Metro Rail News April 2022 Issue by Metro Rail News

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Vol. VI | Issue 64 | April 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

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Dr. Ajeet Kumar Pandey Technical Principal - RAMS Mott MacDonald Bangalore, India

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EDITOR’S NOTE Timely actions for unprecedented times

ail transport is often neglected in public debates about future transport systems. Maybe this is because rail transport dates back centuries and helped fuel the industrial revolution. And yet, despite the advent of cars and aeroplanes, rail of all types has continued to evolve and thrive. In cities, metros and light rail offer reliable, affordable and fast alternatives to road transport, reducing congestion as well as a local pollutant and greenhouse gas emissions. High-speed rail provides a high-quality substitute for short-distance flights between major urban centres. Freight rail offers a low-emissions and low-cost linkage in freight supply chains. From an energy and emissions perspective, rail is also among the most energyefficient and lowest-emitting transport modes.

Narendra Shah Managing Editor

Despite the traffic it carries, rail consumes only 2% of total transport energy demand. Rail is also the transport sector that is most electrified: three-quarters of passenger movements and half of the freight rely on electricity. Urbanisation and digitalisation, among other megatrends, may redefine how energy is used in transport in the future. Rail has the opportunity to play an important role if it can leverage its unmatched advantages in moving people and goods along heavily utilised, high-demand routes. In doing so, it can provide substantial benefits for energy and the environment – by diversifying energy sources and providing more efficient mobility, rail can lower

transport energy use and reduce carbon dioxide and local pollutant emissions. Rail’s benefits extend to economic and social realms: if well designed and operated, in the right contexts rail systems can be very competitive on the most important mobility service metrics: speed, convenience, reliability and price. India‘s achievements in the energy sector in recent years have been remarkable, including successfully bringing electricity to all the country’s villages and ramping up renewables deployment, demonstrating India’s commitment to advancing the critical role of energy for society and development. India’s ambitious railway plans and honest efforts toward clean and green energy is also inspirational. The government is making stupendous efforts on multiple fronts. Hence, it should be the duty of common people and various stakeholders to contribute and play their part in EV promotions and encourage minimal use of non-renewable and fossil-based sources of energy. Row over gas and energy is also already creating serious imbalances around the globe both politically and economically. Preparedness should be the priority. It may be noted that 30 major economies of the world still pledged around USD 268 billion to fossil fuels, 47% of all public money committed to energy-intensive sectors compared to 35% for clean energy. China, as of January 2021, had committed five times more money to clean energy than to fossil fuels. The most populous nation prioritized electrification of its public transit with subsidies and national regulations, has more than 400,000 electric buses, about 99% of the world’s total. The multitude and breadth of innovations is encouraging for the future of sustainable transport. Electric vehicles could further expand with the addition of charging stations. However, many developing countries still need access to reliable electricity sources for this low-carbon option to really take off.

Narendra Shah

Managing Editor Metro Rail News (A Symbroj Media Publication) E-mail: editor@metrorailnews.in

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CONTENTS

APRIL 2022 | Issue #64

BY METRO RAIL NEWS

EDITOR’S NOTE

PROJECT OF THE MONTH

ARTICLE

Timely actions for unprecedented times

Chennai Metro Gearing up easy connectivity

Transport Infra-Financing GLOBAL / TRENDING

10 NEWS HIGHLIGHT 12

30 14 COVER STORY Rail Transportation: Creating Opportunities for Energy & Environment

FEATURED STORY

FEATURED ARTICLE

An effort for improving mass transportation through metro rail connectivity: Maha Metro & MMRDA

Covid Protocols: Difficulties & Challenges in Rail Transportation

APPOINMENT

FEATURED PROJECT

Metro for the cleanest city: Indore Metro

EXCLUSIVE INTERVIEW 19

Adding beauty to the city of Lakes, Bhopal: The Bhoj Metro

54 EVENT / PERSONALITY

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Mr. Vikramjiet Roy

Mr. Sandeep Gulati

MD, Maccaferri India

Regional CEO, South Asia and MD, Egis India

CONTRACT AWARDED

EVENT

TENDER LIVE

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GSM Satellite

EOT HOT

Features

In Collaboration with Inteletrack South Africa

Tracking Of SBU Via GSM Network Logging In SBU and CDU Emergency Brakes From Last Wagon Service Brakes From Last Wagon Air Generator Last Wagon Brake Pressure Display Train Integrity Is Insured Speed Of Locomotive And Last Wagon Length And Change In Length Of Train Master Unit CAB 1

Slave Unit CAB 2

Demonstrating In front of Honourable “PM Sri Narendra Modi Ji” At Rail Vikas Shivir in Surajkund Hariyana

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News Highlight Metro Rail

L&T bags significant contracts from UPMRCL Centre requests Maharashtra govt to think over on moving Metro depot to Kanjurmarg The central government has asked the Maharashtra government to think over its decision of moving the Metro Depot from Aarey Colony to Kanjurmarg. The ministry of housing and urban affairs (MoHUA) in its letter on 17th March has mentioned the reports conducted by Delhi Metro Rail Corporation (DMRC) and SYSTRA which was appointed by MMRDA. The reports point out technical difficulties in daily operation of Metro 3 and 6 lines if the car depot is shifted from Aarey to Kanjurmarg. The MoHUA mentioned that it would not be a good decision to shift the location of car depot because the project has reached on advanced stage. “In this background and findings in the DMRC report, the Government of Maharashtra is requested to rethink their decision to shift the Depot of Line 3 from Aarey Colony to Kanjurmarg. GoM is requested to allow restart of the depot work of Line 3 at Aarey Colony for expeditious completion of the project of public interest with due exploration of possible optimization in the present plans of Depot at Aarey itself. The project is already inordinately delayed and it is expected that there will be further delay in the project if uncertainties continue. This project is much awaited to solve the traffic problem of Mumbaikars to a considerable extent,” states the letter written by Sunil Kumar, under secretary, MoHUA.

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Larsen & Toubro (L&T) on 5th March has informed that its transportation infrastructure business and railways business unit has bagged several orders from prestigious clients which includes Uttar Pradesh Metro Rail Corporation (UPMRCL) Ltd. However, L&T has not disclosed the value of contracts but said that they fall under the significant category which ranges from Rs 1000cr to Rs 2500cr. The 36-month project will be funded by the European Investment Bank (EIB). The railways business unit along with the substation business unit of the power transmission and distribution business has won an order from the UPMRCL. “This EPC order involves design, supply, installation, testing and commissioning of a 750 volt DC third rail traction system, Receiving Substations including High Voltage Cabling from Grid Substations... of the Agra Metro Rail Project at Agra, Uttar Pradesh,” the L&T statement said.

Maha Metro has set up prototypes for new metros that will come up in tier II and III cities. The Maharashtra Metro Rail Corporation Limited (MMRC) has build this prototype of the Metro Neo station and facilities on about 6,000 sqft at its Hingna depot (the headquarters of Maha Metro) in Nagpur has used two discarded buses which were converted into Metro Neo coaches, station with different entry and exit, information and signboards, and overhead wires to run the rubbertyred coaches. Maha Metro is the central agency to implement the Metro Neo project in Nashik city in two years with a cost of Rs 2,100 crore. This project will include two separate elevated corridors of 32km and 30 stations and similar projects are likely to come up in cities like Warangal, Dehradun, and Madurai. Maha Metro has turned two discarded buses into inter connected coaches which resemble the rubber-tyred trolley coaches that would run on an elevated corridor. All the parts used in this project are made in India and therefore is a part of the Make in India policy of the government.

Mumbai Metro Rail-3 underground project could take two more years to complete

MahaMetro sets up Neo metro station and coach prototypes for Nashik project

METRO RAIL NEWS -2022

In a press conference MMRDA’s metropolitan commissioner SVR Srinivas said, “Mumbai metro line 3 will take at least another two to two-and-a-half years to complete as a lot of works remain other than the depot.” Mumbai’s Colaba-SEEPZ Metro rail

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line-3 could take upto two more years to complete as several tasks including some part of the tunnel boring work as well construction of stations, are still pending, a senior official of the Mumbai Metropolitan Region Development Authority (MMRDA) has said. Once completed, this first underground metro line of the city will provide connectivity to the city airport from south Mumbai and western suburbs, and reduce the burden on the locals living in nearby areas. Srinivas informed that the MMRDA is conducting a study to extend the Chembur -Wadala -Jacob Circle monorail corridor by another 200-250 meters for connecting it with Mumbai metro line 3. ‘We will take decision about it within a month,’ he said.

India’s first Aluminium body metro train for Pune Metro flagged off India’s first light-weight metro train which is made of aluminium metal has been flagged off by Mr Manoj Joshi, Secretary, Ministry of Housing and Urban Affairs (MoHUA) on 26th March. The event was held at Uttarpara, Kolkata. This train is built by Titagarh Wagons Ltd. which is based in West Bengal, India under the Atmanirbhar Bharat initiative. The light weight aluminium body metro train is built for MahaMetro’s Pune project. Maha Metro MD Dr Brijesh Dixit, OSD, MoHUA Shri Jaydeep, Director (Rolling Stock) Shri Sunil Mathur and officials of Titagad Wagons were prominently present on the occasion.

Tamil Nadu government approves feasibility study for MRTS in Coimbatore

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The Tamil Nadu government has approved the feasibility for starting a Mass Rapid Transit System (MRTS) in Coimbatore. The Detailed Project Report (DPR) for Phase 1 of the project is under finalization by Systra & Rites Ltd. The stake holders of Coimbatore Metro Rail project held a meeting on 1 April. The meeting was chaired by Mr Pradeep Yadav, Md, Chennai Metro Rail Limited (CMRL) and Principal Secretary, Special Initiative Department, Government of Tamil Nadu. The consultant gave a presentation on the proposed routes in the meeting. Coimbatore Metro Rail will cover 139 km and this project will be executed in three phases by CMRL. The first phase will be for 44 km on the Avinashi road until Karumathampatty and Sathyamangalam road until Valiampalayam Pirivu from Ukkadam, according to sources. The second phase and third phase work will start after a detailed study and due approvals which will be done at the same time. A further extension from the existing plan of 139 km and suggestions to include new areas will be taken under study. This metro will run parallel to the locations in which flyovers are being built and the required land for the same will be acquired. The estimated cost for this project will be Rs 6,800 crore, according to sources.

India’s first stainless steel FOB opens at Naupada Junction Jindal Stainless has supplied stainless steel for India’s first-ever stainless steel footover-bridge (FOB) which is inaugurated at Naupada, Andhra Pradesh. With this, the Company launched its most costeffective and superior quality stainless steel for structural applications that is, Jindal Durasafe. This modern FOB was disclosed at a ceremony by Divisional Railway Manager (DRM), Waltair Division, East Coast Railways, Mr Anup Kumar Satpathy along with Jindal Stainless’

METRO RAIL NEWS -2022

senior management including Director, Mr Tarun Khulbe and Sales Head, Mr Rajeev Garg. It comes in offerings like plates, girders, and channels. The Company collaborated with RDSO (Research Designs & Standards Organization) and IIT Roorkee for testing, approval and endorsement of the grade, which eventually led to its formalisation for coastal railway infrastructural applications. Jindal Stainless has gratified the whole requirement of stainless steel for the Naupada project, supplying 140 MT. The Company accomplished the overall manufacturing and installation of this FOB project in nearly 5 months in coordination with the Indian Railways and trusted fabricators.

Dr Mangu Singh inaugurates India’s first ever Indigenous Automatic Train Supervision System Dr Mangu Singh, Managing Director inaugurated the final field trials of India’s first ever Indigenous Automatic Train Supervision System (i-ATS) on the red line virtually on 24th March. The event happened in the presence of Directors and senior officials at Metro Bhawan. The i-ATS has been developed by a joint team of DMRC & Bharat Electronics Limited (BEL). This development will make DMRC more self-reliant in the field of Metro Train Signalling and will boost the Government of India’s ‘Make in India’ initiative.

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division, 1,963 will be transplanted, while 977 will be cut down.

Delhi Metro on December 24 last year had entered into the 20th year of its operations and marked the occasion by commencing a field trial of the i-ATS technology. ATS is a computer-based system, which manages train operations. This system is indispensable for high density operations such as the metro, where services are scheduled every few minutes.

CM Uddhav Thackeray inaugurates Mumbai Metro lines 2A and 7 CM Uddhav Thackeray has inaugurated services on Mumbai Metro lines 2A and 7 on 2nd April the occasion of Gudi Padwa. Both the lines are driverless train operations called BTC. Many citizens were present on the occasion of this event and witnessed the metro launch and then travelled by metro. Both lines are fully elevated and Metro 2A, running from Dahisar west to D.N. Nagar (Andheri west), and Metro 7, from Dahisar east to Andheri east, will hugely benefit the people in the north-western suburbs. The MMRDA has been granted the final nod of the Commissioner of Metro Rail Safety after following all the requirements for the project which has crossed several tentative deadlines since October 2021 for launching commercial operations. Metro 7 is 33.50 km long with 29 stations and Metro 2A will be 18 km long with 17 stations. Chief Minister Uddhav Thackeray, Deputy Chief Minister Ajit Pawar and Revenue Minister Balasaheb Thorat had flagged off the trial runs of these two lines last May.

Light Metro Rail in Jammu & Kashmir to be rolled out in 2022-23

The Government of India made a major announcement and said that elevated light metro rail in Jammu & Srinagar cities is expected to be rolled out in 2022-23. Finance Minister Nirmala Sithararaman in her budget speech said that Kashmir will be connected to the rest of the country through a rail network by next year. She also said that international flights have been started between Srinagar and Sharjah. “Besides, two new Airport Terminals are coming up at Jammu and Srinagar. Cargo facility has been provided at Jammu and Srinagar Airports for the convenience of farmers and businessmen,” she added.

The trees will give way for the metro line between Janakpuri West and Mukarba Chowk, and Mukarba Chowk to Derawal Nagar. As per the Forest Department order, the trees will be transplanted to a park at Haiderpur and to the portion near the Outer Ring Road. The Deputy Conservator of Forest (South) has also granted permission for the removal of 450 trees for the Khanpur to Sangam Vihar section of the proposed 23.6-km long metro line between Aerocity and Tughlakabad. However, 30,000 saplings will also be planted as a compensatory plantation on the Yamuna floodplains. A total of 20,000 saplings will be planted between the ITO bridge and NH-24, and another 10,000 saplings between Geeta Colony Bridge and Shantivan Drain.

After the successful rollout of light metro, Kashmir will be connected with the rest of the country through

Paytm bags automated fare collection system contract for Delhi-Meerut RRTS

Forest department permits DMRC to remove 3,000 trees for Delhi Metro’s Phase 4 The Forest Department has permitted the Delhi Metro Rail Corporation (DMRC) to remove or transplant 2,940 trees in the North Forest Division, and 450 trees in the South Forest Division. More than 3,000 trees will be transplanted or removed for the Delhi Metro’s Phase 4 line from Janakpuri West to R.K. Ashram, which will cover a distance of 29.26 km and have 22 stations. The permission has been given by the Deputy Conservator of Forest (North) under the Delhi Preservation of Trees Act, 1994. Of the total 2,940 trees in the North

METRO RAIL NEWS -2022

National Capital Region Transport Corporation Limited (NCRTC) has awarded Paytm Payments Bank Ltd. the 82.15 km Delhi – Meerut RRTS Line‘s Automated Fare Collection (AFC) system (Package 26B) in March. Paytm will be the financial partner for this RRTS Line. The RRTS will allow QR Code based ticketing (digital QR & paper QR) and EVM (Europay, Mastercard, Visa) openloop contactless card ticketing based on NCMC (National Common Mobility Card) standards via a contactless bank card, phone or smartcard. The passengers will have the option to use QR code tickets which can be bought at each station’s ticket vending machines, ticketing booth or generated digitally on NCRTC’s mobile app or website. Business Class riders have to validate twice which means once at the concourse level and the second on the platform level for access to the executive lounge for boarding the trains’ Business Class coach.

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COVER STORY

Future Transportation Rail Transportation: Creating Opportunities for Energy & Environment

ail is among the most efficient and lowest emitting modes of transport. With a strong reliance on electricity, it is also the most energy diverse. Rail networks carry 8% of the world’s motorised passenger movements and 7% of freight transport but account for only 2% of energy use in the transport sector. Rail services consume less than 0.6 million barrels per day (mb/d) of oil (about 0.6% of global oil use) and around 290 terawatt-hours (TWh) of electricity (more than 1% of global electricity use). They are responsible for about 0.3% of direct CO2 emissions from fossil fuel combustion and the same share (0.3%) of energy-related emissions of fine particulate matter (PM2.5). The high efficiency of train operations means that rail saves more oil than it consumes and more emissions than it generates. If all services currently performed by railways were carried by road vehicles, such as cars and trucks, then the world’s transportrelated oil consumption would be 8 mb/d (15%) higher and transport-related greenhouse gas (GHG) emissions would increase by 1.2 gigatonnes (Gt) CO2-equivalent (CO2-eq) on a well-to-wheel basis. Rail has a long-standing position as one of the pillars of passenger mobility and freight transport. Today, conventional rail provides nearly one-sixth of the world’s long-distance passenger travel around and between cities. High-speed rail provides a high-quality substitute for short-distance intracontinental flights. In cities, metros and light rail offer reliable, affordable and fast alternatives to road travel, reducing congestion and carbon dioxide (CO2) emissions and local pollution. Freight rail enables high capacity goods movements over very long distances, allowing access to trade for resources that otherwise would likely be stranded and facilitating the operation of major industrial clusters.

between stations, operating at a maximum speed above 250 kilometres per hour.

Classification of rail transport services

• Metro rail, refers to high-frequency services within cities, designed for high capacity transport (standing passengers and many wide doors for rapid boarding and exit), which are fully separated from other traffic and are often developed as an underground and/or elevated network.

Railways make a significant contribution in providing various types of services, referred to as passenger or freight rail. Categorising sub-sets of passenger and freight rail is a challenging undertaking. For passenger rail, this has been addressed by considering key characteristics, such as speed and location, but always within the limitations of the data available. The categories and terminology employed are:

• Light rail, refers to tramways and other urban transport systems, most often at street level and offering lower capacity and speed compared with metro rail.

• Conventional rail, covering medium- to long-distance train journeys with a maximum speed under 250 kilometres per hour and suburban train journeys connecting urban centres with surrounding areas.

Metro rail and light rail are often aggregated as urban rail (that is rail within cities and the immediately surrounding area), while conventional and high-speed railway systems are together referred to as non-urban rail. In the discussion

• High-speed rail is defined as rail services over long distances

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METRO RAIL NEWS -2022

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COVER STORY of rail infrastructure, the term conventional rail lines (or tracks) designates the infrastructure used by both passenger conventional rail and freight rail.

28 Mtoe a year). Electric and diesel trains together give rise to around 3% of all well-to-wheel greenhouse gas emissions from the transport sector.

In addition to metro systems and light rail, urban areas are also serviced by commuter, or suburban, rail systems, connecting the city centres with suburban areas. While commuter rail services constitute a significant proportion of passenger transport activity, they are not very often included in separate analyses because of data unavailability or unreliability. This is a significant limitation for some aspects of the analysis since commuter rail is an important part of urban mobility, but unfortunately, it cannot be fully isolated. Classification issues are simpler for freight rail, which is defined as the transport of goods on dedicated freight trains.

• Although rail is an energy consumer, it also makes an important contribution to containing energy demand. If all passenger and freight services currently carried by rail switched to road vehicles, such as cars and trucks, global oil demand from transport today would be 16% higher (8 mb/d). The contribution rail makes to containing GHG emissions is as significant as its energy savings. If all current passenger and freight traffic by rail shifted to road vehicles, global GHG emissions would increase by 1.2 Gt of CO2eq, or 12% more than total emissions from transport today. • Investment in rail infrastructure is expensive. In order for a rail construction project to pay off, high passenger or freight throughput is necessary. If this condition is met, shifting large quantities of transport away from cars, trucks and planes delivers very important societal and environmental benefits, which may not be fully captured in conventional commercial pricing.

Some Major Facts about rail transport • In 2016, passengers travelled over 4 trillion kilometres by rail, around 8% of total transport passenger kilometres. Rail travel is concentrated in a few regions: China, the European Union, India, Japan and Russia, which together make up about 90% of global passenger rail activity. Despite the rapid expansion of metro and high-speed rail systems over the past decade, the share of rail in global motorised passenger transport has remained roughly constant.

Most rail networks today are located in India, China, Japan, Europe, North America and the Russian Federation, while metro and light rail networks operate in most of the world’s major cities. About 90% of global passenger movements on conventional rail take place in these countries and regions, with India leading at 39%, followed by China (27%), Japan (11%) and the European Union (9%). Globally, about three-quarters of conventional passenger rail activity use electricity, and the remaining quarter relies on diesel. Significant investments have been made in high-speed rail and metros, most notably in China, which has overtaken all other countries in terms of network length of both types within a single decade.

• Today, around 600 billion passenger kilometres are travelled by high-speed rail every year compared with 3 100 billion by conventional rail. Two-out-of-three high-speed rail tracks are in China, which starting from virtually zero only a decade ago has built over 41 000 kilometres of high-speed rail tracks. The speed and size of this achievement place it among the largest infrastructure projects of recent years.

Today China accounts for about two-thirds of high-speed rail activity, having overtaken both Japan (17%) and the European Union (12%). The regional distribution of urban rail activity is more even; China, European Union and Japan each have around one-fifth of urban passenger rail activity. Both high-speed and urban rail are entirely powered by electricity. Freight movements are concentrated in China and the United States, each of which accounts for about one-quarter of global rail freight activity, and the Russia, which accounts for one-fifth. Despite the fact that electrification of freight rail faces greater challenges than other rail types, half of global freight movements rely on electricity.

• Nearly 200 cities worldwide have metro systems. The combined length of the metro tracks exceeds 32 000 kilometres. Light rail systems add 21 000 kilometres of track length, across more than 220 cities. The pace of extension of China’s metro network since 1990 has outstripped the global average, pushing the country’s share of global metro networks from less than 10% in 1990 to more than 28% in 2017. Since urban rail is typically electric, travel by metro and light rail systems gives rise to none of the tailpipe emissions associated with road transport and can achieve zero-emissions mobility overall.

Future of Rail – Opportunities for Energy & Environment

• About 7% of global freight transport activity, as measured in tonne-kilometres, goes by rail. Growth was very rapid at the turn of the century but slackened and levelled off thereafter. In contrast to Europe, Japan and Korea, where rail networks mostly serve passengers, rail networks in North America overwhelmingly cater to freight transport. In Russia, more than half of freight activity takes place on rail. Australia, Brazil, Canada, India and South Africa also carry substantial volumes of goods by rail.

The future of rail will be determined by how it responds to both rising transport demand and rising pressure from competing transport modes. Rising incomes and populations in developing and emerging economies lead to strong demand for mobility, but social considerations and the need for speed and flexibility tend to favour car ownership and air travel. Rising incomes also drive demand growth in freight, where higher incomes, together with digital technologies, have sharply increased demand for rapid delivery of higher value and lighter goods. The rail sector has important advantages to exploit in competing for business, but this will require additional strategic investments in rail infrastructure, further efforts to improve its commercial competitiveness and technological innovation.

• Rail transport today accounts for close to 2% of final transport energy use, a modest share compared with rail’s share of transport activity. Three-quarters of passenger rail transport and almost half of all freight rail are electric, using around 290 TWh of electricity every year (25 Mtoe). Diesel-powered trains account for the remainder of final energy use (0.6 mb/d, or METRO RAIL NEWS -2022

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COVER STORY modes. Rail’s energy use, however, pales in comparison with the energy it saves by diverting traffic from other modes. In 2050, if all rail services were performed by cars and trucks, oil demand would be 9.5 mb/d higher (or 16%) higher than in the Base Scenario. GHG emissions from transport would increase by 1.8 Gt CO2-eq (or 13%) above the Base Scenario in 2050. Fine particulate matter (PM2.5) emissions would rise by 340 kilotonnes (kt). The High Rail Scenario explores how these benefits might be further capitalised. The scenario rests on three pillars: • Minimising costs per passengerkilometre or tonne-kilometre moved by ensuring maximum rail network usage, removing technical barriers and integrating rail services seamlessly into the portfolio of available mobility options. In the Base Scenario, annual investment in rail infrastructure is expected to increase to USD 315 billion globally by 2050, on the basis of projects currently in various stages of construction and planning. In this scenario, which assumes no significant new emphasis on rail in policy making, the pace of infrastructure build is fastest in urban rail. The length of metro lines under construction or slated for construction over the coming five years is twice the length of those built over any five-year period between 1970 and 2015. The result is unprecedented growth in passenger movements on urban rail; global activity in 2050 is 2.7 times higher than current levels. Growth is strongest in India and Southeast Asia, which witnesses more than a sevenfold growth in passenger movements on urban rail, albeit from a low baseline. In the three countries with the highest urban rail activity today, activity increases by more than threefold in China, 25% in Japan and 45% in the European Union.

• Maximising revenues from rail systems, such as through ‘land value capture’, i.e. capitalising on the ‘aggregation’ capacity of railway stations whereby commercial and residential properties in their proximity increase in value due to improved mobility options and greater activity, and using this value to finance rail systems. • And implementing policies that ensure that all forms of transport pay adequately for the impacts they generate. Traditionally this has been accomplished through fuel taxes, but road pricing, and especially congestion charging, may be effective going forward. In the High Rail Scenario, global passenger activity on rail grows to a level that is 60% higher than in the Base Scenario in 2050, and freight activity is 14% higher. Urban rail has the greatest potential for additional growth: activity on metros and light rail in 2050 is 2.6 times higher than in the Base Scenario, concentrated in densely populated cities in China, India and Southeast Asia. The High Rail Scenario also captures the potential for high-speed rail to provide a reliable, convenient and price competitive alternative to short-distance intra-continental passenger air services. Activity on high-speed rail in the High Rail Scenario is 85% higher than in the Base Scenario, reflecting strategic investments in this mode.

The Base Scenario also sees strong growth in high-speed rail networks, particularly over the coming decade. As has been the case over the past decade, China accounts for a large share of high-speed rail developments; nearly half of those projects undertaken between now and 2050 are in China. The result is strong activity growth on high-speed rail: passenger movements in China increase more than threefold, while those in Japan increase by 85% and by 66% in the European Union. Construction of non-urban rail infrastructure in India is particularly notable, supporting volumes of passenger activity that, by 2050, are unparalleled anywhere in the world. However, despite impressive global growth, rail does no more worldwide than maintain its current share in activity relative to personal cars and passenger air travel by 2050. Global freight activity across all categories nearly triples in 2050 from 2017 levels.

Aggressive, strategic deployment of rail can lead CO2 emissions in global transport to peak in the late 2030s. By 2050, oil use in the High Rail Scenario is more than 10 mb/d lower than in the Base Scenario. GHG emissions are 0.6 Gt CO2-eq lower and PM2.5 emissions are reduced by about 220 kt, the latter primarily as a result of diminished aggregate vehicle kilometres by cars and trucks. Primarily as a result of increased urban and high-speed rail operations, electricity use by rail in 2050 is 360 TWh higher than in the Base Scenario, 50% more than in the Base Scenario, an increase that is roughly equal to the current total electricity consumption of Thailand and Viet Nam combined.

Strong growth of rail activity in the Base Scenario brings up rail energy demand: by 2050 rail electricity use reaches nearly 700 TWh. By 2050, 97% of passenger rail movements and twothirds of freight take place on electrified rail, meaning that rail remains far and away the most electrified of all transport 16 | Page

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COVER STORY Two categories – urban and high-speed rail – hold major promise to unlock substantial benefits both in India and throughout the world. In an era of rapid urbanisation, urban rail systems can provide a reliable, affordable, attractive and fast alternative to travel by road: metro and light rail can reduce congestion, increase throughput on the most heavily trafficked corridors and reduce local pollutant and GHG emissions. With co-ordinated planning, urban rail systems increase the attractiveness of high-density districts and boost their overall economic output, equality, safety, resilience and vitality of metropolises. High-speed rail can provide a high quality substitute for short-distance intra continental flights. As incomes rise, demand for passenger aviation, a mode of transport that is extremely difficult and expensive to decarbonise, will continue to grow rapidly. If designed with comfort and reliability as key performance criteria, high speed rail can provide an attractive, low-emissions substitute to flying.

Annual average investment in the High Rail Scenario in trains and rail infrastructure combined is USD 770 billion, a 60% increase over investment in the Base Scenario. The biggest part of the increased investment goes to infrastructure for urban rail (nearly USD 190 billion) and high-speed rail (USD 70 billion); the additional costs of the trains are small in comparison. As a result of these investments, in 2050 fuel expenditures are reduced by around USD 450 billion, relative to the Base Scenario. India could save as much as USD 64 billion on fuel expenditures by mid-century. Rail activity in India The rail activity in Indian sub-continent is set to grow more than any other country, with passenger movements in India reaching 40% of global activity. Activity in India is already among the highest in the world, being second only to China for passenger movements and fourth for freight movements. Rail remains the primary transport mode in India connecting numerous cities and regions. Indian Railways is also the country’s largest employer. As a result, the railway network in India is sometimes referred to as the lifeline of the nation. Guaranteeing affordable passenger mobility by rail to the entire population has always been a priority in India. Today rail passengers in India travel 1.2 trillion kilometres, more than the distance travelled by cars; and about one-third of total surface freight volumes are transported by rail, a very high share by global standards. By far, coal is the predominant commodity carried on freight trains today in India.

Summary On a worldwide basis, the transport sector today is responsible for almost one-third of final energy demand and nearly twothirds oil demand. It is also responsible for nearly one-quarter of global carbon dioxide (CO2) emissions from fuel combustion and is a major contributor to air pollution, particularly in urban areas. Changes in transportation fuel use are, therefore, fundamental to achieving a global energy transition, which will guarantee energy security, alleviate air pollution and mitigate climate change. The challenge is heightened by the rapid pace of rising demand for mobility, especially in developing economies, where cities are growing exponentially, creating a need for more efficient, faster and cleaner transportation. Rail has characteristics that enable it to reduce energy demand in transport and draw on diverse energy sources. It can mitigate CO2 emissions from transport and contribute to a broader transition towards sustainability. Its particular strengths are: energy efficiency (on average, trains are close to 12-times more energy efficient than road and air travel in terms of final energy per passenger transported and 8-times more efficient than trucks per tonne of freight carried); its reliance on very diverse energy sources; and its contribution to reducing congestion on road networks. Rail provides mobility with minimal emissions of harmful air pollutants and, thanks to agglomeration effects, facilitates economic growth.

Indian Railways is spearheading a wide range of ambitious undertakings. Construction has started on the first high-speed rail line. The total length of metro lines is planned to more than triple in the next few years. Two dedicated freight corridors are planned to enter operation in 2020. The country is set to double, or possibly even triple, existing capacity on the most utilised rail routes, and it aims to electrify the entire broad gauge network by 2022. With these and other measures realised in the Base Scenario, rail passenger movements almost triple and freight movements more than double over current levels by 2050. Electricity consumption from rail operations increases by nearly a factor of six, reaching almost 100 TWh. Electrification of highly utilised corridors leads to reductions in oil use by rail to less than 10% of current levels, reaching 3 000 barrels per day in 2050. As in other countries, rail in India saves more energy and emissions than it consumes: in the Base Scenario, rail activity in 2050 reduces oil demand by 1.6 mb/d, GHG emissions by 270 Mt CO2-eq and PM2.5 emissions by 8 kt.

Rail today serves passenger and freight mobility needs in countries across the globe. In 2016, rail services were an important component of passenger mobility in China, India, Japan, European Union and Russia, and provided a significant fraction of all goods movements in North America, China, Russia and India. Globally, rail constituted 8% of passenger transport and 7% of freight movements in 2016. Rail accounted for less than 2% of transport energy, far less than the sector’s share of transport activity. The reasons are multiple: the large carrying capacity of trains, compared to other modes; the high efficiency of electric motors; and the efficiency of fuel use resulting from the very low resistance offered by the steel-to-steel interface between wheels and tracks. With roughly one-third of its global energy consumed in the form of electricity, rail is also currently the only transport mode that does not rely almost exclusively on oil. The share of electricity in rail energy use exceeds 70% in major economies, such as China and the European Union. In

Going beyond the targets captured in the Base Scenario, India has the potential to serve as an example to other emerging economies. In the High Rail Scenario, India further increases investment in railways, commissioning high-speed rail lines to connect every major city along the ‘Golden Quadrilateral’, achieves the target of doubling the share of rail in urban areas by 2050 and constructs dedicated freight corridors to connect all the largest freight hubs. Shifts in transport activity from road modes and aviation lead to additional savings in oil consumption of 1.5 mb/d, compared to the Base Scenario, and to an additional reduction in GHG emissions of 315 Mt CO2-eq and 6 kt of PM2.5.

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COVER STORY • Ensuring that all forms of transport pay not only for the use of the infrastructure they need but also for the impacts they generate (e.g. through road pricing and congestion charges). The opportunity for effective action on this front will be enhanced by increased transport electrification and the transition towards road vehicle automation, both of which are likely to require price signals to modulate demand. The transport sector is responsible for almost one-third of final energy demand, nearly two-thirds of oil demand and nearly one-quarter of global carbon dioxide (CO2) emissions from fuel combustion. Therefore, changes in transportation are fundamental to achieving energy transitions globally. While the rail sector carries 8% of the world’s passengers and 7% of global freight transport, it represents only 2% of total transport energy demand, highlighting its efficiency.

Japan, this share is more than 90%. In highly populated ‘megacities’, many of which are in Asia (with more yet to be built), urban rail (metro and light rail) plays a critical role in large-scale passenger movements. This form of rail travel diversifies the transport energy mix, reduces local air pollution, alleviates congestion and improves overall productivity. But there are also limiting factors. Because of its capital intensive nature, urban rail requires very high throughput in order to achieve its environmental and economic goals.

The rail sector can provide substantial benefits for the energy sector as well as for the environment. By diversifying energy sources and providing more efficient mobility, rail can lower transport energy use and reduce carbon dioxide and local pollutant emissions. Rail serves a vital lifeline of India, playing a unique social and economic role. In India, Rail remains the primary transport mode in the country, which provides vital connections between cities and regions and guarantees affordable passenger mobility. Rail passenger traffic in India has increased by almost 200% since year 2000 yet prospects of future growth remain bright. Construction has started on India’s first high-speed rail line, the total length of metro lines is set to more than triple in next few years and two dedicated freight corridors are on track to enter operations by 2022.

Therefore, it becomes imperative to examine the role of rail in global transport might be elevated as a means to reduce the energy use and environmental impacts of transport services. It explores plausible scenarios to 2050 in which such an enhanced role is achieved, assessing the environmental, societal and energy security implications. This analysis is guided by the essential need to respect the economic viability of rail undertakings and sheds light on the key instruments that can turn potential benefits into actual achievements. Crucial components of the solutions identified are:

Indian Railways also plans to convert diesel locomotives to electric locomotives towards its ambitious goal of a hundred percent electrification of the Indian Railway.

• Minimising costs per passenger-kilometre or tonne-kilometre moved, ensuring that the preconditions for maximum rail network use are in place (e.g. through urban planning measures that provide integration of different modes of transport with rail networks), taking steps to remove technical barriers (e.g. through the adoption of international standards which facilitate inter-operability) and fully exploiting digital technologies to ensure that rail services are well integrated into the range of mobility options available to passengers and freight users.

In all countries, including India, the future of rail sector unarguably shall be determined by how it responds to both rising transport demand and rising pressure from other transport modes.

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• Maximising revenues from rail systems, capitalising on the “aggregation” capacity of railway stations (land value capture), a model which has already made several rail systems profitable. In this model, the increase in value of commercial and residential properties in the proximity of stations that arises as a result of improved mobility options and greater activity is “captured” to finance rail systems.

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EXCLUSIVE INTERVIEW

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Civil engineering plays a critical role in building and reshaping growing countries like India, and demand for innovation is on the rise with the projected population growth and ageing. Mr. Vikramjiet Roy MD, Maccaferri India

Metro Rail News conducted an email interview with Mr. Vikramjiet Roy, MD, Maccaferri India. In the interview Mr. Roy talked about civil engineering ecosystem of India. Mr. Vikramjiet Roy, the Managing Director of Maccaferri Environmental Solutions Pvt. Ltd (MESPL) in India and the Regional CEO of the ISEAP Region (India, South-East Asia & Pacific) of the Officine Maccaferri group, is a first-generation entrepreneur and has close to three decades of experience in businesses - ranging from Industrial Products & Civil Engineering Solutions to Core Infrastructure & Environment Solutions. Having graduated in commerce from St. Xavier’s College, Kolkata and an associate member of ICWA, Mr. Roy possesses an experience of over 27 years.

Here are the edited excerpts: How do you plan to change the civil engineering ecosystem of India which is considered to add to carbon footprints every year to a significant level? Civil engineering plays a critical role in building and reshaping growing countries like India, and demand for innovation is on the rise with the projected population growth and ageing. In infrastructural developments, use of conventional materials such as concrete, steel, lumber, clay, or gravel contribute significantly to the embodied carbon of every building project. The construction sector in India emits about 22% of the total annual emission of CO2. India requires long-term solutions that are more environmentally friendly than conventional solutions. India needs to

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build a green economy with sustainability at the core of its developmental plan. By eliminating or decreasing the use of these materials and replacing them with a comparable geosynthetic material, these projects’ inherent embodied carbon will be reduced. When compared to conventional structures, the use of mechanically woven Double Twisted wire mesh solutions, particularly Reno Mattresses and Gabions filled with locally accessible stones, can result in reducing CO2 emissions savings of up to 70%. When it comes to construction, long-term sustainability should be a primary priority and reducing the carbon footprint may be the fastest method of reaching net zero carbon emissions. Solutions should be developed with the intent of improving quality of life while also preserving the environment. We at Maccaferri invented Gabions

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EXCLUSIVE INTERVIEW (typically used to form flexible, permeable and monolithic structures) and dramatically changed civil engineering’s landscape. These are widely used in highways, hilly terrains, railways and mining. We are focused on developing sustainable solutions in geotechnical and environmental construction markets. It’s been more than two decades, since Maccaferri has been working in India. What has been your evaluation so far regarding Indian efforts to reduce carbon emission towards global goal of clean & safe energy. Do you find the efforts on a serious node? Rising emissions in construction sector emphasize the urgent need for a strategy to implement alternative construction material that reduce lifecycle carbon emissions. Ramping up fight against climate change and global warming, the country has committed several short and long term targets. India’s overall carbon intensity reduction goal from 33 percent to 45 percent by 2030, despite the country’s economic and population growth, is a commendable step. The construction industry, by its nature, is one of the top users of natural resources. With the growing concern of finite natural resources and climate change, there is increasing pressure in the construction industry to minimize its environmental impact. The infrastructure developments should have a conceptual framework for implementing sustainability principles and strategies from a life-cycle perspective to contribute to sustainable development. We all know gabion walls are primarily used to control land sliding on road sides, erosion and scouring on the river

banks during flood and high velocity river streams etc. Yourself being a pioneer in gabion technology and having worked on more than thousand projects in India, what has been your major achievements in country in those areas which country frequently suffers? Gabions have a rich history world-wide for their use in retaining walls, river bank protection, landscaping, toe walls, fish passes. Moreover, rock filled gabion units are also popular as cladding on structures, to provide a natural looking aesthetic statement. Maccaferri gabion structure are cages which are engineered from double twisted hexagonal woven steel wire mesh which is coated with special polymeric coating. In addition to this, delivered flat-packed, our gabions are assembled and then filled with stones at the project site. There are numerous uses for these modular units and are typically used to form flexible, permeable and monolithic structures such as retaining gabion wall, channel linings, hydraulic control structures and erosion protection. They are increasingly being used in architectural applications as well. We especially have Maccaferri gabion baskets which are made from heavily galvanised high quality steel wire and coated with special polymeric coating Polimac® to provide long term corrosion protection enabling for use in more aggressive environments. Hilly regions are more vulnerable to natural disasters causing landslides, debris falls, and other rock fall events, and hence, becomes critical for infrastructure. Maccaferri successfully completed landslide mitigation in the hilly terrains of Lambagarh, Uttarakhand located at NH58. For this site, Maccaferri constructed

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The Smriti Van Earthquake Memorial, project conceived by then Chief Minister now Prime Minister Shri Narendra Modi. Gabion structures with Macline Geosynthetic Clay Line (GCL) were chosen for their lower carbon emission, flexibility, durability and aesthetic appeal as the structure lies in Seismic Zone V i.e., prone to earthquakes. Maccaferri is a global organisation with a company history of nearly 140 years. How do you see the progress of the company in terms of its long existence? Maccaferri is strongly committed to solving clients’ problems by continuously providing better solutions through active listening, innovation and collaboration. With the mission of becoming a leading global provider of advanced solutions to the civil, geotechnical and environmental construction markets, we work every day, with 140 years of our history, to find better solutions for our clients at every degree of latitude and longitude. We don’t just sell products at Maccaferri; we provide superior solutions by identifying, solving, and responding to each client’s unique needs. Gabions, geosynthetics, rockfall and avalanche protection systems, green solutions, specialty steel wire products, and much more are all part of our extensive offering. Maccaferri is a partner who works with clients from the start of a project until it is completed successfully, maximising value for money through technical competence and a

Mitigation systems adopted for the Lambagarh landslide by Maccaferri

Maccaferri gabions contributes towards the unique Smritivan memorial

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a reinforced soil wall (with a maximum height of 44 metres) with Terramesh system which is made up of gabions with integrated secondary reinforcement and high strength geogrid for reinforcement across a 500-meter stretch of land.

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EXCLUSIVE INTERVIEW

Sustainable Solutions by Maccaferri – Smriti Van Earthquake Memorial

diverse product selection. What has been your CSR activities? Is there any major accomplishment on a global scale? Please tell us something about the CSR policy of the organisation. Far from being a mandatory, giving back to society has been ingrained in the Maccaferri culture since inception. Maccaferri works as a solution supplier for enterprises as well as companies operating under the CSR domain for environmental preservation. We are among few technological companies delivering environmental solutions with the ability to make a significant effect in the environmental protection domain under CSR. In India, the pandemic provided an opportunity for the country to unite in order to defeat Covid 19. Maccaferri as a socially responsible company stood committed and firmly with the country against this COVID-19 fight. Humanity, adaptability to the new normal, and contributions to overcome this pandemic time have all been established by resilient leadership headed by compassion. The

company’s commitment to the cause has been unwavering and Maccaferri launched multiple internal and external initiatives (under Count on Us) to support the country’s healthcare system’s needs, as well as the frontline workers who worked tirelessly to combat the virus’s threat and impact. Our ‘Breath Easy’ campaign was launched in 2021

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Giving back to society has been ingrained in the Maccaferri culture since inception

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to extend help to society by providing oxygen concentrators to patients who were in need. We carried out multiple vaccination drives for our employees and their families. Also, we have been organising regular blood donation drives since 2009. How do you see the functioning of Indian civil engineering giants like NBCC, RITES, IRCON etc. which have been able to leave a reasonable grade of impression in last few years on a global platform? The infrastructure sector is a crucial driver for the Indian economy. The industry is highly responsible for propelling India’s overall development and enjoys intense focus from the Government for initiating policies that would ensure the country’s time-bound creation of worldclass infrastructure. Organisations like NBCC, RITES, IRCON etc. are playing an important role in pushing infrastructure projects and bringing them to reality. It includes developing of bridges, dams, roads, and other urban infrastructure development. Maccaferri works as a partner alongside these organizations from the start of the project till its

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EXCLUSIVE INTERVIEW successful completion, maximising value for money through technical expertise and an extensive portfolio of quality products and solutions. Our solutions begin with the project’s design phase, with the basic goal of solving a problem. Then, we proceed through all the stages of development; manufacturing, designing, and installing solutions. As part of our service, we provide technical assistance to organisations for installation of our advanced solutions. We have a specialised construction company (Maccaferri Infrastructure Private Limited) in India that takes on turnkey projects which are complex and strategic projects, not very common in the industry. Government in India is increasingly focusing on Make in India, Atmanirbhar Bharat with sustainability at utmost. How are you advocating and contributing to government’s effort on these endeavours? The government’s economic packages are playing a significant role in making India “self-sufficient.” Infrastructure being one of the pillars of ‘Atmanirbhar Bharat’, various initiatives, such as the Bharatmala Project, the Paravatmala Project, and the Setu Bharatam Project are on the go. We are inevitably advocates of use of alternative construction materials in ongoing and upcoming infrastructure development. We enable use of local material with low overall and transportation cost, eventually reducing the carbon footprints. What are your future goals and plans seeing your long and successful career? We recognise the vitality of the Indian infrastructure market and are working to provide better, more cost-effective solutions and technology that are best suited for the Indian environment. For the next decade, India’s infrastructure growth projections are predicted to increase year on year. There are currently few long-term choices for building physical infrastructure at a rapid, efficient, and large scale. Our goal is to be a trusted partner to stakeholders, fostering creativity, innovation, and adoption of alternative solutions to challenging civil engineering problems with sustainability at core.

Maccaferri landslide mitigation solution at Lambagarh

option amongst youth in India. What would be your message to the aspiring youth in this regard. Is civil engineering presently the best option amongst all engineering streams?

The skills inculcated must enable students to tackle challenges during their careers. Engineers must generate welldefined solutions that can avoid loss of time or excessive spending.

Engineering skills and expertise are essential for driving long-term economic growth and addressing societal concerns via technology innovation and development. As a result, understanding and continually adapting and improving the educational and professional paths of engineers is critical for ensuring national competitiveness and quality of life. Infrastructure is critical for the economic success of a growing country like India. With India’s GDP rising, skilled professionals are in high demand to maintain growth. Government and educational institutions are investing billions in building engineering infrastructure to equip students with the latest technology. However, engineering involves experiential learning.

Country needs a steady supply of qualified engineers, with the necessary skillset, to boost local economies, create new jobs, facilitate sustainable development and meet Government ambitions.

Engineering is an increasingly popular

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Please share your views about Metro Rail News. Any message for our readers? Metro Rail News is a remarkable and one-of-a-kind portal committed to depicting urban mobility solutions in India with important and up-to-date information regarding infrastructure and growth. On behalf of Maccaferri, I would like to encourage Metro Rail News readers to continue reading one of the few media houses dedicated to in depth infrastructure stories, solutions happenings and challenges.

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EXCLUSIVE

INTERVIEW

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We are a people first company; we are a responsible company incorporating the issues of sustainability and ethics within projects and towards our stakeholders

Mr. Sandeep Gulati

Regional CEO, South Asia and MD, Egis India

EXCLUSIVE INTERVIEW Metro Rail News conducted an email interview with Mr. Sandeep Gulati, Regional CEO, South Asia and MD, Egis India. Mr. Gulati talked about his new position and company’s contribution to the global efforts for developing a smarter, greener world.

Highways, Faridabad and Jaipur smart cities, Prestigious Green highway project and various Rural Water Supply Projects especially in North East India, marking the company’s expansion into that geography as well as in Bangladesh and Nepal.

Mr. Gulati joined Egis India in November 2017 as the CFO – India and South Asia. In December 2018, he was appointed as the Managing Director of the company to spearhead the future growth of the Egis Group in India. He is a senior business leader with over 24 years’ experience. In his current role as MD of Egis India (Paris-headquartered global engineering company), he is driving multi-dimensional transformation of Indian Operations.

What is the motto and tagline of egis?

Here are the edited excerpts: Many congratulations for being appointed as Regional CEO, South Asia. What does the new position mean to you? How are you setting your priorities? Thanks. My priorities are multifold starting from taking Egis in India to be in the number one positionin the industry by 2023. We are already in top three and want to achieve a turnover of 75 million euros in India by 2027, registering a growth rate of 13% CAGR. We already have more than 120 projects active at this point in time across the country and with pipeline worth more than Rs 850 crore and spread across many years. Egis in India is fastest growing in the market, we have bagged 65 projects amidst COVID 19. These include metro rail projects, water projects, urban projects, smart cities, highways, ports etc. Some of the key wins include Surat Metro Project, PMC for various National

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We are a people first company; we are a responsible company - incorporating the issues of sustainability and ethics within projects and towards our stakeholders and we are a creative company - taking a proactive stance on innovation to meet tomorrow’s challenges. Our taglines #ExecuteWithExcellence and #ImpactTheFuture emphasizes on excellence in work and our ambition is to become one of the global top 10 construction engineering firms by harnessing our technical excellence for the benefit of a transition to a low carbon future. This is the aim of our new strategic plan, ‘Impact the Future’. How are you contributing to the global efforts of developing a smarter, greener world and creating a sustainable future of communities everywhere? Climate emergency is our absolute priority. A wide range of engineering services and operational solutions to fight against climate change and biodiversity erosion. The use of lowcarbon alternatives with equivalent timeframes and costs on operations and projects entrusted to us. During the Covid-19 crisis, Egis Group drew up 21 low-carbon proposals for the economic recovery. In all our fields of work, our engineers

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develop innovative operational solutions to address specific environmental issues: care for biodiversity, energy efficiency, material recycling, etc. In all engineering services, deployment of eco-design practices. More than 70 solutions for environmental performance are available today, and several have become acknowledged trademarks such as Cycle Up and SeaBoost. Q.4. What are the strategic challenges you envision for fighting climatic changes, the digital transition and meeting the needs of growing population globally? Challenges are many but we believe in providing solutions to all challenges. Our main sectors of activity are cities, buildings and transport which account for more than 50% of global greenhouse gas emissions. We therefore have a crucial role to play in this fight against climate change, towards our clients, and to national and local governments. We take this responsibility to heart and offer our contribution to environmental protection. To structure its contribution to global net-zero carbon with ambition and transparency, Egis has selected actions falling within Carbone 4’s “Net Zero Initiative” guidelines. With climate emergency and loss of biodiversity becoming ever more pressing issues now, Egis is making five pledges to take tangible and daily action in favour of the environment. These commitments are part of Egis’ corporate project “Impact the Future”, which pursues the ambition of developing the firm into a leading player in the fight against climate change. The multidisciplinary nature of the group enables it to offer a full range of levers and innovative and effective solutions along the entire lifecycle of physical assets and

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EXCLUSIVE INTERVIEW around 250 dams. How are you contributing to smart mobility in public transport systems? What major development and innovation is there for Indian market?

on all scales of regions and communities, with a resolutely systemic approach. Kindly outline the statement of the organisation regarding presently being the only engineering firm to offer truly integrated services across all major engineering disciplines and every aspect of the built environment? What are your plans for growth in this regard for Indian market? Egis India is one of the top three providers of comprehensive solutions for infrastructure engineering and project management in the country and we aim to be in the number one position in the industry by 2023. We had a strong 2021 witnessing YOY 108 % Growth. We are looking at organic growth in India too.

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WE BELIEVE IN PROVIDING SOLUTIONS TO ALL

Egis declares extensive expertise in delivering major infrastructure development across India. Please state about few major accomplishments done.

Egis enjoys the reputation of being one of the key players in developing Urban Mass Rapid Transit Systems as well as long distance high-speed rail in India. The Company has partnered with public clients, railway operators and PPP developers with international and local funding in developing world-class rail transport systems in the country. The Company has been an important stakeholder in the development of Metro Rail services in key Indian cities. Besides the normal repertoire of capabilities in conducting feasibility studies and detailed project reports, preliminary engineering or detailed design, Egis in India is involved in pre-bid and post-bid services for most core rail activities. Please state about the CSR policy of the organisation. What are the major contributions?

Since 1995, we’ve worked closely with government and private operators to support India’s continued development. Together we’ve delivered over 90 successful projects, winning multiple awards. We are one of the only engineering firms to offer truly integrated services across all major engineering disciplines and every aspect of the built environment – from road to water to energy, rail and beyond. This means you can access all the expertise you need for your project, all in one place.

Our key objective is to place the environment challenges of the 21st century at the center of our business activities and development strategy. The fight against climate change has been a key strategic priority since 2019. Egis has committed to contributing to global carbon neutrality by 2050 and all employees are involved in these commitments.

We were associated with multiple prestigious projects like Mass Rapid Transit System (Metro) and Semi-High Speed Regional Rail Transit System around Delhi, sustainable development of smart cities, Atal Mission for Rejuvenation of Urban Transformation (AMRUT) and Housing for All PMAY projects in Madhya Pradesh; specialized high rise structures like Statue of Unity in Gujarat and Chhatrapati Shivaji Memorial Statue, National Waterway and Jawaharlal Nehru Port Trust; many expressways, Mumbai Coastal Roads, national highways, state highways, rural roads partnering 29 Indian States in various geographical areas; airports and dam rehabilitation and Improvement Project (DRIP) of

Metro Rail News provides in-depth analysis and information around the industry.

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What are your views about Metro Rail News? Any message to our readers?

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PROJECT OF THE MONTH

Chennai Metro Gearing up easy connectivity

hennai had an established Chennai Suburban Railway network that spanned from Beach to Tambaram, which dates back to 1931 and operated on a metre-gauge line. This service is now being continued after conversion to broad gauge line up to Chengalpattu. The suburban network also consists of two more suburban lines, the west bound Chennai Central– Arakkonam suburban service and the north bound Chennai Central–Gummidipoondi. The first phase of Chennai Mass Rapid Transit System, India’s first elevated line between Chennai Beach and Thirumayilai opened in 1995 with an extension to Velachery in 2007. Modelled after the Delhi Metro, a similar modern metro rail system was planned for Chennai by Delhi Metro chief E Sreedharan. The Chennai Metro is a rapid transit system serving the city of Chennai, Tamil Nadu. It is the fourth longest metro system in India after Delhi Metro, Hyderabad metro and Namma Metro. The system commenced service in 2015 after partially opening the first phase of the project. The network consists of two colour-coded lines covering a length of 54.15 kilometres. The Chennai Metro Rail Limited (CMRL), a joint venture between Government of India and the Government of Tamil Nadu built and operates the Chennai Metro. The system has a mix of underground and elevated stations and uses standard gauge. The services operate daily between 4:30 and 23:00 with a varying frequency of 5 to 14 minutes. The system has also planned to take over the existing Chennai Mass Rapid Transit System by 2022, which would be upgraded to operate using the rolling stock of the Chennai Metro. CMRL was recognised by the International Association of Public Transport in 2011.

both underground and elevated, in Phase 1 extension is only 180 metres to save space. The elevated stations have three levels, namely, street, concourse and platform with the concourse level at an average height of 5.65 metres and platforms for boarding at 12.6 metres above the street level. Underground stations have two levels and are air-conditioned. The metro stations are equipped to be disabled and elderly friendly, with automatic fare collection system, announcement system, electronic display boards, escalators and lifts. The stations are equipped with non-slippery flooring with grip-rails, audio announcements and Braille facilities to help visually challenged passengers. Paid parking facilities are available for two wheelers at all but three stations and in select stations for four wheelers. Parking charges can be paid for through the stored value cards. For Phase I, Alstom was awarded the contract to supply 168 coaches to Chennai Metro at a cost of Rs. 1,470 crore in 2010. Alstom supplied 42 train-sets (metropolis model) composed of four coaches each with each car measuring 22.5 metres in length and can accommodate 319 passengers. The trains have a first-class compartment and a women’s section with 14 seats in the first-class car and 44 seats in the normal car. The first nine trains were imported from Brazil and the remaining were manufactured at a new facility set up at Sri City, Tada about 75 kilometres from Chennai. As a part of phase 1 extension Alstom further supplied 10 trains with 4 coaches each making a total of 52 coaches operating in phase 1 and its extension. The trains are air-conditioned with electrically operated automatic sliding doors and a regenerative braking system. The cars operate on 25 KV AC through an overhead catenary system with a maximum speed of 80 kilometres per hour (50 mph).

Construction of the first stretch began in June 2009, between Koyambedu to Alandur over a distance of 10 kilometres and began operation on 29 June 2015. As of February 2021, Chennai Central to St. Thomas Mount on the Green line and Wimco Nagar to Chennai International Airport on Blue line are commercially operational which brings the total operational network to 54.15 km making it the third largest operating metro system in India. Other Key Information A total of 32 stations have been constructed along the two lines of the Phase 1 with 20 underground stations. Phase 1 extension has a total of 8 stations with 2 underground stations. In the underground sections, a walkway runs along the length with cross passages every 250 metres for the maintenance and emergency evacuation. The underground stations have an average width of 220 metres to 390 metres and go up to 50 feet deep from the ground level. However, the length of the stations, 26 | Page

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The trains are connected to the grid via overhead electric cables and are equipped with regenerative braking with a capacity to recover 30–35% of the energy during braking. The metro will require an average of 70 MW of power daily and the electricity |

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PROJECT OF THE MONTH will be supplied by Tamil Nadu Electricity Board. Chennai Metro is also planning to use solar power for five of its stations on the elevated corridor, with a production capacity of 200 KW.

include Chennai Metro phase 2, Chennai Metrolite, Chennai Metro phase 1 southern extension, construction of Central Square, various commercial complexes and multi-storied buildings along CMRL’s land, construction of metro depots, Coimbatore metro and subsequently Chennai Metro phase 3 as envisaged in the Chennai Comprehensive Mobility Plan, and so forth.

Many aspects of Chennai Metro Chennai Metro is the second most expensive in terms of ticket cost per kilometer in the country after Mumbai. The fares were slashed by up to Rs. 20 by the then Chief Minister Edappadi K. Palaniswami in February 2021, with the maximum fare capped at Rs.50. In 2019, the Madras High Court questioned the state government on the scientific method it adopted in constructing

National Project Excellence Award Chennai Metro Mail Limited (CMRL) was awarded the “National Project Excellence Award” on 20 August 2019. This award was conferred by the Project Management Associates (PMA) India, and presented by Amitabh Kant, the CEO of NITI Aayog. The award was for the successful completion and commencement of passenger services for entire Phase-1 project in an extremely challenging condition, through the usage of cutting-edge engineering practices, while keeping public safety as a priority. Project Detail Chennai Metro Rail is the new crown jewel of the greater Chennai’s rich tradition and grandeur. CMRL’s (Chennai Metro Rail Corporation Limited) Phase 1 project covering two corridors for 45 kilometers with a total of 32 metro stations has been successfully completed and is in operation considering the demand for fast, safe, efficient and sustainable public transport system. CMRL’s Phase 2 project is being planned for 118.9 kilometers at on stretch. A first of its kind in metro rail projects in India at an estimated cost of Rupees 61843 crores supported by Government of India, Government of Tamil Nadu, JAIKA, ADP, AIP and NDB. Foundation stone was laid on 21st November 2020. Corridor – 3 is a north-south corridor from Madhavaram to Subcourt with 50 metro stations comprising 20 elevated and 30 underground stations connecting the prime locations of Chennai City. Corridor – 4 is the East-West Corridor from Lighthouse to Punimally Bypass with 30 metro stations comprising of 18 elevated and 12 underground stations. Corridor – 5 with 42 elevated and 6 underground stations orbitally integrating the other corridors of Chennai Metro from Madhyavaram to Sholinganallur to provide seamless connectivity. With the completion of these three corridors by 2026, Chennai will have 173 kilometers of metro stretch carrying 25 lakh passengers per day accounting for 25 percent of public transport trips to transform into a world-class destination for investments and economic activities as part of multimodal integration.

Future Projects

The proposed Phase II network is to be integrated with other public transport modes – Suburban Rail, MRTS, City Bus Service etc. at 21 different locations to ensure hassle-free and seamless connectivity. Improving ease of living for people, government’s key goal, be ready for an echo enchanting, tranquil travel

List of projects that the CMRL holds for future development

Phase 2 Information

the tunnels without disturbing the water bodies in the city.

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PROJECT OF THE MONTH Iyyapanthangal Bus Depot, Kattupakkam, Kumananchavadi, Karayanchavadi, Mullai Thottam, Poonamalle bus terminus, Poonamallee Bypass, Poonamallee Bus Depot. • Note – this line’s alignment was approved to be modified in mid-2017, and will now connect up to Poonamallee via through Vadapalani and Porur. Stations planned at Foreshore Road and Natesan Park have been dropped. • Estimated Project Cost: $2174.53 million • Financing Plan: AIIB: $356.65 million (16%), Unassigned CoFinancer: $1,165.52 million (53.6%), Govt. of TN: $652.36 million (30.4%)

Chennai Metro Phase 2 project with 3 new lines totalling 118.9 km was approved by the Tamil Nadu government in 2019 at an estimated cost of Rs. 69,180 crore. Since then, the cost has been revised down to Rs 61,843 crore by reducing station sizes. The Central Government’s approval is currently pending. Phase 2’s Detailed Project Report (DPR) was prepared by RITES and finalized in December 2018. Out of 118.9 km, 52.01 km of Line-3’s section between Madhavaram – Sholinganallur and Line-5’s section between Madhavaram – CMBT will be built on priority and partially funded by the Japan International Cooperation Agency (JICA) through an ODA loan.

Line-5 (Red Line): Madhavaram – Sholinganallur

Tendering for this mostly underground phase began in January 2020. Phase 2 is expected to open to the public in phases from 2025 onwards. After phase 2 is built and completed in 2028 (estimated), Chennai’s metro network will become roughly 173 km long.

• Length: 47.0 km (41.17 km elevated & 5.83 km underground) • Depot: Madhavaram • Number of Stations: 48 (41 elevated, 1 at-grade & 6 underground) • Station Names: Madhavaram Milk Colony (interchange with Line-3), Venugopal Nagar, Assissi Nagar, Manjambakkam, Velmurugan Nagar, MMBT, Shastri Nagar, Reteeri Junction, Kolathur Junction, Srinivasa Nagar, Villivakkam Metro, Villivakka, Bus Terminus, Nadhamuni, Anna Nagar Depot, Thirumangalam, Kendriya Vidyalaya, Grain Market, Sai Nagar Bus Stop, Elango Nagar Bus Stop, Alwartiru Nagar, Valasaravakkam, Karabakkam, Alapakkam, Porur Junction, Mugalivakkam, DLF IT SEZ, Sathya Nagar, CTC, Butt Road, Alandur

CMRL’s Phase 2 Deadline: 2025 Phase 2 Routes This phase involves the construction of 3 new lines on standard gauge tracks, with smaller stations than those built in Phase 1. Official alignment and line colors are yet to be announced/ revealed for these 3 new lines.

Phase-II Contracting Details

Line-3 (Purple Line): Madhavaram – SIPCOT 2 • Length: 45.813 km (19.09 km elevated & 26.72 km underground) • Depot: Madhavaram & SIPCOT • Number of Stations: 49 (20 elevated & 29 underground) • Station Names: Madhavaram Milk Colony, Thapalpetti, Murari Hospital, Moolakadai, Sembiyam, Permabur Market, Perambur Metro, Ayanavaram Otteri, Pattalam, Perambur Barracks Road, Doveton Junction (canceled), Purasawalkam High Road, Kellys, KMC, Chetpet Metro, Sterling Road Junction, Nungambakkam, Gemini, Thousand Lights, Royapettah Govt Hospital, Radhakrishnan Salai Jn, Thirumayilai Metro (interchange with Line-4), Mandaiveli, Greenways Road Metro, Adyar Jn, Adyar Depot, Indira Nagar, Thiruvanmiyur Metro, Taramani Road Junction, Nehru Nagar, Kandanchavadi, Perungudi, Thoraipakkam, Mettukuppam, PTC Colony, Okkiyampet, Karapakkam, Okkiyam Thoraipakkam, Sholinganallur (interchange with Line-5), Sholinganallur Lake, Ponniamman Temple, Sathyabama University, St Joseph College, Semmancheri, Gandhi Nagar, Navallur, Siruseri, SIPCOT 1 and SIPCOT 2 Line-4 (Orange Line): Light House – Poonamallee Bus Depot • Length: 26.09 km (16.02 km elevated & 10.07 km underground) • Depot: Poonamallee • Number of Stations: 28 (18 elevated & 10 underground) • Station Names: Light House, Kutchery Road, Thirumayilai Metro, Alwarpet, Bharathidasan Road, Adyar Gate Junction, Nandanam, Panagal Park, Kodambakkam Sub Urban, Meenakshi College, Power House, Vadapalani, Saligramam, Avichi School, Alwarthirunagar, Valasaravakkam, Karambakkam, Alapakkam, Porur Junction, Chennai Bypass Crossing, Ramachandra Hospital,

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Contract

Contractor

Line-3: Detailed Design Consultant (DDC)

CEG – AECOM JV

Line-4: Detailed Design Consultant (DDC)

LEED SMEC (underground section) and AECOM (elevated section)

Line-5: Detailed Design Consultant (DDC)

SYSTRA

Line-3 and Line-5’s General Consultant (GC)

Nippon Koei India Pvt. Ltd. – Aarvee Associates Architects Engineers & Consultants Pvt. Ltd. – Balaji Railroad Systems Pvt. Ltd JV

Line-4’s General Consultant (GC)

AECOM India – Oriental Consultants Global – Nippon Koei JV

Package ARE03: Line-4’s Rolling Stock (78 coaches)

Alstom, BEML & Titgarh have bid

Package ARE02: Line-3 and Line-5’s Rolling Stock (210 coaches)

Bids Invited July 2021

Line-3: Package TU01 – 9 km tunnels from Venugopal Nagar Shaft to Kelly’s Station and partial works at 4 stations

Tata Projects Ltd. (TPL)

Line-3: Package TU02 – 12 km twin tunnels from Kellys Station to Taramani Road Junction and partial works at 4 stations

Larsen & Toubro

Line-3: Package UG-01 – 5 stations and 2 partial stations (Madhavaram to Perambur)

Tata Projects is lowest bidder

Line-3: Package UG-02 – 4 stations and 2 partial stations (Ayanavaram to Kellys)

DRA Infracon is lowest bidder

Line-3: Package UG-03 – 5 stations and 2 partial stations (KMC to Royapettah)

L&T is lowest bidder

Line-3: Package UG-04 – 4 stations and 1 partial station (Radhakrishnan to Adyar Junction)

L&T is lowest bidder

Line-3: Package UG-05 – 3 stations and 1 partial station (Adyar Depot – Taramani Link Road Ramp)

L&T is lowest bidder

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PROJECT OF THE MONTH Line-3: Package ECV-01 –10.13 km elevated section with 9 stations from Sholinganallur Lake to SIPCOT 2

3 bids received

Line-3: Package CP08-EV-01 –10 km elevated section with 10 stations between Taramani Link Road Ramp near Nehru Nagar and Sholinganallur

3 bids received from Larsen & Toubro, KEC International and JMC Projects

Line-4 & 5: Package C4-ECV-01 – 7.955 km elevated section with 9 stations from Power House to Porur Junction

Larsen & Toubro

Line-4: Package C4-ECV-02 – 7.945 km elevated section with 9 stations from Porur Junction to Poonamalle Bypass

HCC – KEC JV

Line-5: Package C5-ECV-03 – 11.61 km elevated section with 11 stations from Puzhuthivakkam to Sholinganallur

HCC-KEC JV is lowest bidder

Line-5: Package UG-6 – twin tunnels, ramps and 5 stations (Kolathur to Nathamuni)

L&T is only bidder

Line-5: Package C5-ECV-02 – 12.431 km elevated section from CMBT Puzhuthivakkam with 12 stations

L&T is lowest bidder

Line-5: Package CP10-EV-03 – 10.2 km viaduct, 11 elevated stations and 1 underground station between CMBT and Venugopal Nagar

L&T is lowest bidder

Line-4: Package C4-UG-01 – 5.15 km underground section with 5 stations from Bharathidasan Road to Light House

5 Bids Received in August

Line-4: Package C4-UG-02 – 4.877 km underground section with 5 stations from Power House Ramp to Boat Club

5 Bids Received in August

Line-4: Construction of Poonamallee Depot

Altis – VCL JV (5 received in July 2021)

Lines 3 & 5: Construction of Madhavaram Depot

6 bids received in July

The railways has also built double discharge platforms at Guindy and Egmore so that commuters can access metro stations without having to climb foot over bridges. At Central, metro rail commuters come up from underground stations close to the railway station. The move comes at a time when CMRL is looking to boost patronage by introducing new facilities for first and last mile connectivity. Earlier this month, CMRL launched Rapido bike taxi and Uber auto at a few metro stations. As per officials from CMRL, 40,000 commuters used bike taxis to and from metro stations in one week. Some stations have MTC mini buses, smart bikes and battery operated cars to provide last mile connectivity. Efforts are also on to allow feeder services operated by IT firms and other private companies for their own employees to and from the stations. A similar service was earlier operated at Alandur metro. Before the pandemic, IT employees formed a large percentage of metro rail’s daily ridership. But the footfalls from the IT corridors dropped since the beginning of the pandemic and many are yet to return. Recently, CMRL officials said the daily average footfall has gone up to 1.8lakh after two new stations in north Chennai were opened and bike taxi and auto rickshaw services were launched at few stations. CMRL officials envisaged the daily ridership to touch three lakh in six months. The officials expected the footfall to increase further if the IT employees returned to work from office like in the pre-Covid times. Earlier, in an effort to cater to passengers arriving in the city early in the morning, Chennai Metro Rail Limited (CMRL) has decided to start 30 minutes early — operating from 5am to 11pm instead of 5.30am to 11pm from Monday to Sunday.

Feeder & Connectivity Services The metro system will provide connections with various other transportation modes in the city. • Chennai Suburban Railway: Wimco Nagar, Washermanpet, Chennai Fort, Chennai Park, M.G.R Chennai Central, Chennai Egmore, Guindy, Meenambakkam, Tirusulam and St Thomas Mount. • Chennai MRTS: Chennai Fort, Park Town, Chintadripet and St Thomas Mount.

New last mile connectivity services and two new stations have pushed metro rail daily average ridership to 1.8lakh, 55% more than the pre-Covid average of 1.16 lakh. But, this is still only 24% of the initial estimated ridership of 7.75lakh across 54km phase-1 and phase-1 extension lines.

• Chennai Metropolitan Transport Corporation: Broadway, M.G.R Chennai Central, Chennai Egmore, Tollgate, Thiruvottriyur, Anna Nagar, Puratchi Thalaivar Dr. M.G.R Bus Terminus, Vadapalani, Ashok Nagar, DMS, Saidapet, Guindy and St Thomas Mount. • Southern Railway: M.G.R Chennai Central and Egmore

•••

• Chennai International Airport • State Express Transport Corporation: Puratchi Thalaivar Dr. M.G.R Bus Terminus • Tamil Nadu State Transport Corporation: Puratchi Thalaivar Dr. M.G.R CMBT Bus Terminus, Vadapalani and Guindy Latest Update Commuters will soon be able to buy suburban train tickets at metro stations and switch between the two mass rapid transit services without waiting in long queues, especially at railway stations. To begin with, Chennai Metro Rail Limited (CMRL) has planned to sell suburban train tickets at three of its stations – Central, Egmore and Guindy – as part of its efforts for multimodal integration. These three metro stations are already linked to the existing suburban stations through exclusive pathways for commuters to seamlessly switch between the two services.

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An effort for improving mass transportation through metro rail connectivity: Maha Metro & MMRDA

aha Metro or the Maharashtra Metro Rail Corporation Ltd is a 50:50 jointly owned company by the government of India and the government of Maharashtra. The Maha Metro has been established to carry on all metro projects under the Metro Railways (Construction of Works) Act, 1978, the Metro Railways (Operation and Maintenance) Act, 2002, and the Railways Act, 1989. The Nagpur Metro Rail Corporation (NMRCL) has been re-established as the Maha Metro and it will be responsible for the implementation of all metro projects in Maharashtra outside of the Mumbai Metropolitan Region (MMR). Maha Metro’s objective is to create an energyefficient metro rail system, by utilising green energy which is on a par with international standards. Maha Metro is presently working on two projects: the Nagpur Metro and the Pune Metro. Maha Metro started trail runs for the Navi Mumbai Metro from August 2021.

With the Nagpur Metro project, Maha Metro aims to minimise traffic congestion, pollution, road accidents, travel time and costs. The Nagpur Metro, which started operations on March 8, 2019, was India’s 13th operational metro system. It is also the greenest metro rail in India. Maha Metro’s Nagpur Metro Rail project is a 40.85-km metro corridor that has 38 stations and two depots. It is divided into two parts:

Maha Metro has designed the plans for the Nasik Metro, the approval for which is awaited from the union cabinet. Post approvals, the upcoming Greater Nasik Metro & Thane Metro will be also implemented and operated by Maha Metro. The Nagpur Metro and the Pune Metro projects will get up to 65% of energy from solar panels, making it one of the greenest metro projects in India.

• The north-south corridor will cover 19.658 kms and include 18 stations.

Nagpur Metro Project:

• The east-west corridor will cover 18.557 kms and include 20 stations. The estimated competition cost of the Nagpur Metro project is around Rs 8,680 crores. Nagpur Metro Stations in North-South Corridor: Also known as the Orange Line, the metro starts at Automotive Square and terminates at Khapri. At present, the Maha Metro Nagpur Orange Line is operational between Kasturchand Park and Khapri. Mentioned are the stations in the north-south corridor of Nagpur Maha Metro: Automotive Square, Nari Road, Indora Square, Kadbi Chowk, Gaddi Godam Square, Kasturchand Park, Zero Mile, Sitabuldi (NS), Congress Nagar, Rahate Colony, Ajni Square, Chhatrapati Square, Jaiprakash Nagar, Ujjwal Nagar, Airport, Airport South, New Airport, Khapri. Nagpur Metro Stations in the East-West Corridor: Also known as the Aqua Line, the east-west corridor starts at Prajapati

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FEATURED STORY Nagar and terminates at Lokmanya Nagar. At present, the Maha Metro Nagpur Aqua-Line is operational between Sitabuldi (EW) and Lokmanya Nagar. All the 20 metro stations in this line are elevated. Mentioned are the stations in the east-west corridor of Nagpur Maha Metro: Prajapati Nagar, Vaishnao Devi Chowk, Ambedkar Chowk, Telephone Exchange, Chitar Oli Chowk, Agrasen Chowk, Dosar Vaisya Chowk, Nagpur Railway Station, Cotton Market, Sitabuldi (EW), Jhansi Rani Square, Institution of Engineers, Shankar Nagar Square, LAD Chowk, Dharampeth College, Subhash Nagar, Rachana Ring Road, Vasudev Nagar, Bansi Nagar, Lokmanya Nagar. Nagpur Metro Phase 2 – The 43.8-km Phase II of Nagpur Metro will extend to Kanhan in the north and Butibori MIDC in the south, as part of the north-south corridor. It will also extend from Transport Nagar (Kapsi) in the east and Hingna Mount View in the west as part of the east-west corridor. Pune Metro :

There will be only one interchange which will be at Sitabuldi. Once Phase-II is operational, the total ridership on the two phases of the Nagpur Metro is expected to reach 5.5 lakh passengers daily. This number is expected to increase to 6.3 lakhs in 2031 and 7.7 lakhs in 2041.

Pune Metro Line 1: Line 1 of the Pune Metro by Maha Metro starts at PCMC and terminates at Swargate. Of the 14 stations, five are underground and nine are elevated. Mentioned below are the Pune Maha Metro Line 1 station names: PCMC, Sant Tukaram Nagar, Bhosari (NP), Kasarwadi, Phugewadi, Dapodi, Bopodi, Khadki, Range Hill, Shivaji Nagar, Civil Court, Budhwar Peth, Mandai, Swargate.

Nagpur Metro : Various Facilities Some of the newly introduced facilities of Nagpur Metro is as under :

Pune Metro Line 2: Line 2 of the Pune Metro by Maha Metro starts at Vanaz and terminates at Ramwadi. All the 16 metro stations on this line are elevated. On July 30, 2021, Maha Metro carried out the first trial run of the Pune Metro from Vanaz to Ideal Colony. Mentioned below are the Pune Maha Metro Line 2 station names: Vanaz,, Anand Nagar, Ideal Colony, Nal Stop, Garware College, Deccan Gymkhana, Chhatrapati Sambhaji Udyan, PMC, Civil Court, Mangalwar Peth, Pune Railway Station, Ruby Hall Clinic, Bund Garden, Yerawada, Kalyani Nagar, Ramwadi

• Metro for All - With the motto of ‘Metro for All’, every station of the Nagpur Metro by Maha Metro is designed distinctively. All these stations provide easy access, space to move, childcare facility room, CCTV surveillance, passenger assistance points, facilities for differently-abled passengers, smart sewage treatment and water recycling plants and presence of multimodal facilities, among others. • First and Last Mile Connectivity - Maha Metro has included schemes, such as shuttle buses, battery-operated vehicles, pedestrian facilities and bicycle sharing, as part of the Nagpur Metro project. 19 feeder routes have been identified that will cover all metro stations and a total distance of 160 kms. These will help commuters to access the metro network for travelling to and from homes and offices.

Pune Metro Line 3: Joint venture between Tata Group and Siemens: Tata Group’s TRIL Urban Transport Pvt Ltd, in a joint venture with Siemens Financial Services’ Siemens Project Ventures GmbH, will develop Pune’s third metro line under the PPP mode. To be developed under the SPV ‘Pune IT City Metro Rail Ltd’, this is India’s first metro project under the centre’s new Metro Rail policy.

• Nagpur Maha Metro Card - The Maha Card provides a safe and contactless way of paying fares across the Nagpur Metro. It can be used to purchase tickets or loading of passes for the metro. With the Maha Card, one can avail of a 10% discount on every metro ride. The Maha card can be used for feeder bus ticketing, ticket punching at metro stations, etc.

The proposed elevated metro will be 23.3 kms long and will connect Hinjewadi Rajiv Gandhi Infotech Park to Shivajinagar via Balewadi. It will have 23 stations and the project is to be completed in 39 months. As part of the consortium between Siemens AG, Siemens Mobility GmbH, Siemens Limited and Alstom Transport India Limited that has been awarded the contract for the electrical and mechanical system works for Pune IT City Metro Rail Limited, Siemens Limited will provide project management, turnkey electrification, signaling, communications and depot works (equipment). The order size of Siemens Limited is to the extent of approximately Rs 900 crores.

• Nagpur Mobile App – Nagpur Metro Rail app is available on Google Play store where it can be downloaded free to avail many benefits. In addition to helping passengers book their tickets easily using the ticketing mobile application, it also gives you information about the various metro stations, the routes between the stations, the timings and nearest tourist destinations. Passenger can also share their feedback on the mobile app.

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FEATURED STORY Navi Mumbai Metro :

from Phugewadi to Range Hills on the PCMC to Swargate route by the end of March.

CIDCO, in February 2021, appointed Maha Metro to manage the services on Line 1 of the Navi Mumbai Metro for a period of 10 years. A sum of Rs 885 crores, plus taxes, will be paid by CIDCO for running the metro rail services. Maha Metro has also been given the responsibility of completing the remaining work of the Navi Mumbai Metro Line 1, for which CIDCO will be paying Maha Metro another Rs 850 crores.

It will then complete the underground stretch of 2.46 kms from Range Hills to Shivajinagar court in June and the underground stretch of 3.6 kms from Shivajinagar to Swargate. The 2.4km stretch on Vanaz to Ramwadi route from Garware college to Shivajinagar court would be completed in April this year and a further extension of 4 kms till Bund Garden will be completed in May, while the last stretch of 4.3 kms from Bund Garden to Ramwadi would be completed by the end of August 2022.

Line 1 of Maha Metro Navi Mumbai will cover a total of 23.4 kms and will include 20 metro stations. Developed in phases, the first phase will start from Belapur and terminate at Pendhar. It will cover a distance of 11.10 kms and all the metro stations will be elevated.

Besides focussing hard on getting the stations completed, MahaMetro is also looking at generating revenue to sustain the project. The Metro authorities also have plans of allotting kiosks on station premises. Four commercial complexes at four spots on PPP basis is planned to be set-up, which would help in generating revenue. These kiosks will sell mobiles, books, showpieces but not groceries.

Navi Mumbai Metro Stations on Line 1, Phase 1 : CBD Belapur, Sector 7, CIDCO Science Park, Utsav Chowk, Sector 11, Sector 14, Central Park, Pethpada, Sector 34, Panchanand, Pendhar Pune Metro Project : Recent News & Development Maha Metro is also responsible for the smooth implementation, execution and operations of Phase-1 of the Pune Metro rail project. The Pune Metro aims to reduce problems, including traffic congestion, pollution, road accidents and cut travel time and costs.

The third line of the Pune Metro network connecting Shivajinagar with Hinjewadi via Savitribai Phule Pune University and Balewadi will cover a distance of 23.2 kilometres. It was planned keeping in mind the transit demand of IT professionals. The service, when operational, will ferry nearly 30,000 passengers per hour during peak hours. In December 2018, a plan to extend the line till Civil Court Complex was approved. It is a completely elevated line with 23 stations.

Maha Metro started the Pune metro project in December 2016. Pune Metro rail project started operations in 12 km of the total 32.2 km on March 6, 2022, which was inaugurated by Prime Minister Mr. Narendra Modi. Presently, the metro trains are operational along 2 routes namely Vanaz to Garware College metro station and PCMC to Phugewadi metro station. The first day of metro operations saw 37,752 people. Only fully vaccinated people will be allowed to board the Pune Metro.

It is also the first Metro project in the country that is being implemented on a public-private partnership (PPP) basis with the state and the Centre each providing financial assistance of 20 per cent of the total project cost. A special purpose vehicle called Pune IT City Metro Rail Ltd has been set up for the execution of the project. The total budget of the project is Rs 8,100 crore.

Maha Metro’s Pune Metro rail project Phase -1 is a 33.1-km metro corridor that is divided into two lines. Line 1 has 14 stations and covers 17.4 kms. It starts from PCMC and terminates at Swargate. Line 2 has 16 stations and covers 15.7 kms. It starts from Vanaz and terminates at Ramwadi. The estimated competition cost of Maha Metro’s Pune Metro project is around Rs 11,420 crores.

Since October 2018, there has been little progress on ground owing to delay in the acquisition of land. Only last month, the casting of segments commenced. As per TATA-Siemens consortium, which has bagged the contract for the development of the line, the project will be operational in 40 months since the commencement of work. Earlier, March 2023 was set as the deadline for the completion of the project. The delay in commencement, however, may mean that the project might miss this deadline.

Future Work Plan of Pune Metro With the two recently inaugurated Metro routes in Pune getting good public response, MahaMetro, the implementing agency for the Metro project, has now set a target of completing 33.2 kilometres of Phase-I by the end of December 2022. To begin with, it is targeting the stretch from Phugewadi to Shivajinagar. Prime Minister Narendra Modi inaugurated two stretches of Pune Metro rail routes – Garware college to Vanaz station (5 kilometres) and PCMC headquarters or Pimpri to Phugewadi (7 kilometres) on March 06th last month. Both the routes have five stations each.

Maharashtra Metro adds 63.5 Km to its metro network this year Versova-Andheri-Ghatkopar Corridor, a Mass Rapid Transit System project was awarded by Mumbai Metropolitan Region Development Authority (MMRDA) through a global competitive bidding process on Public-Private-Partnership (PPP) framework to R Infra led consortium in 2007. This was the first Metro project awarded in the country on a PPP basis and entails design, financing, construction, operation and maintenance of about 12 km elevated metro with 12 stations en-route. A special purpose vehicle, namely, Mumbai Metro One Private Limited (MMOPL) was incorporated for the implementation of the project.

The first phase includes a 15.7km-elevated stretch from Vanaz to Ramwadi having 16 stations, an 11.4km-elevated route from the PCMC to Swargate with 14 stations, and a 6kmunderground route. The entire stretch comprises 33 kilometres. MahaMetro plans to complete the work on the 4.5-km stretch

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FEATURED STORY The work on Maharashtra Metro is going on in full swing this year. The state which is constantly battling hectic traffic jams is transforming at a fast pace. The state’s metro development and the ongoing projects is one such example of this. One of the first metro projects in Maharashtra was Mumbai One project. Reliance Infrastructure partnered with MMRDA in Mumbai to successfully implement a world-class mass rapid transport system for the city of Mumbai. The two major metro projects that are inaugurated this year are as follows: Pune Metro

Mumbai Metro The second project in Maharashtra which saw an inaugural run has been the construction of Mumbai Metro lines 2A and 7 inaugurated by Maharashtra CM Mr. Uddhav Thackeray on the occasion of Gudi Padwa on April 02, 2022. Both the lines are driverless train operations called BTC. Many citizens were present on the occasion of this event and witnessed the metro launch and then travelled by metro. Both lines are fully elevated and Metro 2A, running from Dahisar west to D.N. Nagar (Andheri west), and Metro 7, from Dahisar east to Andheri east, will hugely benefit the people in the northwestern suburbs. The MMRDA has been granted the final nod of the Commissioner of Metro Rail Safety after following all the requirements for the project which has crossed several tentative deadlines since October 2021 for launching commercial operations. Metro 7 is 33.50 km long with 29 stations and Metro 2A will be 18 km long with 17 stations.

The first project this year is the Pune Metro project which has been inaugurated by Prime Minister Modi on 6th March. He inaugurated the Pune Metro Rail project and unveiled the statue of Chhatrapati Shivaji Maharaj on the premises of the Pune Municipal Corporation and then laid the foundation stone of several other projects while visiting the city.

Running parallel to the Western Express Highway, the Western Railway suburban section, the S. V. Road and the Link Road, the aim of two new Metro Lines is to reduce road congestion and overcrowding in the local trains which will provide major relief to the commuters.

After the inauguration, he unveiled a plaque related to the project, took a review of the entire project from a senior MahaMetro official and proceeded to the booking counter for taking a ticket to board the train from the Garware college station. PM Modi then took a ride from the Garware college to the Anandnagar metro.

Chief Minister Uddhav Thackeray, Deputy Chief Minister Ajit Pawar and Revenue Minister Balasaheb Thorat flagged off the trial runs of these two lines last May in 2021.With these 2 projects which are inaugurated this year and running perfectly, the future of the state is bright. Several upcoming metro projects in the state which are under planning and construction such as Greater Nashik Metro (Light Metro), Nagpur Broad Gauge Metro and Thane Metro which is proposed will change the infrastructural scenario of Maharashtra in the coming years.

The Pune Metro project is an endeavour to provide the worldclass infrastructure for urban mobility in the city.Pune metro has two corridors. Vanaz to Ramwadi 15.7 KM (all elevated & 16 stations) & PCMC to Swargate 11.4 KM (6KM underground and rest elevated) with 14 stations. PCMC to Phugewadi section (7KM, five stations) of PCMC to Swargate corridor &Garware to Vanaz section (5 KM &5 stations) of PCMC to Swargate were opened to the public after being inaugurated by PM Modi.

•••

Lots of excitement was seen among Pune citizens at all the stations even before 3 pm when the services were starting. The foundation stone of the metro project was also laid by Mr. Modi on December 24, 2016, and this ambitious metro project is built at the cost of more than Rs. 11,400 crores

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FEATURED PROJECT

Metro for the cleanest city: Indore Metro

n May 2013, Rohit Associates was appointed to prepare a detailed project report for the MRTS including the selection of the system for the city. Based on the multi-criteria analysis and recommendations of consultant Rohit Associates, The Government of Madhya Pradesh approved the inception report prepared by the consultant on 30 June 2014. As of 9 December 2014, Geotechnical surveys and formation of the company is being carried on for the implementation of the project. The project is projected to be completed by 2024. The planned Metro in Indore is Metro system which is designed by Rohit Associates Cities & Rails Private Limited, headed by architect Rohit Gupta. This system consists of a Network of 100–107 km and with lines overlapping and branching. On 9 October 2015, the then Madhya Pradesh Chief Minister Shivraj Singh Chouhan claimed to have received consent from Japan International Cooperation Agency (JICA) for Rs 12,000 crore loan at 0.3 percent interest rate for Bhopal and Indore Metro rail projects. However, during an update on 7 March 2017 it was revealed by state’s Urban Administration and Development Minister Maya Singh that JICA has refused to fund the metro projects of Bhopal and Indore.

Major Milestone • Oct 2018: DPR prepared by Rohit Associates Cities & Rails Pvt. Ltd. approved by central government. • Aug 2019: Memorandum of Understanding (MoU) signed between central and state governments for Bhopal and Indore metro. State and central governments to bear 20% of the project cost each and remaining 60% to be funded by international banks. Indore metro to be operational by 2023. Construction work in continuation.

After the JICA’s refusal to fund the metro projects of Bhopal and Indore, the state government has sent a proposal to the Centre to get the funding from the bilateral/multilateral financial institutions.

• Aug 2020: Minister of Madhya Pradesh Government pushes to start the tendering and civil engineering work for Indore Metro so that it can be inaugurated before August 2023.

On 1 May 2019, the Asian Development Bank (ADB) gave inprinciple approval to fund the Indore Metro project. The Union Government stands as guarantor for the loan.

• Mar 2021: Construction of Elevated Viaduct Between ISBT/ MR10 And Mumtaj Bagh Colony Construction faces issues and delays due to disputes between GC and Dilip Buildcon. Tenders for construction of 9 Elevated Metro Stations and Elevated Viaduct on Line 3 (Yellow Line) from MR10 Road Station to Gandhi Nagar Station (10.9 km) and 7 Elevated Metro Stations and Elevated Viaduct on Line 3 (Yellow Line) from ISBT to Radisson Square released and bids invited. Soil testing for underground metro from Airport to Gandhi Hall begins.

Project Detail System Specifications • Top Speed: 80 kmph • Average Speed: 34 kmph • Track Gauge: Standard Gauge – 1435 mm • Electrification: 750 V DC Third Rail • Signalling: Communications-based Train Control (CBTC) • Operational: 0 km • Under Construction: 5.29 km • Approved: 26.24 km • Proposed: 57.18 km • Estimated Cost: Rs.7500.80 cr • Estimated Daily Ridership: 2.50 lakh/day (2027)

• Dec 2021: Foundation stone for construction of 11 km viaduct of Phase I ring-line (total 31 kms) laid again, along with proposed construction of 16 metro stations cumulatively worth Rs. 1,417 crores. Rail Vikas Nigam Limited (RVNL) awarded both the contracts. 16 firms submitted bids for construction of Metro Depot at Gandhinagar. Contentions over shifting of Indore metro project in Seismic zone-IV category with allegations of benefiting certain business houses, continue to reflect fault lines and the future loss of revenue which government might suffer.

Six corridors have been proposed by DMRC. The main corridors are: • Annapurna to Sukhliya • Super Corridor MR 10 to Ring Road • Niranjanpur to Bhawarkuwa

Summary

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FEATURED PROJECT Indore Metro is an under construction mass rapid transit system (MRTS) being built to serve Indore, the most populous and largest city of Madhya Pradesh by the Madhya Pradesh Metro Rail Co. Limited (MPMRCL). Indore Metro’s master plan with 94 kms of routes was prepared by Rohit Associates Cities & Rails Pvt.Ltd and envisions 4 metro lines & 2 spurs criss-crossing the city out of which 1 line (Yellow Line / Line-3 – a ring line) has been selected for implementation in Phase 1. Indore Metro’s Phase 1 project’s Detailed Project Report (DPR) with 33.53 km of routes was approved by the state government in December 2016 and by the Central Government’s cabinet in October 2018. The first phase of the metro is estimated to be completed by August 2023. The project was originally planned to be partly funded through an official development assistance (ODA) loan from the Japan International Cooperation Agency (JICA), but will now be funded by the Asian Development Bank (ADB) for an undisclosed amount and New Development Bank (NDB) for $225 million.

Depot: Super Corridor Number of Stations: 30 Station Names: Bhawarsala Square, MR 10 Road, ISBT / MR 10 Flyover, Chandragupta Square, Hira Nagar, Bapat Square, Meghdoot Garden, Vijay Nagar Square, Radisson Square, Mumtaj Bag Colony, Bengali Square, Patrakar Coloy, Palasia Square, High Court / Hotel Residency, Indore Railway Station, Rajwada Palace, Maulana Azad Marg, Bada Ganpati, Ramchandra Nagar Square, Kalani Nagar, BSF,

In September 2019, the Phase 1 project’s foundation stone was laid was by the state’s Chief Minister. Construction work commenced in February 2019 and is expected to be completed by 2026. The rapid transit system which is under construction for the city consists of 11 corridors (lines) covering a distance of 124 kilometres. This project will cost approximately Rs. 12,000 crore. The cost per km will be 182 crores and total cost is 15,000 crores. There will be three types of run – on road, on bridges, and underground in some locations. The Indore Metro project has been subject to serious contestation due to the inappropriate shifting of Seismic zone-II to Seismic zone-IV category which has led to an increase in budgetary cost for the entire project.

Airport, Gandhi Nagar Nanod, Super Corridor 6, Super Corridor 5, Super Corridor 4, Super Corridor 3, Super Corridor 2 and Super Corridor 1 Indore Metro Proposed Lines Line-1A: Sri Aurobindo Hospital – Collectorate office – Indore Bypass 1 Number of Stations: 18 Station Names: Sri Aurobindo Hospital, Bhawarsala Square, Sanwer Industrial Area, Ganesh Sham Colony, Banganga, Laxmibai Nagar Square, Mara Mata Square, Imli Bazar Chowk, Rajwada Palace, Collectorate Office, Indore Icchapur Rail Crossing, Tower Square, Bhawarkuan Square, Holkar University/ IT Park, Rani Bagh, Limbodi, Ralamandal, Indore Bypass 1

In Phase 1, Yellow Line consists of 30 stations. Yellow Line (Bhawarsala Square - Super Corridor 1) Length: 33.53 km Alignment: Elevated & Underground No. of Stations: 30 Stations: Bhawarsala Square, MR 10 Road, ISBT / MR 10 Flyover, Chandragupta Square, Hira Nagar, Bapat Square, Meghdoot Garden, Vijay Nagar Square, Radisson Square, Mumtaj Bag Colony 1, Mumtaj Bag Colony 2, Bengali Square, Patrakar Coloy, Palasia Square, High Court / Hotel Residency, Indore Railway Station, Rajwada Palace, Maulana Azad Marg, Bada Ganpati, Ramchandra Nagar Square, Kalani Nagar, BSF, Airport, Gandhi Nagar Nanod, Super Corridor 6, Super Corridor 5, Super Corridor 4, Super Corridor 3, Super Corridor 2, Super Corridor 1 Indore Metro Phase 1 Lines (Approved) Yellow Line (Line-3): Palasia – Railway Station – Rajwara- Airport – Bhawarsala – MR10 – Palasia (Ring Line) Length: 33.53 km Type: Elevated & Underground Status: 5.29 km is under construction between ISBT/MR10 Flyover – Mumtaj Bag Colony 36 | Page

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Line 1B: Sri Aurobindo Hospital – Collectorate office – Regional Park (1B) • Number of Stations: 13 • Station Names: Sri Aurobindo Hospital, Bhawarsala Square, Sanwer Industrial Area, Ganesh Sham Colony, Banganga, Laxmibai Nagar Square, Mara Mata Square, Imli Bazar Chowk, Rajwada Palace, Collectorate Office, Central Excise, Choithram, Regional Park Line 2: Dewas Naka – Juni Indore – MHOW • Number of Stations: 28 • Station Names: Dewas Naka, Niranjanpur Circle, Aranya Nagar, IDA Park, Vijay Nagar Square, Bhamori, Patni Pura/St Joseph Church, Malwa Mill Square, Raj Kumar Bridge, Indore Railway Station, Juni Indore, Collectorate Office, Mhow Naka, Dusshera Maidan, Annapuran Temple, Narmada Public School (Ring Road), Rajendra Nagar, Reti Mandi, IPS Academy, Shramik Colony, Indore Bypass-2, Pigdambar, Umariya, Maa Vaishanodevi Hospital, Haranyakheri / IIT Indore, Chinar Residency, MHOW Line 4: MR9 – Indore Railway Station – Indore Bypass 4 Number of Stations: 16 Station Names: MR9, Convention Center, Lahiya Colony, Chandragupta Square, Sukliya, Nanda Nagar Main Road, Mazdoor Maidan, Rajkumar Bridge, Indore Railway Station, Chhavani, Sri Agrasen Maharaj Chowk, Navlakha Bus Station, Teen Imli, Babul Nagar, Musakhedi, Indore Bypass 4 Major Contractors Sr. No.

Contract

Contractor

Detailed Project Report (DPR) Preparer

Rohit Associates Cities & Rails Pvt.Ltd

General Consultant (GC)

DB Engineering & Consulting GmbH – Geodata Engineering S.p.A. – Louis Berger Group JV

Detailed Design Consultant (DDC) of Line-3’s Depot RITES – Ardanuy Ingeniería JV

Package BH-IN-02: 156 Rolling Stock Cars for Bhopal & Indore metros including Signaling and Train Bidding Underway (bids to be opened January 27) Control and Telecommunication Systems

Package-02A/01: Construction of 5.29 km viaduct Dilip Buildcon Ltd. between ISBT/MR10 Flyover – Mumtaj Bag Colony

Package IN-02: Construction of 7 stations between Rail Vikas Nigam Ltd (RVNL) (3 bids received in July ISBT/MR10 Flyover – Radisson Square 2021)

Package IN-03: Construction of 10.927 km MR10 Rail Vikas Nigam Ltd (RVNL) (only 1 bid received from Road Station – Gandhi Nagar Station section with 9 RVNL in July 2021) elevated stations on Super Corridor’

Package IN-07: Gandhi Nagar Depot

KSM Bashir Mohammad and Sons is lowest bidder

Package IN-09: Electrification – 750 V DC 3rd Rail, SCADA, Power Supply, RSS, TSS & ASS

7 Bids Received

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FEATURED PROJECT

Adding beauty to the city of Lakes, Bhopal: The Bhoj Metro

Red Line (Bhadbhada Square – Ratnagiri Tiraha) Length: 12.88 km Alignment: Elevated No. of Stations: 12 Stations: Bhadbadha Square, Depot Square, Jawahar Chowk, Roshanpura Square, Minto Hall, Lily Talkies, Bogda Pul (Interchange to Purple Line), Prabhat Square, J.K.Road, Indrapuri, Piplani, Ratnagiri Tirahaa

he planned Metro in Bhopal is a heavy metro system. This system consists of a network of 105 km with lines overlapping and branching. In May 2013. Ar. Rohit Gupta (Rohit Associates Cities & Rails Pvt. Ltd) consultants were appointed to prepare a detailed project report for the MRTS including the selection of the system for the city. Based on the multi-criteria analysis and recommendations of consultants, the Government of Madhya Pradesh approved the inception report prepared by the consultant on 30 June 2014. DPR was approved by State Cabinet after Geotechnical surveys and the formation of the company for the implementation of the project.

Milestone • October 2018: DPR approved by the central government.

On 1 May 2019, the Asian Development Bank (ADB) gave inprinciple approval to fund the Bhopal Metro project. The Union Government stands as a guarantor for the loan.

• November 2018: Tendering is expected to start in December. Detailed Geotechnical investigation study (soil testing) begins.

In Phase 1, Bhopal Metro is proposed to consist of 2 lines and 28 stations

• January 2019: Dilip Buildcon begins construction of an elevated viaduct between Shubash Nagar and AIIMS.

Purple Line (Karond Circle - AIIMS) Length: 14.99 km Alignment: Elevated & Underground No. of Stations: 16 Stations: Karond Circle, Krishi Upaj Mandi, DIG Bungalow, Sindhi Colony, Nadra Bus Stand, Bhopal Junction, Aish Bagh Crossing, Bogda Pul (Interchange to Red Line), Subhash Nagar, Kendriya Vidyalaya, DB City Mall, Sargam Cinema, Rani Kamalapati Railway Station, Habibganj Naka, Alkapuri, AIIMS

• April 2019: Dilip Buildcon begins pile testing. • August 2019: Construction work in continuation. MPMRCL announces to start of metro operations in 2023. • September 2019: Project was renamed Bhoj Metro by Madhya Pradesh Chief Minister Kamal Nath while laying the foundation stone. • Jun 2020: Metro construction near Subhash Nagar,

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FEATURED PROJECT Construction starts on-field work for the metro station. Metro in Bhopal is slated to be launched by the end of 2023. The tender was also launched for supply of 81 Metro cars for Bhopal Metro. Girder launching continues between DB City and Rani Kamalapati Railway Station, the only section left for girder launching in the priority corridor between AIIMS and Subhash Nagar (6.3 km). • March 2022: KEC InternationalSAM India JV wins the contract for the construction of Subhash Nagar Metro Depot. The firm is likely to commence groundwork in April 2022, the construction work of Depot involves an estimated cost of Rs. 323 crores. Segment launching near Rani Kamlapati Railway station in continuation but at a very slow pace. No concrete work is yet visible for the construction of 8 metro stations in the priority corridor. AIIMS continues. Casting yard for girders works ongoing at Kanhasaiyan.

Summary System Specifications • Top Speed: 80 kmph • Average Speed: 34 kmph • Track Gauge: Standard Gauge – 1435 mm • Electrification: 750 V DC Third Rail • Signalling: Communications-based Train Control (CBTC) • Operational: 0 km • Under Construction: 6.22 km • Approved: 21.65 km • Proposed: 77.13 km • Estimated Cost: Rs. 6941.40 cr • Estimated Daily Ridership: 2.20 lakh/day (2027)

• Aug 2020: 80 pillars constructed. Aim to inaugurate the metro services before August 2023. • Aug 2021: Bhopal Metro receives bids from 4 firms for the construction of 8 Elevated stations. More than 190 pillars were constructed and 50+ girders were launched. The expected operation for the priority corridor from AIIMS to Subhash Nagar (8 km) is set by August 2023. However, the possibility of completion of phase-I work (Total of 28 km) by 2023, seemed to be bleak due to administrative laxity and less coordination between on-ground officials. 70% of the work on the priority corridor was completed.

Bhopal Metro Phase 1 Lines (Approved)

• September 2021: Bhopal Metro’s construction work continues at a very slow pace. Project outlay is expected to increase from initial estimates of Rs. 6941 crore to Rs. 9000 crore. The expected operation of the metro in 2023 is envisaged to be very unlikely.

Line-2 (Purple Line): Karond Circle – AIIMS Length: 14.99 km Type: Elevated & Underground Status: 6.225 km is under construction between AIIMS and Subhash Nagar Depot: Subhash Nagar Underpass (Jinsi) Number of Stations: 16 Station Names: Karond Square, Krishi Upaj Mandi, DIG Bungalow, Sindhi Colony, Nandra Bus Stand, Bhopal Junction, Aish Bagh Crossing, Bogda Pul (interchange), Shubhash Nagar Underpass, Kendriya Vidyalaya, DB City Mall, Sangam Cinema, Himansarovar / Habibganj Station, Habibgang Naka, Alkapuri Bus Stand, AIIMS

• October 2021: Metro construction work regains some pace. Bhopal metro construction nearing its 100th girder launching. More than 95 girders launched on Line 2 stretch between AIIMS and Subhash Nagar (6.3 Km). However, no work started on the remaining stretch of Line 2 (Subhash Nagar to Karond) and Line 5 (Depot Square to Ratnagiri) which were proposed to be completed in Phase-I by 2023. The construction agency for Metro Depot near Jinsi is likely to be finalized by the second week of November. • November 2021: MPMRCL invites global tenders for the supply of rail and electrical systems for the Bhopal Metro Project. Foundation stone for construction of eight metro stations between AIIMS and Subhash Nagar laid. Chennai based URC

METRO RAIL NEWS -2022

Line-5 (Red Line): Bhadbhada Square – Ratnagiri Tiraha Length: 12.88 km Type: Elevated

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FEATURED PROJECT Depot: Subhash Nagar Underpass (Jinsi) Number of Stations: 13 Station Names: Bhadbadha Square, Depot Square, Jawahar Chowk, Roshanpura Square, Minto Hall, Lily Talkies, Bogda Pul (interchange), Prabhat Square, Govindpura, J.K.Road, Indrapuri, Piplani (BHEL Township) and Ratnagiri Tiraha

Teresa School Line-6 (Brown Line): Habibganj Naka – Mandideep Number of Stations: 12 Station Names: Habibganj Naka, RRL, BU University, Bagsewania Bus Stop, Ashima The Lake City Mall, Sri Ram Colony, C21 Mall, Scope College (Bharopur), Regional 1 / NH-12, Harigangar Nagar, Regional 2, Mandideep

Bhopal Metro Proposed Lines Line-1 (Green Line): Bairgarh – Awadhpuri

Major Contractors

Number of Stations: 24 Station Names: Bairagarh, Bairagarh Stadium, Hemu Kalani, Hala Pura Bus Stand, Lal Ghati Square, Idgarh Hills, Collectorate, Cambridge School MG Hospital, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, Jain Mandir, Sharda Mandir, Nutan College, Mansarovar Complex (Habibganj Station), Khushabhau Thakrey ISBT, Anna Nagar, Carmel Convent, Piplani Gurdwara Square, Mahatma Gandhi Square, Awadhpuri

Number of Stations: 24 Station Names: Bhauri Bypass/NH12 Junction, Peepainer Village (Aerocity), Airport Road, Gandhinagar, Airport Tiraha, Manubhan Tekri, Lalghati Square, Idgarh Hills, Collectorate, Cambridge School MG Hospital, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, Jain Mandir, Sharda Mandir, Nutan College, Mansarovar Complex (Habibganj Station), Habibganj Naka, 10 No. Square, Sai Board, Vasant Kunj Bus Stop

Contractor

Detailed Project Report (DPR) creator

Rohit Associates Cities & Rails Pvt.Ltd

General Consultant (GC)

DB Engineering & Consulting GmbH – Geodata Engineering S.p.A. – Louis Berger Group JV

Detailed Design Consultant (DDC) of Subhash Nagar Underpass (Jinsi) Depot

RITES – Ardanuy Ingeniería JV

Package BH-IN-02: 156 Rolling Stock Cars for BhoBidding Underway (bids to be opened pal & Indore metros including Signaling and Train March 4, 2022) Control and Telecommunication Systems

Package-01: Construction of Line-2’s 6.225 km viaduct from AIIMS to Subhash Nagar including entry/exit viaduct to depot

Dilip Buildcon Ltd.

BH-02: Construction of 8 elevated stations on Line-2 between AIIMS – Subhash Nagar

URC Construction

BH-06: Construction of Subhash Nagar Depot (carshed)

KEC – SAM JV is the lowest bidder

Bhopal metro project, also known as Bhoj Metro, is a Mass Rapid Transit System implemented by Madhya Pradesh Metro Rail Corporation Limited (MPMRCL). Aiming to provide quick and economical travel solutions for the people in Bhopal, the Government of Madhya Pradesh has planned the Bhoj metro. Bhopal Metro’s Phase 1 project’s DPR (Detailed Project Report ) with routes of 27.87 km was approved by the state government in December 2016 and by the Central Government’s cabinet in October 2018. The project is planned to be partly financed through an official development assistance (ODA) loan from the Asian Development Bank (ADB), and through a 400 million euro loan from the European Investment Bank (EIB) signed on December 20, 2019.

Line-4 (Yellow Line): Ashok Garden Auto Stand – Mother Teresa School Number of Stations: 21 Station Names: Ashok Garden Auto Stand, Krishna Campus, Railway Station, Jumerati Road, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, MACT Square, Panchsheel Nagar Bus Stop, Ekant Park, Sahapura Lake, Bhoj University (Chunnabhatti), IIPM Sarvadham, Mansarovar School, CI Height Nayapura Bus Stop, Sanskar Marriage Garden, Bhairagarh Chichali, Mother

METRO RAIL NEWS -2022

Contract

Line-3 (Blue Line): Bhauri Bypass (NH12 Junction) – Vasant Kunj Bus Stop

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Sr. No

Construction work on Phase 1 commenced in January 2019 and is expected to be completed in 2026. The project’s foundation stone was laid was by the state’s Chief Minister in September 2019 and nicknamed Bhoj Metro.

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FEATURED PROJECT With 2 lines & 28 stations the under construction mass rapid transit system (MRTS) being built to serve Bhopal, the capital of Madhya Pradesh by the Madhya Pradesh Metro Rail Co Limited (MPMRCL) consists of 6 corridors covering a distance of 104.87 kilometres. The first phase of the Bhopal Metro project consists of 28 km of line 2 & 5 being under construction. This project will cost Rs. 80 billion approximately. There will be three types of run-on roads, on bridges, and underground in some locations. Bhopal Metro’s 105 km master plan, prepared by Rohit Associates Cities & Rails Pvt. Ltd, envisions 6 metro lines criss-crossing the city out of which 2 lines (line 2 & 5) have been selected for implementation in Phase-1

maximum speed of the metro is 90kmph, and the average speed is 34kmph. It will run on a track gauge of 1435mm and the electrification is 750VDC. The signalling administered for Bhopal Metro will be Communication Based Train Control (CBTC). The metro utilizes steel wheel technology and will operate on a driverless operating system ensuring advanced safety measures. One of the key features of the project is that it is integrated with Bus stations and railways stations, further to enhance the connectivity, it also incorporates a feeder network for buses and non-motor transport. The ticket fares of the metro are not yet decided, but the Bhoj Metro will encompass an automatic fare control system.

The project is to be built under an estimated budget of Rs. 6,914 crores, where the finances are bifurcated; Official Development Assistance (ODA) will procure a loan from the Asian Development Bank (ADB) and through a loan of 400million euros from the European Investment Bank (EIB).

With all these features, the Bhopal metro will improve the quality of travelling for people living there. Known as the city of lakes, Bhopal treasures a rich history within itself. So the Bhoj Metro will surely attract many tourists making it easier to explore this ancient enchanting land!.

Bhopal Metro is a massive project of 105km long with 6 interconnected lines segregated as phases, out of which only Phase 1 got approval from the Central Government of Cabinet in October 2018. Phase 1 encompasses two corridors, line-2 and line-5 of a total stretch of 27.87km. Line 2 (Purple Line) is 15km long, connects Karond Circle to AIIMS, while Line 5 (Red Line) is 12.88km long, connecting Bhadbhada Square to Ratnagiri Tiraha. The first corridor will mostly have elevated stations except for two partially underground stations at Bhopal railway stations and bus station.

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Line-2 will connect Karond Circle, Krishi Upaj Mandi, DIG Bungalow, Sindhi Colony, Nandra Bus Stop, Railway Station, Aishbag Crossing, Pul Bogda, Subhash Nagar Underpass, Kendriya Vidyalaya, DB City Mall, Sargam Cinema, HBJ Station, Habibganj Naka, Alkapuri Bus Stand, and AIIMS. Line-5 will connect Bhadbhada Square, Depot Square, Jawahar Chowk, Roshanpura Square, Minto Hall, Lily Talkies, Pul Bogda, Prabhat Square, Govindpura, Govindpura Industrial Area, JK Road, Indrapuri, Piplani, and Ratnagiri Tiraha. The second corridor will have 14 elevated and 2 underground stations. The two corridors will link at Pul Bogda station, and this keeps them interconnected. The other 5 lines of the project include, Line-1 (Green Line) has 24 stations connecting Bairagh to Awadhpuri. Line-3 (Blue Line) with 24 stations connecting Bhauri Bypass to Vasant Kunj Bus Stop. Line-4 (Yellow Line) has 21 stations that connect Ashoka Garden Auto stand to Mother Teresa School. The Line-6 has 12 stations connecting Habibganj Naka to Mandideep.

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Bhoj metro is being designed under the guidance of several constructional pundits who are ingraining their skills to build the metro. The mastermind of the project is Rohit Associates Cities & Rails Pvt. Ltd., the one to draw the Detailed Project Report (DPR) of the Bhopal Metro. DB Engineering, Geodata, Louis Berger were the general consultants of the project. Dilip Buildcon Ltd. is constructing the 6.225km long viaduct of line 2, AIIMS to Subhash Nagar along with the entry and exit of the viaduct to the depot. 8 elevated stations between the AIIMS and Subhash Nagar are constructed by URC Construction. Bhopal Metro will incorporate 3 modes of run including on the Road, underground, and on the bridge. The expected

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Transport Infra-Financing G LO B A L

/ T R E N D I N G

Inter / Intra-city & multi-modal interfacing

he World is rapidly urbanizing. In 1950, 30% of the world’s population was urban. Currently, 54 % of the global population lives in urban areas. By 2050, 66% of the world’s population is projected to be urban. However considerable regional differences are observed in urbanization patterns across the globe. Currently, Northern America and the Latin America and the Caribbean region are most urbanized with 82% and 80% of their populations respectively living in urban areas. 73% of the population of Europe lives in urban areas. Africa and Asia are the least urbanized with 40% and 48% of their populations living in urban areas, but these are the regions where urbanization is growing at the fastest rate and by 2050, the percentage of people living in urban areas is expected to become 56% and 64% respectively.

within and between cities and urban-sub-urban- nationalregional and international networks and services. An important issue is the inter-modal integration between different modes of public transport systems (e.g. metro/ light rail transit (LRT) and surface transport [bus, tram etc.]), as well as between public transport and non-motorized transport (cycling and walking). Non-motorized transport should be given much more priority and re-defined more positively as ‘Active Transport’ and always considered as a part of an integrated transport system. There is a growing need for connecting airports and passenger port terminals with city centres not only by road, but also by rail and public transport. (ii) As cities expand into hinterlands, urban areas often cross multiple administrative boundaries – coordination across these boundaries on transport and spatial development issues is hard but critical for improving mobility/accessibility outcomes; the boundary between intercity/intracity infrastructure and the city and hinterland is becoming increasingly blurred – creating in particular road safety hazards.

Urbanization has been linked to the growth of GDP and is indeed an engine rather than an outcome of development. However, the rise of motorization, various macroeconomic and social factors and the growth of transport infrastructure in the 20th century has led to the wide dispersal of populations giving rise to sprawl which contributes to high energy consumption and greenhouse gas (GHG) emissions- currently, over 75% of total global energy generated is consumed in cities which account for over 70% of global GHG emissions.

(iii) The expansion of international trade in goods and services has resulted in an unprecedented demand for transport infrastructure and services to support the increased movement of goods and people, both within and across national boundaries. Pressure on land transport modes is likely to increase as inter-regional trade and investment flows, coupled with rising land and labour costs in coastal areas, directs more productive activities inland. The diversification and growth of the economies of landlocked developing countries will also

Growing Need of Sustainable Transport System: Infra-Financing (i) There is growing recognition of the need for seamless, affordable, economically viable, socially acceptable and environmentally sound transport systems and connections

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raise demand for cross-border land transport.

that almost half of all trips in cities were made by private motorised modes. This proportion continues to increase. By 2035, the number of light-duty motor vehicles (cars, sports utility vehicles, light trucks and minivans) are expected to reach 1.6 billion and by 2050 this number will exceed 2.1 billion. Most of the increase will be found in Asian Countries, especially China and India.

(iv) The twenty-first century city is a city of intense flow of people, material and information. Goods transport accounts for 10 to 15% of vehicle equivalent kilometres travelled in urban areas and have been linked to the externalities of congestion and air and noise pollution. Evidence indicates that a highincome city in Europe generates about 300 to 400 truck trips per 1000 people per day and 30 to 50 tons of goods per person per year. Freight movement is largely driven by diesel powered cargo vessels, trucks, and trains and while diesel engines are more energy efficient than petrol, they contribute significantly to GHG emissions and other short-lived climate pollutants, particularly black carbon, thus impacting public health.

• From a regional and also an international perspective of adjoining countries, the main challenge is to strengthen regional transport connectivity in the most economically, environmentally and socially sustainable way. Given that at present the vast majority of freight movements by land are moved by road, priority needs to be accorded to enhancing the role of railways and inland waterways for long-distance freight, as well as international trade. However, due to both technical and institutional factors, the regional railway networks remain underutilized. Different gauges of the regional network and ‘missing links’ mean that goods must be transhipped en route, thereby reducing the time and cost advantages held by railways. Furthermore, lack of maintenance and investment in rail tracks, locomotives and rolling stocks in some countries have contributed to the deterioration of their railways.

With growing urban congestion crippling many cities and draining the economy, the concept of ‘Green Freight’ has emerged in recent years. It involves policy makers, business leaders and civil society working voluntarily together to improve the energy and environmental efficiency of freight movement. This approach reduces costs and can make businesses more competitive, while also reducing emissions and benefiting public health. Transport strategies in the increasingly contested urban landscape have not received adequate attention and it is essential that the close interactions between urban land-use and goods transport is considered in framing policies and strategies that can ensure the economic benefits of efficient goods transport while reducing its environmental, health and social impacts.

• More significantly, however, institutional obstacles make the railways and inland waterways less attractive to freight companies. For railways, some major common challenges include delays at border & remote stations, partly due to inspections on both borders, and lack of harmonization in processes and documents; different technical standards for rolling stock, power supply, braking systems and signalling systems; different operating rules and tariff structures; and a lack of qualified manpower to operate cross-border trains. As the cost advantages of railways are derived from volume, the lack of consolidation centres also prevents them from operating regular and/or profitably services.

Major Challenges • The tendency to equate transport with the means of travel, particularly with travel by private motorised means has led to increasing motorisation and a propensity to build and expand urban roads. In 2010, there were 1 billion motor vehicles worldwide (excluding two-wheelers). Data from 2005 indicates

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• Road transport still plays a critical role in countries where alternative modes to not exist, as well as in linking remote and

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ARTICLE rural areas to cities. Roads connect production and consumption centres within countries, and for some landlocked developing countries provide the most efficient transport option for transit to maritime ports. In lowincome countries, road transport is often the only competitive mode for both agricultural and industrial producers to link to domestic and international markets. But regional road transport services in some regions (e.g. Africa and Asia) are less efficient, both economically and environmentally, than in other regions. Poor maintenance of roads, weak enforcement of traffic rules and regulations concerning axle-loads, weights and speed, and numerous non-physical barriers to cross-border movement of vehicles and drivers add to the time and energy used for transport, while aging vehicles and the lack of professional standards for drivers add to the environmental and safety toll, particularly of trucks.

(2.) Smaller municipalities may have limited capacity and legal authority to actively guide spatial development causing sprawl; and

• Economic growth and expanding trade also means that road and transport infrastructure, including intra-city and intercity roads, are subject to increased loading. Poor design, construction and maintenance often result in the rapid deterioration of such infrastructure. This in turn leads to vehicular damage in addition to causing congestion and safety hazards.

(3.) National/provincial agencies manage/build intercity infrastructure and local government manages municipal level infrastructure and the lack of coordination between these spheres of governance leads to bad planning (e.g. big intercity highways but ineffective connection to inadequate local road network);

‘Transportation Corridors’ which are made up of one or more primary transportation facilities that constitute a single pathway for the movement of goods and people within and between activity centres should also link with land-use patterns and street networks in adjoining areas.

(4.) Public transport integration is a problem impacting investments, operations, service integration and user side integration (fares and tariff policy).

But often, ‘corridor development’ emphasises inter-city connectivity and the movement of goods and people without adequate consideration of land-use patterns and urbanization pressures generated alongside the nascent corridors. This presents a missed opportunity in the sense that the increasing value of land is not tapped in systematic ways for developing public infrastructure and services such as better roads, connectivity, water supply and sewage in the newly urbanizing areas.

The poor often live in the periphery and are particularly affected by this lack of integration since they may need to change multiple modes. As intercity roads traverse through small urban areas and approach larger urban areas they create some of the most hazardous conditions. Residents of these peri-urban areas treat the space as streets – with a strong pedestrian/cyclist user population crossing frequently. Drivers treat the space as fast roads. Good solutions have been difficult to design.

For example, appropriate tax regimes can be considered for housing developments close to such corridors, with the additional revenues being directed to improvements in basic services. Supply-side corridor management and the lack of integrated and inter-jurisdictional planning also constrain accessibility to the corridors, cause safety hazards and disrupt community linkages (e.g. links between settlements on two sides of an intercity super highway).

Freight logistics and intermodal integration in a framework of co-modality are often underestimated, but of very high relevance for the liveability of cities and metropolitan areas. This is particularly true for megacity agglomerations. The potential of complementarity of public/passenger and freight transport should be further analyzed (e.g. conjunctive use of rail/tram infrastructure). Efficient logistics dictate the use of large trucks on intercity routes while urban considerations often require restrictions on size and timing.

A number of issues are associated with expanding city boundaries and inter-modal connectivity, for example:

In port cities restrictions on truck traffic can have a deleterious effect on the entire logistics supply chain. Planning of transfer terminals is another problem – these are expensive investments and as cities expand a terminal located in what used to be the urban periphery becomes a terminal inside the city affected by restrictions and thus of much less functional value. Taking a

(1.) While a regional perspective may prioritize compact structure of urban growth based on public transport, outlying municipalities in the periphery may have financial incentives (tax base) to encourage sprawl;

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ARTICLE broader regional perspective, the main challenge emerges as the need to strengthen regional transport connectivity in the most economically, environmentally and socially sustainable way.

the Auckland regional land transport programme, which sets out the transport projects. (d.) In Stockholm, Sweden, to deal with urban growth, the Storstockholms Lokaltrafic was created as a single regional transport body to take over the responsibilities that had been earlier shared amongst different municipalities. In another example, encouraged by potential investments in transport infrastructure, the five “county governments” that make up the Greater Nairobi Metropolitan Area have agreed on a collaborative framework for transport planning and operations by signing a “Memorandum of Understanding” as a precursor to the establishment of the proposed “Nairobi Metropolitan Transport Authority” to oversee transport development in the Greater Nairobi Metropolitan Area.

A more organised solution & recommendation for sustainable development (a.) Generally, a focus on the means of transport – vehicles and roads, bridges and flyovers has dominated policymaking and planning. There needs to be a fundamental shift in this paradigm. The goal of all transportation is access – access to opportunities, services, goods and amenities. Accessibility and sustainable mobility is to do with the quality and efficiency of reaching destinations whose distances are reduced rather than the hardware associated with transport. Accordingly, sustainable urban mobility is determined by the degree to which the city as a whole is accessible to all its residents, including the poor, the elderly, the young, people with disabilities, women, children and women with children. This move from a “transport” bias to a focus on accessibility opens up the possibilities of better linking landuse planning, urban design and transport planning and laying the foundation for compact, walkable and more ‘connected’ cities.

With reference to transport corridors, instead of supply-side corridor development responses (e.g. building frontage roads; curb-cut restrictions), corridor–level growth management plans that link land use to new improvements can be developed. Coordinated, strategic and long-range planning keeping in view a dual vision of infrastructure development for transport and land-use development can maximise the gains from new investments.

(b.) The coordination between land-use and transport planning needs to be promoted at the highest level through national urban policies which are developed as statutory instruments that provide a vision for sustainable urban development while also defining the roles, responsibilities and relationships amongst different sectors, agencies and stakeholders. Such policies can also support a regional vision for coordinated landuse and transport (e.g service integration of public transport in a metropolitan region). Some good examples indicate the way forward. For instance, in Auckland, New Zealand, ‘Auckland Transport’ was created in 2010 to function under the city council. (c.) The new organisation amalgamates the functions and expertise of eight local and regional councils and the Auckland Regional Transport Authority and all transport functions now fall under the domain of the new organisation. The underlying assumption behind this transformation is that the Auckland Council with its multiple roles and responsibilities is not able to provide the required level of specialisation and focus on transport related matters. Auckland Transport now is responsible for planning and delivering local “roads and footpaths, parking and train, bus and services”. It is also responsible for preparing

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A good example of public-transport oriented corridor development is provided by the city of Stockholm, Sweden, where strategic regional planning has created regional settlement and mobility patterns that have reduced car dependency. The city planners deliberately created a balance between jobs, housing and retail activities along rail-based axial corridors producing a so-called “necklace of pearls” form of development, where a number of mixed-used neighbourhoods are interspersed by lower density development and open spaces.

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ARTICLE This has reduced trip lengths and a high share of trips take place within self-contained subregional corridors. Traffic congestion has reduced and there is more even distribution of traffic between peak and non-peak hours. Curitiba, Brazil provides another land-mark example, where a lower cost option bus rapid transport system was introduced in conjunction with a land-use policy that promoted increasing intensity of land-use progressively with proximity to the BRT corridor demonstrating planning for people approaches rather than the planning for car paradigm.

help the railways and inland water transport service providers to compete with road. The development of high-quality intermodal facilities such as dry ports would also encourage the use of railways, as it would allow for safer consolidation and smoother transfer between modes. Additionally, regional cooperation in road and railway facilitation could help address the various institutional issues which affect cross-border movements of goods and people. In this regard, the application of information and communications technology (ICT) can help improve the efficiency of border-crossing procedures and logistics. For the movement of people, the railway has many environmental and, within certain distances, economical advantages over aviation. High-level political commitment and private sector interest are required to overcome the deadlock of government bureaucratic procedures.

It is important to consider the complementary roles of freeways and railway systems. For example in the suburbs of Munich, Germany, motorways and suburban trains are physically integrated to allow for motorists to switch to trains. Similarly, better pedestrian and cycling paths feeding into suburban railway stations, bike-sharing and rental schemes where such stations function as a node can improve accessibility in the wider metropolitan regions and should be prioritised in large urban agglomerations. A similar experiment has been done by CMRL (Chennai Metro Rail Corporation) for Chennai Metro Rail in India where efforts for inter-modal and last-mile connectivity has been prioritized with equal focus with the development of the metro in various phases.

Some good practices have emerged on freight distribution in urban areas. These include rationalisation of delivery and consideration of ‘reverse logistics’ (i.e. removal of waste and modal adaptation), but much more focused research is required on integrating freight distribution as an integral part of sustainable urban mobility. Challenges of (transfer) terminals and logistics centres might be reduced if they move away from road dependency and towards intermodal terminals with rail access. Freight logistics and intermodal options require more attention from policy and decision-makers, especially, as mentioned above, regarding decision making for terminal location and integration (e.g. long-distance railway network often goes beyond administrative city boundaries.

Good examples of modal integration have emerged in Asian and Latin American Cities. In Guangzhou, China, the BRT system which serves 800,000 passengers daily is integrated with the city’s bicycle lanes and bike-share systems, thereby ensuring access to public transport and extending the reach of public transport. Sao Paolo and Curitiba in Brazil, Bogota in Colombia and Santiago in Chile have also taken measures toward such integration.

Seeing the fast transforming global mobility pattern it is imperative to state that more efforts need to put in at all levels to instigate more action towards sustainable mobility and multi-modal interfacing. Any collective effort or modal shall represent a repertoire of emerging good practices, and guidance in terms of the key steps governments can take in this regard. It should also seek to inform the various sectors on how the goal of sustainable mobility can be a multiple win for people, for businesses and for the planet.

Hence, governments need to take a comprehensive approach and develop integrated national transport plans and policies in coordination with national urban policies, which encourage the most efficient use of different modes of transport, especially in the third world and developing countries.

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For example, for long-distance freight, national policies may

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