport system for the state eyeing the immense tourism opportunities that can be developed on a circuit basis amidst tough terrains and a very diverse landscape? For Uttarakhand, and infact for any state, one transport system alone cannot serve the purpose. You have to have a combination of various transport systems like Rail, Road, Metro, Ropeway etc. Uttarakhand has immense possibility of tourism. Many beautiful places can attract large number of tourist if these 28 | Page
are well connected. As Uttarakhand is predominantly a hilly state, Ropeway can be one of the most suitable system to connect remote places having potential of tourism. Infact funicular system could also be a good choice for some of the places as this system itself is a tourist attraction. Infact UKMRC has also been given two Ropeway projects one between Har-ki-Pauri in Haridwar to Chandi devi temple and the other between Rishikesh to Neelkanth Mahadev temple. We are working on these projects. Which other major cities UKMRC is planning to develop and connect through metro or light transit systems in the state other than Dehradun, Rishikesh and Haridwar in the first phase? As already explained earlier UKMRC plans to take-up Haridwar-Rishikesh Metro Neo project in Phase-2 and connecting this system with Dehradun in Phase-3. Besides this, we are also planning to develop Personalized Rapid Transit System (PRT), commonly known as POD Taxi, in the city of Haridwar on second order transit corridors identified in CMP. Char Dham yatra, strategic rail links, and all-weather connectivity to the state are some of the priority works of the present government at the centre for the state. To what extent different works have been accomplished. Are you meeting the deadline?
Dhams and Railway project between Rishikesh to Karnprayag are being looked after by other agencies and not UKMRC, it will not be correct on my part to comment. All I can say is that all these projects in the State are progressing quite well. What would be your message to our readers? I would like to convey that entire world is going through many crises. Covid-19 pandemic has already seriously affected the world economy. Russia-Ukraine war is another crises, the world is facing and another one is climate change. Climate change has been an area of serious concern for many decades. Lot has been done but lot more is needed in order to save Earth and keep it habitable for our future generations. In this regard, environmental friendly Mass Rapid Transit system in various cities is the need of hour so that carbon footprint can be minimized. We have to understand that use of private vehicles can be reduced only when public transport system is at least equally comfortable as private vehicle, if not better. Last but not the least, we should not leave any stone unturned to achieve the objective of ‘Aatmnirbhar Bharat’ set by our honourable Prime Minister and also make all out efforts to make India a net zero country which is also the vision & goal set by honourable Prime Minister.
As ‘All Weather Road’ to connect Char
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PROJECT OF THE MONTH
AGRA METRO : WORK IN PROGRESS
A
The City of Taj Mahal to get its Metro operations soon
gra Metro is an urban mass rapid transit system (MRTS) being developed in Agra, the third most populated city in the state of Uttar Pradesh, in Northern India. Uttar Pradesh Metro Rail Corporation (UPMRC), a joint venture (JV) between the Indian government and the Uttar Pradesh state government, is the implementing agency of the project. UPMRC also operates the Lucknow Metro and Kanpur Metro rail systems in the state. The Agra Metro project was launched in March 2019 while construction began in December 2020. The estimated cost of the project is €908m. The new metro service is scheduled to start operations in January 2024. The project involves the development of two corridors, with 27 stations in the 29.4km-long first phase, to improve connectivity to and from important tourist destinations in the city including the Taj Mahal, Agra Fort, and Sikandra. The second phase development plans are yet to be revealed by UPMRC. Ridership The metro system is expected to cater to 2.6 million residents of Agra while also serving as a major transportation system for more than six million tourists a year visiting the city. It is projected to have a daily average ridership of 570,000, 740,000, and 870,000 passengers in 2024, 2031, and 2041, respectively.
will be 105m away from Akbar’s Tomb. It will then continue towards the east. The first four stations, namely Sikandara, Guru Ka Taal, ISBT, and Shastri Nagar, and the last three stations at Fatehabad Road, Basai, and Taj East Gate will be elevated. The line will be served by new underground stations proposed at Raja Balwant Singh (RBS) College, Raja Ki Mandi, St. John’s College, Medical College, Jama Masjid, Agra Fort, and Taj Mahal Station (Purani Mandi).
Project Details The MRTS project will have two corridors, one of which will be between Sikandara and Taj East Gate (Hotel Trident). The second corridor will be between Agra Cantonment and Kalindi Vihar. The 14km-long first corridor will include elevated and underground stretches, as well as switch-over ramps (SOR) between them. A maintenance and stabling depot is being built at PAC Ground. The entrance to the depot will be from the Taj Mahal station. The second corridor will be a 15.4km-long elevated line. It will be served by a depot with an entrance length of approximately 800m, after the Kalindi Vihar Station. A new station will be built at St. John’s College, to serve as an interchange between the two corridors.
Corridor one will have both elevated and underground sections. The line will originate from the Sikandara elevated station, which
The second corridor will include elevated stations, namely Agra Cantonment, Sadar Bazar, Pratap Pura, District Collectorate, Subhash Park, St. John’s College, Hariparvat Chauraha, Sanjay Place, MG Road, Sultanganj Crossing, Kamla Nagar, Ram Bagh,
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Line routes and stations
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PROJECT OF THE MONTH Foundry Nagar, Agra Mandi, and Kalindi Vihar. The Sultanpura station is proposed to be developed as a potential future station in the second corridor.
part of a $545m loan approved by the EIB for the project.
Project Infrastructure
Rail India Technical and Economic Service (RITES), a governmentowned engineering services company, prepared the detailed project report (DPR) for the Agra Metro in December 2017. A supplementary document to the DPR was prepared in 2019, with revised cost estimates and financial analysis.
The Agra Metro will have a 1,435mm standard gauge track, which will support operations at a maximum speed of 90km/h. The metro system will feature infrastructure such as pedestrian pathways, skywalks, subways, and foot-over bridges to enhance the safety of pedestrians. The stations will have parking facilities, feeder bus systems, bike sharing facilities, public toilets, retail spaces, workshops, and other maintenance infrastructure. Rolling stock and signalling systems Alstom will provide Movia metro three-car train sets and the advanced Bombardier Cityflo 650 rail control solution, a fullyautomated signalling system, which uses wireless technology to enable track-to-train communication. The modern, state-ofthe-art rolling stock will have high acceleration and deceleration, and will be able to operate at a maximum speed of 120km/h. The new modern, high-capacity Movia metro cars feature the Bombardier Mitrac propulsion and control system, and the Bombardier Flexx Metro bogies. Financing A portion of the funding for the Agra Metro Rail project will be contributed by the national and state governments on an equal equity basis. Funding will also be procured from international funding agencies. The Government of India signed an agreement with the European Investment Bank (EIB) for the first tranche loan, worth $283m, for the project in December 2021. The first tranche is
Contractors involved
Bombardier Transportation was awarded a contract to deliver 201 Movia metro cars, and the Cityflo signalling technology for the Kanpur and Agra metro projects in July 2020. The company was acquired by Alstom in January 2021. Sam India Builtwell, a general contractor, was awarded the tender worth Rs2.73bn to construct the elevated viaduct and three elevated stations, namely Fatehabad Road, Basai, and Taj East Gate, in October 2020. Larsen & Toubro (L&T), an Indian multi-national conglomerate, won the bid to design, supply, and install ballastless tracks and fastening systems for phase one of the Agra Metro project. HFCL, a telecom company based in India, received a contract worth Rs2.21bn ($30m) to design, supply, install and commission telecommunication systems for the first two corridors of Kanpur Metro, and the first corridor of Agra Metro, in March 2021. East Metals, a Swiss iron and steel products trading company, was contracted to supply head hardened rails for the project in April 2021. Timeline & Status updates • July 2016: Detailed Project Report submitted to the State Government. • September 2017: The central government rejected the DPR of Agra Metro as it didn’t conform with the new Metro Rail Policy 2017 introduced that month. • January 2018: The UP Government Cabinet decided to build metros in Meerut, Kanpur, and Agra. • September 2018: Detailed Project Report (DPR) sent by the UP Government to the Central Government. • 7 February 2019: The UP Government allocated Rs. 175 crore to start preliminary work in budget. • 28 February 2019: Central Government approved the metro project in Agra. • 8 March 2019: Foundation stone laid down by Prime Minister Narendra Modi. • August 2019: LMRC requested relevant authorities to transfer land for Metro construction. • January 2020: Construction work not started amidst few pending permissions from the Supreme Court of India, Taj Trapezium Zone Authority (TTZ), Forest department, Archaeological Survey of India and few other departments.
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PROJECT OF THE MONTH • 15 June 2020: TYPSA - Italferr JV wins General Consultant contract • July 2020: Bombardier Transportation won the Agra Metro and Kanpur Metro rolling stock and signalling contract. Agra Metro project gets conditional clearance from the Supreme Court. The project which was stuck due to the court stay gains momentum. • October 2020: Contract awarded for construction for three metro stations. Civil engineering work proposed to start in December 2020. • December 2020: Prime Minister Narendra Modi inaugurated the construction work at the Agra Metro Project Site on 7 December 2020. • April 2021: In Agra metro priority section, a total of 688 piles proposed to be constructed in the 3 km long portion on Fatehabad Road. Digging continued for 3 metro stations. • June 2021: The casting of the concourse beam of Taj East Gate, the first metro station of Agra Metro, also started. Along with the construction of the Agra Metro Project Priority Section (Taj East Gate to Jama Masjid), UP Metro also started the construction of the Depot Line. • July 2021: European Investment Bank (EIB) to fund 480 mn euros for Agra Metro Rail Project. • Aug 2021: Unique code of all metro stations in Agra Metro gets approval by Indian Railways. European Investment Bank (EIB) approves to fund 480 mn euros for Agra Metro Rail Project. • Sep 2021: Construction begins of Agra Metro’s second metro station, Basai Metro Station. • Oct 2021: Tenders invited for electrification contract for Agra Metro. • Dec 2021: Work on Agra Metro’s third metro station, Fatehabad Metro Station expected to be completed by December end. • March 2022 : Work on underground stations proposed to commence in April. Summary
The project received the Central Government’s Cabinet approval in February 2019, and was cleared for construction by the Supreme Court in July 2020 with a list of 11 conditions that UPMRCL must adhere to. Construction work on Phase 1’s first 4 km section (Taj East Gate – Taj Mahal Ramp) started on December 7, 2020 with the Prime Minister inaugurating works remotely. Its Priority Corridor comprises of a 7 km section with 6 stations (3 underground and 3 elevated) between Jama Masjid and Taj East Gate. The project is proposed to be financed partly from the Government of India and Govt. of Uttar Pradesh on equal equity basis, and partly as soft loan from Bilateral/Multilateral international funding agency/agencies. Phase 1’s Detailed Project Report (DPR) was prepared in December 2017 and Supplementary DPR was prepared in January 2019. Deadline: March 2024 (Priority Corridor) and 2026 (Phase 1) System Specifications • Top Speed: 80 kmph • Average Speed: 34 kmph • Track Gauge: Standard Gauge – 1435 mm • Electrification: 25 kV, 50 Hz AC OHE • Signalling: Communications-based train control (CBTC) Key Figures • Operational: 0 km • Under Construction: 4 km • Approved: 25.40 km • Estimated Cost: 8,379.62 cr (Line-1) • Estimated Ridership: 7.36 lakh/day (2031) • Estimated Coaches: 87 Agra Metro Phase 1 Route Information Line-1: Sikandra – Taj East Gate • Length: 14.25 km • Type: Elevated (6.569 km) and underground (7.681 km) • Depot: PAC Depot (16.3 hectares) • Number of Stations: 14 • Station Names: Sikandra, Guru Ka Taal, ISBT, Shastri Nagar (future), RBS College, Raja Ki Mandi, St. John’s (Agra University), Medical College, Jama Masjid, Agra Fort, Taj Mahal (Purani Mandi), Fatehabad Road, Basai & Taj East Gate Line-2: Agra Cantt. – Kalindi Vihar
Agra Metro Phase 1 project’s DPR (Detailed Project Report) was prepared by RITES and submitted to the UP state government for approval on June 30, 2016. In 2017, the Uttar Pradesh Metro Rail Corporation (UPMRCL) was assigned as the ‘coordinator’ to bring all stakeholders together and get the project started.
• Length: 15.40 km • Type: Elevated • Depot: Kalindi Vihar Depot (11.9 hectares) • Number of Stations: 15
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PROJECT OF THE MONTH • Station Names: Agra Cantt., Sultanpura, Sadar Bazaar, Pratap Pura (future), Collectorate, Subhash Park, St. John’s (Agra University), Hariparvat Chauraha, Sanjay Place, MG Road, Sultanganj Crossing, Kamla Nagar, Rambagh, Foundary Nagar, Mandi Samiti (Agra Mandi) & Kalindi Vihar Fares & Ticket Prices Agra Metro’s fare structure, prices and rules have not been announced yet. That will be finalized closer to the start of commercial operations. UPMRCL plans to use the latest technologies for its automatic fare collection (AFC) system to allow QR codes and Near Field Communication (NFC) phones to utilize the system. Major Contractors Contract
Contractor
General Consultant (GC)
TYPSA-Italferr JV
Tata Consulting Engineers (TCE) – 3TI ProDetailed Design Consultant (DDC) for Line-1 getti Italia-Ingegneria Integrata SPA – Leap Infrasys JV Civil Package AGCC-01 – Taj East Gate – Taj Mahal Ramp (4 kms, 3 stations)
Sam (India) Builtwell Pvt. Ltd.
Civil Package AGCC-03 – PAC Grounds Depot (Line-1)
Lisha Engineers
KNPAGRS-01: Supply of 201 standard gauge cars (rolling stock) including Train Control & Signalling System for Agra & Kanpur metro projects
Bombardier Transportation
Package KNPAGT-1: 17,700 MT Head Hardened Rails
East Metals AG
Package KNPAGT-2: Standard gauge UIC 60 turnouts, scissor crossovers and check rails
Voestalpine VAE VKN India Pvt. Ltd.
KNPAGT-3: Supply of ballastless track for Kanpur & Agra metros and fastening systems (viaduct, underground & depots)
Larsen & Toubro
KNPAGT-4: Supply of 1620 MT Rails (UIC 60 / 60E1 IRS-T-2009, 880 grade, class A) for Kanpur & Agra Metro
Tender Cancelled (SAIL was only technically qualified bidder)
KNAG-01: CNC Under Floor Pit Wheel Lathe Machine
HYT Engineering Company Pvt. Ltd.
KNAG-02: Battery Operated Road Cum Rail Vehicle (Electric Bogie Tractor)
ZAGRO Bahn-und Baumaschinen GmbH
KNAG-03: Synchronized Pit Jacks & Mobile Jacks
Pfaff Verkehrstechnik GmbH
KNAG-04: Bogie Turn Table
Lai Yew Seng (India) Pvt. Ltd.
KNAG-05: Re-railing Rescue Equipment
Tender Cancelled
KNAG-06(R1): Rescue Vehicle
Phooltas Transrail
KNAG-07: Automatic Train Washing Plant
Cyclosystem India Pvt. Ltd.
KNPAGE-03: Elevators / Lifts for Agra Metro Line-1 and Kanpur Metro’s both lines
Johnson Lifts. Pvt. Ltd.
KNPAGS-1: Telecommunications (Telecom)
HFCL Ltd.
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PROJECT OF THE MONTH
PATNA METRO
Metro for the ancient city of Patliputra
T
he Bihar urban development department is the nodal agency for Patna Integrated Mass Rapid Transport System (PIMRTS). The Bihar government decided to launch the Patna metro or monorail system by 2015. Metro rail emerged as a more viable option for the city than the monorail for the execution of the proposed Patna Integrated Mass Rapid Transport System (PIMRTS) due to the load factor. The planning commissiaon extended its technical support to the proposed metro project. Due to rising traffic and congestion on the roads in Patna, a rapid public transportation system was proposed for Patna to deal with the growing needs of the city’s population. In November 2011, Union Urban development minister Kamal Nath said that all cities that have a population in excess of 20 lakh would get a metro corridor. According to 2011 census findings, Patna has a population of a little over 20.4 lakh, which made it eligible for a metro service. On 11 June 2013, the Bihar cabinet approved the proposal to prepare a Detailed Project Report (DPR) for a metro train service in Patna. Rail India Technical and Economic Service (RITES) was selected for the purpose and was sanctioned Rs. 2.52 crore as a consultancy fee. On 18 June 2013, the Government of Bihar signed a MoU with the consulting firm—RITES—for a feasibility study and detailed project report preparation for the Patna Metro railway project. Under the agreement, RITES was asked to submit the feasibility report by the first week of December 2013 and the DPR by February 2014. In the scope of its work, the consulting firm was also required to identify the mass transit corridors on the basis of a detailed traffi-demand-assessment study, topographic survey, soil survey at 500-meter intervals on the proposed stretch, among other measures.
and also the addition of two new stations at Ramkrishna Nagar and Jaganpura. An agreement was signed between Patna Metro and JICA (Japan International Cooperation Agency) for a loan of Rs. 5520.93 crore. Both the corridors together have 24 metro stations, Patna station and Khemnichak interchange station. In July 2021, PMRC organized a competition to design the logo of Patna Metro, inviting the public to take part, with prizes on offer for the best submissions. Project Detail
The entire project was proposed to be built and operated on a Public Private Partnership model. The cost of Phase 1 estimated to be Rs. 13,411.24 crore. On 17 June 2014, the planned Patna Metro project received the green light. The Patna Metro Train Corporation was set to be created before 15 August 2014. A detailed report for the project which was now planned to proceed in four stages was decided to be completed by 31 October 2014. The project received the central government’s approval on 6 February 2019 and prime minister Narendra Modi laid the foundation stone on 17 February. In November 2019, DMRC unveiled changes in the project’s Detailed Project Report (DPR) and the alignment of both lines. The changes led to the creation of a second interchange at Khemni Chowk, the elimination of Line-1’s depot at Aitwarpur,
Patna Metro is a rapid transit system currently under construction in the city of Patna in Bihar. It is owned and operated by the state-run Patna Metro Rail Corporation and is expected to run on two corridors by 2025. It is being constructed under a Public Private Partnership mode and is estimated to cost Rs. 13,365.77 crore. This cost is excluding land acquisition cost, which is to be borne by the Bihar government. The first phase: the east–west
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info.in@epluse.com +91 9904 405 400
PROJECT OF THE MONTH
Various Constructions
Corridor 2 NCC Limited and IB Infrastructure have started piling and pier work for the 6.107 section of Corridor 2. Within this section, a total of five elevated stations will be built between Malahi Pakri and New ISBT. The rest of the 7.94 km section for Corridor 2 will be underground, with a ramp to be constructed before the Rajendra Nagar station. A total of seven stations will be underground for Corridor 2, with an underground interchange to be built at the Patna Junction station. The total length of Corridor 2 will be 14.05 km, with a total of twelve stations. For the 8 km underground section of Corridor 2, Larsen & Toubro won the bid to build the TBM bored twin tunnels, the ramp at Rajendra Nagar, and six underground stations. The underground construction for Corridor 2 is expected to cost Rs. 1,958 crore and will be completed in three-and-a-half years. This was the last civil package to be awarded for Line 2 after package one for the elevated section of Line 2.
Corridor 1
Depot
YFC Projects won the contract to build the 8 km elevated section on Corridor 1. The first elevated section will stretch 4 km from Danapur Cantonment station to Patliputra ramp and comprise 4 stations. The second elevated section will be another 4 km, between Mithapur ramp and Khemni Chak station. Khemni Chak station will be an interchange of the Patna Junction Railway Station and the New ISBT Line 2. The 8 km underground section of Line 1, which will stretch from Rukanpura station to Patna Junction station, has not been awarded yet. KEC International will be the company in charge of the entire network’s electrification. All cabling and substation work will also be carried out by the same company.
There will be only one depot for the entire Patna Metro, to be built near the Pataliputra Bus Terminal. Both Corridor 1 and 2’s depot will be the same. The estimated cost to build the depot is Rs. 143 crore. Land acquisition has also started for the depot and will be completed within a few months. The depot will be built on a total of 76 acres. KEC International has also won the bid to install the standard-gauge ballasted tracks inside the depot. The construction contract of the New ISBT depot was awarded to Quality Buildcon in December 2020.
corridor (Danapur Cantonment to Khemnichak) and north– south corridor (Patna Railway Station to New ISBT) will consist of a 23.30 km elevated track and 16.30 km underground track. In January 2022, L&T secured the order from metro operator Delhi Metro Rail Corporation (DMRC) for the design and construction of the Corridor-2 of Phase-1 of Patna MRTS. L&T classifies this contract worth Rs. 1,989 crore as a significant order. The major scope of work for the project comprises six underground metro stations viz, Rajendra Nagar, Moin Ul Haq Stadium, University PMCH, Gandhi Maidan and Akashvani of Corridor-2. YFC – MCL JV will design and construct the elevated viaduct, elevated ramp at Mithapur and Patliputra and seven stations in Corridor-1 at the cost of Rs. 553 crore.
Future Phases In the second phase, metro rail services will be provided between Bypass Chowk Mithapur to Deedarganj via Transport Nagar, along NH 30 Bypass 16.75 kilometres; it will be elevated along Bypass Road. The third phase, between Bypass Chowk Mithapur to Phulwari Shariff AIIMS via Anisabad along NH 30 Bypass 18.75 kilometres, will be elevated along Bypass Road. The fourth phase is from Didargang to Fatuha junction. Major Timelines & Status Update • Sep 2011: On 14 September, the Planning Commission of India gave approval for the Patna Metro project. • May 2015: A Detailed Project Report (DPR) proposed to be prepared by May 2015. • Feb 2016: Bihar cabinet approved the DPR for Patna Metro prepared by RITES, with a budget of Rs. 16,960 crores and planned to be executed under a PPP Model by 2021. • May 2016: The Patna Metro Rail project got a fresh boost when union urban development minister M. Venkaiah Naidu reportedly assured the government of Bihar of the in-principle approval of the project within a month. • Jul 2018: Bihar Chief Secretary Deepak Kumar approved the proposed Patna Metro Rail’s revised DPR, with a revised estimated cost of Rs. 19,500 crore, including land acquisition costs on 3 July. • Sep 2018: The Bihar cabinet approved the constitution of
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PROJECT OF THE MONTH ‘Patna Metro Rail Corporation Ltd (PMRCL)’ as a SpecialPurpose Vehicle (SPV) for the implementation of Patna Metro on 25 September.
are as under : East – West Line Sr. No.
• Sep 2018: The Public Finance Committee approved the DPR of the Patna Metro Rail Project on 28 September. • Oct 2018: The Bihar cabinet approved the DPR on 9 October, after which it was sent to the central government for approval. • Nov 2018: The Central Government approved the DPR for Patna Metro on 20 November. • Feb 2019: Patna Metro received approval from the Public Investment Board (PIB) on 6 February. The Union Cabinet approved the Patna Metro Rail Project comprising 2 corridors on 13 February. • Feb 2019: Prime Minister Narendra Modi laid the foundation stone for Patna’s first metro rail corridor on 17 February 2019. Patna Metro Rail Corporation incorporated on 18 February. • Mar 2019: Patna Metro Rail Corporation Limited formally opened its office at Indira Bhawan in Patna on 4 March.
Tentative ConnecOpening tions
English
1
Danapur Cantonment
2024
None
Elevate
2
Saguna Mor
2024
None
Elevate
3
RPS Mor
2024
None
Elevate
4
Patliputra
2024
None
Elevate
5
Rukanpura
2024
None
Underground
6
Raja Bazaar
2024
None
Underground
7
Patna Zoo
2024
None
Underground
8
Vikas Bhawan
2024
None
Underground
9
Vidhyut Bhawan
2024
None
Underground
10
Patna Junction
2024
11
Mithapur
2024
None
Elevated
12
Ramkrishan Nagar
2024
None
Elevated
13
Jaganpura
2024
None
Elevated
14
Khemnichak
2024
• Jul 2019: Patna Metro work set to start in 3 months. • Aug 2019: Drone survey started on 23 August and slated to end on 15 October. • Sep 2019: DMRC to oversee project execution. Work to begin by the end of 2019. • Feb 2020: AECOM bags consultancy contract for both corridors for the Patna Metro Project. • Jul 2020: Quality Buildcon Pvt Ltd. emerges as the lowest bidder for constructing the New ISBT Depot on Line 2.
NorthUnderSouth Line ground
NorthElevated South Line
Corridor 1
• Aug 2020: NCC Limited emerges as the lowest bidder on 31 August 2020 for the first 6.1 km of the route’s construction (Malahi Pakri to New ISBT of Line 2).
North - South Line Station Name
Tentative Opening
Patna Junction
2024
2
Aaakashwani
2024
None
Underground
3
Gandhi Maidan
2024
None
Underground
4
PMCH Hospital
2024
None
Underground
5
Patna University
2024
None
Underground
6
Moin-ul-Haq Stadium
2024
None
Underground
7
Rajendra Nagar
2024
None
Underground
8
Malahi Pakri
2024
None
Elevated
Sr. No.
• Nov 2020: Physical construction of Patna Metro’s Phase 1 officially begins on 26 November.
1
• Apr 2021: Pier work begins on Patna Metro’s 6.1 km ‘Malahi Pakri—New ISBT’ section on 28 April. • Jul 2021: YFC Projects emerges as the lowest bidder to build the roughly 8 km elevated package of Patna Metro’s Line-1 (Danapur Cantonment to Patliputra and Mithapur to Jaganpura). • Jul 2021: Larsen & Toubro (L&T) emerges as the lowest bidder to construct the only underground section of Patna Metro’s Line-2 (Akashvani to Rajendra Nagar) on 19 July. • Oct 2021: Process to acquire land begins in for ISBT Metro Station and Depot in Ranipur and Pahadi areas. Various Stations The proposed station names on various routes and corridors M E T R O R A I L N E W S - M AY 2022
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Connections
Layout
East-West Underground Line
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PROJECT OF THE MONTH 9
Khemnichak
2024
East-West Line
Elevated
10
Bhootnath
2024
None
Elevated
11
Zero Mile
2024
None
Elevated
12
New ISBT
2024
None
Elevated
Nagar, Khemnichak, Jaganpura, Moinulhaq Stadium, Malahi Pakri, Dinkar Golambar, Rajendra Nagar, Zero Mile terminating at Gouri Chowk. The Corridor has been propsed to be made underground (4.55 km, 3 stations) from Rajendra Nagar to Patna Medical College (PMCH) with remaining corridor being elevated (9.9 km, 9 stations). Financing
Mithapur Chowk, Lohia Nagar, Kankarbagh, Income Tax Colony, Zero Mile, Choti Pahari, Ranipur, Ranipur Chak, Check Post, Guru ka Bagh, Didarganj,
The Patna Metro Rail Project has been proposed to be financed through a mix of equity and debt. Of the total project cost, 20 percent of the project cost is proposed to be borne by the central and state governments each, while the remaining 60 percent is proposed to be met by taking financial aid from external funding agencies like Japan International Cooperation Agency (JICA). The cost of per kilometre of operational track of Patna Metro is expected around Rs. 4329 million.
Phase 3 (Route 4)
Rolling Stock, Fare & Speed
Bypass Chowk, Vishal, Dasratha, Setu Nagar, Chitkohra, Patna Secretariat, Anisabad, Haroon Nagar (Khoja Imli), Patna Airport, Phulwari sharif, Hadaspura, Nosha, AIIMS Patna, Kunji
Every train in the Patna metro is expected to have minimum three coaches with a capacity to accommodate at least 800 passengers. The fare is proposed to be nominal and within the reach of common people. The maximum speed of the metro in initial operations would be 70-80 km/hr.
Corridor 2 Phase 2 (Route 3)
Patna Metro Rail Project : Detailed Overview The Patna Metro Rail project involves development of metro rail system in Patna spanning 60 k.m covering 55 stations. A special purpose vehicle (SPV) – Patna Metro Rail corporation Limited (PMRCL) has been incorporated to implement this project. The Delhi Metro Rail Corporation (DMRC) has been selected as the agency for the construction and development of Patna, Metro. The Patna Metro is planned to be developed in three phases with Phase-1 being developed and implemented initially. Under Phase 1, the project will cover a distance of 31.39 km at an estimated cost of Rs. 133.65 billion (13365.77 crore). Of the total length of the metro to be developed in first phase, about 16 km of the stretch will be underground while the remaining 15km stretch will be elevated. It would consist of two corridors : (i) Corridor 1 (East-west Corridor) – The corridor with a total length of 16.94 km (5.48 km elevated, 11.20 km underground) is proposed to connect Danapur Cantt. To Aetbarpur/Bypass Chowk via Saguna More, Bailley Road, Patna Junction and Mithapur. The corridor would pass through Danapur Cantt., Saguna More, RPS More, IAS Colony, JD Women’s College, Raj Bhawan, Secretariat, High Court, Income Tax Square, Patna Junction, CNLU terminating at Mithapur/Bypass Chowk. The Danapur – Kendriya Vidyalaya- Saguna More, Belly Road, Digha, AIIMS Road canal has been proposed to be made elevated, while Gola Road – Patna Junction via Mithapur bupass is propsed to be made underground and have 11 stations (3 elevated, 8 underground). (ii) Corridor 2 (North – South Corridor) – This Corridor is proposed to cover a distance of 14.45 km from Patna Junction to Patna ISBT at Gaya line via Dak Bunglow crossing, Fraser Road, Gandhi Maidan, PMCH and Rajendra Nagar. The Corridor has been planned to pass through Patna Junction, Dakbunglow, Gandhi Maidan, Kargil Chowk, PMCH, Patna University, Ramkrishna 38 | Page
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Major Milestone The Bihar cabinet approved the proposal to prepare a Detailed Project Report (DPR) for a metro train service in Patna on 11 June 2013. Rail India Technical and Economic Service (RITES) was selected as the consultancy agency for the same and sanctioned 2.52 crore as consultancy fees. On 18 June 2013, the Government of Bihar signed a MoU with the consulting firm - RITES for a feasibility study and detailed project report preparation for the Patna Metro railway project. Under the agreement, RITES was asked to submit the feasibility report by the first week of December 2013 and the DPR by February 2014. In the scope of its work, the consulting firm was required to identify the mass transit corridors on the basis of a detailed traffic-demand-assessment study, topographic survey, soil survey at 500-meter intervals on the proposed stretch, among other measures. On 17 June 2014, the planned Patna Metro project received the green light. The Patna Metro Train Corporation was set to be created before 15 August 2014. A detailed report for the project, now planned to proceed in four stages, was due on 31 October 2014. Key Statistics and Details 1. Project Name – Patna Metro Rail Project – Phase 1 2. Sector – Urban Transport 3. Sub Sector – Metro Rail 4. Project Promoters & Shareholders – Patna Metro Rail Corporation Limited (PMRCL) with 100% equity stake.
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5. Model of Construction – Under PPP (Public Private Partnership) mode. 6. Ownership – Government (State) owned 7. Project Type – Green field
India's leading Monthly Magazine and News Portal on Metro & Railway Sector
8. Key Consultants – RITES Ltd., National Institute of Technology, Patna (NIT-P), Delhi Metro Rail Corporation (DMRC), Consulting Engineers Group Limited (CEG), CEG Test House and Research Centre Private Limited, Systra MVA Consulting (India) Private Limited. 9. Major Contractors – NCC Limited, Quality Buildcon Private Limited 10. Actual/Expected Construction Start Date – 22/09/2020 11. Actual/Expected Construction Completion Date – 09/01/2025 12. Time Delay – 12 Months 13. Initial Completion Date – 09/01/2024 14. First Revised Completion Date – 09/01/2025 15. Status – In progress. Metro under construction. The construction work on Rajendra Nagar Terminal – ISBT stretch expected to be completed by 2022.
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FOCUSED SYSTEM
QR Code enabled Ticketing
Making ways for contactless ticketing in IR
I
ndian Railways, keeping in view the ongoing COVID-19 pandemic, will adopt the facility of contactless ticketing similar to facilities at airports with QR code-enabled tickets. The QR code-enabled tickets will be scanned on handheld devices and mobile phones at railway stations and on trains. Last month, an automatic QR code-based ticket scanning system was introduced by Indian Railways at the Prayagraj junction railway station, in a first-of-its-kind initiative. The contactless ticketing system is believed to help passengers as well as railway staff to prevent the spread of novel coronavirus. The contactless QR code-based ticket scanning system will work: • CRIS has rolled out an application, for contactless ticket checking of reserved tickets, covering all the zones of Indian Railways to display PRS ticket details as QR Code. • Once the tickets are booked, an SMS will be sent to the mobile number of the passenger, containing the URL of the QR code. • During the station entry or during the checking of the train ticket, passengers will have to click on the QR code URL available on his or her SMS. • After doing this, the QR code of the reserved ticket will be displayed on the mobile browser of the passenger. • The TTE will scan the displayed QR code of the reserved ticket on the passenger’s mobile browser, through his or her mobile device having the capability of scanning the QR code. According to Indian Railways, any free QR code scanner mobile application available in iOS App Store or Google Play store such as QR and Barcode Scanner, QR Code reader, etc. can be used for this purpose. • Moreover, the HHT application is also capable of scanning this QR code and it will fill the PNR details in the application automatically for TTE for turn up action. Currently, the facility is live and SMS with links for generating QR code is being sent on the provided mobile number. The ongoing COVID-19 pandemic has completely changed how we go about our lives nowadays. It has also altered how businesses operate, taking precautions to curb the spread and stick to delivering goods. The Indian Railways has gone back and forth in restarting travel over the past couple of months. And now, it is taking cues from the advanced air travel system
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to introduce a contactless ticketing system at railway stations. The railways are planning to issue QR code-enabled tickets, which can easily be scanned at the station or on the train to verify your identity. The train conductor can either use a handheld device or rely on a mobile phone to scan these tickets, further simplifying the whole process. This also applies to platform tickets and not just train tickets. QR Ticketing System The QR Ticketing System for Transit Operators is an integrated system of using QR Codes as prepaid tickets to avail mainly transit services of all modern operators like Metro, Bus, Rental Cars, Rail, Flight, etc. This part – QR Ticketing System Implementation Guidelines provides some valuable tips and insights to implementing the QR Ticketing System and integrating it with AFC systems. An annexure, addressing some of the most ‘frequently asked questions’ is also provided here. Basic Implementation The basic implementation of a QR Ticketing system involves few important steps outlined as under : • Ticket Purchase Mobile and Webclient Application • Ticket Office Machine (TOM) Application • Ticket Validation in QR Ticketing System • Validating Terminal and AFC System Updates • Simple Customer Care Application Integrated with TG • Implementing Products and Passes in QR Ticketing System |
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FOCUSED SYSTEM Ticket Purchase Mobile and Webclient Application
Simple Customer Care Application Integrated with TG
This is the customer face of the QR Ticketing System. Customers must be able to use an App (like a Mobile or Webclient App) to buy Bus or Metro journey tickets. The Apps can also provide facility to buy tickets for Rail or Air journeys. Some of the salient features that every App must support are : (i) An UI that is integrated with the QR Ticket Generator (TG) which, in turn, is integrated with PTO’s AFC. The App Provider may be any third-party commercial application but integration with TG is mandatory. CDAC’s Travel Mozo App is one such example of a third-party system that is easily integrable with PTO’s AFC via CDAC TG Services. (ii) The App must follow the QR Specifications to generate QR Tickets in the typical QR Ticketing System format. (iii) Due to constraints of security and other services like ‘location’, App must ask for the user’s permission. The minimum set of Access Permission can be detailed as per table below : Service Parameter
Description
NFC (Near-field communication)
It totally depends on the PTO station center if they need it for communication with the device to scan a QR Ticket. NFC is available only on some high-end mobile devices.
Internet Connectivity (Mobile Data & WiFi )
Device must have internet connectivity for booking a ticket. Internet connectivity may be either mobile data or WiFi.
Bluetooth connectivity
It totally depends on the PTO station center if they need it for communication with the device to scan a QR Ticket. Application will ask for this.
Live Geo-Location
The QR Ticketing System can optionally maintain the actual physical latitude and longitude of the device at the time a ticket is being purchased. This is a precautionary measure that the PTO may enforce in order to prevent misuse or fraudulent tickets. Furthermore, in case of booking a cab or rickshaw or for tracking the device, the app needs the live location of device.
Contact number
For account security verification like OTP app needs phone number of user.
SMS and Phone call
In case of cab and rickshaw, app may need to call the driver for getting the information about booked rides. SMS may be required for OTP and other purposes. Device must allow this for getting the notifications like: · The day of journey notification
Push Notification (Message Notification)
· When user uses the QR Ticket, the real-time transit update should be sent via push notification and the App must update the information in the Ticket History accordingly · To send QR Ticket validity (Expiry time of ticket) alert
Customer Care is a very important feature for all transit service providers. In order to provide customers top quality service and a value for their money PTOs usually employ many Customer Care personnel. To aid the Customer Care executives in their job, a good Customer Care application is a necessary requirement. In case of the QR Ticketing System the QR ticket that the customer presents at a validation gate or terminal may run into some problem. A ticket may fail validation for a variety of reasons – genuine or due to some glitch. In all such cases, the commuter can approach the Customer Care centre. The purpose of the Customer Care application is to provide the operator with enough information about the ticket based on which the operator can take the correct decision to alleviate the problem faced by the customer. A simple Customer Care application must support at least the following minimum requirements: (i) An Application that is integrated with a QR code scanning device. These devices are readily available and are usually referred to as HID – Human Interface Device. For simplicity, it is recommended to use a USB-based HID that works as a Keyboard Emulator. That way when the operator places the cursor on a Standard Input text field and scans the QR – emulated keystrokes – which is the actual QR payload – becomes available to the Customer Care application for further validation. (ii) The QR payload can then validated and displayed on the Customer Care App Form. (iii) Based on the validation, the Customer Care operator takes the decision. Decisions are entirely the PTOs own business rules and policies. (iv) It is quite possible that the Customer Care App to have the option to print a duplicate QR ticket. (v) Interface of the customer care should obviously be directly interfaced to the correct Ticket Generator. Since one QR ticket can be issued by one and only one TG, the ticket validation of the issued ticket must land at the same TG. Implementing Products and Passes in QR Ticketing System Trip Passes are an integral part of any transit application. PTOs
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FOCUSED SYSTEM of all types – Bus or Metro operators – often issue many passes like – Senior Citizen Pass, Student Pass, Day Pass, Monthly Pass, etc. In the QR Ticketing System, the Product ID parameter is used to populate Passes. It is sent as a Policy Update Request. Example of a QR Ticket using a QR Pass Ticket (Monthly Pass for Metro): The ticket issuing Application must provide only one QR Ticket that should contain the information for a Pass. Essentially, the following criteria are of importance – (i) An App that must provide the option to User to buy Passes. Passes are PTO-specific and cannot be used for inter-operator journeys unless some operators decide to issue joint passes. (ii) If a user has already bought a Pass and the validity of the pass has expired, then it is desirable for the App to disable the ticket on the Phone so that it cannot be presented. In order for the TG to determine the current status of passes, PTO’s AFC shall share relevant details like transaction amount (To update remaining balance in Pass), trip count (To update remaining trips in case of trip based Pass) etc. with TG. (iii) A Global “All Access” Source and Destination ID in the Policy DB that would imply a ‘Pass’ QR Ticket. The Station Code for “All Access” can be fixed as 255 or ‘FF’ Hex. (iv) Validity Period = 43200 minutes. One QR Pass Ticket is for a maximum validity of 45 days only.
recovered there and then. (x) Since the ‘Entry-Exit’ pairs of a ‘Pass’ journey would always be available with the AFC, it must update the balance in that Pass accordingly. These updated balances (along with the Tkt_Sl_No) must be resent to the terminals again. The updated balance information must also be sent to the TG. (xi) So the next time the user sends the ‘Query Balance’ request to the TG, the TG updates the Ticket_Fare with this balance to reflect the correct available balance. It must actually send the entirely new QR Payload as the Digital Signature would have to be updated. The APP must display the ‘Updated Balance’ to the user and also render the new QR. (xii) This cycle can repeat from Step 6 until Step 9 is reached or the user actually recharges the Pass. Example of a QR Ticket using a Senior Citizen / Student / Special Pass: Senior Citizen, Student or Special (for differently-abled persons) products or passes are not as straightforward as the other passes. There is a mandatory requirement of Verification required before these can be used. The following steps provide a simple yet effective method to implement these type of Products in the QR Ticketing System. (i) In this method, the APP provides user to the option to buy a Senior Citizen or Student or Special Pass as any other Product or Pass.
(v) The User must pay up at least the minimum amount specified by the PTO for the Pass. This is also a Policy DB parameter as shown in the figure above. The user cannot purchase a QR Pass Ticket without paying up this minimum amount.
(ii) The APP must mention that these Passes need ‘Verification’ and the process as described in these steps must be clearly mentioned.
(vi) For all types of Passes, the APP must provide a facility to query the ‘Query Balance’. Actually the TG must send the updated QR Payload reflecting the actual available balance on the Ticket_Fare field.
(iii) For these type of Passes, it must be mandatory to fill the Personal Info, which is part of the Static Block of the QR Dataset. In the Personal Info all information in the Name, Age, Gender, ID No and ID Type must be filled out
(vii) After the Ticket (or Pass) is purchased, like any other QR Ticket, the TG sends the ‘Purchase QR’ information to the AFC. The AFC must notify all the terminals as a Start of Day (SOD) object the Passes information. These SOD objects must contain the ‘Ticket Serial Number’ of the QR the ‘Available Balance Amount’ and the ‘Minimum Required Balance’.
(iv) The user must specify the date from which he wishes to make the Pass active. This should be filled in the Activation_ Date field of the Ticket (or Pass in this case).
(viii) When a Pass is presented on the terminal, the TRM Validation Rules must ensure that the Product ID is correct (= 5 in our example) and the ‘Balance Amount’ on the scanned QR (this is the same as the Ticket_Fare value) and the data available on terminal must match. Then the remainder amount must also be at least equal to the ‘Minimum Required Balance’. As a side note, the APP must also send notifications to user when the Minimum Balance Amount is about to exhaust so that the user can recharge the pass. (ix) If the ‘Minimum Balance Amount’ is not enough, then – whether the commuter oversteps or not – all the Exit terminals should deny the commuter to pass through and direct him to go to Customer Care. Any additional due amount can be 42 | Page
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(v) Once all the information is filled, the user must be asked to agree with these rules and can then proceed and buy the ticket. If the payment is successful, the APP must render a QR having only the Tkt_Sl_No. (vi) On the TG, these serial numbered tickets must be marked as ‘Requires Verification’ or something in those lines. (vii) On the APP, there must be a button like ‘Request Ticket’. Until the ticket is actually verified, till then clicking this button the TG should simply respond with ‘Ticket Not Validated’. (viii) On the date of Activation, the user must proceed to Customer Care with his QR. Naturally, this QR will not work on any Validation terminal as it does not have any journey information.
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FOCUSED SYSTEM (ix) The Customer Care executive shall scan the QR and fetch the Pass details from TG. He must then proceed to verify the actual Physical Identity of the user with the information fetched from the TG. (x) Once the Customer Care executive is satisfied that the information provided when purchasing the QR Ticket (or Pass) is consistent with the actual ID, he must send the request to the TG to mark the Pass as ‘Valid’. The TG must acknowledge the Customer Care application affirmatively. The Customer Care executive must then inform the user that he can now ‘Request Ticket’. (xi) This time when the TG receives the request, it must then return the QR Payload. (xii) The APP can then proceed to render the actual QR Pass on the user’s APP and the user can start using it just like any other QR Pass. Futuristic Implementation Some further advanced implementation features of the QR Ticketing System can be outlined stated as under: Advanced Features in QR Ticketing System These are desirable features that should be taken up to add value to both the customer and PTO. • Applying Machine Learning and Artificial Intelligence to the System that shall be useful not only to the public but particularly to the PTOs with valuable insights. • Different Media scanning not just optical or camera scanning but also Bluetooth, WiFi, NFC scanning • Designing and developing cost-efficient Android based Validation Terminals that can be quickly adopted by the transport industry and quite possibly by other industries as well for e.g. the tourist sites, parking areas etc. This may involve below mentioned steps further : 1. Sending Real-Time Transit Notifications to Customer’s Mobile Route Request - Consumer Mobile Apps must be informative and user-friendly. Notifications like (a) Reminders on the date of journey, (b) Transit updates – journey completion, (c) real-time schedule changes, (d) Traffic conditions (e) Availability of tickets, etc. can be sent to the user’s mobile phone and shown in the App to give a clear picture to the customer. The general way to send all such updates to the user’s mobile is called ‘Push Notification’. Technology Service Providers like Google, Apple, Microsoft and Amazon provide SubscriptionM E T R O R A I L N E W S - M AY 2022
based Push Notification services that Application Providers can avail to send business updates to their customers in real-time. The concept of Push Notification Service is simple and can be described in a nutshell as follows: (i) Subscription to a cloud messaging service like Google Firebase Cloud Messaging (GCM – also called Firebase Cloud Messaging – FCM since 2019) or Apple Push Notification Service (APNS) – These are mobile notification services that enable third-party application developers to send notification data or information from developer-run servers to applications that either target the Google Android Phone or the Apple iOS Phones. The GCM and FCM may also be viewed as two separate entities operated by Google wherein the GCM does registration/authentication jobs and the FCM delivers the real-time messages to the user devices. (ii) Cloud Messaging Services has the ability to send push notifications, deep-linking commands, and application data well up to 4 KB of payload data. Push Notification Services are usually a paid- service and so in order to take advantage of this technology the APP Provider must pay up and subscribe annually with a good Messaging Service Provider like GCM. (iii) All App Providers must inform the user and seek permission to send ‘Push Notification’ to their personal mobile. This can be done during App set and installation as a onetime pre-requisite. Here we assume that the user gives consent to the App Provider to send Transit Updates to his/her phone. (iv) Upon allowing the App permission to receive and display notifications, the client APP sends a registration API request to the Cloud Messaging Service, say GCM, interface to begin the registration process. (v) The GCM Service receives and acknowledges the request and responds by giving the device a GCM Registration ID – a unique identifier that is used later to send notification to the individual mobile device. The identifier is stored onto the device, and is typically sent to the developer’s Application Server (App Provider) to be stored. The Registration ID is a randomly-
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FOCUSED SYSTEM generated identifier that does not contain any personal or device information that could allow a developer to discover the personal identity of the user.
general, the PTOs that support Paid-2-Paid travel have common interchange points using which the commuter can hop from the premises of one PTO and move to the premises of the other.
(vi) When the App Provider wishes to send a notification event to an individual device, the process begins with an API request to the GCM Authentication Service. The request must include the Registration ID among some other data like the content that is to be displayed on the device.
Acronyms and Abbreviations
(vii) Upon successful verification of the Registration ID and other credentials, an authentication token is returned. Both these identifiers are then sent back to the GCM Service to be ‘Enqueued’ and delivered to the device (viii) Upon receipt of the Push Notification Message, the App can then update the necessary tickets for journey updates or other such information. 2. Route-agnostic Intra-PTO QR Code Ticket - In ordinary dayto-day commuting in cities, it is commonplace for commuters to travel on more than one Line or Route to reach his/her destination. For example, if a person uses three different routes to reach his office or home, it essentially means that his source station (starting point) falls in the first route and his destination station (ending point) falls in the third route. But in order to complete the entire journey, he has to learn not only about all the available routes including the connecting intermediate routes, but also the stops where he needs to descend and then ascend again in order to continue towards his destination. This is applicable for both Buses and Metro transport. Although, most of the bus transport operators have implemented route based ticketing system currently, it is desirable that the QR Ticketing System should support a Route-agnostic QR Ticketing form of implementation when issuing tickets to customers. This essentially means that the customer should only mention his Starting and Destination stations and the system must be smart enough to determine and show all the possible combinations through which these two points can be connected. The customer can then make an informed decision of which combination he or she wants to avail. 3. Urban transport has advance by leaps and bounds in the last 10-15 years in our country. Not only Metro rails, but highspeed Rapid Bus Transit, Rapid Rail, Suburban Rail, Mono Rail, etc. have made their presence felt in our country providing commuters the comforts of fast travel within the city and even to long distance satellite towns and cities. In an effort to provide further convenience to commuters, different PTOs – operating different transit medium within a city or even between cities – are now collaborating with each other to issue combined single journey tickets from each other’s premises thereby sparing the customer from the burden to procuring multiple tickets when hopping from one mode of transport to another. This type of collaboration or interchange is called Paid-2-Paid interchange. One example of Paid-2-Paid interchange are Delhi Metro (operated by DMRC) and Airport Rapid Transit (operated by Reliance). In the city of Mumbai, 14 PTOs operating under MMRDA, running different modes of transport have already collaborated or are in the process of doing so to allow customers to inter-travel on any mode of transport with a single ticket. In
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• AFC – Automatic Fare Collection System • CAFC – Centralized AFC system • ECC – Error Correction Code • GSM – Grams Per Square Meter • HID – Human Interface Device • PTO – Public Transport Operator • QR Code – Quick Response Code • RFU – Reserved for Future Use • Stn Code – Station Code • TOM – Ticket Office Machine • TRM – Transit Rules Management • TXN Ref. No. – Transaction Reference Number Conclusion Over the last 4-5 years, QR codes have become the most popular medium of choice for instant payments in our country and across the globe. With the ever-increasing demand for deployment of QR Codes as fare media, it is important that the Public Transport ecosystems provide a consistent and seamless experience to their customers. The system should enable people to remotely book tickets not just for urban transport operations like Metro and Buses, but also other varied services like hotel reservations, entertainment events, tourist spot reservations, etc. The popularity of QR codes also means that there is a good availability of online technical support. This allows service providers to quickly develop and implement solutions compatible with most existing payment gateway systems. The specifications described in the preceding pages above are only a first step towards achieving a world-class QR Ticketing Ecosystem that strives to provide customers a hassle-free travel experience on one hand, and to service providers a fully automated state-of-the-art ticketing solution, on the other. However, this is only just the beginning. The road ahead is surely long and winding. In due course this ecosystem must evolve towards route and operator agnostic ticketing solutions and encompass other non-transit services under its umbrella. The not-so-distant future should also address some of the most pertinent needs of the modern world like vehicle capacity management, real-time traffic updates, attractive pricing, etc. through the use of Industry 4.0 technologies viz. artificial intelligence, machine learning, big data and IoT.
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Railway Mobility
Data-Driven Decision Making in national Transporter Applications of Data Analytics in Railways Data analytics technologies and techniques provide a means to analyse data sets and draw conclusions about them which help organisations make informed business decisions. Big data analytics is a form of advanced analytics, which involves complex applications with elements such as predictive models, statistical algorithms and what-if analysis powered by highperformance analytics systems. There is a whole range of opportunities which IR can explore in the area of big data analytics. Some of these applications include customer experience, train scheduling, timetabling, improving security at railway stations, automatic charting, network optimisation, crew management, inventory management, and IRCTC ticket management. The existing data from the passenger reservation system, operating control, CCTV cameras at stations, maintenance depots and stores, can be used intelligently to yield business benefits in the above areas. Current IT systems such as the real-time train information system (RTIS), the nation train enquiry system (NTES), and the control office application (COA) are some examples where data is being used to derive useful information. One significant area where the use of data analytics is crucial is asset management. Asset management includes conducting an inventory of system assets, providing adequate staffing and training, performing preventative maintenance, and demonstrating adequate funding. In order to meet these requirements, an organisation must identify its needs and costs, and develop long-range financial plans. This is called asset management planning. It consists of developing a plan to reduce costs while increasing the efficiency and the reliability of the assets. Asset Management in Indian Railways
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Asset maintenance is part of part of asset management and involves condition monitoring of different assets through IoT devices. Indian Railways is a custodian of significant asset base. Indian Railways asset base includes approximately: • 121,407 track kms • 34,319 route kms of electrified track • 2,700 route kms of automatic signalling • 12,000 locomotives • 289,185 wagons • 74,000 coaching stock • 7,500 stations. Indian Railways maintains huge terabytes of asset data. Using connected IoT sensors, historic data and analytics, the data can be turned into useful information to improve asset utilisation and availability. As of now, some efforts have been made to improve asset availability by adopting better maintenance strategies. These efforts have been made in departmental silos and lack a comprehensive approach. There is an opportunity to take a collective initiative to improve overall asset utilisation on Pan-India basis. In the past, Indian Railways has collected asset data over 1520 years and used them to re-define the periodic maintenance regimes. Because of the large volume of data and absence of data analytics tools, such decisions took a long time. To keep pace with increasing capacity requirements, it is important that technologies such as real-time sensors, data analytics should be used to facilitate decision-making processes and identify under-performing assets so that attention to those assets is given on a condition basis. For instance, the failure data of a locomotive illustrates that 7080 per cent of failures are due to specific sub-systems. Often too much time is spent in maintaining those sub-systems which may not be the real cause of locomotive failures and |
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GLOBAL / TRENDING inadequate time is spent in maintaining those sub-systems which are more prone to failure. It is important to reduce the down-time of frequently failing sub-systems through condition monitoring and predictive analysis techniques to reduce the overall downtime of locomotives. As per data, on date unscheduled attention of locomotives is as high as 62 per cent with respect to scheduled attentions. Such unscheduled maintenance visits can be avoided using adequate predictive maintenance systems. Existing Condition Monitoring and Data Collection Systems in IR 1. Signaling Systems Through data loggers, the health of gears such as track circuits, point machines, axle counters and other internal circuits, is monitored and SMS are generated for various fault alerts. Furthermore, out of 7,500 stations, more than 5,500 stations have been equipped with WiFi facilities. Though the capabilities exist, they are not utilised to the full extent. It is required that a more rigorous approach should be adopted to collect all kinds of asset data through sophisticated sensors and modern data analytics techniques be used to reduce maintenance requirements. 2. Rolling Stock Indian Railways is envisaging converting its ‘freight examination yards’ into technology-driven ‘Smart Yards’ for automatic detection of faults/defects/deficiencies in freight wagons. The automatic defect detection equipment of a Smart Yard shall provide advance data about hot axles and wheels, wheel flats, wheel profiles and diameter, load imbalance, loose and hanging parts, 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 turnaround time while boosting safety and improving productivity. Initially, 40 yards have been identified for conversion to Smart Yards in phase 1. However, different sub systems are provided by different suppliers and data integration is challenge. 3. Locomotives Remmlot enables health monitoring as well as fleet management of locomotives. The system monitors various operating parameters to achieve fuel saving and helps in analysis in case of untoward incidences. Presently, 18 types of health alerts in the form of SMS are generated. Electric locomotives have developed a remote diagnostic system (RDS). This GPSbased system monitors the current location of a locomotive and generates SMS-based alerts to maintenance staff with respect to isolation of key sub-systems. The system also has the capability to monitor traction motor voltage, status of auxiliary machines like compressor, traction motor blower, etc. However, the existing system generates alarms only on isolation. 4. Over-Head Equipment (OHE)
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Oliver ‘G’ is an over-head line inspection system with video recording and GPS tracking for improving the reliability of OHE. However, mostly manual inspections of OHE are done and various parameters are measured at regular interval unless there is any change in track parameters or there has been any OHE modification work. 5. Track The existing system for monitoring the health of the track includes OMS Car, TRC Run, Oscillograph Car and other field inspections. Indian Railways is working towards introduction of an Integrated Track Monitoring System that shall consist of : • Track parameters recording system • Full rail profile and wear measurement system • Rear Window Video Recording of track • Video recording of track components and analysis by image processing for status of track components • Other Transducers/Sensors. Though several systems have been installed for data collection and condition monitoring for different assets, the analytics capacity of these systems is very limited. Furthermore, all these data collection systems work in technical silos, each with its own acronym, making it difficult to integrate data to acquire useful information. Creating a data-driven Railway A lot of work is required to be carried out in the area of data collection, data management and data service provision, so that the benefits of data analytics can be reaped for improved asset reliability. Some pointers are: (i) The creation of a supplier ecosystem with IoT-based capability.
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GLOBAL / TRENDING (ii) Data collection across all asset types and provision of new data collection equipment and platforms.
system while maintaining the cost of the maintenance operation. Planning and scheduling processes are critical to improving the efficiency and effectiveness of maintenance management. Railway infrastructure owners and maintenance contractors need decision-making tools and models to use resources efficiently and maintain the track effectively. Recent technological advancements and the increasing deployment of sensors and connected devices creates new opportunities to improve maintenance management.
(iii) The opportunity for managed services through a single service integrator. (iv) Integration of asset data, operation data, asset data and maintenance using adequate interfaces. (v) Easy mechanism to exchange asset data throughout the lifecycle of assets.
Conclusion
(vi) Decision modelling and risk analysis tools to identify bottlenecks.
Indian Railways is going through a transformational change. A number of technological innovations are being done. These technological advancements ensure a hassle free, safe, convenient passenger and freight transportation in Indian Railways. The advancement of railway technologies is meant to accommodate the growing population. Following the expectation coincides with the evolution of digitization. The popular use of online services through the internet allows the integration of everything to provide better services. Everything is computable and predictable by the processing of accumulated data. This leads everyone to think about the upcoming role of Artificial Intelligence in Indian Railways.
(vii) Raise maintenance alerts for different assets to enable safe, efficient and effective delivery of the operational railway. (viii) Strategic maintenance planning and creation of reports for easy accessibility of asset information. (ix) Distribution of tablets to field maintainers and direct access to asset data and maintenance requests from central system through existing Wi-Fi facility, thus removing paperwork.
Data driven decision making Metro & Railway mobility as a service
Indian Railways must absorb these huge banks of data and capture them in a national intelligence model; one that can serve this data-driven railway in a cohesive, safe and costeffective manner.
Indian Railways is an organisation of such epic proportions that words such as ‘gigantic’ and ‘enormous’ seems inadequate. With route length of 95,981km, Indian Railway (IR) carried 1.2 billion tonnes of freight and 8.4 billion passengers during 2018-2019, making it the world’s largest passenger carrier and fourth largest freight carrier. What this also means, from an operational analytics standpoint, is a lot of data. However, Indian Railways currently lack abilities to use this data to derive accurate, contextual, and actionable insights for its business.
The railway network is one of the main means of transportation and one of the most valuable infrastructure assets of a country. The maintenance and renewal of railway infrastructure play a vital role in safety performance, the quality of the ride, train punctuality, and the life cycle cost of railway assets. An effective and efficient maintenance management system is required to ensure the availability of the infrastructure
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Smart Rail:
Reimagining the Future of Transportation Smart and intelligent technologies are helping operators modernize railways and position themselves for future success. From passenger experience systems to predictive maintenance, AI and IoT-driven technologies are enabling railways to automate processes, provide touchless experiences, and improve capacity management. Intel and its ecosystem partners offer market-ready solutions to help make intelligent, connected railway a reality.
Enabling the Smart Rail Experience Passenger Experience Digital Signage and Connected Kiosks
Vision Analytics Security Passenger Safety
Train Control & Analytics Auto-Routing and Scheduling
Connectivity and Network Communications
Predictive Maintenance
Detection of Railway Obstructions
Onboard Units
Driver/Operator Distraction Prevention
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FEATURED PROJECT
Kolkata Metro The historic city readying for a transformational transport system
K
olkata : An ancient City with historical Importance
The City of Kolkata made its debut in 1690 as an amalgamation of three humble villages – Sutanuti, Gobindapur and Kalikata. But, it has since grown into a sprawling Metropolis and the principal centre for trade and commerce in Eastern India over the last three centuries and it was also the Capital of the Country for a considerable period. In the course of its long existence, this premier ‘City’, often described as the cultural citadel of India, has witnessed many upheavals –Cultural, Social and Political. It has also been faced with innumerable problems, of which the transport problem, in particular, has been very acute. This has happened due to a continuous shift towards urbanization and the consequent increase in population – Resident as well as Migrant. Metro Railway, Kolkata feels honoured and pride of itself for becoming the ‘Life Line’ in the field of transport network of this great ‘City’. A transport System evolved through times Kolkata is the main business, commercial & financial hub of eastern India & the north eastern states. It is also a major commercial & military port, & the only city in eastern India to have an international airport. Once India’s prime city, the development of the city has lagged far behind the needs of its growing population. Kolkata is in dire need to provide to its citizens the best of amenities available in the country. The relative antiquity of Kolkata and unplanned growth has further exacerbated the problems of inadequate civic amenities in the city. Realizing the magnitude of this problem, the government arduously is trying to place modern infrastructure in the metropolitan city and a number of agencies are working towards that goal. Kolkata, totalling to a route length of 97.5km. Of these, the highest priority was given to the busy North-South axis between Dum Dum and Tollygunge over a length of 16.45 km and the work on this project was sanctioned on June 1st 1972. The foundation stone of the project was laid by Smt. Indira Gandhi, the then Prime Minister of India, on December 29, 1972 and the construction work started in 1973-74.
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Since the commencement of construction, the project had to contend with several problems such as non-availability of sufficient funds till 1977-78, shifting of underground utilities, court injunctions, irregular supply of vital materials and others. But overcoming innumerable hurdles and crossing all barriers of disbelief, Calcutta Metro, India’s first and Asia’s fifth, became a reality on October 24, 1984 with the commissioning of partial commercial service covering a distance of 3.40 km with five stations between Esplanade and Netaji Bhavan. This was quickly followed by commuter services on another 2.15 km stretch in the north between Dum Dum and Belgachia on Novermber 12, 1984. The commuter service was extended upto Maha Nayak Uttam Kumar on April 29, 1986 covering a further distance of 4.24 km making the service available over an overall distance of 9.79 km and covering 11 stations. However, the services on the north section were suspended w.e.f. Oct, 92 as this isolated small section was not attractive to commuters. After a gap of over eight years, the 1.62 km BelgachiaShyambazar section, along with Dum Dum -Belgachia stretch, was opened on August 13,1994. Another 0.71 km stretch from Esplanade to Chandni Chowk was commissioned shortly thereafter, on October 2, 1994. The Shyambazar-ShovabazarGirish Park (1.93 km) and Chandni Chowk-Central (0.60 km) sections were opened on February 19, 1995. Services on the entire stretch of Metro were introduced from September 27, 1995 by bridging the vital gap of 1.80 km in the middle. A dream |
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FEATURED PROJECT thus came true. Phase II a length of 5.834 Kms from Maha Nayak Uttam Kumar to Kavi Nazrul station was completed in Aug’ 2009. Further it was extended upto Kavi Subhash a length of 2.851 kms in Oct, 2010 for commercial operation. It was further extended, Dum Dum to Noapara, a length 2.091 Kms, on 10th July 2013. The last leg was opened on 23rd February 2021 for commercial operation from Noapara to Dakshineswar (4.139 Kms). First Metro System of the Country The initiative had to wait for 2 decades when in 1969 the Metropolitan Transport Project was initiated. The master plan prepared by them in 1971 envisaged a network of 97.50 km consisting of three North-South corridors of which three were selected for detailed planning. These three lines were Dumdum – Tollygunge, Bidhannager – Ramrajatala and Dakshineswar – Thakurpukur. Based on traffic studies, the Dumdum – Tollygunge corridor was first selected for implementation and work started on 29th December, 1972. On 24th October 1984, the first stretch, a length of about 3.4 km between Esplanade and Bhowanipur was completed, the first metro line in India. Over the years, others stretches on the corridor were gradually completed and some extensions were also made. This corridor was extended to New Garia in 2010. Today it carries about 5 lakh passengers a day. East-West Corridor Kolkata Metro Line 2 or East-West Corridor is a rapid transit line of the Kolkata Metro in the Indian state of West Bengal. It currently consists of an operational section between Salt Lake and Phoolbagan, and will eventually connect Teghoria with Howrah by going underneath the Hooghly River. It would consist of 17 stations from Teghoria (Haldiram) in the east to Howrah Maidan in the west, of which 11 would be elevated and 6 would be underground, with a total distance of 22 km. It is expected to derive a very high ridership since it will connect India’s two largest commuter railway and long-distance railway terminals (Howrah and Sealdah) along with two of its largest business districts (BBD Bagh and Salt Lake Sector V). Line 2 has India’s first underwater metro tunnel along with the deepest metro shaft. The first phase between Salt Lake Sector V and Salt Lake Stadium was inaugurated by Union Railway Minister Piyush Goyal on 13 February 2020 and commercial services started from 14 February 2020. The master plan had already identified the corridor way back in 1971. But the success of the Delhi Metro contributed to the sanction of the East – West Metro corridor, which will connect Howrah Railway Station with the Satellite City of Salt Lake. In January 2004, the Pacific Consultant International Group conducted a feasibility study for the line. The report proposed the route and tubular structures be under the Hooghly River. A new organisation called the Kolkata Metro Rail Corporation Limited (KMRC) was formed, which executes the operations of this Line, commencing construction in 2009. Of KMRC’s eight directors, four each were from the state and central governments. The cost is being shared between the state government (30 per cent), the Union Urban Development
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Ministry (25 per cent), and the Japan Bank for International Cooperation (JBIC) (45 per cent). But as of 2011, after state government dis-invested from the project, most of the share of this project went to Indian Railways and with Japan Bank for International Cooperation (JBIC). The project is estimated at a cost of 50 billion. The present cost however, has escalated to 80 billion. But due to major setbacks, such as land acquisition, slum relocation, and route alignment problems, the project got delayed. The East-West Corridor was originally slated to be operational by 2012, but was later pushed back to 2015. The project will now be implemented in four phases. The first phase, from Salt Lake Sector V to Salt Lake Stadium, became operational on 13 February 2020. The second phase, to Phoolbagan opened on 4 October 2020, operational from 5 October 2020. The third phase to Sealdah is now slated to be operational by 2022 and the final phase which includes the journey through the tubular tunnels under the Ganges will be operational by year 2023. Country’s First Underwater Metro System Kolkata will soon boast of having the first under river metro tunnel in the country. Both the tunnels are ready for tracks to be laid. The wait is now reduced to few months only. The Kolkata metro is ready to take a plunge. For the first time ever in India a metro train will run under a river. The city of joy is heading for a trip under the Hooghly. Kolkata underwater metro is 33 mtrs under the normal level of earth. This also means that it is not only the deepest but also one of the biggest underwater metro system. One would have an experience of a lifetime of not just travelling via an underwater river tunnel in an A.C Rack of the metro but also ensure to land on one of the busiest platforms which can handle around forty thousand passengers in one hour on any given day. The underwater stretch lies 30 m under the river and is part of the east-west metro project. The metro train would huddle down through 520m tunnel at a speed of 80 kms per hour. This is the first time in the transportation sector in the entire country that a magnificent civil structure of this magnitude is built under a river. Despite cutting through a river the tunnel is absolutely water proof. With the help of a tunnel boring machine this has been made possible in record time. All ventilation fans, the efforts for maintaining humidity and temperature level at top and bottom is being consistently tried. Apart from this the Kolkata metro achieves many accolades from becoming India’s first underwater tunnel constructed below the sprawling howrah station heritage buildings with a first ever such project. Soon Kolkata would be the first Indian city to have the perfect harmony between a legendary ride on a tram and jet setting on futuristic trains. Few other major details With the inauguration of the North-South Metro route from Noapara to Dakshineswar in 2021, the upcoming metro corridors are also expected to improve connectivity, particularly in the highly congested areas of the city.
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FEATURED PROJECT Most of the construction for Line 1 is based on the Cut and Cover construction method, a traditional tunnelling method. Further, the East-West Metro corridor project will have an underwater tunnel and the section will be equipped with all the necessary facilities and safety measures. There will be tunnels for the evacuation of passengers in case of any emergency. As per an official, 80% of the construction work is complete. The Kolkata Metro Rail Corporation Ltd (KMRCL), a government enterprise established in 2008, is undertaking the construction of the East-West corridor project of the Kolkata Metro. In July 2019, it handed over the operations of the Metro Line 2 to Metro Railway, Kolkata, which is the owner and operator of the Kolkata Metro, along with KMRCL. The Metro Railway, Kolkata, will also operate other metro lines after the completion of the construction work. Metro Route
Shobhabazar Sutanuti
Underground
Girish Park
Underground
Mahatma Gandhi Road
Underground
Central
Underground
Chandni Chowk
Underground
Esplanade
Underground
Park Street
Underground
Maidan
Underground
Rabindra Sadan
Underground
Netaji Bhavan
Underground
Jatin Das Park
Underground
Kalighat
Underground
Rabindra Sarobar
Underground
Mahanayak Uttam Kumar
At-Grade
Netaji
Elevated
Masterda Surya Sen
Elevated
Gitanjali
Elevated
Kavi Nazrul
Elevated
Shahid Khudiram
Elevated
Kavi Subhash
At-Grade
The Line 1 of Kolkata Metro is the North-South Metro line. It is now referred to as the Blue Line. The route comprises 26 stations with 15 underground stations, two stations on the surface and 9 elevated stations. It covers about 32 kilometres of distance from Kavi Subhas to Dakshineswar. The oldest metro line that was started in the city on October 24, 1984, was a small section of 3.4 kilometres, connecting Esplanade to Bhowanipore (now Netaji Bhavan). More sections were later opened, such as Tollygunge metro station to New Garia station along an elevated route. In 2013, the line was extended in the north with a new section connecting Dum Dum station to Noapara. In February 2021, a four-km section from Noapara to Dakshineswar became operational. Kolkata Metro Line 2 (Green Line)
In March 2022, the Kolkata Metro Railway officially assigned colour codes to the different metro corridors and the new extended metro lines under various phases of implementation. Kolkata Metro Line 1 (Blue Line)
Kolkata Metro Line 1 stations
Layout
Dakshineshwar
Elevated
Baranagar
Elevated
Noapara
Elevated
Dum Dum
Elevated
Belgachhia
Underground
Shyambazaar
Underfround
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Kokata Metro Line 2 Stations
Layout
Teghoria/Haldiram
Elevated
Raghunathpur
Elevated
Baguiati
Elevated
Dum dum Park
Elevated
Kestopur
Elevated
Badhan Bank salt Lake Sector V
Elevated
Karunamoyee
Elevated
Central park
Elevated
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FEATURED PROJECT LICI City Center
Elevated
Bengal Chemical
Elevated
IFA Salt Lake Stadium
Elevated
PhoolBagan
Underground
Sealdah
Underground
Esplanade
Underground
New Mahakaran
Underground
Howarah
Underground
Howrah Maidan
Underground
The Kolkata Metro Line 2 route includes a total of 17 stations with 11 elevated stations and six underground stations spanning a distance of 22 kms. On February 13, 2020, the first phase of the East West Metro corridor from Salt Lake Sector V to Salt Lake Stadium was inaugurated. The Phoolbagan Metro station was the first underground metro station in the East West Metro route to be opened. Underwater tunnel The 16.6-kilometre-long East-West Metro corridor includes 5.8 kms of the elevated route and 10.8 kms of an underground section. Of this 16.6-km stretch, 520 metres will be under the riverbed of the river Hooghly. The twin cities of Kolkata and Howrah will be connected by an underwater tunnel that will be developed 33 metres below the riverbed of the river Hooghly. The Green Line will finally connect Howrah with Teghoria. Kolkata Metro Line 3 (Purple Line) The Line 3 of the Kolkata Metro is under construction. The route will start from Joka Metro station in the south and connect Esplanade in the north, covering a distance of around 15 kms. The project will be developed by Rail Vikas Nigam Limited (RVNL) owned by the Indian Railways. Kolkata Metro Line 4 (Yellow Line) The Line 4 or the Yellow Line will connect Noapara and Barasat in North 24 Parganas. This Kolkata Metro route, which is under construction, will be around 16.8 kms. Kolkata Metro Line 5 (Pink Line) A 12.5-km metro stretch will be developed, connecting Baranagar to Barrackpore as part of the Kolkata Metro’s Pink Line route. Kolkata Metro Line 6 (Orange Line) This 29.8-km route of Kolkata Metro will link New Garia with Netaji Subhas Chandra Bose International Airport via the two satellite towns of Salt Lake and New Town. Once opened, metro Line 6 will provide easy access to the Kolkata Airport, especially
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for those living in the southern and the eastern parts of the city. Timeline & Major Events
Oct-84
The oldest metro line connecting Esplanade to Netaji Bhavan in Bhowanipore was started in Kolkata.
Sep-95
The 16.45-km stretch from Dum Dum to Tollygunge Metro station became operational.
Feb-09
The foundation stone for the underwater metro tunnel was laid.
Mar-09
Construction work on the underwater metro tunnel was started.
Oct-10
The final, 1.58-km stretch, from Kavi Nazrul to Kavi Subhash started functioning.
Dec-10
Metro Railway was granted the status of a Zonal railway.
Jul-13
A new section from Dum Dum to Noapara became operational.
Jul-19
KMRC handed over the Line 2 Metro operations to Kolkata Metro Railway.
Feb-20
Phase 1 of the East-West corridor from Salt Lake Sector V to Howrah Maidan became operational.
Oct-20
The East-West Metro corridor was extended from Salt Lake Stadium metro station to Phoolbagan metro station.
Feb-21
A section of around 4 kms from Noapara to Dakshineswar became operational.
Kolkata Metro latest updates Kolkata Metro network plans to cover 100 kilometres by 2026. The Kolkata Metro network is likely to cover a length of about 100 kilometres in the next four years. This will include Phase 1 of Joka to Esplanade and New Garia to the Kolkata airport sections. Further, the Sealdah section will become operational in April 2022. The first phase of the Kolkata East-West Metro corridor is connecting the Sector V of Salt Lake, the IT hub of the city, with the Salt Lake Stadium in the area, covering a 5.3km long stretch. The commercial services connecting six over ground stations - Sector V, Karunamoyee, Central Park, City Centre, Bengal Chemical and Salt Lake Stadium stations, have begun. For almost four decades, the sole corridor of Kolkata metro traversed through 24 stations, of which 15 are underground, covering a meagre distance of 27.3km from Noapara to Kavi Subhas. The East-West corridor of the Kolkata Metro is India’s first-ever transportation project where metro trains will ply under river — Hooghly. The Metro project, scheduled to be completed by June 2021, had faced an unprecedented jolt last year, when a tunnel-boring machine hit an aquifer in Bowbazar area of the city, causing severe ground subsidence and damage to several buildings. The accident further delayed the completion of
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FEATURED PROJECT
work by another year, with the authorities now eyeing a 2022 deadline. Kolkata metro has five other ongoing railway projects, which have been allotted a budgetary grant of Rs 1,542 crore for fiscal 2020-21. The New Garia-NSCBI Airport link (Line-6), slated to be completed by June 2021, (new deadline July, 2022) has been allotted Rs 328 crore, while the Noapara-Barasat line has received a grant of Rs 200 crore. Another 16.6-km Joka-BBD Bag route, connecting the south-eastern suburbs of Behala with the heart of the city, has been granted Rs 99 crore, and the Barrackpore-Baranagar and Dakshineswar stretch, covering a distance of 14.5 km, allotted Rs 10 crore. Conclusion Kolkata formerly known as Calcutta is a city of many hues, recognized by many as the Cultural Capital of India, known to others as the City of Palaces and to yet others as the City of Joy; it is difficult to capture its diversity as well as uniqueness within the confines of a single phrase. Located on the eastern bank of the river Hooghly, Calcutta was established by the British in an area where the villages Kalikata, Sutanuti and Govindapur existed. These villages were part of an estate which belonged to the Mughal emperor himself and whose jagirdari was held by the Sabarna Roy Choudhury family. The rights were transferred to the East India Company in 1698 and it became the capital of British Indian in 1772. The city grew under the British and saw the emergence of a new educated urbane Babu class in the 19th century. Calcutta becomes the pioneering center of socio-cultural revolution often referred
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to as the Bengal Renaissance. Calcutta also became the epicenter of the Indian independence movement, especially the revolutionary stream. In 1905 Bengal was partitioned on communal grounds which resulted in widespread public agitation and the boycott of British goods (Swadeshi movement). The British moved the capital to New Delhi in 1911 in view of these developments and also the fact that Calcutta was located in the eastern fringes of India. Through Calcutta lost a part of its political significance due to this decision, it continued to remain a determinant in the political developments in the country in the run up to independence in 1947 and a torch-bearer of the early industrial progress. It continued to play a very influential role in the cultural & literacy landscape of the country. In the fields of education, film, theatre & science, Calcutta has continued to play a stellar role. In 2001, the name of the city was changed to Kolkata to go with the Bengali pronunciation of the name. Today it is a thriving metropolis, home to 4.5 million residents in an area of 185 sq km under the jurisdiction of the Kolkata Municipal Corporation. The Kolkata Metropolitan Area spread over 1750 sq km comprising 157 postal areas in 2006 has a population of approximately 14.2 million making it the 13th most populous urban city in the world and the 18th largest urban agglomeration in the world. The urban agglomeration comprises 72 cities & 527 towns & villages. The suburban areas of Kolkata metropolitan district incorporate parts of the districts of North 24- Parganas, South 24- Parganas, Howrah, Hooghly & Nadia.
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ARTICLE
Export in Indian Railways INDIGENOUS EXPORT OF ROLLING STOCK AND RAIL EQUIPMENTS
Export: An Engine of Economic Growth Exports are one of the engines of economic growth. In most cases, it has been observed that high and sustained economic growth is preceded by shifts from traditional import substitution to more export-oriented and outward-looking policies, resulting in export growth rates reaching 20 per cent per year (or more) over extended periods of time. For instance, it was the Japanese economy that effectively followed the export-led strategy, - in the 1960s, their merchandise exports grew at an average annual rate of 16.9 per cent in the 1960s and in the 1970s, 21 per cent (World Bank estimates). A similar economic trajectory was adopted by the East Asian economies like South Korea and Singapore in the 1980s as well as the 1990s. These economies have, in fact, recorded the most impressive economic performances over the past few decades. The impressive economic performances of the East Asian countries led economists to emphasise on the vital role played by exports driving growth. The learning that emerged from the export-led hypothesis are: • Exporters must engage with competitive world markets so that they become more competitive and are able to innovate new technology more rapidly.
competition, in turn encouraging even non-exporters to try to become more competitive. They would be driven to adopt or innovate new technology more rapidly, leading to faster productivity gains throughout the economy and faster economic growth. • Market access to larger world markets would allow successful exporters to increase their output and employment more swiftly.
• The export-led growth trajectory would also fuel domestic
These parameters are pertinent, especially in the context of developing nations. This is because an export-led growth
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ARTICLE strategy, through various governmental and economic policies, aims to increase the capability of the producers who are then able to compete in the world market, utilise advanced technology, as well as provide foreign exchange needed to finance imports. For instance, among developing nations, Vietnam has been able to successfully follow the export-led policy and attract foreign direct investment. This strategy allowed led to capital intensity, productivity growth, improved prosperity and dramatically reduced poverty levels in Vietnam. However, the financial crisis of 1997 in the East Asian economies, and the recent global economic slowdown have led to some scepticism regarding exports playing a role in sustaining economic growth. Although the export oriented approach is vital in terms of achieving growth, but it is incomplete and does not necessarily provide with clear guidance to avoid policies that could be potentially harmful over time. This approach requires some necessary factors to enable any economy to be competitive. Some of these factors include a well-defined export policy, a conducive business environment etc. Nonetheless, the relevance of export-led growth is far from over. Despite the scepticism, it has been found that export-led growth has provided countries with short term effectiveness and relative ease of export-oriented strategies. In fact, exportdrives can push growth rates up, at least for a short while. However, in consideration of the changing times, traditional export-led growth policy orientations need to move beyond and incorporate competitiveness within their strategies. Competitiveness, in this context, essentially implies productivity. Productivity, here, is viewed as the critical driver of long-term sustainable prosperity, which is the aim of any economic policy. Exports have a dual role in this context: acting as enablers of competitiveness. They also act as a signalling tool to represent the signs of underlying competitiveness. Not only this, exports are also contributes to growing innovation. In a sense, the more a country exports, the more it is exposed to foreign competition and ideas which in turn will improve its capabilities to innovate further. Although import substitution provides a protectionist regime, export policies provide a potential of competition, innovation and future growth possibilities. Indian Railways & Export Potential Indian Railway has the 4th world’s largest rail network. The route length network of Indian Railway is spread over 115,000 kms with 12,617 passenger trains and 7,421 freight trains each day from 7,349 stations. This Railway Network is ideal for long distance travel and movement of bulk commodities, from being an energy efficient and economic mode of transport. The Indian Railways is now focused on increasing its production and export to countries globally besides introducing new technology in the Indian market. The government of India has focused on investing in railway infrastructure by making investor friendly policies. It has enabled the Foreign Direct Investment (FDI) in railways and resolved to improve infrastructure for freight and high speed trains. Nowadays, several domestic and M E T R O R A I L N E W S - M AY 2022
foreign companies are looking to invest in Indian Railways. There exists a significant Indian opportunity for International companies in the Indian Railway growth story and also Global opportunity for Indian suppliers of railway equipment, rolling stock and services. Further, India is building the country’s first high speed rail corridor between Mumbai to Ahmedabad which is expected to be operational by 2024. Various Initiatives and Achievements Significant part of required technology is available indigenously & Exports will help to improve both top line and the bottom line of Indian Railways, as the fixed cost shall be appointed over larger volume and innovation can be made viable. Focusing on the world market will improve the quality of services & also allow Indian Railways to manage the large infrastructure and support systems in the country thereby delivering the products and services for sustaining operations. The scale of manufacturing and services of Indian Railways can be leveraged to enable it to become a major role in global railway equipment, rolling stock, and services market. One of the recent examples : Train 18 ,also known as Vande Bharat Express is India’s first semi high speed train indigenously developed in India . With the success of this train , the rolling stock market and the semi high speed railway market is looking at utilizing the opportunity to make an entry into unexplored market. The train first trial run occurred on 29th October 2018 in Chennai where in Train 18 was inaugurated by Prime Minister Mr. Narendra Modi on 15th February 2019, with the commercial run started from 17th February 2019 onwards. It will be running on the route Delhi – Varanasi via Kanpur and Allahabad. Further looking at other examples, Bombardier Transportation, the rail equipment division of Canada’s Bombardier group, will use its first Indian metro rail factory in Savli, Gujarat,as a hub for exporting to South-East Asia. The Savli plant is also looking at supply metro rail cars and other equipment to China, Singapore and other South-East Asian countries. The first order of Bombardier was delivered to Delhi Metro Rail Corporation of 424 metro cars. Bombardier Transportation is also planning to supply high-power locomotives to Indian Railways . Similarly, Alstom – Chennai has a strong presence in India where the company is executing metro projects in some Indian cities such as Chennai, Kochi, Lucknow where the rolling stock is manufactured in the state of the art facility at Sri City in Andhra Pradesh. Alstom has further supplied rolling stock to the Sydney Metro , thereby underlining the potential of equipment suppliers in India for exporting globally . Additionally Companies such as Titagarh, CAF, Talgo etc are also in various stages of development of their Indian story. Looking at Indian Govt. Factories , MCF in August 2014 rolled out the first coach and since then it has doubled production almost every year.. In December 2018 , PM Narendra Modi flagged off the 900th coach manufactured at the factory , the production capacity at MCF is expected to rise from 1000 to 3000 per year by 2020-2021. MCF has the least cost of production of all Units |
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ARTICLE 2. Pakistan : Samjhauta Express – Pakistan and Thar Express were the only rail connection between India and Pakistan, the border crossing takes place is Wagah border in India. 3. Bangladesh : Maitri Express : This is an International border train that connects the Bangladesh capital – Dhaka to Kolkata in India. This is the only rail network link between India and Bangladesh that runs six days a week from each side. 4. Bhutan : Indian Railways has plans to build a rail system between Bhutan that connects to India. 5. Myanmar : The railway track between Manipur to Burma is under construction. 6. Vietnam : The central Government is considering a rail link from Manipur to Vietnam. 7. China : There is also a proposal to to start a high – speed rail link from New Delhi to Kunming in China which is far fetched at the moment. of Indian Railways for coaches produced. They are now capable to export these coaches and other equipment to neighboring countries Growth opportunities & future trend Railways in India have been a tool for development, equity and integration of all parts of the mainstream. Railway Help in transporting goods and raw materials from different industries. Therefore all industries would benefit from it. Advancement in technology and making India a Railway hub will also help in travelling amenities to passengers and further also develop the services as well as tourism. Export of India’s railways locomotives, rolling stock, equipment, has been extremely low. Export witnessed a sudden increase from US$ 56.8mn in 2010 to US$ 134.5 mn in 2011 and then it remained around the same level. While export in 2013 and since has increased slightly to touch US$ 192.4 mn, exports can further be escalated to increase the export economy. The first set of Diesel Electric Multiple Units (DEMU) was exported by Indian Railways from Integral Coach Factory (ICF), from Chennai to Sri Lanka, each DEMU consisting of 13 coaches and totalling of 78 coaches. All DEMU train sets are manufactured at ICF & these sets are of three phase AC propulsion system, superior suspension and superior interiors. The Indian Government has extended the line of credit (LOC) to many countries for funding Railway projects that have been utilized for export of rolling stock that manufactured by Indian Railways. It is expected that the cost of per coach will be 20% to 25% less than what is offered by other countries around the world. Projects of Indian Railways with Neighboring Countries: India is expanding its railway network with neighboring countries such as:
8. Thailand : Rail link to Thailand is also in the list of international passenger train service in India. 9. Singapore train link, if Burma railways is rebuilt then Indian railways will also allow trains to Singapore. 10. IRCON International Limited, the Railway arm which is an engineering and construction, specializes in transport infrastructure. Its primary involved in construction of railway projects in India and abroad. The major projects of IRCON are : Afghanistan – Iran : Chabahar – Zahedan Railways, in may 2016, Prime Minister Narendra Modi’s trip to Iran and the agreement was signed to develop two berths at Ports of Chabahar and to build new Chabahar – Zahedan Railways as a part of North – South Transport corridor by Indian Railways . Malaysia : This project includes design and construction, completion, testing, commissioning and maintenance of the double track project between Seremban and Gemas, Malaysia. IRCON is helping Malaysia revive a multibillion – dollar rail project that had been shelved in 2003 due to its high cost. Sri Lanka : After winning the project worth USD 1 Billion in Malaysia for doubling of the track the company was awarded the rehabilitation of Railway line projects of about 250 million US$ in Sri Lanka. Conclusion The Railway industry is growing now a days and becoming successful day by day. Further, the manufacturing companies in India are growing and doing great innovations is making the Railway’s ecosystem a fertile ground for new manufacturers, entrepreneurs, innovators and those looking to deploy and test technology at a large scale. A global rail market will allow India to become a Rail Hub in the future.
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1. Nepal : Jogbani – Biratnagar link : These are the two links between India and Nepal between Raxaul Junction, Bihar – Sirsyia, Pasra and Jayanagar, Bihar – Khajuri, Dhanusa.
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ARTICLE
Advancements in Artificial Intelligence & IoT DEVELOPMENT OF SELFCONTROLLED TRANSPORT SYSTEM IN METRO & RAILWAYS
A
rtificial Intelligence in Indian Railways
Indian railways are the fourth largest network in the World with a track length of over 70,000 km and a network of more than 20,000 passenger trains. Managing all aspects – operation, maintenance, scheduling, repair or monitoring has always been a tough task for the Indian railways. The task is difficult due to the problem of integration of various systems such as signalling, telecom, operation, rolling stock, electrical, information technology, traffic, infrastructure, etc. and the involvement of human factors. One way of trying to meet the demand is to enhance railway infrastructure. The infrastructure has been the key feature of current projects such as the Konkan Railway double-track expansion and the introduction of bullet train along the Mumbai-Ahmedabad High-Speed Corridor. But the question is why to overlook the increase in throughput to meet the increasing demand by the incorporation of Artificial Intelligence, machine learning, and self-control systems. These systems are designed to improve the reliability of existing infrastructure and make up for the one-time heavy investment. The heavy investment can eliminate the need for human interference and provide the required level of safety and speed up-gradation. It should be possible to do more with the hardware if we can make the ‘software’ more efficient. Having more efficient software includes greater information sharing, lower latency, and smart algorithms. This is why many OEMs and startups are now investigating the feasibility of services based on Artificial Intelligence worldwide. Feasibility of Artificial Intelligence in Indian Railways
amount of linkable data. In Indian railways, the network already runs on the SCADA system, so a vast amount of operational data is available for modelling and training purposes. • Infrastructure – Digitised versions of railway infrastructure is also readily available. It is also available for rake information and crew rosters. • Tracks and Rolling stock – The data for predictive maintenance of the tracks or trains is in development phase in the country. However, with not much variation data from other countries can be used for training of these modules and sections. • Signal and Telecom – The history of events may be obtained from the data loggers of the interlocking system. This can help to schedule the movement of trains and also to manage machine-driven operations. Although we have good availability of the data, the key challenge would be in developing a framework where researchers can start with several individual problems, and then integrate them effectively. Hierarchical or more generic architectures are effective in handling such intentions. These could be used from an algorithmic standpoint. The need is to make the various systems talk to each other effectively. This is where expertise in software/hardware architectures and system integration is required. Applications of Artificial Intelligence in Indian Railways There is a long-range service spectrum that AI can provide depending upon the level of efficiency and need. The feasibility of some of the primary requirements of Railways which Artificial Intelligence can provide is discussed below:
• Operation – Artificial intelligence for any system requires a huge
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ARTICLE 1. Train Scheduling All signalling rules assume that tracks at stations are occupied by at most one train at a time. This can be ensured by algorithms, simulation models, graphs, heuristics and control systems with the required degree of Artificial Intelligence in Indian Railways. The information which can be obtained from AI shall include: (i) Time duration from the first event to the last event, (ii) The total or average running time of trains, (iii) The priority-weighted running time of trains, (iv) Robustness of the timetable to deviations, and combinations thereof. This will make sure that (a) Either a track section between two stations is occupied by at most one train at a time (in absolute block signalling), or (b) Every piece of track between two signals is occupied by at most one train at a time (in automatic block signalling). Currently, railway networks do not use automated algorithms for this function. They instead rely on the training and experience of controllers (dispatchers) to take decisions. They cannot process a large amount of contextual information, Neither they can meet the demand for small turnaround time for decision making. But the above-mentioned approach will generate high-level timetables and schedules of train movement. They will specify tracks to be occupied, the time required for switching tracks, and signalling requirements. And the parameters of immediate conflict can be evaluated in real-time. Hence, instant scheduling decisions can be taken, generating microscopic schedules. With AI, one can develop iterative optimization approaches or graph-based models to compute low-level timetables with real-time decision support using heuristics. Artificial Intelligence also offers a way of training algorithms to react to disturbances quickly and yet with near-optimal solutions. 2. Controlling the speed profiles of trains An AI-based conflict resolution scheme shall not only achieve hard signalling (signal aspects) but more optimum approaches such as train speed management. Both the energy consumption of the train and total delay depend on the speed profile used between stations. Using Reinforcement Learning (RL) or dynamic programming, energy-efficient speed profiles for single trains can be computed at the initial level. However, for broader applications in the country, the future possibility is the development of AI techniques that can: (I) Interact with human train operators without increasing their load, (II) Be implemented by humans in the loop, and (III) Detect obstacles on the tracks.
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3. Delay Prediction and Reduction One major role of Artificial Intelligence in Indian Railways can be the prediction of train delays. This is an important consideration for the highly limited nature of railway networks. Currently, there is no mechanism in IR to take corrective actions for the delay in train timings. Such delays are caused due to train priorities, downstream conflicts with other trains, freight loads, and irregular stopping times. A human cannot process all of these factors simultaneously, or come up with an optimal solution for the network as a whole. Accurate delay predictions due to the incorporation of Artificial Intelligence in Indian Railways would help dispatchers (controllers) in downstream portions of the network. It would also improve the passenger experience by providing early updates regarding their journeys. A system to predict delay time would learn from past train delay data, predict how long each delay will be, and use a cloud-based service to deliver updates. An AI-driven approach is a ‘sense-analyze-respond’ system to predict and correct delays. The ‘sense’ part of the program gathers data about the status of trains in the network. The ‘analyze’ part calculates the implications of each possible option. And the ‘respond’ part allots the computed track resources to each train based on physical capabilities and safety standards. 4. Asset Management The foolproof working of the signalling system is important for safe train operations. Railways completely depend on the health of its signalling assets along with real-time information. Most of the delays happen due to the failure of signals. So far, Indian systems follow a manual maintenance system and findand-fix methods. But the adoption of Artificial Intelligence in Indian Railways can help predict failures by remote condition monitoring of the system well in advance. This can be possible by embedding smart sensors on critical rail components and take necessary preventive actions. Inputs shall be collected on fixed intervals and sent to a central location (such as operations control center or OCC). As a result, any
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ARTICLE problems in the signalling system would be detected on a realtime basis. Trains equipped with smart sensors and GPS transmit component-wise health status and location to the AIC (Asset Intelligence Center). The AIC which maintains the digital database of all railway assets also collects inputs from the safe distance warning (SDW) system embedded in the track-side cameras about the train/wagon defects and electronic damage notifications (also transmitted to the driver). Once such information is gathered and integrated, data analytics in the form of RAM / LCC (Reliability, Availability, Maintainability and Lifecycle Cost) which calculates the cost overhead in maintaining the particular train component at a given time and conditions and also generates a digital Rulebook (say, Rulebook 4.0) which shall provide an easy access to the maintenance policies in the form of a structured data model for use by concerned operators and workshop staff in the future. The AI-recommended decisions based on dynamic algorithms and policies as per the digital Rulebook are then encapsulated into a consolidated maintenance schedule inside the Digital Fleet Control Module and is compared against the workshop capabilities to generate demand for material and labor. This demand is eventually fetched to the workshop Digital Interface in the form of digital order. Fleet control module of a railway system illustrating processes involved in digital decision making is stated as under: • Smart Locomotives – Equipped with sensors and GPS modules to send component based condition and location information continuously. • Electronic Damage Notification – Enables the train driver the digital recording and transmission of defect information of the locomotive. • Smart Wagons – Sending location data and specific status information such as shocks and loading status. • Safe Distance Warning (SDW) – Identifies wagon defects by camera systems placed e.g; at cameras across the rail tracks supported with image recognition technology. • Asset Intelligence Center – Integrates and provides all vehicle information consistently and standardized structure for live analytics. • RAM-LCC Reports – Deliver required information to identify cost potential continuously. An integrated tool provides LCC diagrams and supports fleet control and technical vehicle development. • Condition Based Maintenance – Optimizes and extends rules and knowledge to maintain all vehicles individually and condition based.
• Digital Fleet Control – Clustering of condition-based maintenance demand for vehicles and live matching with workshop capacities to control the workshop supply. • Workshop Management System – Digital order management of the workshop. Complete digital data collection and processing. Further services such as automated material ordering to be processed digitally. • Optimization and Automatization of Processes – Provision of dashboards and apps for end users as well as by direct integration of information in operational sales and production systems. Conclusion Indian Railways can have remarkable improvement in asset management and other technology based services using IoT for Rolling Stock like Coaches, Wagons and Locomotives. The optimal use of assets can be facilitated once their exact location is known in real time. Track maintenance can become better and manpower can be effectively utilized. The great pressure that railways is facing due to the whopping wage bill and its severe criticism by experts can be eased once the handheld devices can enable management to optimally deploy staff for maintenance works. The assets will have sensors depicting their health and with use of intelligent monitoring systems, they will reach the right location at the right time. IR today is dependent heavily on supply chain partners. Lot of time and effort is wasted in pursuing the supplies, gaining access to information of vendor. All this can be automated using IoT & AI. The role of purchase department can be limited just to give the purchase order, the balance work can be handled by intelligent systems when the network has information on consignments, stock position etc. IoT is the future, and it has already arrived.
•••
• Rulebook 4.0 – Provides all maintenance policies by a modular structured data model. Gives digital access to task specific maintenance policies – also on tablets in the workshop.
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EVENT
Metro and Railway Industry Events Calender
Dates May 23-24, 2022
Event Name
Venue The LaLit, New Delhi
InnoMetro 2022
31st May-02nd June 2022
28th International Exhibition for Track Technology (iaf)
Münster
June. 1-2, 2022
Geo Connect Asia 2020
Singapore
June 2-3, 2022
7th Smart Ticketing & Digital Services Forum
Virtual
June 21-23, 2022
RailTech Europe 2021
Digital event
June 22 nd -23rd, 2022
Rail Live 2022
Quinton Rail Technology Centre, Warwickshire, UK
7 July 2022
ROLLING STOCK NETWORKING
Derby Velodrome
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
Mumbai
Nov 23-25, 2022
Tube India
Mar. 27-29, 2023
8th Smart Cities India 2021 Expo
June 04 - 07, 2023
UITP Global Public Transport Summit
Sep 06-07, 2023
8th Railway Forum
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Bombay Exhibition Centre in Mumbai, India
Pragati Maidan, New Delhi, India BARCELONA, SPAIN Berlin, Germany
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TENDERS LIVE Metro Rail TENDER DETAILS Engagement Of Detail Design Consultant (Ddc) For Building E And M Services For Stations For Part Of Metro Line 5 (Thane – Bhiwandi - Kalyan), Part Of Line 7a (Andheri (E) – Csmia) And Line 9 (Dahisar (E) To Mira Bhayandar), And For Building E And M Services For Depot For Line 9 (Dahisar (E) To Mira Bhayandar) Of Mumbai Metro Rail Project Of Mmrda, Mumbai
LOCATION
VALUE
DEADLINE
Maharashtra, India
Refer Document
30-06-2022
Tamil Nadu, India
Refer Document
20-06-2022
Maharashtra, India
Refer Document
18-06-2022
Design, Supply, Installation, Testing And Commissioning Of Ballast Less Track From Bhesan To Saroli In Elevated Section Including Connecting Lines To Depot Along With Ballasted/ Ballast Less / Embedded Standard Gauge Track For Corridor-Ll, Surat Metro Rail Project, Phase-1".
Gujarat, India
Refer Document
Refer Document
Design, Manufacture, Supply, Testing, Commissioning And Training Of 30 Nos. Of Standard Gauge Cars For Ahmedabad Metro Rail Phase-Ii Project
Gujarat, India
Refer Document
13-06-2022
Design, Manufacture, Supply, Installation, Testing And Commissioning Of One Nos. Of Hydraulic Wheel Press Dc (Double Cylinder) For Ahmedabad Metro Rail Project Phase-I
Gujarat, India
INR 4.68 CR.
09-06-2022
Licensing Of Advertisement Rights Inside Selected Metro Stations Of Reach 1 Reach And Reach 3 Of Nagpur Metro Rail Project.
Maharashtra, India
Refer Document
Refer Document
Detailed Design Consultancy For Design Of 25 Kv Overhead Equipment (Ohe) System And Power Supply - Scada For Elevated Line Of Aqua Line Extension Corridor Of Noida Metro Rail Project
Uttar Pradesh, India
INR 43.78 Lacs
06-06-2022
Branding Of Central Park Metro Railway Station, Kolkata.
West Bengal, India
Supply Of Branding Of Dum Dum Metro Railway Station, Kolkata.
West Bengal, India
Corrigendum : Supply , Installation, Testing, Commissioning And Training Of Electrical ,Fire Protection And Vac Works For 18 Elevated Stations From Power House Station To Poonamallee Bypass Station Including Viaduct Between The Stations (Ch 10027.102 To Ch 25928.186), Approach Ramp, Including Poonamallee Depot For Corridor 4 Of Chennai Metro Rail Project Phase-Ii Design, Supply, Installation, Testing And Commissioning Of Ballastless Track From Bhesan To Saroli In Elevated Section Including Connecting Lines To Depot Along With Ballasted / Ballastless / Embedded Standard Gauge Track For Corridor-Ii, Surat Metro Rail Project, Phase 1
Design, Manufacture, Supply, Installation, Testing And Commissioning Of Signalling And Train Control System For Ahmedabad Metro Rail Project Phase-Ii
Gujarat, India
INR 30.00 Lacs INR 75.00 Lacs
03-06-2022
03-06-2022
Refer Document
02-06-2022
Construction Of Bhesan Depot Cum Workshop Which Includes Dcc, Bcc And Associated E&M Worksunder Corridor - C2, Bhesan To Saroli, For Surat Metro Rail Project Phase – 1, Dc-2
Gujarat, India
Refer Document
02-06-2022
25) T247 ID : 51293182 Design, Manufacture, Supply, Installation, Testing And Commissioning Of Signalling And Train Control System For
Gujarat, India
Refer Document
02-06-2022
West Bengal, India
Refer Document
30-05-2022
Supply Of Motor Protection Circuit Breaker With Auxiliary Switch For Ac Rakes Of Kolkata Metro To Specification No. Mr/Poh/Spec/Cg/ Mpcb (Rev. 01), With Latest Amendment, If' Any. Make: Siemens Type No. 3rv202i 4ba15 (With Auxiliary Switch 3rv1901- 1e) Or Similar Type Of Allen Bradley, Abb, Schneider, Mors Smitt, L&T. Specn: As Per Metro Railways Specification No.Mr/Poh/Spec/Cgmpcb, With Latest Amendment, If Any
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TENDERS LIVE
Metro Rail VALUE
TENDER DETAILS
LOCATION
All -Inclusive Annual Maintenance Of Johnson Make Lifts Installed At Different Stations / Substations Of Metro Railway, Kolkata For Ten Years Through Oem, On Single Tender Basis
West Bengal, India
INR 62.99 Lacs
27-05-2022
Maintenance Of Landscaping & Horticulture Along With Exclusive Outdoor Advertisement Right Between The Piers Of Nagpur Metro Rail Project
Maharashtra, India
INR 62.99 Lacs
26-05-2022
Licensing Of Built-Up Spaces At Airport Metro Station, Ujjwal Nagar Metro Station, Jaiprakash Nagar Metro Station, Chhatrapati Square Metro Station, Congress Nagar Metro Station, Sitabuldi Interchange Metro Station And Gaddigodam Square Metro Station Of Nagpur Metro Rail Project For A Period Of 20 Years.
Maharashtra, India
INR 62.99 Lacs
26-05-2022
Corrigendum : Design And Supply Of Uic 60/60e1 Turnouts For Track Work Of Ahmedabad Metro Rail Project Phase-Ii
Gujarat, India
Refer Document
25-05-2022
Madhya Pradesh, India
Refer Document
25-05-2022
Construction Of 132kv Dcds Overhead /Underground Transmission Line From 220kv S/S Indore-Ii (Jaitpura) To Rss Isbt/Mr-10 For Power Supply To Metro Rail Project At Indore Including Design Of Monopoles (Turnkey Work On Sor Rate) .
DEADLINE
RRTS TENDER DETAILS
LOCATION
VALUE
DEADLINE
Corrigendum : Detailed Design Consultancy For Design Of Receiving Sub Stations Cum 25 Kv Ac Traction Substations And 33 Kv Auxiliary Main Substations, Extra High Voltage & High Voltage Cabling, 33kv Network & Auxiliary Substations, 25 Kv Flexible Overhead Equipment And Scada System, Operation Control Centre For Complete Corridor And Proof Check Of Design Of 25kv Rigid Ohe And Associated Works And Supply & Training Of Design Software, Design Calculations, Preparation Of Drawings, Boq And Technica.....
Multi Location
Refer Document
16-06-2022
Corrigendum : Package M3- Design, Manufacture, Supply, Testing And Commissioning Of Road-Cum-Rail Diesel Shunting Locomotive (Dsl) For Delhi- Ghaziabad-Meerut Regional Rapid Transit System (Rrts) Corridor.
Multi Location
Refer Document
08-06-2022
Construction Of Cold Storage Facility Of 600mt Capacity (Including Operation & Maintenance For A Period Of One Year) & Associated Works For Central Potato Research Institute (Cpri), Modipuram, For Implementation Of Delhi-Meerut Rrts Corridor.
Uttar Pradesh, India
Refer Document
Refer Document
Telecom Utilities Shifting/ Restoration Entry/Exist In Station Area From Sahibabad Ch. 18500 To Shatabdi Nagar Ch. 63630 For Delhi - Ghaziabad - Meerut Rrts Corridor.
Uttar Pradesh, India
Refer Document
30-05-2022
Construction Of Rss Control Building, Equipment Foundations, Approach Road, Boundary Wall, Services An Other Ancillary Works Etc At Shatabadi Nagar (Sn) (Lot-P19 L2) And Modipuram (Mp) Rss (Lot-P19 L2) In Connection To Delhi Ghaziabad Meerut Rrts
Multi Location
INR 13.37 CR.
26-05-2022
Restoration Work Of Ghaziabad Nagar Nigam Storm Water Drain At Meerut Tiraha, Ghaziabad Rrts Station Of Delhi- Meerut Rrts Corridor Including Other Ancillary Work.
Uttar Pradesh, India
Refer Document
25-05-2022
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TENDERS LIVE Indian Railway TENDER DETAILS Supply Of Non- Asbestos Based Organic Brake Pads For Lhb Type Coaches Equipped With Disc Brake System On Indian Railway To Rdso's Spec No. Rdso/2013/Cg-01 With Amendment Slip No.1 Of September 2016 (1 No L.H & 1 No R.H)
LOCATION
VALUE
DEADLINE
Multi Location
Refer Document
01-07-2022
West Bengal, India
Refer Document
01-06-2022
Supply Of Computerized Reservation Ticket With Advertisement In The Size Of 18 Cms X 10 Cms In Continuous Stationary Roll Of 200 Tickets To Be Printed On 119 Gsm Paper With Indian Railway Water Mark. Print Area (Ticket Details) - 12.7 X 7.2 Cms. Space For Advertisement: Front - Right Side - 2.9 Cms X 7.6 Cms. Bottom 15.6 Cms X 2.4 Cms. Back - Right Side - 7.7 Cms X 7.2 Cms. Bottom - 15.6 Cms X 2.3 Cms.
Multi Location
Refer Document
30-05-2022
Transportation Of Meals In Covered Food Grade Commercial Vehicle (Refrigerated) And Distribution Of Cooked Meals And Other Catering Items At Trains(Ndls,Anvt & Nzm Station) Coach Wise For A Period Of Three Month From Departmental Catering Units Of Indian Railway Catering And Tourism Corporation Limited (Irctc) At Base Kitchen, New Delhi
Delhi, India
INR 20.47 Lacs
27-05-2022
Open E-Tender Two Packet Bid For Transportation Of Meals In Covered Food Grade Commercial Vehicle Refrigerated And Distribution Of Cooked Meals And Other Catering Items At Trains For A Period Of Three Month From Departmental Catering Units Of Indian Railway Catering And Tourism Corporation Limited Irctc At Base Kitchen
Delhi, India
INR 20.47 Lacs
27-05-2022
Transportation Contract For Transportation Of Materials On Anywhere To Anywhere Basis For Collection/Distribution Of Railway Materials From /To Various Depots Of Indian Railways, On Per Km Basis Through 4mt, 8mt, 16mt, 19mt, 25 Mt And 30 Mt Capacity Truck For Different Distance Slab
West Bengal, India
INR 91.88 Lacs
26-05-2022
Design, Supply, Installation, Commissioning And Maintenance Of Aspiration Type Automatic Smoke/ Fire Detection With Alarm System For Indian Railway Ac Coaches As Per Rdso Specification No.Rdso/2008/Cg-04 Rev. 05 As Per Amended Item No. 3.2.1 Of Scope Of Work (Page 5 Of 29, Of Rdso Spec. No. Rdso/2008/Cg04 Rev.05) Which Is To Be Read As Follows:- "Passenger Coaches: Aspiration Smoke Detectors In Passenger Area, Doorway Area, Electrical Cabinet Area And Lavatory Area. Sampling Points Should Be Cl.....
Maharashtra, India
Refer Document
25-05-2022
Gujarat, India
INR 1.30 CR.
23-05-2022
Supply Of Double Braided Hose Pipe Of Length 26 Mtr, Nominal Bore 25mm Working Capacity Of Pipe Not Less Than 20 Kg/Cm.Sq With Both End Brake Pipe (Bp) Palm Ends Suitable For Indian Railway Coach End Fittings.
Andhra Pradesh, India
Refer Document
23-05-2022
Supply Of All Items Under General Chapters Except Chapters & Items Quoted Below And Except Items Banned By Hq (Corrected Upto Date) Of Nr/Dli Ussor-2010 Edition (Corrected Upto Date) Complete For All L&M As Per Indian Railways Unified Standard Specifications (Works & Materials) Volume-I & Ii 2010 Edition (Corrected Upto Date).
Multi State, India
Refer Document
20-05-2022
Delhi, India
Refer Document
18-05-2022
Supply Of Continuous Rail Thermometer Rdso Approved Continuous Based Rail Thermometer As Per Specification No. Tm/Tl/119 Rev. 01 Of 2015 Rev 02 Of 2020 Accepted By Indian Railways Hsn: 90251910 Make- Lakshmi Brand Or Similar In All Respect.
Signalling Work In Connection With The Work Of "VadodaraDivision: Proposed Connection With Indian Railway At Gothangam Station (Ir) To Gothangam Dfccil Station.
Leasing Of 01 Slr In Tejas Express Train No.82501 (Front Slr) Ex Lucknow Jn (Ljn) To New Delhi (Ndls) & Train No.82502 (Rear Slr) Ex-New Delhi (Ndls) To Lucknow Jn (Ljn) On Round Trip Basis Having Carrying Capacity Of 3.9 Tonnes From A & B Category Registered Lease Holders Of Indian Railways.
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