Fo c u s o n M e t ro , R a i l wa y, H S R , R RT S & A l l i e d I n d u s t r i e s ISSN 2582-2330 / Vol. VI / Issue 68 M E T RO R A I L N E MWS E T RO R A I L N E WS A SYMBROJ MEDIA PUBLICATION August2022EDITION W W W M E T R O R A I L N E W S I N
45 + YEA RS OF E X PE R I EN C E • I R IS & A S 9100 C E R T IFI E D IN-H O US E R&D • O VE R 30 MILLI O N C O NN E C T ORS INS TALLE D A P P R OV ED BY MA J OR R OLL I NG S T O C K M A N U F A C T U RE R S W E H A V E E XP ERIE N C E Fluid Controls Pri vate Limited has over 45 year s of experience in engineering connections for Rail & Metro brak e piping assemblies. Certified for the International Railway Industry Standard (IRIS – ISO/TS 22163:2017), Aerospace AS910 0 and ISO/IEC 17025:2017 for our laboratory, Fluid Controls offer s comprehensi ve solutions – from design, engineering, testing and on-site installation services to the supply of high-performance connector s, isolating cocks, cleats and tube & hose assemblies. MILLI O N S O F C ONNECTORS SUCC E S S FUL LY I N S TA LLE D +91-22-6823800 0 railways@fluidcontrols.com fluidcontrols.com VISIT US AT INNOTRANS 2022 • B ERLIN • HALL 10.2 • S TALL 33 0 HA LL 10.2 | S TA LL 33 0
Former Member (Rolling Stock) Railway Board
Rajesh Agrawal Advisor & Consultant
S K Suri Advisor & Consultant, Former General Manager, Rail Coach Factory, Kapurthala Yogesh Dandekar Founder: Sarg Design Studio LLP (Pune)
Cover Page & Graphics Joydeep jk@metrorkunduailnews.in AdvisoryEditorialBoard
Vo l . V I | I s s u e 6 8 | A u g u s t 2 0 2 2 Managing Editor Narendra editor@metrorShahailnews.inEditorialSupportStaffAriaSmithCorrespondent(International News division) Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.inAnuragJha,Manager-Business Development MetroEditorialAnurag.jha@metrorailnews.in&BusinessOfficeRailNews|SymbrojMedia Pvt. Ltd 32B/14, J. P. Complex, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India Tel: +91 1140590405, 9990454505 E-mail: contact@symbrojmedia.com © Symbroj Media Pvt. Ltd, New Delhi Cover Price: 100.00 RNI Ref. 2017-10-1274 | ISSN No: 2582-2330 Subscription Inland Overseas 1 Year (12 Issues) 1800.00* $ 750.00* 2 Year (24 issues) 3000.00* $ 1500.00* None of the Information contained in this publication may be copied, otherwise reproduced, repackaged, further transmitted, disseminated, redistributed, resold, stored for subsequent use for any such purpose, in whole or in part in any form or manner by m e a n s w h a t s o e v e r, b y a n y p e r s o n w i t h o u t p r i o r w r i t t e n permission from Symbroj Media Pvt. Ltd, New Delhi The Editorial Board may or may not concur with the views expressed by various authors in this publication. Printed, published & Edited by Narendra Shah at Friends Digital Color Solutions, G8-57, Manjusha Building, Nehru Place, New D e l h i 1 1 0 0 1 9 b e h a l f o f Sy m b ro j M e d i a P v t Lt d , 3 2 B / 1 4, Patparganj, Mayur Vihar Phase-1, New Delhi - 110091, India * INCLUDING SHIPPING CHARGES W W W M E T R O R A I L N E W S I N
Haru Imam Principal Project Controls Engineer, Persons Corporation Saudi Arbia (UAE) Digvijay Pratap Singh MainChairmanMastGroup Ved Mani Tiwari Chief Operating Off icer National Skill Development Corporation Sudhanshu Mani General Manager (Retd.) IRSME, ICF, Chennai Team Leader – Train 18 Manas Ranjan Panda Sr. Rolling Stock Expert TYPSA, India Dr. Ajeet Kumar Pandey Technical Principal - RAMS Mott BangalorMacDonalde,India Dr. Nasim Akhtar Sr. Principle Scientist, CSIR-CPRI Mahesh C. Yadav Ex.IRSSE , MIE(I) Chartered Engineer (I) Percy Bernard Brooks Senior Project Manager Wabtec CanadaCorporationSt.Laurent Sanjay Kumar Agarwal Head (Safety & Quality) Mumbai Metro One Pvt. Ltd. (India) Chinmoy Pattanyak Train Control Site Business Manager Alstom, India Sumit R Joshi Technical Specialist –3M Asia Region
The world’s third-largest rail network, IR too, is undergoing a significant transformation led by large capital investments. Digitalization around asset management and network operations are not only improving safety, on-time performance, network throughput, and asset performance but also enhancing the passenger experience and empowering the organization to move fast enough to meet the market’s changing needs. A combination of strong policies, regulation, public and private sector investments and public awareness will bring the desired change for implementing and executing the dream of smart transportation in the country. The day is not far when India will showcase its transportation sector to the world. Sustainable choices for public transport coupled with greener fuels will greatly enhance the quality of life for the citizens and give a push to the economic activity in the long term.
Managing Editor Narendra Shah Narendra Shah Managing Editor Metro Rail News (A Symbroj Media Publication) E-mail: editor@metrorailnews.in
India has emerged as one of the most preferred investment destinations in the world in last few years. Nation is poised for a balanced economic growth amidst tough and unprecedented times. This is backed by a 550 mn young human capital base and strong policy environment. Greener technologies and India as a manufacturing hub provides opportunities for collaboration between auto manufacturers and subsidiary industries to reduce cost and improve Withquality.the target of 100 smart cities and the rising urban population, the scenario of public transport and urban mobility needs improvement and further investment. The National Transport Development Policy Committee formed under the aegis of Government of India says that the total passenger traffic is expected to grow at about 15% per annum to reach 168,875 bpkpm in 203132 from 10,375 bpkpm in 2011-12. This is a significant growth. The statistics also say that growth in rail passenger traffic is expected to be around 9% per annum, and for road traffic, 15.4%. This kind of expansion requires the support for government and private funding and proper infrastructure. In absolute terms, there is a requirement of about INR 30 trillion by 2031-32. A large portion of this investment should and can go in improving the transportation by way of introducing smart technology. Developed economies around the world have understood the importance of smart transportation. And they are fast adopting various means and modes of transportation that involves the use of electric cars, use of quick, easy mass transit systems, rapid metro rails and the use of advanced technology that controls vehicular movement and mobility across the cities. These means are not just energy saving but are efficient and Indiafuturistic.remains no different from the use and implementation of smart transportation. Existing and upcoming Evenly poised for a developing and competitive India
THE EDITOR’S NOTE metro rail network around our capital cities is just a start. India has already chalked out a plan to have electric cars for all by 2030. With ongoing technological developments and efforts at multiple levels the nation is expected to reduce carbon emission from vehicular sources, create huge job opportunities in transport and automotive industry and develop a sustainable and smart transportation system for its growing economic and public mobility requirements in coming decade. The investments in surface transportation projects will create a world class transportation infrastructure; bring best vehicle technologies, sustainable choices and intelligent transportation system in India.
The nation is evenly poised for a developing, competitive and ushering India in its 75th year of Independence and its ‘Amrit Kaal’. 25 years from now and with the same pace of development and reforms the countrymen shall surely witness a revived India in its 100th year of Independence in 2047. Wishing the readers with happiness of 76th Independence Day, we ecstatically present you our August special issue covering the developmental works the country has witnessed in recent years in a holistic approach. Significant infrastructural work also is witnessed in railways which again is a topic of greater importance. With regular columns, insightful and informative articles, interviews etc. we also announce our upcoming 200 pages Mega September – 2022 issue which surely shall be a must possess edition for all transport news Expectingreaders. your comments and suggestions.
06 26 45 10 12 32 59 60 20 EDITOR’S NOTE PROJECT OF THE MONTH ARTICLE NEWS COVERHIGHLIGHTSSTORY FEATURED PROJECT EVENTTENDERS LIVE EXCLUSIVE INTERVIEW Evenly poised for a developing and competitive India Nation’s Pride soon to become 3rd largest metro System of the World Benefits of using Premium films for wrapping the Rail cars MAKE IN INDIA: MAKE FOR THE WORLD Moving a step closer to self-reliance DISCUSSION : ENVIRONMENT & TRANSPORT Technology and Climate Change in Urban Transport SMART TRANSPORTATION AND INDIAN RAILWAYS Technology enabled Smart Transportation in Metro & Railways SUSTAINABLE & GREEN MOBILITY Green Initiative of Metro Corporations & Indian Railway ATES – Helping Railways in mechanical rolling stock inspection VISAKHAPATNAM METRO opening new spaces with a modern sophisticated transport system Shri. Loknath Behera Mr. Mike Muralidharan MD, Kochi Metro Rail Corporation Ltd COO, Bahwan CyberTek. CONTENTS BY METRO RAIL NEWS 35 45 12 38 AUGUST 2022 | Issue #68 20 22
NEWS HIGHLIGHTS METRO RAIL NEWS -AUGUST 2022 | WWW.METRORAILNEWS.IN| Page10 Date News Update 02-Jul-22
18-Jul-22 First 2 cars of prototype train for Mumbai Metro Line-3 to reach Mumbai soon
03-Aug-22
06-Aug-22
08-Aug-22
First eight-car prototype metro train of MMRC is ready for technical trials
Jupiter Wagons Ltd partners with CAF to setup Rs 300 cr manufacturing facility
Siemens consortium bags Signaling and Telecommunication order for Kolkata Metro Cost Increase of Mumbai Metro 3 by Rs. 10,000 Crore Ahmedabad to receive Metro as Navratri Gift
11-Jul-22
NHSRCL awards contract worth Rs 201 crore for MAHSR to Mitsubishi Precision 20-Jul-22 Metros in the country facing low ridership, trouble in generating revenues 21-Jul-22 Vande Bharat trains with speed of 200 kmph to be introduced soon, Railways floats tender Delhi Metro is all set to go global
12-Aug-22
05-Aug-22
BMRCL pays compensation of Rs 65 crore for Namma Metro project 14-Jul-22 Noida Metro to connect to Jewar Airport in Phase – II Namma Metro: The Metro in IT Capital of India developing Fast Possibility of Hyperloop Project on Mumbai-Pune-Hyderabad route has reduced 15-Jul-22 Maharashtra govt grants all permissions for Mumbai-Ahmedabad bullet train project 16-Jul-22 Ex UPMRC MD Kumar Keshav takes charge as CEO of Deutsche Bahn India DMRC MD reviews progress on Patna Metro Rail project
First four coaches of prototype train for Mumbai Metro Line 3 arrive in the city The first tunneling drive of Kanpur metro completes 548 KM of Metro Rail Network have been constructed since 2014 in the nation Railways to introduce “Mission Raftaar” to increase the speed of train NMRC to push Centre for the approval of New Metro Line in Greater Noida NCRTC conducts maiden test run of first RRTS train at Duhai in Ghaziabad UP CM Yogi Adityanath digitally unveils the Agra Metro Train at Depot Indian Railways share a glimpse of India’s first “Airport like station” of Bangalore
NCRTC signs agreement with DB India for operation and maintenance of RRTS Corridor Sushil Kumar takes over additional charge as MD, UPMRC 04-Jul-22 Kanpur Metro: Tunnel construction work for Chunniganj-Nayaganj underground section begins from Bada Chauraha 06-Jul-22 Alstom bags 3,200 crore order for Bhopal & Indore metro rail projects Coimbatore Metro Lite expected to be operational by 2027 08-Jul-22 Railways sacks Satish Agnihotri, in-charge of bullet train project
NCRTC awards General Consultancy contract for Delhi-SNB RRTS Corridor to Systra JV Neighbouring countries showing interest in Vande Bharat Express trains
NCRTC MD inspects the construction works in Priority Section of RRTS corridor
09-Aug-22
Talgo and Bharat Forge Arm collaborates to manufacture High-Speed Rails Pod hotel opens for passengers at the Chhatrapati Shivaji Maharaj Terminus Mumbai Metro grants Line 10 & 12’s General Consultancy to SYSTRA – DB 30-Jul-22 Poonamallee bypass traffic diverts for Metro Rail construction
UPMRC starts training new employees of Deutsche Bahn 23-Jul-22 Pune Metro Line 3’s first segment erected at Hinjawadi
12-Jul-22
09-Jul-22
NHSRCL invites bid for design, station construction for the Bullet Train project 25-Jul-22 CRRC keeps its contract to supply 216 Namma Metro coaches 26-Jul-22 India will receive loan from JICA for MAHSR 27-Jul-22 Namma metro trial runs of purple line extension will start in September Nagpur-Wardha to be first route introduced by Railways and Maha Metro 28-Jul-22 26 driverless trains will be produced by Alstom for Chennai Metro Rail 29-Jul-22
SilverLine replacement for Indian Railways coming soon: Muraleedharan Railways to introduce “Mission Raftaar” to increase the speed of train MoHUA to consider many MRTS project in Delhi-NCR A 500-meter elevated road to connect Ring Road with Jangpura RRTS station
01-Aug-22
In Collaboration with SouthInteletrackAfrica Tracking Of SBU Via GSM Network Logging In SBU and CDU Emergency Brakes From Last Wagon Service Brakes From Last Wagon Air LastGeneratorWagonBrake Pressure Display Train Integrity Is Insured Speed Of Locomotive And Last Wagon Length And Change In Length Of Train 32 - Udyog Kendra, Ecotech-III, Greater Noida, UP-201308 Phone No:- +91 8800776682, Email ID:- info@ppsinternational.in Website:- www.ppsinternational.in Features END OF TRAIN TELEMETRY EOT HOT GSM SatelliteSServertation Demonstrating In front of Honourable “PM Sri Narendra Modi Ji” At Rail Vikas Shivir in Surajkund Hariyana Master Unit CAB 1 EoT Unit SlaveCABUnit2
METRO RAIL NEWS -AUGUST 2022 | WWW.METRORAILNEWS.IN| Page12
COVER STORY
Present system of coaching rake examination has evolved from conventional four-wheeler coaching stock and later with ICF design of coaches. With the introduction of imported LHB coaches in the year 2000 and indigenously manufactured series production, number of latest and sophisticated technology items have been introduced on Indian Railways. LHB coaches are gradually replacing and phasing out ICF design of Coaches. Examination and maintenance of LHB rakes has been introduced in existing coaching maintenance facilities by incremental augmentation within the existing infrastructure both in coaching depots and workshops. There has not been any major technological input in terms of machinery and plant, automation detection systems and re-skilling of maintenance staff in coaching depots. Maintenance schedules for LHB coaches have been devised within the existing maintenance facilities constraints. Suffice it to say that with the continual induction of the sophisticated, computer and IT based technology at a fast pace the existing norms of maintenance of LHB and other advanced coaching stock need to be immediately revisited and upgraded.
The various modes of automatic train inspection and measurements systems 1. Wheel Profile Measurement System
Historical Background
Automatic wayside system measures the wheel profiles of moving trains. These systems are used to inspect wheels for preventative maintenance, maintenance scheduling, derailment prevention, and to reduce track and rail damage caused by excessively worn wheels. It is rugged system that operates in harsh environments as well as workshops, depots, and yards. Capable of operating without human intervention for extended periods. Wheel diameter measurements at high speeds of up to 140 km/h is possible. The other variants allow for operation at low speed for specific conditions and provide a variety of different measurements.
Train Technology ATES – HELPING RAILWAYS IN MECHANICAL ROLLING STOCK INSPECTION
With the rapid replacement of ICF coaches with LHB coaches and Indian Railways plan to phase out ICF coaches, there is an urgent need to equip all coaching depots, sick lines, pit lines, examination yards with modern and automated train examination system consisting of stateof-the-art inspection and measurement systems on Indian Railways.
Background Indian railways have entered into a TOT agreement for manufacture of LHB coaches from M/S LHB-Alstom Germany. Now these coaches are being manufactured in India under the Transfer of Technology. These are superior coaches with respect to passenger comfort, higher safety, speed potential, lower corrosion and better aesthetics. With the recent plan of Indian Railways to ramp up LHB coach production and rapid replacement of old design of ICF coaches by LHB design of coaches, there is need to upgrade the maintenance facilities in Coaching Depots and make use of technology available for Coach maintenance. This will also help in improved detection of defects during train examination and possibility of reduction in examination time of coaching rakes to enable maintenance depots to handle higher number of trains examined within the existing infrastructure. This will also ease out those coaching depots not having adequate pit examination capacity to some extent by saving in manpower deployed, pit line examination and maintenance time required for Coaching Rakes. Maintenance schedules of LHB coaches are governed by guidelines issued by Railway Board, RCF, RDSO and CAMTECH from time to time. The present maintenance regime has evolved based on the performance of LHB coaches from field and periodic review of maintenance schedules and instructions. In the present setup, primary maintenance time of 6 hours is prescribed for coaching rake Withexamination.introduction of higher speed of 160 and 180 kmph trains on Indian Railways, there is need to incorporate technological aids in train examination and remove existing limitations and bottlenecks in existing coaching depots.
It is an effective system and quickly pays for itself by improving wheel maintenance practices and eliminating derailments due to worn wheels. It increases the efficiency of wheel maintenance by identifying proactive maintenance practices based on the application of wheel wear rates and early wheel defect detection.
2. Wheel Tread & Surface Inspection System
The system is an automatic non-contact optical wheel surface inspection unit that inspects wheel tread surface, flange, and plate areas at mainline operational speeds. Visual inspection of complete wheel tread and flange surface using optical imaging and 3D laser scanning is possible. The objective of the system is to determine any surface abnormalities of the wheel that can be detected using high resolution images of the wheel and high density 3D data of the wheel surface. State of art digital imaging and laser scanning technology for maximum data density, accuracy, and efficiency.
Series of sophisticated image processing algorithms help to assess wheel tread and flange surface condition from acquired multispectral multi-illumination images. It can operate at mainline speeds up to 100 km/h for greater utilization. It can also operate at very low speed, where traditional ‘contact’ impact and force measurement-based systems fall short of detecting wheel surface problems such as flats due to restrictive speed limitations.
4. Brake Pad Measurement System
Automatic wayside brake disc inspection system operates on passing trains at mainline operational speeds. It is a machine vision system which uses a high speed digital imaging system to acquire images of every brake disc for inspection and measurement. Brake discs are viewed from the bottom and acquired images are processed by a set of sophisticated image processing algorithms. The imaging system and processing algorithms are insensitive to ambient light conditions and can operate day—or night. The system utilizes both laser based structural light and other illumination to produce several images concurrently for reliable measurement and inspection.
6. Wayside Truck (Bogie) Inspection System
Brake Pad automatic brake pad measurement system operates on passing trains at mainline operational speeds. It is a machine vision system which uses a high-speed digital imaging system to acquire images of every brake pad for inspection and measurement. Brake pads are viewed from the bottom and the acquired images are processed by a set of sophisticated image processing algorithms. The imaging system and processing algorithms are insensitive to ambient light conditions and can operate day or night. It utilizes both laser based structural light and other illumination to produce several images concurrently for reliable measurements.
Brake Shoe measurement system inspects brake shoes (blocks) at mainline operational speeds. This system is visionbased and uses a multi-camera highspeed imaging unit to take multiple images of every brake shoe for inspection and measurement. It can provide a complete and reliable assessment of the brake shoe (block) condition by highlighting obvious shoe defects. The system is fully automated and suitable for extreme conditions—indoors and out. Enclosures are installed on two short towers, one on each side of the track, mounted on two concrete or steel footings. Cameras and illumination systems are installed at a safe distance from the center of the track. Each brake shoe is viewed by two cameras, to provide a complete and reliable assessment of the brake shoe condition. Brake shoes are viewed from top and bottom perspectives. Acquired images are processed by a set of sophisticated image processing algorithms. The imaging system and processing algorithms are insensitive to ambient light conditions and can operate day or night. Brake shoe data is integrated into the data management system which gives webbased access to data including images.
5. Brake Disc Profile Measurement System
Wayside truck (bogie) inspection system operates on passing trains at mainline operational speeds. It is a vision based system which uses high-speed and high-definition imaging to provide high resolution images of every truck for inspection and measurement.
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3. Brake Shoe (Block) Measurement System
Many truck related defects can cause serious short term and long terms problems and possible derailments. For a reliable and dependable inspection every truck is viewed from at least two angles— top and bottom. This system can inspect many features of bogies including fasteners, side frame condition, bearings and related components, friction wedges, springs, and more. Alarms are generated when issues are detected. Examples are excessive wedge
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rise, spring condition to find missing and broken springs, and spring compression to detect imbalanced loads.
10. Car Undercarriage Inspection System
Angle-of-attack (AOA) measurement system is designed to measure AOA on both wheels of a wheelset simultaneously. It provides a reliable AOA measurement as track fluctuations due to dynamic loads do not affect where the measurements are performed. It also accurately measures back-to-back distance of wheel sets with multiple measurements from both wheels of an axle. It is also capable of measuring tracking position and axle back-to-back Indimension.addition to above, following systems are also recommended to automate the train examination activities.
• Fully automatic single car test rig
11. Wayside Full Train Imaging, Inspection and Measurement System
• Sliding Wheel Detection
It is a full scale train imaging, 3D scanning, and inspection system consisting of multiple imaging and scanning units that provide images of the train at mainline speeds with high resolution. The system is designed to provide data of all externally visible components of a rail vehicle. The images and data are then assigned to individual cars based on the AEI data so that car components are then ready for viewing and analysis. The system uses multiple sensors and algorithms to pinpoint axle position, car beginning and car end positions, car components such as safety appliances, hand brake wheels, car identifiers, load limit identification, reflectors, car body condition, structural gauge and high-wide load detection, car load profile, load securement conditions, load carry back detection, etc. The train viewing software can be used to perform a complete virtual train visual inspection as well.
Brake air hose inspection system operates on passing trains at mainline operational speeds. A vision based system uses a high-speed and high definition imaging system to provide high resolution images of every air hose arrangement for inspection and measurement.
7. Brake Air Hose Inspection System
12. Angle of Attack & B2B Measurement System
• High Speed Train Thermal Imaging
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8. F-Type Coupler Securement Inspection System
9. E-Type Coupler Securement Inspection System
Car undercarriage imaging and automated inspection system produces high quality images of the structural components of Coaches/Wagons/ EMU/MEMU/DEMU and locomotives at mainline operational speeds. The system is highly effective for the inspection of all undercarriage components for passenger and freight trains. It automates the inspection of undercarriage components such as brake rigging components, center and side sill, couplers and coupler components, jacking plate, and more. The inspection of car (wagon) components which are only visible from the bottom has always been a challenge for railway operators. The system operates with line scan imaging technology and produces high resolution images of virtually all visible components under the car. It is installed under the track and is housed within steel tie (sleeper) structures. It uses multiple cameras to capture different areas of the car undercarriage with different angles of view. Specially designed lighting systems are deployed with the system to provide ample illumination and withstand the harsh railroad track environment.
• Roller bearing acoustic examination
Air hose arrangements and their diagnosis is complex and an automated system is highly beneficial as air hose separation is one of the leading causes of train stoppage in passenger and freight operations. It provides automated alarms based on the condition of the air hose arrangement and detects the ones that have the highest probability of Itseparation.isdesigned to inspect many conditions of the air hose assembly and can detect defects like peaked air hose coupling, air hose height, air hose angle, coupling position, and more.
• Roller bearing thermal scanning examination STORY
COVER
It is an automatic wayside detection system that is designed to inspect E-Type coupler securement components at mainline speeds. It uses a highspeed strobe digital imaging system to acquire multiple images of every cross key (draft key) and the surrounding area for inspection. The system is used to inspect the cross key and its securement mechanism. Failure of such securement parts is a source of delay and derailments. It operates on passing trains at mainline operational speeds up to 85 mph (140 km/h). All cross keys are imaged from both front and back—including the area under the center sill for proper E/F coupler classification. The system’s processing algorithm classifies couplers into E and F types before the plate processing and only E-Type couplers are inspected. Cameras and illumination component are enclosed in sealed boxes mounted on the gauge side of the steel tie (sleeper). Images are analyzed for the existence of the cross key and its securement components.
It is a machine vision wayside detection system that detects defects in F-type coupler securement mechanisms. It utilizes high-speed digital line imaging cameras to acquire multiple images of every coupler pin securement for inspection. The system works at mainline speeds, even in tough environments, day or night. For F-type couplers, the system inspects the coupler vertical pin carrier plate, securement, and the corresponding fasteners. Different types of F-type securements, including ones with cushioning units can also be handled as well. If the coupler securement fails during train operation there is a high probability that the coupler will “pull out” of the car in a draft situation. In most cases this will result in the coupler falling between the cars and into the gauge of the track. If the train is operating at mainline speeds this can result in a derailment. The system is installed on steel ties (sleepers). Cameras and the illumination system are enclosed in sealed steel boxes mounted on the gauge side of the supplied steel tie (sleeper). The securement component images are analyzed for possible failure, deformation, and missing fasteners, and plates.
Coded Manual Mode
(2) The Continuous Automatic Train Control system works on the principle of target speed and target distance with Cab Signalling by means of continuous transmission between trackside and train through suitable approved means, ensuring safe movement of all trains under all operating conditions by continuously generating a maximum safe speed.
Continuous Automatic Train Control (1)SystemTheMetro Rail Continuous Automatic Train Control System of working shall be adopted on the Metro Railway for the movement of trains between stations and between depot and the mainline.
(3) The limit of movement authority shall be the farthest point to which the train may safely proceed taking into account margins for error in speed and distance measurement, calculating braking distances, and the equipment reaction (4)times.The maximum safe speed shall be the maximum speed at which the train is permitted to travel without intervention by the train control and signalling system and it shall be continuously calculated in such a manner that permanent speed restrictions, the speed limits for the type of train and temporary speed restrictions shall not be exceeded and the train shall always stop without passing the limit of movement authority.
(5) The Continuous Automatic Train Control system will provide the following modes of train operation, namely: (a) Automatic Mode, where provided. (b) Automatic Reversal Mode (if provided). (c) Coded Manual Mode (d) Restricted Manual Mode. (e) Cut Out Mode, and (f) Run On Sight Mode Metro Rail Continuous Automatic Train Control System Automatic Mode Automatic Mode 1. In the Automatic Mode, the train shall operate without intervention by the Train Operator except closing of train doors and starting from a station stop and it shall operate under the supervision and control of Automatic Train Protection 2.functions.InAutomatic Mode, the train control and the signalling system shall–(a) Accelerate and decelerate the train by applying traction power, coasting and applying and releasing brakes. (b)Automatically control speed, acceleration, and stop the train at (c)stations.Provide all indications necessary to operate the train. (d) Determine continuously the maximum safe speed and limit of movement (e)authority.Prevent movement of the train in excess of the maximum safe speed and limit of movement authority. (f) Open train doors on the correct side when the train is docked if permitted by the Automatic Train Protection door release and the platform screen doors, where provided, open automatically on the correct side; (g) Prevent the train from starting if train doors, or the platform screen doors where provided, are not detected closed; (h) Train re-starting from a signal stop shall be automatic; and (i) Train starting or re-starting from a station stop shall be initiated by the Train AutomaticOperator. Reversal Mode 1. This mode, where provided, is used to reverse the running direction of a train automatically in areas of the section specifically defined in the special instructions which are possible only at specified track circuits of a station when the train is at standstill.
2. The transition from Automatic Mode or Coded Manual mode to Automatic Reversal mode is initiated automatically upon receiving the request for reversal operation from Automatic Train Supervision and has to be acknowledged by the Train Operator by pressing the Automatic Reversal button at standstill.
Metro Rail Continuous Automatic Train Control System
3. The onboard Automatic Train Protection unit of the leading cab activates the unit at the trailing end on arrival at a station if a reversal operation is requested by Train 4.Operator.The train-borne Automatic Train Protection unit shall return from Automatic Reversal mode to Coded Manual mode once the reversal operation has been carried out successfully and the Train Operator has unlocked the new leading cab for further running.
2. In Coded Manual Mode, the train control and signalling system shall(a) Provide cab signals and all other indications necessary to operate the train including current speed; (b) Determine continuously the target speed and limit of movement authority; (c) Prevent train operation in excess of the target speed or limit of movement (d)authority;Provide audible and visual warning if the train speed exceeds the target speed or the maximum safe speed; (e) Enable train doors when the train is docked, enabling only the doors on the platform side of the train; and (f) Prevent the train from starting if train doors, or the platform screen doors where provided, are not detected closed.
Kavach : Automatic Train Protection System
• Hot Axle wheel detector • Automatic in-motion train washing system (ACWP) • Bio toilet cleaning, maintenance and Bio-toilet evacuation machine • Sewage/Waste disposal system and Water recycling plant • Integration of LHB coach brake system with real time online monitoring • for performance detection of Brake operation and release.
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1. In Coded Manual Mode the train shall be driven by the Train Operator, obeying Cab Signals.
Development The development of India’s own automatic protection system or collision avoidance system began in 2012. The project was titled as Train Collision Avoidance System (TCAS). The Kavach system is developed as part of the Indian Railways goal to achieve zero accident. The first field trials were carried out in 2016 and with this feedback, initial specifications of Kavach was formulated by March 2017. The Kavach was subjected to tests by an independent third party assessor in the subsequent years. The Kavach system is a safety integrity level 4 (SIL-4) certified technology. Once implemented, Kavach will be the world’s cheapest automatic train collision protection system, costing 50 lakh rupees per kilometre to operate compared to about two crore rupees worldwide. Working The system consists of a set of electronic devices and radio frequency identification devices installed in locomotives, tracks, railway signalling system and every stations at 1 km distance. The system currently communicates with its components via ultra high radio frequencies while development of 4G LTE based system is underway. Kavach alerts when a loco pilot jumps signal (Signal Passed at Danger -SPAD), which is the main cause for train collisions. The system can alert the loco pilot and take control of the brakes and bring train movement to a halt automatically when it notices another train on the same line within a prescribed distance. The device continuously monitor train movement and send signals ahead to the locomotives, which is helpful during adverse weather conditions such as fog. The Kavach incorporates key characteristics of European Train Control System and Indian Anti-collision device.
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Kavach is an automatic train protection (ATP) system indigenously developed by Indian Railways through Research Designs & Standards Organisation It(RDSO).isIndia’s very own automatic protection system in development since 2012, under the name Train Collision Avoidance System (TCAS), which got rechristened to Kavach or ‘armour’. Simply put, it is a set of electronic devices and Radio Frequency Identification devices installed in locomotives, in the signalling system as well the tracks, that talk to each other using ultra high radio frequencies to control the brakes of trains and also alert drivers, all based on the logic programmed into them. One of its features is that by continuously refreshing the movement information of a train, it is able to send out triggers when a loco pilot jumps signal, called Signal Passed at Danger (SPAD), a grave offence in railway operations with respect to safety, and the key to accidents like collision. The devices also continuously relay the signals ahead to the locomotive, making it useful for loco pilots in low visibility, especially during dense fog.
TCAS or Kavach includes the key elements from already existing, and tried and tested systems like the European Train Protection and Warning System, and the indigenous Anti Collison Device. It will also carry features of the high-tech European Train Control System Level-2 in future. The current form of Kavach adheres to the highest level of safety and reliability standard called Safety Integrity Level 4. In the new avatar, India wants to position Kavach as an exportable system, a cheaper alternative to the European systems in vogue across the world. While now Kavach uses Ultra High Frequency, work is on to make it compatible with
Deployment The Kavach is already implemented on 65 locomotives, 1445 km route and 134 stations in South Central Railway zone, while implementation on 1200 km is underway. The Kavach automatic protection system will be upgraded to handle 160 kmph top speed before it will be implemented on 3000 km route of New Delhi–Mumbai main line and Howrah–Delhi main line as part of Mission Raftar project of the Indian Railway. The Union budget of India for the FY 2022-23 allocated fund for speedy implementation of Kavach system on 2000 km track, and sanctioned implementation on 34,000 km track of Golden Quadrilateral rail route. Newly built WAG-9HH will be equipped with Kavach automatic protection system, these locomotives are designed for a top speed of 120 kmph.
• Counts the number of axles in the rake.
–ATES can thus be summarized as a wayside rolling stock health monitor to improve safety in train operations with higher reliability and cost efficiency. The various features of an ATE System
Conclusion An Automatic Train Examine System
• Measures the instantaneous speed of each wheel.
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• It measures the temperature of the bearing boxes and rotating wheels.
• Captures the video of under gear to observe any hanging parts.
• Collects and analyzes raw data at site and the report all processed site data to an Cloud Notification System (CNS).
• Report Significant defects and alarms to CNS. Cloud Notification System (CNS): 1. System data transferred and analyst with cloud notification 2. Immediate alerts, for crisis situation 3. Real time monitoring and visualization of records It would also be imperative to note that modern technologies provide solutions to combine the latest in sensors and monitoring technologies with customized software and wireless communications to quickly and accurately capture the data needed to maintain and construct rail infrastructure or to manage rail transport assets. Examination of a passenger train can be divided into areas of brake systems, traction systems, suspension systems, structural systems and the overboard systems. The detail above is an attempt to suggest means to visualise these different systems of a passenger coach by use of suitable sensors and analysis through use of Machine learning/ Artificial Intelligence. Accordingly the pre maintenance detection systems have been classified into areas of wheel, Brake, Bogie, Air hose, Coupler, Undercarriage and full train defects detection system. The modern coaching depot should therefore be equipped with various infrastructure like complete automated train examination system consisting of acoustic bearing detector, hot axle wheel detector, wheel condition monitoring devices including laser wheel profile measurement tool, brake block condition monitoring system, hanging part detector, train view inspection system, fully automated computerised single car test rig, under gear surveillance through AI and other digital tools.
4G Long Term Evolution (LTE) technology and make the product for global markets. Work is on to make the system such that it can be compatible with other already installed systems globally. The Research Designs and Standards Organisation (RDSO) in Lucknow along with private vendors are developing the system. India wants more private players to take up the development and subseauent production. Once rolled out, it may be world’s cheapest Automatic Train Protection System with the cost of rollout pegged at around Rs 30 lakh to 50 lakh per kilometer, a fourth of the cost of equivalent systems globally. In the next phase, the Kavach system will also be able to recalibrate as per temporary speed restrictions en route, something the system does not yet have.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> EXCLUSIVE INTERVIEW Providing seamless,
remains our priority “ METRO RAIL NEWS -AUGUST 2022 | WWW.METRORAILNEWS.IN| Page20
Mr. Lokanath Behera is a retired I.P.S. officer. He was State Police Chief and Director General of Police (DGP) of the Kerala State Police. He was one of the founding members of the National Investigation Agency (NIA). Behera joined the service as the ASP in Alappuzha and served as ACP (Kochi city), SP (Kannur), commandant of KAP-4 Battalion, commissioner (Kochi city), IG (police HQ), ADGP (modernisation), DGP (prisons) and DGP (Fire and Rescue Services). He was also instrumental in modernizing the Kerala police, equipping it with modern vehicles and state-of-the-art small arms and non-lethal weaponry. He was reappointed as Managing Director of Kochi Metro on 28 August 2021 by the Government of Kerala. Here are the edited excerpts:Kochi Metro, already a high-tech transport system, is planned to be developed as the most advanced Metro System of the country. What other world class amenities commuters are expected to get in Kochi Metro apart from one being availed now? Any metro system like Kochi Metro Rail requires inter-modal transportation and integration of travel through use of technology. Kochi is a unique city where all types of transport can be envisaged which interalia include the Water Transport by using its backwaters and canals. Kochi Metro is using advanced technologies in integrating all the transport services like auto rickshaws/ public transport buses/ taxis/ water Metros and the Metro Rails. We are also introducing Robotics. The use of analytics and artificial intelligence are also in the pipeline. We are experimenting in providing high speed internet inside metro trains. Similarly, we will be having paperless ticketing by the end of this year. The spare pairs of internet cables pairs; more than 40 in number, will be used effectively giving various facilities to the commuters and non commuters. We will also be launching the first online radio for any metro company in the country. Our aim is to ensure that using high technology, we become closer to the people and Shri. Loknath Behera Managing Director Kochi Metro Rail Corporation Ltd affordable, accessible, equitable mobility the citizens
solutions to
Metro Rail News conducted an email interview with Mr. Loknath Behera, MD, Kochi Metro Rail Corporation Ltd. In the interview Mr. Behera talked about Kochi Metro Rail and why it requires inter-modal transportation and integration of travel through use of technology.
and
Amidst rising pollution and increasing traffic most of the cities are trying for a multi-modal transport system which can ease the pressure of motorized vehicles on roads. What is the overall development for the Kochi city region in this regard?
How would the Integrated Public Transport System being developed for the Kochi city region be different and an improvement over other transport systems of the country?
A Sea-Link like that in Mumbai is already there in Kochi known as the Goshree Project. It connects various important islands. Of course, if the Water Metro system operates more efficiently, which we expect, there will not be a requirement to construct more extensive and costly bridges. Moreover, water transport is sustainable, green, and efficient. We are making efforts to start commercial operation by August/ Sept. 2022. The islanders in 11 islands surrounding Kochi will be the biggest beneficiaries.
Our biggest endeavour is to integrate all the public transport systems (taxi, auto rickshaw / buses / by-cycles/ / Water Metro boats / metro by using technology so that a commuter must buy one ticket virtually and travel in any mode of public transport. The Cochin Smart Mission is also helping us. We are also coming out with integrated transport hubs in the city of Kochi. If everything goes right, Kochi will be show-cased as the model transport city of the country.
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Integrated Urban Regeneration and Water Transport System (IURWTS)
It is our earnest effort to start the Water Metro operations in a staggered manner from the month of September 2022 with 5 boats, 5 terminals, 5 routes. Subsequently, smaller boats of 50 passenger capacity also will be introduced. Kochi Metro has started a Non-motorised Transport project in which modern footpaths / traffic islands / cycle tracks etc. are made to encourage non-motorised pollution free transport. In the days to come, around another Rs.100 crores will be spent in this direction by the KMRL. We are also procuring 10 hydrogen propelled buses and 15 electric buses in addition to the 9 Electric buses already we are having.
EXCLUSIVE INTERVIEW people should come closer to the metro through technology.
There have been reports regarding Kochi Metro running in losses. What is the official statement? Is there any plan under execution to make the metro System financially self-reliant in future? Yes. Like most of the metros we do suffer from operational losses. In the year 2020-21 we made a loss of Rs.60 crore which we brought down to Rs. 37 crores in the last financial year (2021-22). Our efforts are to make it zero in the next one and a half years. Not only we have to increase the ridership but also to generate alternate revenue by various programmes and advertisements etc. We are going heavily for digital advertisements. In the meantime, we are also going to build a city inside the city called ‘Bliss City’ with the state-of-the-art technology which will give us continuous and constant revenue. Every marketable space inside & outside station available is being awarded / licensed for starting Kiosks. We are in the process of reducing the operational loss to zero by 2023-24. Our ridership in 365 days should increase to 365 lakhs and we are trying for that.
Please tell us something about the Kochi Water Metro Project. What is the present status of the project? How is the project going to benefit a vast majority of commuters in the city?
Kochi has become India’s first city to have a Water Metro Project after the launch of its first boat in December 2021, named ‘Muziris,’ among the 23 battery-powered electric hybrid boats with 100 passenger capacity being manufactured by Cochin Shipyard Limited. Integrating the sea, road, and rail with a multimodal transport system into a single platform will be one of the major achievements through Water Metro.
Kochi is a unique city having Road, Rail, Metro and Water Transport. Water Metro is one of the most uniquely conceived and designed projects. The Water Metro Project is of Rs 819 crore and will have a network of 15 routes that span 76 km. A fleet of 78 fast, electrically propelled hybrid ferries Boats) ply on these routes from 38 jetties operated by Kochi Water Metro Limited (KWML). These boats will connect 1 Islands to the mainland, Kochi.
To begin with, KMRL has been instrumental in re-shaping the mobility culture of the city. Providing seamless, affordable, accessible, and equitable mobility solutions to the citizens remains our priority. Kochi is unique in its geographical advantage of having almost all modes of transport confluencing here., be it road, rail, water, and air. While this is of great importance and advantage, therein also lies the challenge. With connectivity, especially the first and the last mile, being extremely important for our operational success, KMRL is taking a leadership role in achieving it. The soon to be operational water metro is a unique integrated inter modal mobility option, first of its type in the country. KMRL is also providing the much-needed feeder connectivity to CIAL, Info Park and other areas improving both connectivity and ridership numbers by widening our catchment area. These buses being EV, emit 48% less CO2 when compared to ICE buses, substantially reducing the carbon footprint of our operations. We will soon be launching electric three-wheeler autos in the stations providing green last mille/ para transit options. KMRL has also invested in non motorised transport, improving walkability near its stations and providing bike sharing options. We have also allowed cycles to be taken in the metro coaches free of cost in tune with our policy of encouraging sustainable transport modes. For an integrated multi modal transport system to work, there must be integration at physical, operational, information and fare level. Fare integration of multi modal transport especially with existing conventional modes is always a challenge, but we are working towards it. The Kochi Open Mobility Network, the first of its kind in the nation, provides an interesting platform to achieve this. What are the main objectives of IURWTS? In what ways it is going to help the people of the city. Is there any integration between IURWTS and Kochi Water Metro Project?
How are you planning to manage the fare integration?
EXCLUSIVE INTERVIEW
Sanitation
c. Electric buses at terminal station as first/last mile connectivity towards the airport.
f. Generation of solar power for the operation of the metro system in its infrastructure. We use 60% of our power requirement.
Kochi Metro Rail Limited (KMRL) has been entrusted with the task of regeneration and rejuvenation of 6 canals in Cochin City and bring back these canals to its erstwhile glory under the IURWTS Project. The six canals proposed to be taken up under the project are: Edappally Canal (11.23 km), Thevara –Perandoor Canal (9.88 km), Chilavanoor Canal (11.15 km), Thevara Canal (1.41 km), Market Canal (0.66 km) and Konthuruthy canal (0.67 km). At present all the canals are highly silted and polluted by domestic waste, commercial waste, construction waste, weeds growth and other sources. As part of the project, the following activities are to be carried out: Canals Cross Structures Foot Bridges Line & STPs
Metro Rail News brings in very informative stuff for one and all. They must continue. Readers should use public transport systems more than their private vehicles.
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e. Water conserving and reusing public transport systems with rainwater harvesting systems in all stations and recycling of water in few places.
a.projects:large
with Metro Rail and Water Metro: It is proposed to integrate the Edappally canal to the Cheranellor and Eroor Water Metro Jetties. Also, it is proposed to integrate the IURWTS Canals at Edappally – Chembumukku - Elamkulam Metro Stations. What are the major efforts towards reducing carbon footprints for the transport system being developed in Kochi City Region? What have been the significant accomplishments? Transportation is the fastest growing major contributor to global climate change, accounting for 23% of energy-related carbon dioxide (CO2) emissions. Introduction of Kochi metro railway in Kochi city has reduced carbon dioxide emission caused by the modal shift from high-carbon modes and the CO2 benefits of transit-oriented development along the metro rail alignment. KMRL has made various efforts towards reducing carbon footprints in the city of Kochi, few of them being following network of public bike systems connected to it as feeder service. b. E-auto rickshaws at stations for first and last mile connectivity.
Please share your views about Metro Rail News. What would be your message to our readers?
The main objectives of the project are as follows: Flood mitigation and flood plain management. Canal bank development which includes beautifications, walkways, recreation, and tourism. Enhance sewerage network, establish 4 sewage treatment plants, and provide sanitation facilities to the inhabitants of the project catchment and restrict dumping of waste, control encroachments, stop sewage mixing, etc. Improve intermodal connectivity with the Rail Metro and Water Metro by way of restoration of canals. Providing necessary infrastructure for navigation facilities and Integrationvessels.
• Dredging & Widening • Bank Protection • Reconstruction of
• Facilities Boat Terminals
d. Connection to the water metro system thus an integrated multi modal system with less carbon footprint.
and
h. Women friendly transport system with women in all stations as front-line workers and availability of amenities like breast feeding pods. I. Energy efficient technologies and machineries utilized in the transport system and related systems. Bicycle docking stations were installed in all metro stations for the public bike system. Almost 1000 bicycles have been deployed in the 25km metro system with major 22 metro stations as hubs and other important public spaces. Footpaths and cycle-paths around the metro stations for easy accessibility were constructed by KMRL. To utilize E-autos as feeder vehicles, electric charging units were installed in major stations.
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• Cleaning of
Over
• Sanitary Sewer
g. Footpaths of international standards around the transport system to make it accessible to the public in a sustainable way.
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fasterandassetexperience,thecaninDigitalizationrailwaysenhancepassengerimprovemanagement,makejourneysandsafer
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EXCLUSIVE INTERVIEW
Metro Rail News conducted an email interview with Mr. Mike Muralidharan, Chief Operating Officer, Bahwan CyberTek. In the interview, Mr. Muralidharan talked about Bhawan CyberTek growth journey and digitalization in Indian Railways. In his role as COO, he spearheads the global operations and steers the organization’s business across various geos. Muralidharan has over 26 years of experience in running various organizations in the areas of Marketing, Operations, Human Resources and Support Services along with overall enterprise management. Here are the edited excerpts:Apart from various other recognitions the company has received, Bahwan CyberTek is one of the first 50 companies worldwide to be assessed at CMMI Level 5 version 1.3 company for its process and delivery excellence. From a
Mr. Mike Muralidharan COO, Bahwan CyberTek. fair start in 1999 to the present status. How do you see the growth journey of Bahwan CyberTek (BCT) Group?
Since its inception in 1999, BCT has been a product and innovation-driven organization. We specialize in value delivery for customers and help them stay relevant in a constantly evolving business landscape. Value has been a common thread driving BCT’s growth plan right from our first online product Cashswitch, to our successful innovations such as Dropthought for 360-degree digital experience feedback, rt360 for Banking sector and retina360 for the broader Adoptingindustry.afuture-fit mindset and razorsharp customer focus has helped us gain market acceptance and recognition from across industry sectors. The CMMI level 5 appraisal is an acknowledgement of continuous process improvement, dogmatic compliance, and our capability to go that extra mile to deliver optimum value to customers. This strengthens our go-to-market strategy and positions BCT as an authentic and industry-leading digital transformation partner. Over all these years, we have been committed to being a hybrid organization straddling on both product engineering and services. Both these engines have grown steadily over the years. Our journey has been marked by the launch of multiple products in different focus areas like Digital Experience, Predictive Analytics and Digital Supply Chain Management. Apart from homegrown products, we have also acquired products to expand our offerings. Today, we are serving large customers in areas such as AMS, EAM, Digital, Cloud and Data Services. Today, we are present in 20+ locations, have 4000+ associates and have more than 1000 clients. As a company, we focus on collaboration
How are you delivering the expected enterprise-class EAM solutions for the project? What is the present status of the project? BCT is delivering an integrated CAMS to optimize processes, perform lifecycle cost monitoring and improve the cost efficiency of MMRCL. BCT’s technology experts, enterprise solution architects, and integration and quality assurance experts will be engaged in the project for a total period of 4 years. The CAMS solution will help MMRCL manage different types of assets such as rolling stock, tracks, power supply systems, traction systems, signalling and control systems, platform screen doors, telecommunication systems, plants and equipment, automated fare collection systems, escalators, and lifts, tunnel ventilation systems, security systems, infrastructure, and related system and electro-mechanical systems like fire alarms, domestic water, lightning, etc. through a single-window enterprise application. Railways in India is going through a transformational change. The national transporter is focussing on new opportunities and future strategies to fast-track project execution. Having
Please tell us something about your recent rollout, of the prestigious CAMS project at Mumbai Metro (MMRCL).
and connected innovation. Our journey of 23 years saw us partnering with globally acclaimed companies like TIBCO, IBM, and Oracle, with whose platforms we’ve been delivering enhanced solutions to customer-specific issues. Our collaborations share the common goal of delivering maximum value to customers and not just on bottom line improvement.
• Our futuristic supply chain solutions use IoT, sensors, and other digital technologies to assess, track, monitor, and manage end-to-end logistics operations. FuelTrans is an end-to-end fuel station automation and logistics solution for oil marketing companies. Our other product CueTrans is an integrated Logistics and Transportation products suite that helps manage and optimize the end-to-end process for cargo, materials and people logistics.
The consequence of transformation will not be limited to the mobility industry but will have ramifications on the nation’s economy as well. Diligent Digital permeation can strengthen railway logistics with the relevant products and solutions to expand the network across the length and breadth of the country, creating a seamless trade route to bolster the economy. A sophisticated railway transport will play a crucial role in moving production materials, optimizing manufacturing and export.
For us at BCT, digital innovation solutions are table stakes. We have invested time and resources in developing sophisticated technology for smarter operations, better results, and an improved bottom line. And this helped us develop competitive capabilities in emerging technologies like predictive analytics, AI, ML, IIoT, etc. BCT has developed a cornucopia of products.
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Recognizing this potential, the Indian railways recently announced Rs 50 Cr investments annually to fund start-ups as part of the Indian Railway Innovation Policy. I’m confident this program will identify and enable Indian tech entrepreneurs to invest time and talent in developing sustainable, practical, scalable solutions and functional prototypes for the national transporter.
What does digital transformation mean for India? How do you see the future of digitalization in Indian economy especially Indian Railways? Thanks to Digital India, our digital transformation was well on track before the onset of the pandemic. Today. Our UPI systems are probably the most mature in the world, and India is perhaps one of the biggest spenders in the digital transformation space along with the United States, Europe, and China. Digitalization in the railways can enhance the passenger experience, improve asset management, make journeys faster and safer, and ensure comprehensive train services. Indian railways, which are among the top 5 longest railway networks, offer a huge scope for transformation.
• Our products in Predictive Analytics include retina360, which is a patented AI and ML powered platform, and rt360, which is a risk management product suite that manages the entire risk portfolio of banks and financial institutions.
BCT today is a well-known name in providing digital transformation solutions. What major efforts is being done by the company in delivering digital innovation solutions in the areas of Predictive Analytics, Digital Experience and Digital Supply Chain Management across various sectors and destinations the organisation is offering its services? Our digital journey started way back, before the quantum digital leap that the world was forced to, during the pandemic. We had created a strong portfolio of accelerators in the products space and were helping clients realize their digital transformation goals, while others were just getting started.
• For enhancing Digital Experiences, we have dropthought, which uses an AI/ML-powered deep analytics NLP engine to gather instant feedback from all stakeholders, privately. Additionally, we have CueTrack, a comprehensive customer service management solution for effective management of customer complaints, and thereby improve their satisfaction levels.
How are you contributing to the management and maintenance of railroad infrastructure in a sustainable manner, optimizing costs and enhancing safety through digital enterprise asset management? Not just the railways, but almost all asset-intensive industries such as energy, oil & gas, transportation, telecom or logistics require smarter enterprise asset management roll-outs for effective maintenance and optimized BCTenhancements.offersa bouquet of products and services for the transportation industry, with specific reference to rail. We offer comprehensive services around IBM Maximo, one of the world’s leading solutions for enterprise asset management. With our retina360, we have on offer effective energy management solutions. We also offer ERP, Predictive Analytics, Passenger Experience Management etc. that are helping not just in the maintenance of the railway infrastructure, but also to enhance the experience of stakeholders, reduction of breakdowns and managing the HSE aspects of employees.
You are also known to play an active role in creating knowledge pools to tackle the growing demands of emerging technologies like AI, ML and IoT. Please elaborate your efforts on the same. What have been the major accomplishments in strengthening collaboration between industry and academia by BCT group? Employee experience is no longer a mere catchphrase. It’s a business priority. The flexibility to work from anywhere or democratized learning, enabling upskilling on the go, has become the norm. And this is what we’re catering tobuilding workspaces or ecosystems that augment individual strengths and thus the entire organization’s performance. At BCT, we have embraced a culture of learning that has helped us build our knowledge capital. Employees today see value in pursuing a career with a company that invests in their development. To upskill, we developed a robust learning program called ‘Learning Gateway’ to help employees learn from anywhere, anytime. Last year alone, we had 300+ associates benefitting from this program by getting upskilled. We also have leadership development programs, certification drives and soft skill programs to enable our associates to move up the value chain. These programs help us stay in sync with the changing needs of our customers globally. Our differentiator is our knowledge capital, and we will continue to invest in the student community to strengthen our value proposition. In Chennai, we began our first academic partnership with the launch of the ‘AU-BCT Kalam Centre of Excellence’ in the Anna University’s campus in 2012. Since then, our industry-academia partnerships in various other colleges, have given students, the access to cutting-edge technologies, and our associates, access to fresh innovative ideas. Recently, we signed MoUs with Heriot-Watt University, BITS Pilani – Dubai, and Evolvence Group in the Middle East. Please share some details about the CSR policy of the company. Being one of the fastest growing IT companies of the world and recognized for excellence in various forums what are your efforts and contribution for New India and Atmanirbhar Bharat?
Our focus on IP is based on a simple architectural concept - to sense; to analyse; to predict; and the capacity to drive business decisions. Our products, across verticals, are designed with this Infoundation.termsof Fortune500 companies, we are serving one of the world’s largest bio-tech companies, with complex integrations, and new application development. We are also empowering a large bookseller company in the US with their entire technology backbone. Our hit product drop thought onboarded several new customers last year and witnessed a significant increase in its user base, while rt360 won multi-million deals from public sector banks in India, became cloud-ready and added a new product to cover the governance, risk and compliance space. Retina patented its ‘Intelligent Decision Synchronization Technology in real-time’ and FuelTrans had a strong year with significant wins, setup a new Network Operation Center, and had successful implementations in the African market.
Please share your views about Metro Rail News. Any message for our readers?
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executed large scale EAM projects in different parts of the world, in what ways are you playing your part in this transformational journey of Indian Railways? This is the time for Railways 4.0, a time to take full advantage of Industry 4.0. Our experience and technical expertise in predictive analytics, AI, ML, IoT, and data science can improve predictive maintenance, optimize processes, and improve cost efficiency. Our AI/MLdriven integrated asset management solutions keep critical assets operating at maximum efficiency. Our sophisticated solutions based on technologies like predictive analytics, AI and ML, bring the board rooms closer to where the action is at a time when real-time, datadriven decision-making has replaced tried-and-proven approaches and boardroom hunches, these solutions have made a huge impact in keeping the business healthy as well as establishing stakeholders’ trust. Digitalization in rail transport can lead to safer connectivity, better passenger experience, and above all increased reliability in public transport. While driving innovation through outcome-based business models, proven and powerful IP solutions, which major sectors amongst fortune 500 companies, are you partnering with presently? What have been the landmark innovations and major accomplishments?
We have a strong focus on CSR. Every year, we support various initiatives, along with NGOs, across countries. We have been investing in initiatives that are helping use technologies to better life and alleviate suffering. We contribute to the care of the elderly, along with NGO’s. We partner ALERT NGO, to evangelise the knowledge of emergency response, in case of accidents or other trauma situations, by training the common people as volunteers. We are working to provide education for children fro, the economically backward segments of our society. We focus on providing vocational training for helping people use technology for furthering their career. All the initiatives we are investing in contributing towards the Atmanirbhar Bharat initiative in areas like training and education and entrepreneurship.
This is the destination for news on rail mobility and I have enjoyed reading the editions online. I’ve also found your events to be impactful and made some great connections there. My best wishes to the team!
TOverviewhe
concept of a mass rapid transit for New Delhi first emerged from a traffic and travel characteristics study which was carried out in the city in 1969. Over the next several years, many official committees by a variety of Government departments were commissioned to examine issues related to technology, route alignment, and Governmental jurisdiction. In 1984, the Urban Arts Commission came up with a proposal for developing a multi-modal transport system, which would consist of constructing three underground mass rapid transit corridors as well augmenting the city’s existing suburban railway and road transport networks. While extensive technical studies and the raising of finance for the project were in progress, the city expanded significantly resulting in a two-fold rise in population and a five-fold rise in the number of vehicles between 1981 and 1998. Consequently, traffic congestion and pollution soared, as an increasing number of commuters took to private vehicles with the existing bus system unable to bear the load. An attempt at privatizing the bus transport system in 1992 merely compounded the problem with inexperienced operators plying poorly maintained, noisy and polluting buses on lengthy routes, resulting in long waiting times, unreliable service, extreme overcrowding, unqualified drivers, speeding and reckless driving which even led to road accidents. To rectify the situation, the Government of India under Prime Minister H.D. Deve Gowda and the Government of Delhi jointly set up a company called the Delhi Metro Rail Corporation (DMRC) on 3 May 1995, with Elattuvalapil Sreedharan as the managing director. Sreedharan handed over the charge as managing director of DMRC to Mangu Singh on 31 December 2011. Physical construction work on the Delhi Metro started on 1 October 1998. After the previous problems experienced by the Kolkata Metro, which was badly delayed and 12 times over budget due to ‘political meddling, technical problems and bureaucratic delays’, DMRC is a special-purpose organisation vested with great autonomy and powers to execute this gigantic project involving many technical complexities, under a difficult urban environment and within a very limited time frame. DMRC was given full powers to hire people, decide on tenders and control funds. The DMRC then hired the Hong Kong MTRC as a technical consultant on rapid transit operation and construction techniques. As a result, construction proceeded smoothly, except for one major disagreement in 2000, where the Ministry of Railways forced the system to use 5 ft 6 in (1,676 mm) broad gauge despite the DMRC’s preference for standard Thegauge.first line of the Delhi Metro, the Red Line, was inaugurated by Atal Bihari Vajpayee, the then Prime Minister of India on 24 December 2002. The Delhi Metro became the second underground rapid transit system in India, after the Kolkata Metro, when the Vishwa Vidyalaya–Kashmere Gate section of the Yellow Line opened on 20 December 2004. This underground line was inaugurated by the then Prime Minister Manmohan Singh. The first phase of the project was eventually completed in 2006, on budget and almost three years ahead of schedule, an achievement described by Business Week as ‘nothing short of a miracle’. Phase I A total of 64.75 kilometres (40.23 mi) long network with 59 stations and the following 3 routes (initial parts of Red, Yellow and Blue lines) were built within the limits of Delhi state, stations progressively started to open from 25 December 2002 to 11 November 2006.
LARGEST METRO SYSTEM OF THE WORLD
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DELHI METRO NATION’S PRIDE SOON TO BECOME 3RD
Phase 1 Network No. Line Name Stations Length Terminals Opening Date(km) 1 Red Line 6 8.35 Shahdara Tis Hazari 25-Dec-02 4 4.87 Tis Hazari Inderlok 3-Oct-03 8 8.84 Inderlok Rithala 31-Mar-04 2 Yellow Line 4 4.06 VidyalayaVishwa KashmereGate 20-Dec-04 6 6.62 KashmereGate SecretariatCentral 3-Jul-05 3 Blue Line 22 22.74 Dwarka BarakhambaRoad 31-Dec-05 6 6.47 SectorDwarka9 1-Apr-06 3 2.8 BarakhambaRoad draprasthaIn 11-Nov-06 Total 59 64.75 Phase II A total of 123.3 kilometres (76.6 mi) long network with 86 stations and the following 10 new routes and extensions was built, out of which seven routes are extension spurs of the Phase I network, three were new colour-coded lines and three routes connect to other cities (Yellow Line to Gurgaon, Blue Line to Noida and Blue Line to Ghaziabad) of the national capital region, outside the physical limits of Delhi state, in the states of Haryana and Uttar Pradesh. At the end of Phases I and II, the cumulative total length of the network became 188.05 km with 145 stations progressively becoming operational from 4 June 2008 to 27 August 2011. Phase 2 Network No. Line Name Stations Length Terminals (km) 1 Red Line 3 2.86 Shahdara GardenDilshad 2 Yellow Line 5 6.38 VidyalayaVishwa puriJahangir 9 15.82 HUDA CentreCity MinarQutab 1 Chhatarpur 9 11.76 MinarQutab iatSecretarCentral 3 Blue Line 1 2.17 draprastha.In BankYamuna 10 12.85 BankYamuna Noida CentreCity 2 2.28 SectorDwarka9 SectorDwarka21 4 Blue BranchLine 6 6.25 BankYamuna ViharAnand 2 2.26 Anand Vihar Vaishali 5 Green Line 14 14.19 Inderlok Mundka 2 3.41 Ashok Park Main Kirti Nagar 6 Violet Line 13 15.34 Central Sec retariat ViharSarita 3 4.82 Sarita Vihar BorderBadarpur Airport Orange Line 4 22.91 New Delhi SectorDwarka21 2 Dhaula Kuan & Delhi Aerocity Total 86 123.3 Phase III Phase-I (Red, Yellow and Blue lines) and phase-II (Green, Violet and Orange lines) had focused on adding new radial lines to expand the network. To further reduce congestion and improve connectivity, Phase-III included 8 extensions to the existing lines as well as building two ring lines (Pink and Magenta lines) along with the Grey line. It has 28 underground stations, 3 new lines and 7 route extensions, totalling 160.07 kilometres, with a cost of Rs. 410.079 billion. The 3 new lines of Phase-III are the Pink Line running on Inner Ring Road (Line 7), the Magenta Line running on Outer Ring Road (Line 8) & the Grey Line connecting Dwarka and Najafgarh (Line 9). Phase 3 Network No. Line Stations Length Terminals dateOpening(km) 1 Red Line 8 9.63 GardenDilshad SthalShaheed 9-Mar-19 (New Adda)Bus 2 LineYellow 3 4.38 Jahangirpuri BadliSamaypur 10-Nov-15 3 Blue Line 6 6.8 Noida CentreCity CityElectronicNoida 9-Mar-19 5 Green Line 7 11.19 Mundka SinghHoshiyarBrigadier 24-Jun-18 6 Violet Line 7 9.27 SecretariatCentral GateKashmere 28-May-17 9 13.56 BorderBadarpur MujesarEscorts 6-Sep-15 2 3.35 MujesarEscorts Raja SinghNahar 19-Nov-18 Airport LineOrange 1 1.878 SectorDwarka21 CentreECC 2022 PROJECT OF THE MONTH METRO RAIL NEWS -AUGUST 2022 | WWW.METRORAILNEWS.IN Page | 27
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Delhi Metro Lines Line 1 (Red Line) The Red Line was the first line of the Metro to be opened and connects Rithala in the west to Shaheed Sthal (New Bus Adda) in the east, covering a distance of 34.55 kilometres. It is partly elevated and partly at grade and crosses the Yamuna River between Kashmere Gate and Shastri Park stations. The inauguration of the first stretch between Shahdara and Tis Hazari on 24 December 2002 caused the ticketing system to collapse due to the line being crowded to four times its capacity by citizens eager to have a ride. Subsequent sections were inaugurated from Tis Hazari – Trinagar (later renamed Inderlok) on 4 October 2003, Inderlok – Rithala on 31 March 2004, and Shahdara – Dilshad Garden on 4 June 2008. The red line has interchange stations, at Kashmere Gate with the Yellow Line and Violet Line, at Inderlok with the Green Line & at Netaji Subhash Place & Welcome with the Pink Line. In the future the red line will have an interchange with the Blue Line at Mohan Nagar. Beginning 24 November 2013, a total of six-coach trains were eventually commissioned on the Red Line. On 8 March 2019, extension of the line from Dilshad Garden to Shaheed Sthal (New Bus Adda) was opened for public.
The Blue Line was the third line of the Metro to be opened and the first to connect areas outside Delhi. Mainly elevated and partly underground, it connects Dwarka Sub City in the west with the satellite city of Noida in the east, covering a distance of 56.61 kilometres. The first section of this line between Dwarka and Barakhamba Road was inaugurated on 31 December 2005,
The communication-based train control (CBTC) being used in Phase-III trains enables trains to run at a short headway of 90 seconds, although the actual headway between trains is kept much higher because of the relatively low demand on the new corridors. Keeping the short headway and other constraints in mind, DMRC changed its decision to build 9-car-long stations for new lines and instead opted for shorter stations which can accommodate 6-car trains.
Driverless operations on the 38-km long Magenta line began on 28 December 2021, making it the first driverless metro line of Delhi Metro and India’s first driverless metro. On 25 November 2021, the 59-km long Pink Line also began driverless train operations. With this, the total stretch of DMRC’s network under driverless operations now stands at close to 97 km, putting Delhi Metro at fourth position globally among such networks, marginally behind Kuala Lumpur.
Work on Phase III started in 2011, with 2016 being the planned deadline. More than 20 tunnel boring machines were used simultaneously to expedite the work; however, the actual work for the original was completed in March 2019 (except for a small stretch due to non-availability of land). Later, certain small extensions to the Delhi Metro were added as part of the Phase–III project, only one of which is still under-construction (Dwarka Sector 21 to ECC Centre). Phase III was expected to be completed by the end of 2020 but construction was delayed due to the COVID-19 pandemic. It was finally completed on 18 September 2021 with the opening of the Grey Line extension from Najafgarh to Dhansa Bus Stand.
Line 2 (Yellow Line)
The expected daily ridership of the whole network of all phases, after the completion of Phase-III, was estimated as 53.47 lakh passengers. Against this however, the actual ridership of DMRC was 27.79 lakh only (2019–20), i.e. 51.97 per cent of projected ridership. The actual ridership of the Phase III corridors was 4.38 lakh only as against the projected ridership of 20.89 lakh in 2019–20, which is a deficit of 79.02 per cent.
The Yellow Line was the second line of the Metro and was the first underground line to be opened on the Delhi Metro. It runs for 49 kilometres from north to south and connects Samaypur Badli with HUDA City Centre in Gurgaon. The northern and southern parts of the line are elevated, while the central section which passes through some of the most congested parts of Delhi is underground. The first underground section of Delhi Metro between Vishwa Vidyalaya and Kashmere Gate opened on 20 December 2004, and the subsequent sections of Kashmere Gate – Central Secretariat opened on 3 July 2005, and Vishwa Vidyalaya – Jahangirpuri on 4 February 2009. This line also possesses the country’s second deepest Metro station at Chawri Bazar, situated 25 metres below ground level.
Line 3 & 4 (Blue Line)
7 Pink Line 12 21.57 Majlis Park DeshmukhDurgabai 14-Mar-18 CampusSouth 6 8.53 DeshmukhDurgabai NagarLajpat 6-Aug-18 CampusSouth 15 17.86 LakeSanjayTrilokpuri Shiv Vihar 31-Oct-18 5 9.63 NagarLajpat PocketViharMayur I 31-Dec-18 0 1.65 PocketViharMayur I LakeSanjayTrilokpuri 6-Aug-21 8 LineMagenta 9 12.64 MandirKalkaji GardenBotanical 25-Dec-17 16 24.82 WestJanakpuri MandirKalkaji 29-May-18 9 Grey Line 3 4.3 Dwarka Najafgarh 4-Oct-19 1 0.89 Najafgarh BusDhansaStand 18-Sep-21 109 160.07[c]
Rapid Metro – RMGL
Line 5 (Green Line) Opened in 2010, Green Line (Line 5) is the fifth line of the Delhi Metro network and the first line on standard gauge, as opposed to previous broad gauge lines. It runs between Inderlok (a station on the Red Line) and Brigadier Hoshiyar Singh with a branch line connecting the line’s Ashok Park Main station with Kirti Nagar station on the Blue Line. The completely elevated line, built as part of the Phase-II of Delhi Metro runs mostly along the busy NH 10 route in West Delhi. The line consists of 24 stations including an interchange station covering a total length of 29.64 km. This line also has the country’s first standard-gauge maintenance depot at Mundka.
Line 9 (Grey Line) The Grey Line (also known as Line 9) is the shortest route in the system. It connects Dwarka to Dhansa Bus Stand in the western part of Delhi. It covers around 4.295 km and comprises four stations: Dhansa Bus Stand, Najafgarh, Nangli and Dwarka. The line has an interchange with Blue Line at Dwarka Station. The Najafgarh to Dwarka section was opened to the public on 4 October 2019. The extension to Dhansa Bus Stand was scheduled to open in December 2020, but construction got delayed due to the COVID-19 pandemic, and was subsequently inaugurated on 18 September 2021.
The 10.58 Km stretch connecting sector 55 and 56 built in third phase of the project consists of 11 stations with one interchange and is a world-class fully elevated rapid transit system owned
and subsequent sections opened between Dwarka – Dwarka Sector 9 on 1 April 2006, Barakhamba Road – Indraprastha on 11 November 2006, Indraprastha – Yamuna Bank on 10 May 2009, Yamuna Bank – Noida City Centre on 12 November 2009, and Dwarka Sector 9 – Dwarka Sector 21 on 30 October 2010. This line crosses the Yamuna River between Indraprastha and Yamuna Bank stations, and has India’s second extra dosed bridge across the Northern Railways mainlines near Pragati Maidan.
Line 7 (Pink Line) The Pink Line is the second new line of the third phase of the Delhi Metro. It was partially opened on 14 March 2018, with a further extension opening on 6 August 2018. On 31 October 2018, Trilokpuri Sanjay Lake to Shiv Vihar section was opened. On 31 December 2018, Lajpat Nagar to Mayur Vihar Pocket I section opened. The final section between Mayur Vihar Pocket I and Trilokpuri Sanjay Lake was opened on 6 August 2021 after being previously delayed due to land acquisition and rehabilitation issues.
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The Pink Line consists of 38 metro stations from Majlis Park to Shiv Vihar, both in North Delhi. With a length of 58.43 kilometres, it is the longest line in Delhi Metro, breaking the record set by the operational Blue Line (excluding branch line). It is mostly elevated and covers Delhi in an almost ‘U’ shaped pattern. The Pink Line is also known as the Ring Road Line, as the entire line passes alongside the busy Ring Road in Delhi, that witnesses massive traffic jams every day.
Line 8 (Magenta Line) The Magenta Line is the first new line of the Third Phase of the Delhi Metro that was partially opened on 25 December 2017 between Botanical Garden and Kalkaji Mandir. The entire length of the line was inaugurated on 28 May 2018. It consists of 25 metro stations from Janakpuri West to Botanical Garden. The Magenta Line provide direct connectivity to Terminal 1D of Indira Gandhi International Airport. The Hauz Khas station on this line and the current Yellow Line is the deepest Metro station at a depth of 29 metres, surpassing the record set by Chawri Bazaar station on the Yellow Line, at a depth of 25 metres. The Magenta line has interchanges with the Yellow Line at Hauz Khas, Blue Line at Janakpuri West and Botanical Garden, and Violet Line at Kalkaji Mandir of the Delhi Metro network. India’s first ever fully-automated driverless train service was started on Magenta line in December 2020.
Currently, the Faridabad corridor of Delhi Metro Violet Line is the longest metro corridor outside of Delhi, consisting of 11 stations and the total length of corridor being 17 km.
The Airport Express line runs for 22.7 km from New Delhi Railway Station to Dwarka Sector 21, linking the Indira Gandhi International Airport. The line was operated by Delhi Airport Metro Express Pvt. Limited (DAMEL), a subsidiary of Reliance Infrastructure, the concessionaire of the line till 30 June 2013 and is now being operated by DMRC. The line was constructed at a cost of Rs. 57 billion, of which Reliance Infrastructure invested Rs. 28.85 billion and will pay fees on a revenue-share model. The line has six stations (Dhaula Kuan and Delhi Aerocity became operational on 15 August 2011), with some featuring check-in facilities, parking, and eateries. Rolling stock consists of six-coach trains operating at intervals of ten minutes and having a maximum speed of 135 km/h (84 mph). Interchanges are available with Yellow Line at New Delhi, Blue Line at Dwarka Sector 21, Durgabai Deshmukh South Campus metro station of Pink Line at Dhaula Kuan & with the Indian Railways network at New Delhi. A proposed expansion into the ECC Centre in Dwarka Sector 25 is expected to be completed between 2020 and 2021.
Airport Express Line (Orange Line)
Line 6 (Violet Line) The Violet Line is the sixth line of the Metro to be opened, and the second standard-gauge corridor after the Green Line. The 47-kilometre-long line connects Raja Nahar Singh in Ballabgarh via Faridabad to Kashmere Gate in New Delhi, with 26 km being overhead and the rest underground. The first section between Central Secretariat and Sarita Vihar was inaugurated on 3 October 2010, just hours before the inaugural ceremony of the 2010 Commonwealth Games, and connects the Jawaharlal Nehru Stadium, which was the venue for the opening and closing ceremonies of the event. Completed in just 41 months, it includes a 100-metre-long bridge over the Indian Railways mainlines and a 167.5-metre-long cable-stayed bridge across an operational road flyover and connects several hospitals, tourist attractions, and a major industrial estate along its route. Services are provided at intervals of 5 min. An interchange with the Yellow Line is available at Central Secretariat through an integrated concourse. On 14 January 2011, the remaining portion from Sarita Vihar to Badarpur was opened for commercial service, adding three new stations to the network and marking the completion of the line.
by HMRTC and operated by DMRC.
The Phase IV of the network with a length of 103 km and 6 lines was finalized by the Government of Delhi in December 2018. Approval from Government of India was received for 3 priority corridors in March 2019. Construction work on these 3 priority corridors having a length of 65.1 km commenced on 30 December 2019, with an expected completion date of 2025. Therefore, at the end of Phase IV, the total length of the Delhi Metro will exceed 450 kilometres, which does not include other independently operated systems in the National Capital Region such as the 29.7 kilometres long Aqua Line of the Noida-Greater Noida Metro and the 11.7 kilometres of the Rapid Metro Gurgaon that connect to the Delhi Metro. This may make Delhi Metro the 5th longest metro system by route length after Chengdu Metro, Beijing Subway, Shanghai metro and Guangzhou Metro.
• HUDA City Centre to Moulsari Avenue - approved: The total length of the corridor shall be about 28.80 km, consisting 27 elevated stations with six interchange stations. This link would start at HUDA City Centre and move towards Sector 45, Cyber Park, district shopping centre, Sector 47, Subhash Chowk, Sector 48, Sector 72 A, Hero Honda Chowk, Udyog Vihar Phase 6, Sector 10, Sector 37, Basai village, Sector 9, Sector 7, Sector 4, Sector 5, Ashok Vihar, Sector 3, Bajghera Road, Palam Vihar Extension, Palam Vihar, Sector 23 A, Sector 22, Udyog Vihar Phase 4, Udyog Vihar Phase 5 and finally merge in existing Metro network of Rapid Metro Gurgaon at Moulsari Avenue station near Cyber City.
• Gurgaon – Faridabad metro - DPR ready: In May 2020, the Detailed Project Report (DPR) and survey for the 32 km long Gurgaon-Faridabad metro link from Vatika Chowk in Gururam to Bata Chowk in Faridabad was completed which will have 8 stations, of which the 28 km elevated stretch along the GurgaonFaridabad Road through eco-sensitive wildlife corridor will be
•elevated.Brigadier Hoshiyar Singh – Rohtak City: A Green Line extension. As of July 2017, proposed only and not yet approved.
Haryana and UP connectivity Haryana Projects • Narela to Sonipat - approved: An extension of Red Line. In June 2017, the Government of Haryana’s cabinet approved the investment of INR 968.20 crore, as its share on the 80:20 equity ratio with the union Government, for the 4.86 kilometres extension of Delhi Metro from the existing Rithala metro station to Sonipat via Bawana with three elevated stations at Sector 5 of Narela in Delhi, on Delhi border at Kundli Industrial Area and Nathupur Industrial Area in Sonipat, which are planned to be built as part of Phase IV.
Conclusion Delhi Metro has been instrumental in ushering in a new era in the sphere of mass urban transportation in India. The swanky and modern Metro system introduced comfortable, air conditioned and eco-friendly services for the first time in India and completely revolutionized the mass transportation scenario not only in the National Capital Region but the entire country. Having constructed a massive network of about 390.14 Km with 286 stations (including NOIDA-Greater NOIDA Corridor and Rapid Metro, Gurugram) in record time in Delhi, NCR, the DMRC today stands out as a shining example of how a mammoth technically complex infrastructure project can be completed before time and within budgeted cost by a Government agency.
the Delhi Metro network consists of about 390.14 Km with 286 stations. The network has now crossed the boundaries of Delhi to reach NOIDA and Ghaziabad in Uttar Pradesh, Gurgaon, Faridabad, Bahadurgarh and Ballabhgarh in Haryana. With the opening of the Majlis Park to Shiv Vihar and Janakpuri
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Proposed Phase V Former managing director of DMRC E. Sreedharan stated that by the time Phase IV is completed, the city will need Phase V to cope with rising population and transport needs. Planning work for Phase V has not started. However the following corridors, while not specifically tied or approved to any expansion phase have been suggested to be constructed in the near future: Yamuna Bank – Loni Border: 12 kilometres long, dropped from Phase IV expansion.
West - Botanical Garden Sections, new age trains equipped with the Unattended Train Operation (UTO) technology have been introduced. These trains operate with the Communication Based Train Control(CBTC) signalling technology which facilitate movement of trains in very short frequencies. This network also includes the NOIDA - Greater NOIDA Aqua Line. The Aqua Line has been constructed by DMRC on behalf of the NOIDA Metro Rail Corporation and is also being operated by DMRC currently.
• HUDA City Centre to Manesar City - approved: An extension of Yellow Line, included in the Gurgaon Masterplan 2031, approved by the Haryana govt will go up to Panchgaon Chowk in Manesar, where it will interchange with Delhi–Alwar Regional Rapid Transit System, Western Peripheral Expressway’s Multimodal Transit Centre and Jhajjar-Palwal rail line.
Expansion: Phase IV Delhi Metro was planned to be built in phases spread over approximately 20 years with each phase having a target of five years to be completed and the end of one phase marking the beginning of another. Phase I (65 km) and Phase II (125 km) were completed in 2006 and 2011, respectively. Phase-III, totaling 160.07 km, was mostly completed on 5 April 2019, except for a small section of the Pink Line between the Mayur Vihar Pocket 1 and Trilokpuri Sanjay Lake stations as well as the Grey Line extension from Najafgarh to Dhansa Bus Stand, which opened on 6 August 2021 and 18 September 2021, respectively.
The Delhi Metro Rail Corporation Limited (DMRC) was registered on 3rd May 1995 under the Companies Act, 1956 with equal equity participation of the Government of the National Capital Territory of Delhi (GNCTD) and the Central Government to implement the dream of construction and operation of a worldclass Mass Rapid Transport System (MRTS). The DMRC opened its first corridor between Shahdara and Tis Hazari on 25th December, 2002. Subsequently, the first phase of construction worth 65 kilometres of Metro lines was finished two years and nine months ahead of schedule in 2005. Since then the DMRC has also completed the construction of another 125 kilometres of Metro corridors under the second phase in only four and a half Presently,years.
• Dhansa Bus Stand – Jhajjar City: A Grey Line extension, proposed only and not yet approved.
With 12 lines, 286 stations and a total network length of 391 Kms, Delhi Metro is the longest and the busiest metro system of the country. Having been declared as the first green Metro Systems of the world by United Nations the Delhi Metro is also the nation’s pride being the eighth largest metro system of the world which saw a sprawling development in just a period of over two decades. The Delhi Metro Rail Corporation (DMRC)
With the fourth & fifth phase of the Metro being approved, the rapid transit system in NCR is set to be the third largest in the world. After the completion of fourth phase, the Delhi Metro will reportedly cover approximately 453.58 km, leaving behind London (402 km), Guangzhou, China (391.8 km), New York (380.2 km) and Moscow (381 km) to claim the third position in the world with Shanghai (644 km) and Beijing (599.44 km) already occupying the first and second spots, respectively.
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In addition, the 11.6 kilometre long Rapid Metro also connects with the Delhi Metro network at Sikanderpur station of Yellow Line. The Rapid Metro provides connectivity within the satellite city of Gurugram. The Airport Express link between the Indira Gandhi International Airport and New Delhi has now propelled Delhi to the league of global cities which have high speed rail connectivity between the city and the airport. The DMRC today has over 300 train sets of four, six and eight coaches. The Delhi Metro has also contributed tremendously on the environment front by becoming the first ever railway project in the world to claim carbon credits for regenerative braking. DMRC has also been certified by the United Nations (UN) as the first Metro Rail and Rail based system in the world to get carbon Credits for reducing Green House gas emissions as it has helped to reduce pollution levels in the city by 6.3 lakh tons every year thus helping in reducing global warming.
implementing agency of Delhi Metro today is a trustworthy and reliable name for Metro revolution in the country. DMRC today is also the major consulting agency and technical partners of most the metro systems being developed in the country. The corporation is also gaining popularity for its overseas services and facilitations in terms of technology transfer and world-class passenger transportation.
The Delhi Metro completed the first phase of construction two years and nine months ahead of schedule in 2005, without exceeding the budget — a feat previously considered impossible by a government agency. But the Delhi Metro, a joint venture between the Delhi government and the Centre, granted the Delhi Metro Rail Corporation (DMRC) enough autonomy to let the genius of E. Sreedharan shine through.
In a country, where infrastructure projects are often plagued by delays and cost overruns, the success story of the Delhi Metro has been a remarkable exception. Recently, the DMRC (Delhi Metro Rail Corporation) has been awarded with the ‘Outstanding Civil Engineering Achievement Award’ by the Japan Society of Civil Engineers, for its high-quality infrastructure development projects. Other recipients of this award include the Japanese Shinkansen (bullet train) operated by the national Japan Railways Group and the Singapore mass rapid transit (ranked among the world’s longest driverless MRT) operated by the Singapore Land Transport Authority.
It has also set up roof top solar power plants at many of its stations. All stations of the presently under construction corridors are being constructed as green buildings. In the present phase of Delhi Metro’s construction, the DMRC has completed 160 kilometres of Metro lines which has woven a web of Metro corridors along the city’s Ring Road besides connecting with many other localities in NOIDA, Ghaziabad, Bahadurgarh and Ballabhgarh. Apart from providing Delhites with a comfortable public transport option, the Delhi Metro is also contributing significantly towards controlling pollution as well as reducing vehicular congestion on the roads.
• Thatichetlapalem to Chinavalteru (RK Beach) (6.91 km)
• Kommadi to Bhogapuram Airport (25.3 km) and The Modern Tram Ways are
• Steel plant Jn. to Anakapalli (18.2 km)
• Old Post Office to Rusikonda Beach (15.40 km)
Metro is a planned rapid transit system for the city of Visakhapatnam, Andhra Pradesh. The system is proposed to reduce traffic congestion as well as providing a modern and efficient public transport system in the city which became the largest city and the main hub for economic activity of Andhra Pradesh after the state’s bifurcation. It will be the only Indian city which will have a combination of both metro and tram. Once constructed it will be the world’s largest metro prepared in a PPP model. Initially proposed for Metro Rail alignment for a length of 42.55 km in the city. Now, Government have planned to expand the Metro Rail system to cover more routes in the city as well as in the VMRDA (Visakhapatnam Metropolitan Regional Development Authority) area.
• Kommadi to Steel Plant Jn. on NH-16 (34.23 km)
OPENING NEW SPACES WITH A MODERN SOPHISTICATED TRANSPORT SYSTEM VISAKHAPATNAM METRO
Accordingly, a Detailed Project Report is under preparation for 79.9 km length of Light Metro Rail system and for 60.2 km length of modern Catenary Free Tram system.
• Rusikonda Beach to Bheemili Beach (16.4 km)
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• Gurudwara to Old Post Office (5.26 km)
Visakhapatnam (Vizag) Light Metro is an urban Light Rail Transit (LRT) system with 3 lines & 31 stations proposed to be built in Visakhapatnam (Vizag), Andhra Pradesh by the Andhra Pradesh Metro Rail Corporation (APMRC) earlier known as Amaravati Metro Rail Corporation (AMRC). Its 42.54 km Phase 1’s Detailed Project Report (DPR) with 3 elevated lines was originally prepared by the Delhi Metro Rail Corporation (DMRC) who was also assigned to execute the project in September 2015. In 2017, the project was put on hold due to its high cost and low ridership projections which were not in line with the Government of India’s new Metro Rail Policy. In addition, the AP government had given priority to Vijayawada’s metro. In December 2019, the AP government decided to appoint a new consultant to prepare the project’s new/revised Detailed Project Report for a 79.91 km Phase 1 for implementation under the public–private partnership (PPP) model with an estimated cost of Rs. 8,300 cr.
In March 2020, Urban Mass Transit Company Limited (UMTC) was announced by AMRC as the winner to prepare Vizag Metro’s new DPR.
Key CorridorFigures–I(Steel Plant to Kommadi)
Visakhapatnam
The proposed Light Metro Rail corridors are
• NAD Jn. to Pendurthi (10.2 km)
• Law college Jn. to Marikivalasa (8.21 km)
The entire stretch has important recreation points like Dolphins Nose, Ramakrishna beach, MatsyaDarshini Aquarium, INS Submarine Museum, Aircraft Museum, Visakha Museum, Tarakarama VUDA park, Lumbini park, Kailasagiri –Ropeway & Toy Train, Thinneti beach park, Thotlakonda Buddhist Shrine, GITAM University, Indira Gandhi Zoological park, Rushikonda beach, IT Hills, Erradibbalu, Bheemili beach - Speed boat riding and scuba diving. Each one of them is like a Diamond pendent that needs a seem less connectivity to rope in. The modern catenary free Tram system being planned to connect all the above places would look like a precious Diamond necklace in the Heart of the City.
All stations would be equipped with escalators and lifts for passenger movement. Passenger safety would be ensured by CCTV Cameras, X-ray machine for baggage scanning, human scanners, fire safety system, station signage, public display and announcement system. The stations would be provided with all amenities to make it commuter-friendly.
• Modern & Sophisticated Stations : The stations shall be developed having state of the art designs with pleasant exterior and interiors. All stations would have good connectivity to neighbourhood areas. The stations would be built to standard codes and conforming to NFPA 130 norms for fire safety.
• Tourist destination : The Government has planned to give a much needed fillip and boost to the tourism sector in and around the Visakhapatnam city, which is the second biggest tourism revenue earner in the State only next to TirumalaTirupati. In the 32 km long beach line spreading from Vizag old post office to Bheemili has many beach resorts, amusement parks, historical tourist places, one of the Asia’s largest Zoo etc..
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• Metro stations as commercial centres : Eight stations viz. Kommadi, Madhurawada, Railway station, Dwaraka Bus station, Gajuwaka, Saraswati circle, R.K Beach (Chinnawaltair), Steel plant Jn. station have been initially identified for developing in the Station premises so that the commuters as well as the city public of all ages could visit and do one-stop shopping. Entertainment zones, Multiplex, Mini Auditoriums, Daycare centres are the few in the list of futuristic plans.
Name of Stations : Gurudwara, Dwaraka Nagar, RTC Complex, Daba Gardens, Saraswati Circle, Purna Market, Old Post Office Corridor – III (Thadichetlapalem to R. K. Beach)
• Green Metro Concept : The environmental friendly metro rail services of ‘Visakhapatnam Metro’, is being designed and developed to make it also the most Eco-friendly that would ensure the carbon print levels almost to ‘Zero’. It is planned greenery alongside the track all through to make it more pleasant. Harvesting day natural lighting by installing Solar PV panels at station roof tops, depots boundary walls, service building’s roof tops, parking shelters, on viaduct etc. so as to make self-sustainability for electric general services. The Solar energy from ‘Metro Grid’, if surplus, could be spared to other organisations also. The stations would be designed to meet Platinum rating criteria as per Indian Green Building Council norms. Several Energy Conservation measures such as use of Regenerative braking in the trains to produce traction energy which would result in lower emission of Green House of Gases (GHG), using Variable Voltage Variable Frequency (VVVF) drive for escalators and elevators, LED lights in station premises, use of Energy efficient equipment for Environment Control System etc.
tourist destinations in the country, the Government planned to give a much needed fillip and boost to the tourism sector in and
• Advanced Digital Technology : The latest digital services has been planned to be adopted in providing services to the Metro Commuters. Automatic Ticket Vending (ATV) machines, LED Glow Signage boards, One Start-to-End smart travel cards for hassle free and seamless travel, Metro App. for any information on Metro are a few to mention. However, infusing technological updates has no end and is a continuous process.
Name of Stations : Steel Plant, Vadlapudi, Srinagar, Chinna Gantada, Gajuwaka, Autonagar, BHEL / BHPV Station, Sheela Nagar, Airport, Kakani Nagar, NAD Junction, Madhavadhara / Geological Survey of India, Murali Nagar, Govt. Polytechnic College, Kancharapalem, Tadichetlapalem, Akkayyapalem, Gurudwara, Maddilapalem, MVP Colony / Isukathota, Venkojipalem, Hanumanthawaka, Adarsh Nagar, Indira Priyadarshini Zoological Park, Yendada, Cricket Stadium, Shilparamam, Madhurawada, Kommadi Corridor - II (Gurudwara to Old Post Office)
Name of Stations : Thatichetlapalem Station, New Railway Colony, Visakhapatnam Railway, Allipuram Junction, RTC Complex, Sampath Vinayak Temple, Siripuram / VUDA Station, Andhra University, Chinna Waltair / R. K. Beach Station Corridor – IV (Kommadi to Bhogapuram)
Name of Stations : Kommadi Junction, Marikavalasa, Paradesipalem, Boyapalem, Gambhiram, Vemulavalasa, Peddipalem, R Tallavalasa, Thagarapuvalasa, Maharajpet, Polipalle, Saravilli, Bhogapuram International Airport Station Project : Special Features
• Last Mile Connectivity : Multimodal Integration of all modes of transport at Metro stations is key to the success of Metro services with expected Ridership. It is therefore meticulously planned to make available Feeder services at all times. At important stations Get-Set-Ride E-cycles. E-Rickshaws, Tied up Metro Cab/Auto Rickshaw services with minimum fixed fare for the Commuters are planned with the purpose that no loss of time and money that is gained from Metro travel. Parking zones will be adequately provided for the feeder services at all important stations.
The Project DPR is Under Preparation and is planned to be taken up in the year 2023.
Tram CorridorStations1(NAD to Pendurthi)
• Steel Plant Jn. to Anakapalle 18.20 km (18 Stations)
• NAD jn. to Pendurthi 10.20 km (12 Stations)
Name of Stations : NAD Jn. Terminal, Baaji Junction, Gopalapatnam, Gopalapatnam Petrol Bunk, Krishna Nagar, Naidu Thota, Vepagunta, Purushottapuram, Sujatha Nagar, Chinna Mushidiwada, Pendurthi College, Pendurthi Terminal Station Corridor 2 (Steel Plant to Anakapalle)
Name of Stations : Steel Plant Terminal Station, Shivaji Nagar, Ispath Nagar, Anganampudi, Kothuru, Vedullanarava, Sriram Nagar Colony, Lankelapallem, Salapuvanipalem, Akkireddipalem Thadi, Kondakopaka, Koppaka, Golagam, Shankaram, Anakapalle Railway Stn. Road, Anakapalle Post Ofc., Anakapalle Bus Station Terminal Corridor 3 (OHPO to Rushikonda)
around the Visakhapatnam city, which is the second biggest tourism revenue earner in the State only next to TirumalaTirupati. In the 32 km long beach line spreading from Vizag old post office to Bheemili has many beach resorts, amusement parks, historical tourist places, one of the Asia’s largest Zoo etc.
Name of Stations : Old Post Office Terminal (OHPO), Harbour Tram, Coastal Battery Junction, RK Beach, Aircraft / Submarine Museum, Hotel Park, VUDA Park, Lawson’s Bay, Lumbini Park MVP Colony, Tenneti Park, Jodugullapalem, Vizag Zoo Park Outgate, Sagar Nagar, Iskon Temple, Radission Blue, GVP College, GITAM College, Rushikonda
• Old Post Office to Rushikonda Beach 15.40 km (18 Stations)
• Rushikonda to Bheemili Beach 16.40 km (15 Stations)
Corridor 4 (Rushikonda to Bheemili)
The entire stretch has important recreation points like Dolphins Nose, Ramakrishna beach, MatsyaDarshini Aquarium, INS Submarine Museum, Aircraft Museum, Visakha Museum, Tarakarama VUDA park, Lumbini park, Kailasagiri – Ropeway & Toy Train, Tenneti beach park, Thotlakonda Buddhist Shrine, GITAM University, Indira Gandhi Zoological park, Rushikonda beach, IT Hills, Erradibbalu, Bheemili beach - Speed boat riding and scuba diving. Each one of them is like a Diamond pendent that needs a seem less connectivity to rope in. The modern catenary free Tram system being planned to connect all the above places would look like a precious Diamond necklace in the Heart of the City. Further, the city outskirts are growing at enormous speed in the era of fast urbanisation. To these fast-growing Suburban corridors towards Pendurthi and Anakapalle have also been considered for providing modern tram services to ensure quick mobility and mass transportation. The Govt. of Andhra Pradesh have therefore proposed to establish on road the most modern catenary free tram services in the VMRDA area for a length of 60.20 Km that spreads over the following 4 corridors:
Name of Stations : Rushikonda, IT SEZ Hills, Ramanaidu Studios, Thimmapuram, AGV Bay House Thimmapuram, Thotla Konda, Mangamari Peta, Uppada Kothooru, INS Kalinga, Erra Matti Dibbalu, Nerellavalasa, Coastal Corridor Jn, Bheemili City, Bheemili Beach Station. A metro rail project also has been planned by GVMC to arrest chaotic traffic condition on the streets. After the proposal was submitted by the GVMC in February 2014, the Urban Transport Department gave in-principle approval for going ahead with feasibility studies and DPR. On 25 June Greater Visakhapatnam Municipal Corporation (GVMC) has called for global tenders for a Detail Project Report to be prepared for a 25 km stretch based on traffic density. The government came with a new thought of having a big metro project with length of 80 km from Vizag Steel Plant to Bhogapuram, where a new international airport is going to be developed by GMR group. Other lines are Thatichetlapalem to RK Beach, Gurudwar to Old Head Post Office and NPV Law College to Marikavalasa. • •
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BENEFITS OF USING PREMIUM FILMS FOR WRAPPING THE RAIL CARS
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There has been a major shift in the rail market with OEMs and Maintenance companies making the move from paint to wrapping their passenger rail cars. Whether it is providing a better aesthetic finish to the Rail cars or representing their Brand identity, films offer a great degree of flexibility and options to the Rail OEM’s and Operating companies across the RapidGlobe. expansion of the Metro network across many cities in India offer a perfect opportunity for films as their speed of implementation can help the OEM’s to speed up their production capacities. (Over 1000+ kms of metro route planned and over 20+ new cities in pipeline in India. Ref: article33599514.ece)on-over-1000-km-metro-network-in-27-cities-pmmodi/https://www.thehindu.com/news/national/work-underway-
3M offers some unique solutions for the Rail cars as below through our premium films offering. To help you find the right solution that meets your company’s needs, please contact the author.
Paint Replacement / Branding Solutions Waistline Stripes and Label Solutions Advertising Solutions Graffiti Resistant and Easy to Clean Solution
1. Durability and performance
The next concern is how easy is it to apply compared to paint and what happens if the rail car gets damaged?
The answer is yes. 3M will work with you to provide our best solution for any substrate. Whether you are refurbishing an existing painted rail car or building a new coach, we have graphic films that will meet your requirements. 3M graphic film solutions are backed by our 3M™ MCS™ Warranty. The 3M™ MCS™ Warranty typically ranges on average 5 to 8 years depending on the geographical region with expected performance of up to 10 years for our premium film solutions. 3M conducts the testing to back up our comprehensive warranty to have you covered anywhere around the world. This is extremely important especially for the manufacturers that build or refurbish a rail car in one country, and it is operated in another. Your warranty coverage will follow your rail cars wherever you take them. To protect your brand image, 3M offers many graphic protection solutions that provide your graphics with the long-lasting durability it requires. These protective films offer exceptional performance for UV protection to help prevent colors from fading and makes your rail car easier to clean. Additionally, these solutions offer anti-graffiti performance to make it easier to restore your rail car in case of a vandalism attack and are even tested for high speed rail cars as well. When it comes to maintaining your exterior rail car appearance, 3M graphic solutions help keep your rail cars cleaner for a longer compared to typical paint. Some of our customers have noted that their 3M graphics solutions have extended their washing cycles from every 7 days to every 14 days. This means less water and detergent use and less need for sending your cars to the washing street.
The first concern that most people ask is how durable is a film solution compared to paint? Will this product hold up to my washing cycles and maintain my brand image until the next periodic overhaul?
3M graphics solutions can be easily implemented into your current workstream without the need for an investment in a paint booth or special equipment. The application of graphic films can be done directly on the manufacturing line or at the maintenance facility. The way the graphic installation process works is to partner with 3M and one of our 3M Authorized Rail Partners which will help specify the best 3M graphic solution for your needs. These Authorized Rail Partners will work with you on a design and walk you through step by step to bring your concept to reality. They also have the printing, lamination, and installation capabilities to manufacture the graphics and have them installed on your rail car. The Authorized Rail Partners use 3M trained installers to complete your train wrap in a highly efficient manner.
By using film instead of paint, it allows you to streamline your manufacturing or maintenance process helping you get the rail cars up and running sooner.
In addition to the expertise of our rail partners, we have an Installation Package that is provided by the operator to make sure the installation is done to the highest level of quality. This installation package includes, a pre-installation inspection, an installation standard operating procedure, quality guidelines, post installation completion certificate and a maintenance bulletin for post installation guidance.
Maintenance and Repair – Film once applied on the rail surfaces can be removed with use of heat or chemicals depending on type of adhesives. This could save the process of paint-on-paint layering. Film once removed, the substrate can be cleaned, and new film can be applied to give new look. Hence repairs and maintenance costs can be brought down, and refurbishment can be done for external and internal areas with great results.
2. Ease of implementation
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Being that the rail industry is highly regulated, 3M works hard to provide materials to help you comply with the industry norms for your region. We make sure our products have been tested to many normative standards in the industry. Whether you need fire, smoke, and toxicity testing related to standards like EN 45545-2 and NFPA 130 or VOC emission testing, we have you Incovered.addition to the industry norms, we can help support your specification process by conducting testing related to material Weperformance.alsoknow that like us, you have goals related to sustainability. Don’t fret, we have you covered. We offer solutions that are nonPVC and low VOC emitting that can help you along the way.
4. Design capabilities Brand image is extremely important to passenger experience. The trend in passenger experience is creating a rail car that the customer enjoys using. 3M graphic films can improve your passenger experience through eye catching designs that incorporate your city’s branding and other social messaging that you want to share with your customer. Whether it is your tried and true colors that your customer knows or a completely new design that helps capture the culture of the city or region, 3M graphic films can help you create this vision. 3M Authorized Rail Partners use the best 3M film solutions with long-lasting digital inks to create your unique look and feel. 3M also offers color matching to meet your brand standards to ensure consistency throughout your fleet. In addition to our colored films we offer reflective solutions for safety applications and different gloss levels for a more modern feel. 3M and our partners will help you
We are going to discuss below factors that should be considered for why there is a benefit to wrapping your rail cars with premium films instead of painting them.
3. Rail industry regulations/standards
ARTICLEgroup Freedom in mind, Faith in our heart, Memories in our souls. Let's salute the Nation together on Independence Day! • • •
Authored Co-Authoredby by Sumit R Joshi Technical Specialist 3M Asia Region Soumyajit Basu Advanced Engineer, Technical, 3M India & 3M Technical Rail
5. Cost When considering whether to wrap a railcar versus painting them, cost is always a factor to think about. Do you have paint booth capabilities? Does the paint booth need to be recertified? How much time and labor are associated with this process? These are great questions to help you understand if it makes sense to wrap your rail cars. 3M can help you with this process. Through our ability to process map your current capabilities and evaluate them against a 3M film solution, you will be able to determine if wrapping makes sense for your project. The typical cost factors you should think about in considering wrapping a rail car are the material cost, preparation cost, design, and installation. Working with a 3M Authorized Rail Partner can walk you through this process to provide you an accurate price for these steps. In some cases, the film materials cost may be higher, but these costs can be offset by the labor savings associated with this process. Each program is different, so 3M is here to help you better understand what this process will look like specifically for you. For more information about 3M film solutions for rail, visit the 3M Rail Solutions website.: applications/rails/https://www.3mindia.in/3M/en_IN/graphics-signage-in/https://engage.3m.com/rail
take your design above and beyond the capabilities of paint and ensuring your customers experience is one to remember.
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Indeed, self-reliance was a key reason for a newlyindependent India to lay emphasis on a public sector that, over time, was present in virtually every sector- from aviation to zinc. During the 1980s, the emergence and development of India’s private sector were powered by buzz phrases such as ‘Importsubstitution’ and ‘Be Indian, Buy Indian’.
Introduction The government’s vision for an ‘AatmaNirbhar Bharat’ (selfreliant India) is laudable. This is not a new idea, though.
For decades, governments and entrepreneurs have mistrusted each other. High levels of mistrust have also existed between private sector management and the labour force. In the context of India’s cooperative federal structure, as regional political parties have emerged and been elected to power, the chasm of mistrust between state and central governments too has generally widened. That is why sectors such as agriculture
ARTICLE MAKE IN INDIA: MAKE FOR THE WORLD MOVING A STEP CLOSER TO SELFRELIANCE AND AATMANIRBHARTA
Especially in the past three decades, as India has opened up its economy in a calibrated manner, its large domestic market attracted investments across sectors. While market size is undoubtedly an important criterion, other aspects that make it easy to do business are just as critical. As a nation, India competes with other countries. In an increasingly globalized world, when investors (foreign or domestic) commit risk capital to India, they are making a conscious choice. Other countries (e.g. Vietnam, Malaysia, Bangladesh etc.) may not have large domestic markets themselves but are attractive as hubs for manufacturing products that are then exported around the world, giving a boost to the local economy. Through sector-specific ‘liberalization’ and ‘reforms’, Indian governments have, since 1991, been taking steps to attract investments into the country. Modifying the legal framework governing such investments and operations is a key enabling action. The results are visible, as India has become self-reliant in many areas. Today, the nation exports many products and services to countries around the world- including the world’s most developed nations. But there are still many gaps that need to be plugged. Electronics are embedded in almost every industry, but India as a nation is a long way off from being self-reliant in this strategic field. Vital ingredients for the pharmaceuticals sector too are imported, as are telecom and defence equipment that is vital to our nation’s security.
• Changes to labour codes relating to Industrial Relations, Social Security, and Occupational Safety, Health and Working Conditions. It is expected that these changes will give companies with less than 300 workers greater flexibility in retrenchment without obtaining prior government approval. The changes also restrict workers’ rights to strike work without giving 60 days’ notice.
• Allowing companies to raise equity capital outside India by listing their shares in specified foreign jurisdictions (without requiring listing in India as well).
• Introduction of the Production Linked Incentive (PLI) scheme to attract manufacturers of mobile phones, electronic components and micro electromechanical systems to make in •India.Changes to the Companies Act (e.g. decriminalization of offences other than fraud or where the larger public interest is involved, removing imprisonment as punishment for minor offences, etc.)
As the policy-makers formulate new policies and enact new laws, they would do well to be guided by the line ‘Where the clear stream of reason has not lost its way into the dreary desert sand of dead habit’ from Gurudev Rabindranath Tagore’s famous poem ‘Where the mind is without fear’. While modifying laws and framing new ones, the objective should be to enable and not just control. Here are some additional areas that the government must urgently turn its attention to:
This kind of mindset will inevitably create competition amongst states to attract investment- and thus infrastructure, jobs and overall development. Such competition will force politicians, private enterprise owners, citizens and all other stakeholders to work towards a common purpose. We have started seeing this play out in bits and pieces in some parts of the country, but much more needs to be done by state governments, given that the onus for formulation and implementation of many policies that are critical to creating a welcoming investment climate lies with them. Here are 10 examples that clearly signal the government’s intent to make it easier for companies to do business in India and thus contribute to an ‘Atmanirbhar Bharat’:
• Allowing farmers to sell agricultural produce outside the Agricultural Produce Market Committee (APMC) mandis, thereby reducing the role of middlemen and giving farmers the option to sell their produce at more remunerative prices.
• Changes to the Insolvency and Bankruptcy Code.
(iii) Come out with a Direct Tax Code that reduces the need for frequent and large-scale changes and thus provides a higher degree of stability and predictability to companies and (iv)individuals.Rationalize the GST regime by reducing the number of rates and further simplifying the compliance process.
• Changes to the Food Safety and Standards Authority of India (FSSAI) regulations to make people more aware of the health risks of packaged foods and banning of e-cigarettes to ensure that our citizens can make better-informed choices around their health.
As our environment evolves, it is only natural that laws too will need to evolve in tandem to ensure that they remain relevant and effective.
• Reducing ownership of firearms by decreasing the number of firearms allowed and the validity of the license.
• Simplifying the Environment Impact Assessment (EIA) process for certain projects.
(i) Enact specific data protection laws that are appropriate to India in light of the growing wave of digitalization around us. Making tweaks is not enough; a comprehensive legal framework is needed.
(ii) Eliminate the need for multiple regulatory filings by allowing companies to upload data to one location from where regulators can access what they need. This can go a long way in easing the compliance burden. A study by Teamlease has found that Indian businesses operate under the burden of more than 65,000 compliances, including 2,500 regulatory updates and 3000 filings in a year.
(v) The New Education Policy to encourage “critical thinking” in students and enable the creation of world-class institutions
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and education, which are both fundamental building blocks of any economy, continue to be shackled by many regulatory restrictions. India’s labour law regime too continues to be viewed as lacking the level of flexibility that exists in many other Thatcountries.India has the potential to grow rapidly is well-known. But to realize this potential, the nation needs to quickly bridge the widespread trust deficit and ensure that all stakeholders are aligned towards the overall purpose of country’s overall development. Given India’s large population, levels of illiteracy, weak healthcare infrastructure, wide income disparity and lack of a social security net, there is no silver bullet. That is why, what is needed is a holistic approach that enables balanced, allround development of every component of India’s economyagriculture, manufacturing and services.
Many of country’s laws had been formulated several decades ago when every aspect of society was very different. The intervening period has seen myriad changes driven by technology, greater awareness of the environment and the imperatives to protect it, progress in the field of medicine and health care, etc. Perhaps the most significant change has been ushered in by the Covid-19 pandemic, which has fundamentally changed the way millions of people live and work.
• Allowing private sector participation in the space sector, including launching satellites, setting up control centers outside India, develop new systems and offer ‘Spacecom’ services around remote sensing, navigation, space exploration etc.
of higher education in India is an excellent step. In order to accelerate this transformation, I believe the government must enable reputed foreign universities to set up campuses in India. Perhaps this can start with online access to classes- a phenomenon the pandemic has already forced on educational institutions. In addition to creating domestic R&D capabilities in areas such as robotics, AI, healthcare, etc., such a move can also help India conserve valuable foreign exchange in the form of the money spent by Indian students studying abroadresources that can be deployed elsewhere. Of course, building political consensus around such policies will not be easy. But the emerging context can be said to have created a conducive environment to push forward with bold structural reforms that will help transform India holistically, and not just facilitate lop-sided development.
The focus of Make in India programme is on 25 sectors. These include: automobiles, automobile components, aviation, biotechnology, chemicals, construction, defence manufacturing electrical machinery, electronic systems, food processing, IT & BPM, leather, media and entertainment, mining, oil and gas, pharmaceuticals, ports and shipping, railways, renewable energy, roads and highways, space, textile and garments, thermal power, tourism and hospitality and wellness. The initiative targeted 25 economic sectors for job creation and skill enhancement, and aimed to transform India into a global design and manufacturing export hub.
The initiative was formally introduced on September 25, 2014 by PM Modi at Vigyan Bhawan, New Delhi, in the presence of business giants from India.
The programme also aims at improving India’s rank on the Ease of Doing Business index by eliminating the unnecessary laws and regulations, making bureaucratic processes easier, making the government more transparent, responsive and accountable.
The Aatmnirbhar Bharat campaign which on one hand, focuses more towards attaining greater self-reliance for the nation through various initiatives. The ‘Make in India’ initiative is somewhat a broader concept where government is inviting producers across the globe to come and invest in the country. Through the Make in India initiative the government wishes to showcase the immense opportunities lying with the Indian Sub-continent to the outer world in terms of an ideal location for production of varied goods required for global fraternity.
The Need & Objectives
There are multiple reasons why the government has chosen to focus on manufacturing, an attempt to Make in India aiming global consumers (Make for the World) . The key ones are discussed below:
Make in India, Make for the World & Aatmnirbhar Bharat Athough, Make in India and Aatmnirbhar Bharat both campaigns initiated by the government aim towards strengthening the economy and help nation attain self reliance (aatmnirbharta) and become a major export hub using the manufacturing capabilities of the country through its vast workforce, both skilled and in enormous numbers for the outer world, there is categorical difference between the two.
The Make in India campaign further, is a major national programme of the Government of India designed to facilitate investment, foster innovation, enhance skill development, protect intellectual property and build best in class manufacturing infrastructure in the country. The primary objective of this initiative is to attract investments from across the globe and strengthen India’s manufacturing sector. It is being led by the Department for Promotion of Industry and Internal Trade (DPIIT), Ministry of Commerce and Industry, Government of India. The Make in India programme is very important for the economic growth of India as it aims at utilising the existing Indian talent base, creating additional employment opportunities and empowering secondary and tertiary sector.
Prime Minister, Mr Narendra Modi in his maiden Independence Day speech from the ramparts of the Red Fort on August 15, 2014 introduced the Make in India programme for the first time. He urged people across the globe to come and manufacture in India with a liberty to sell the finished goods in any part of the world. He asked the global fraternity to use the skill, talent, discipline and desire of the Indians to do something while giving the world an opportunity to come and make in India.
(ii) Another reason to launch the campaign is the poor condition of manufacturing in India. The share of manufacturing in the overall Indian economy is only about 15%. This is way lower than our neighbours in East Asia. There is an overall trade deficit when it comes to goods. The trade surplus in services hardly covers one-fifth of India’s trade deficit in goods. The services sector alone cannot hope to answer this trade deficit. Manufacturing will have to chip in. The government is hoping to encourage businesses, both Indian and foreign to invest in manufacturing in India, which will help this sector and also generate employment in both skilled and unskilled levels.
(i) For the past two decades, India’s growth story seems to have been led by the services sector. This approach paid off in the short-run, and India’s IT and BPO sector saw a huge leap, and India was often dubbed the ‘back office of the world’. However, even though the share of the services sector in the Indian economy rose to 57% in 2013, it contributed to only 28% in the share of employment. So, the manufacturing sector needed to be augmented to boost employment. This is because the services sector currently has low absorption potential considering the demographic dividend in the country.
(iii) To focus on manufacturing is that no other sector seems ARTICLE
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• The government has taken steps to improve India’s ‘Ease of Doing Business’ rank. India climbed 23 points in the Ease of Doing Business index to 77th place in 2019, becoming the highest-ranked in South Asia in this index.
2. Amritsar-Kolkata Industrial Corridor (AKIC)
5. Vizag-Chennai Industrial Corridor (VCIC)
Various Schemes Several schemes have been launched to support the Make in India programme. These schemes are discussed below: ARTICLE
• There is an Investor Facilitation Cell that assists investors from the time of their arrival in India to their departure from the country. This was created in 2014 for giving services to investors in all phases such as the pre-investment phase, execution, and also after delivery services.
The ‘Make in India’ campaign has three stated objectives:
• Other reforms include licensing process, time-bound clearances for applications of foreign investors, automation of processes for registration with the Employees State Insurance Corporation and the Employees Provident Fund Organization, adoption of best practices by states in granting clearances, decreasing the number of documents for exports, and ensuring compliance through peer evaluation, self-certification, etc.
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(i) Creating required skill sets among the urban poor and the rural migrants to foster inclusive growth. (ii) A rise in the domestic value addition and technological depth in the manufacturing sector. (iii) Having an environmentally-sustainable growth. (iv) Augmenting the global competitiveness of the Indian manufacturing sector.
Other targets aimed by the Make in India mission are:
• To create 100 million additional manufacturing jobs in the economy by 2022; • To ensure that the manufacturing sector’s contribution to GDP is increased to 25% by 2022 (later revised to 2025). After the launch, India gave investment commitments worth Rs. 16.40 lakh crore (US$220 billion) and investment inquiries worth of Rs. 1.5 lakh crore (US$20 billion) between September 2014 to February 2016. As a result, India emerged as the top destination globally in 2015 for foreign direct investment (FDI), surpassing the United States and China, with US$60.1 billion FDI.
Various Initiatives
• The maximum limit in FDI in the defense sector under the automatic route has been raised from 49% to 74%. This increase in FDI was announced by Finance Minister Nirmala Sitaraman on May 16, 2020.
• To increase the manufacturing sector’s growth rate to 12-14% per annum;
• The Shram Suvidha Portal, eBiz portal, etc. have been launched. The eBiz portal offers single-window access to eleven government services connected with starting a business in India.
• In construction and specified rail infrastructure projects, 100% FDI under the automatic route has been permitted.
The World Bank’s 2019 Ease of Doing Business report acknowledges India’s jump of 23 positions against its rank of 100 in 2017 to be placed now at 63rd rank among 190 countries. By the end of 2017, India had risen 42 places on Ease of doing business index, 32 places World Economic Forum’s Global Competitiveness Index, and 19 notches in the Logistics Performance Index, thanks to recent governmental initiatives, which include converges, synergies and enables other important Government of India schemes, such as Bharatmala, Sagarmala, Dedicated Freight Corridors, Industrial corridors, UDAN-RCS, Bharat Broadband Network, Digital India.
As per the current policy, 100% Foreign Direct Investment (FDI) is permitted in all 100 sectors, except for Space industry (74%), defence industry (49%) and Media of India (26%). Japan and India had also announced a US$12 billion ‘Japan-India Make-inIndia Special Finance Facility” fund to push investment. In line with the ‘Make in India, individual states too launched their own local initiatives, such as ‘Make in Odisha’, ‘Tamil Nadu Global Investors Meet’, ‘Vibrant Gujarat’, ‘Happening Haryana’, and ‘Magnetic Maharashtra’. India received US$60 billion FDI in FY 2016–17.
• For the first time, the sectors of railways, insurance, defense, and medical devices have been opened up for more Foreign Direct Investment (FDI).
to have such a huge multiplier effect on economic growth in a country, according to various studies. The manufacturing sector has larger backward linkages and hence, growth in demand in manufacturing spurs growth in other sectors as well. This generates more jobs, investments, and innovation, and generally leads to a higher standard of living in an economy.
• Other permits and licenses required to start a business have also been relaxed. Reforms are being undertaken in areas like property registration, payment of taxes, getting power connection, enforcing contracts, and resolving insolvency.
• The government hopes to improve physical infrastructure chiefly through the PPP mode of investment. Ports and airports have seen increased investment. Dedicated freight corridors are also being developed.
The government has launched plans to create 5 industrial corridors. They are underway. These corridors are spread across the length and breadth of India, with a strategic focus on inclusive development which will augment industrialization and urbanization in a planned manner. The corridors are:
1. Delhi-Mumbai Industrial Corridor (DMIC)
3. Bengaluru-Mumbai Economic Corridor (BMEC) 4. Chennai-Bengaluru Industrial Corridor (CBIC)
• Digitization in the country has gained momentum. Taxation, company incorporation, and many other processes have been made online easing the overall process and improving efficiency. This has upped India’s rank in the EoDB index.
• BharatNet – this is a telecom infrastructure provider set up by the GOI to enhance digital networks in the rural areas of the country. This is perhaps the world’s largest rural broadband •project.India is ranked four in the world in terms of its capacity to harness power from winds and ranked number 6 in the world in harnessing solar power. Overall, India is ranked fifth in the world in installed renewable energy capacity.
• AMRUT : AMRUT is the Atal Mission for Rejuvenation and Urban Transformation. It aims to build basic public amenities and make 500 cities in India more livable and inclusive.
• Due to schemes of financial inclusion such as the PMJDY, as of May 2019, 356 million new bank accounts were opened.
There have been several milestones attributed to the Make in India scheme. Some of the prominent ones are listed below:
• The introduction of the Goods and Services Tax (GST) has eased the tax procedural system for businesses. The GST has been a fillip to the Make in India campaign.
• International Solar Alliance (ISA) : The ISA is an alliance of 121 countries, most of them being sunshine countries, which lie either completely or partly between the Tropic of Cancer and the Tropic of Capricorn. This is India’s initiative aimed at promoting research and development in solar technologies and formulating policies in that regard.
• Digital India : This aims to transform India into a knowledgebased and digitally empowered economy. To know more about Digital India, click on the linked page.
• The new insolvency code namely, the Insolvency and Bankruptcy Code 2016 integrated all laws and rules relating to insolvency into a single legislation. This has taken the bankruptcy code of India on par with global standards.
• FDI liberalization has helped India’s EoDB index to be favourable. Larger FDI inflows will create jobs, income, and •investments.Infrastructure and connectivity have received major push through schemes like Bharatmala and Sagarmala, as well as various railway infrastructure development schemes.
The Make in India campaign has had several positive developments for the country. Below are some more benefits that have been derived from this mission. (i) Generating employment opportunities.
Click the linked article to know more about Pradhan Mantri Jan Dhan Yojana (PMJDY).
• Swachh Bharat Abhiyan : This is a mission aimed at making India more cleaner and promoting basic sanitation and hygiene. For more information on Swachh Bharat Mission, click on the linked article.
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• Startup India : The main idea behind this programme is to build an ecosystem that fosters the growth of startups, driving sustainable economic growth, and creating large-scale employment.
• Skill India : This mission aims to skill 10 million in India annually in various sectors. Make in India to turn into a reality, there is a need to upskill the large human resource available. This is important because the percentage of formally skilled workforce in India is only 2% of the population.
• Pradhan Mantri Jan Dhan Yojana (PMJDY) : The mission envisages financial inclusion to ensure access to financial services, namely banking savings & deposit accounts, remittances, credit, insurance, pension in an affordable manner.
• Smart Cities : This mission aims to transform and rejuvenate Indian cities. The goal is to create 100 smart cities in India through several sub-initiatives.
• AGNII : AGNII or Accelerating Growth of New India’s Innovation has been launched to push the innovation ecosystem in the country by connecting people and assisting in commercializing innovations. Progress, Advantages & Accomplishments
• Sagarmala : This scheme aims at developing ports and promoting port-led development in the country. Read more on the Sagarmala Project in the linked article.
The adapted self-reliance or Aatmarnibharta that emerged was ready to associate with and challenge the globalised world, as opposed to past decades where there had been a wish to disassociate, such as during the pre-independence Swadeshi movement and the matter of post-independence foreign aid. However, even Swadeshi has been adapted with slogans such as ‘vocal for local’ while at the same time global interconnectedness is being promoted. The government aims to reconcile this. The Economist Intelligence Unit explains, ‘Govt’s policy aims to reduce domestic market access to imports, but at the same time open the economy and export to the rest of the Theworld’.Prime Minister used the phrase ‘self-reliance’ in June 2014 in relation to defence manufacturing for self-reliance in national security. He reiterated this over the years, including in 2018 and the need for India to make its own weapons. In August 2014 he connected self-reliance to Digital India and in September 2014 to make the poor self-reliant. For India, self-reliance plays out as being a larger and more important part of the world economy. The concept requires policy-making that allows this to happen, including policies that are efficient and resilient and policies that encourage equity and competitiveness. It means being self-sustaining and self-generating. This translates to creating wealth and values not only for the countrymen but for the larger humanity. In March 2021, Finance Minister Nirmala Sitharaman reiterated that the Atmanirbhar Bharat campaign was not bringing back socialism or import substitution, rather the intention was to boost manufacturing. The five pillars of ‘Atmanirbhar Bharat’ have been elucidated as— economy, infrastructure, technologydriven systems, vibrant demography and demand.
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Summary & Conclusion
Atmanirbhar Bharat which translates to ‘Self-reliant India’, is a phrase used and popularized by Prime Minister Mr. Narendra Modi and the Government of India in relation to the economic vision and economic development in the country. In this context, the term is used as an umbrella concept with regard to making India a larger and more involved part of the world economy, pursuing policies that are efficient, competitive and resilient, that encourage equity, and being self-sustaining and self-generating. The english phrase has been used by PM Modi since 2014 in relation to national security, poverty and digital India. The first popular mention in hindi came in the form of the ‘Atmanirbhar Bharat Abhiyan’ or ‘Self-Reliant India Mission’ during the announcement of India’s Covid–19 pandemic related economic package in 2020. Since then, the phrase has been used across ministries such as the Ministry of Consumer Affairs, Food and Public Distribution, the Ministry of Education and the Ministry of Defence in relation to press releases, statements and policies. The phrase has also been used by the government in relation to India’s new National Education Policy and the 2021 Union Budget of India. The concept under the premiership of PM Narendra Modi has been adapted from previous explanations and usages of the concept in the Indian sub-continent. The swadeshi movement was one of India’s most successful pre-independence movements. Self-reliance as a phrase and concept has been used by the country’s former Planning Commission in multiple Five-Year Plans of India between 1947 and 2014. Commentators have noted that India has been enacting policies and building institutions that promote selfreliance since the day it was created. Private companies and their products have been considered as fine examples of selfreliance in India encompassing sectors such as beverages, the automotive sector, cooperatives, the financial services and banking sector and the pharmaceutical and biotechnology sector. In the backdrop of the Coronavirus pandemic in India, the pandemic induced lockdown, and a pre-existing slowdown in the growth of the domestic economy and the economic impact of the pandemic, the government came out with an adapted idea of self-reliance. On 12 May 2020, Prime Minister Modi used the hindi phrase popularly for the first time when he said, “the state of the world today teaches us that (Atma Nirbhar Bharat) ‘Self-reliant India’ is the only path. It is said in our scriptures — EshahPanthah. That is — self-sufficient India.” While the speech was in Hindi, this reference by Press Information Bureau to both ‘selfreliance’ and ‘self-sufficiency’ caused some confusion. The Indian government came out with an economic package in the coming days labelled as the Atmanirbhar Bharat Abhiyan (Self-reliant India Mission) says the same, ‘Atmanirbhar’ can be translated as both Self-reliance and Self-sufficiency.
(v) When countries invest in India, they will also bring with them the latest technologies in various fields.
(vii) Setting up manufacturing centres and factories in rural areas will foster the development of these areas as well.
(ii) Increasing the GDP by expanding economic growth.
(iii) When FDI inflows become more, the rupee will be (iv)strengthened.Smallmanufacturers will get a thrust, particularly when investors from abroad invest in them.
(vi) Due to the various initiatives taken under the Mission, India has moved up the ranks in the EoDB index.
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Urban transport is the planet’s fastest growing source of GHG emissions. However, more responsible planning and management are key concepts for the search of a less polluting urban transport. This issue is compounded by the fact that millions, upon millions of urban residents living in developing country cities have virtually no access at all to any sort of motorized transport, much less a private automobile and so pollute next to nothing now. But we need to pay closer attention to the coming environmental implications when these same urban residents also demand mobility and transport just like any other urban resident. As the world has moved into the 21st century, transport-related challenges have already grown quite severe in cities throughout the world and in countries at all levels of development. The growth of cities consumes space for natural areas; the generation of power for the cities contributes significantly to climate change and therefore, city residents are exposed to unhealthy levels of pollution. At the same time that the negative environmental impacts of urban transport consumption are manifesting themselves on local, regional and global levels, the demand for transport continues to grow. Unfortunately, the environmental externalities generated by conventional energy systems are eroding the health and productivity of citizens in many developing country cities, and so new paths towards more efficient and sustainable patterns of transport consumption must be pursued in these areas.
Historically, cities throughout the world have been arenas of tremendous economic and social development. The higher densities of people and material resources found in urban areas allow significant gains in productivity to be achieved, while reducing human impacts on natural ecosystems. From both a human development and environmental point of view, it makes eminent sense to encourage the continued growth of high-density population centers — provided underlying developmental problems can be addressed. However, urban structures affect energy requirements and consumption patterns in many distinct ways. Low-income rural migrant populations, generally used to relatively easy access to noncommercial fuels in their villages, find it hard to secure such fuels when they migrate to cities and are often forced to buy commercial fuels for the very first time and at great expense.
DISCUSSION : ENVIRONMENT & TRANSPORT
Abstract The world is experiencing unprecedented levels of urbanization as the majority of people now reside in urban areas. By 2030, three-quarters of the world’s population will be urban, and the biggest cities will be found in the developing world. As climate change threatens to change the face of the planet, mega-cities loom as giant potential flood or other disaster traps, especially for billions of the world’s urban poor – who are often in slums – and who are always the most exposed and the most vulnerable. However, it is no coincidence that global climate change has become a leading international development issue precisely at the same time and virtually at the same rate as the world has become urbanized. This is because how we plan, manage, operate and consume energy and transport in our cities is, in fact, the key driver behind the phenomenon of global warming. 75% of global energy consumption and 80% of GHG (Greenhouse Gas) emissions that cause global warming come from cities. Therefore, it is crucial to recognize that cities and urban residents are not just seen as victims of climate change in terms of sea-level rise but part of the problem of climate change. And if cities are part of the problem, that means they are also inevitably part of the solution.
The combined effects of energy overconsumption in affluent cities and inadequate energy sectors in developing cities are
Urban Transport and Urban Energy Challenges
The Paradox of Urban Welfare
Technology and Climate Change in Urban Transport
Cities, Pollution and Climate Change
A variety of options exist to reduce municipal outputs of greenhouse gases in the developing world:
For example, the lack of a system for wastes management forces many slum dwellers to burn their own garbage in areas quite close to their own homes. This process does not only increase GHG emissions, but harms seriously the health of slum dwellers. Cities themselves are thought to be particularly vulnerable to the consequences of climate change. It is expected that infectious diseases will proliferate in a warmer world, especially in dense urban settlements. Regional temperature rises will foster more urban smog. Changes in precipitation will adversely affect urban water supplies. An increase in extreme weather events will cause damage to urban infrastructure, and a rise in sea levels will begin to threaten coastal cities throughout the world. As the financial costs of global warming begin to mount, fewer and fewer cities will have the resources to foster the diffusion of new energy technologies that could reduce environmental impacts. The time for concerted action is clearly upon us. But are there alternative energy technologies that could provide solutions to the energy-related developmental constraints that are emerging in both affluent and impoverished cities.
(a) Pricing energy products to cover their economic costs, thus encouraging conservation; (b) Removing market imperfections that impede efficient energy use in households, industries, enterprises, transport, and the public sector;
(c) Reducing losses in the supply of energy, e.g., generation, transmission, and distribution losses to urban electricity (d)consumers;Promoting the substitution of cleaner alternative fuels and technologies, e.g. crop residues for agro-industries and households, and natural gas in industry and transport;
• Global life-support systems can be significantly affected by ARTICLE
(f) Managing peri-urban lands to maintain green zones and increase forested areas that, through photosynthesis, are important sinks for CO2. However, even if they were successfully implemented now, these measures would not preclude the unavoidable need to develop urgent pro-poor adaptation measures in cities. By allowing access to employment opportunities, housing quarters and services, the transport sector meets basic human needs. No city can survive without transport, so it is not about eradicating means of transport. It is about improving its management so that transport does not become a necessary disease for the city. This is why we need to take a careful look at the impacts of transport in the cities and the overall environment. Transport has substantial impacts on global life-support systems, non-renewable resource consumption, sustainability of production of renewable resources, living conditions and human health and safety. The various reasons transport system globally needs to be in congruence with changing climatic conditions can be summarized as:
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certain common trends in land use as cities motorize have a tendency to undermine these low-cost modes to the detriment of the mobility of poor and increase the GHG emissions. However, the urban poverty of the world does contribute to the problem of pollution in multiple ways. For example, the World Health Organization estimates that 1.6 millions deaths per year, of which 60 % are women and children, are associated with indoor air pollution from the use of biomass. UN-Habitat recent studies show that the urban poor and especially slum-dwellers are particularly hard hit by lack of access to modern energy. They pay more for their cooking, water and electricity than wealthier people connected to the service networks. In order to cover the need for fuel without having to pay these high prices, sometimes they reproduce rural energy production techniques in the cities, causing serious local impacts. The primary responsibility for reducing such impacts therefore should rest on those living in the wealthiest regions of the world economy. While cities in the developed world confront problems originating primarily from overconsumption, metropolitan areas in the developing world face a much more complex set of energy dilemmas. On one hand, the vast majority of urban residents in cities throughout the Southern hemisphere suffer from inadequate access to modern energy systems. While on the other hand, even at low per capita levels of consumption many of these cities are generating very intense forms of pollution. There are a number of factors that are producing this uneven combination of low per capita consumption rates with high aggregate urban emissions throughout the developing world.
clearly producing serious pollution problems on local and regional levels. Though the casual connections are less obvious, it is also known that urban settlements are contributing significantly to the problem of global warming. It has been estimated that more than 1 billion people throughout the world live in urban settlements where air pollution levels exceed health standards. On top of the human toll registered in these figures, there are growing financial costs as well. In developed countries, air pollution is estimated to cost around 2 percent of GDP; in developing nations such pollution can cost anywhere from 5 to 20 percent of GDP. On a global scale, the health costs of urban air pollution are thought to approach US$100,000 million annually (World Energy Assessment, UNDP, 2000). Though the problems inherent in low-density, automobile-reliant cities are increasingly in evidence in more developed countries and cities, this model of urbanization is being replicated in many cities around the world. The rate of growth of motorized vehicles in the developing world can reach 10%, a rate much higher than a country like USA, the bastion of motorized vehicles. Changes in urban land use patterns can have important effects on the viability of the modes of transport that are most important to the urban poor: non-motorized transport (walking, cycling, animal traction etc) and public transport. These modes are vital to allowing low-cost mobility and hence access to a range of urban opportunities for the poor, including a wider choice of housing. Besides, these modes of transport are much more environmentally friendly since they produce almost no GHG Unfortunately,emission.
(e) Improving transportation systems through pricing, investment, technological options, and regulatory measures to reduce urban traffic congestion; and
For example, transport networks should be developed for the benefit of all sections of the community, in such a way that ARTICLE
• The movement of vehicles in the main source of noise pollution. These phenomena affect, directly or indirectly, physical and mental health.
2. Making modal composition in transport supportive of sustainable development;
4. Controlling the impacts of investment projects in transport on the quality of life;
National policies on transport in human settlements are usually lacking, and transport planning at local levels tends to adopt, for the sake of simplicity, a strictly sectoral approach. The integrated approach significantly increases the complexity of planning in technical and decision-making aspects: It is however the only way to meet development in a sustainable way. Nevertheless, to be effective, integrated planning needs close interagency cooperation and strong urban management in general: this will be extremely difficult to achieve in developing countries where institutions tend to be unarticulated. Considerable efforts will have to be made to upgrade skills and improve management
Thesystems.political and managerial context throughout the Third World is too heterogeneous to propose universal recommendations. However, the following lines of actions deserve to be considered in any Urban Transport Plan:
3. Improving vehicles and fuel technologies.
(i) What is the indispensable level of transport provision, and what kind of transport facilities should be provided to meet this development within environmental parameters of resource (ii)use?How should the transport sector be developed and managed to be sustainable itself, thus not undermining the sustainability of other sectors of the economy?
1. Modifying and managing the demand for transport, including making changes in travel behavior;
5. Increasing the efficiency of transport operation; 6. Improving the maintenance of existing infrastructure and of vehicle in use.
transport-related emission of carbon dioxide and methane which contribute to the ‘greenhouse’ effect.
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These lines of action can be fully effective only if they are well co-ordinated and undertaken simultaneously. Any programme designed to improve transport must identify measures of improvement and establish a means for monitoring progress.
• Transport exerts a demand on land for the construction of infrastructure; and the production of vehicles and the construction of transport infrastructure require significant quantities of mineral and other natural resources with limited possibility of re-use.
Understanding Transport for a Better Urban Management Transport is an imperfect market in which the costs borne by users of transport services and infrastructure neither reflect fully social, economic and, in particular, ecological costs. Therefore, there is a need to manage the demand for transport, by applying policies which will create such conditions for the users of transport that their behaviors become compatible with principles of sustainability. Transport needs can be reduced, and their satisfaction at lowered costs and with lessened impact on the environment can be facilitated. This can be met if city planners aim for a systematic distribution of activities throughout urban space, so that travel distances are shortened and transport units avoid excessive concentration. In this context, the importance of subnational development planning and local land-use planning should be fully recognized. This pertains, in particular, to developing countries, where planning tools can be potentially effective if they are geared realistically to the current processes of structural transformation.
• Transport affects sustainability of renewable-resource production, because emissions of nitrogen and sulphur oxides lead to atmospheric acidity which causes water and soil pollution, degradation of vegetation and a decrease in agricultural and forestry outputs.
The demand for environmentally-friendly transport and the ways in which it can be met, depend to a large extent, on how human settlements are managed. Therefore, it is possible to reconcile requirements for transport with the standards against the adverse effects of transport-infrastructure installation and operation. In devising transport strategies compatible with the objective of sustainable development, it is necessary to consider two issues simultaneously:
Transport strategies integrated with Environment Management
• Construction of the transport infrastructure often disrupts neighborhoods, decreases safety, degrades the amenity of public open spaces and creates visual intrusions, damaging social and community values. Yet inadequate or unaffordable transport leads to excessive building and population densities, causing deterioration of the living environment.
• In the conditions of large cities, the need for passenger accessibility and mobility should be largely met by publictransport modes which consume less energy and emit fewer pollutants per passenger-kilometer than private modes, which are economical in use of travel-way space and which support high urban-development densities.
• Freight-transport policies should explore the potential of bicycles, battery operated, simple motorized, EV and solar powered vehicles for short-distance movement within settlements. Because of the variations in characteristics between modes and conventional motorized vehicles, special traffic-management measures will be needed to avoid conflicts.
• Rail-bound high-capacity public-transport modes might become indispensable in very large cities with strong and intensively-developed centers: these modes are also preferable for environmental reasons.
Infrastructure Projects
indispensable access to employment opportunities, housing opportunities and services is ensured for the sectors most excluded of society (economically and spatially). Fiscal policies and other economic measures should enhance efficiency in transport, discourage excessive use of cars and make car-users pay the economic and environmental costs of their travel. At the same time, environmental-friendly travel behavior should be encouraged, e.g. by raising awareness of transport-related environmental impacts and providing education on energyefficient driving habits.
Investments in transport infrastructure have often been made worldwide without considering their impact on the environment. These projects always bring several types of impacts, such as smog, noise generation, land consumption, soil contamination, disturbances in water systems, deterioration of the built environment and visual intrusions. These issues are rarely taken in consideration in transport infrastructure projects. This practice needs to be changed, by requiring each project to contain an integral environment-impact assessment. Such a requirement has already been introduced in several countries which have recognized the insufficiency of financial and economic cost/benefit analysis for justification of projects. However, the methodology of environment-impact assessment is not yet sufficiently developed, and there is usually a lack of appropriate data to carry out such an assessment. In particular, there is a lack of satisfactory indicators of the performance of transport systems, with regard to their impact on health and other quality-of-life factors.
Controlling Environmental Impacts of Transport –
How to reconcile Transport and Environment
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• Travel-way space for exclusive use of public transport should be created or reallocated from automobiles to public transport, whenever the latter solution is feasible. Buses are likely to retain, for a long time, an essential share in public transport; thus, there is the need to improve the operation, maintenance and management practices of bus transport and reduce its contaminant effects and, where feasible, use of electric trolleybuses and trams.
• The bicycle is by far the most energy-effective means of passenger transport and most affordable for the urban and rural poor. Adequate attention should be given to the provision of safe cycle routes and parking spaces. Likewise, policies must support walking as a prime mode of transport, through the provision and maintenance of walkways.
The detrimental effects of the activities of the transport sector on the biosphere, including consumption of energy resources, are mainly related to road transport. It is estimated that, in the member countries of the Organization for Economic Cooperation and Development (OECD), the non-internalized social costs of the road transport amount to about 5 per cent of gross national product. Although individual transport has numerous advantages in flexibility, speed, privacy and comfort of travel, these advantages should be weighed against their impact on energy consumption, land use and amenity.
Increasing the efficiency of transport operations
Providing for priority in traffic of public-transport vehicles, at the expense of the free movement of individual transport, is fully justified by principles of equity and sustainability. Special attention should be given to the segregation of public transport from general traffic, and the provision of busways, Metro, Trams, RRTS etc. are promising options. The objective of a public-transport development strategy is to optimize the effectiveness and efficiency of a multimodal public-transport network. This can be achieved by enhancing modal integration and by ensuring the co-operation of all transport operators. However, this should be done without introducing transport operators. Conclusion Rich and poor people and nations are all responsible agents of pollution and Climate Change. The responsibility for the management of the environmental impacts of transport should be addressed by the local, regional and national government. And in order to make this feasible, the different layers of public administration must re structure themselves for a real integral work with aligned objectives. It is clear that cities are dependent on transport to survive. Therefore, environmental management of the cities cannot be about reducing or eradicating transport, but to look at the impacts that it causes in order to design an agenda that improves transport as well as the living conditions of the city. Urban transport as a necessary and obnoxious experience for the cities should be a problem of the past. It is important to remark that this does not rely only on technologic improvement, but on multiple factors that cross all the layers of public management. The threat of Climate Change is radically affecting the lives of the urban dwellers, so radical structural changes have to be addressed to meet sustainable cities for the future.
• Finally, the high dependency of transport on petroleum fuels makes the search for new fuels a very important issue. Therefore, environmentally sustainable alternatives and regulation of usage of conventional fuels must be a global concern and priority for governments.
Asmart or intelligent transportation system is nothing but the existing transportation system with an integration of Internet of Things (IoT). An IoT is the network of physical devices or devices like things which is embedded with some sensors, actuators, software and other technologies. The main motive of these devices or things is to exchange data with themselves over the internet.
• Management Information System (MIS)
# ORS through secure payment gateway & mobile application
IN METRO & RAILWAYS
Definitions vary, but common characteristics include:
# Online Electronic Ticket Issuing Machine
• Communicating with multiple devices
SMART TRANSPORTATION AND INDIAN RAILWAYS TECHNOLOGY ENABLED SMART TRANSPORTATION
• Intelligent devices with unique identification codes
The Internet of Things (IoT) is a term widely used in discussion about emerging technological trends in modern times.
• Devices include electronics, software, sensors, and potentially •actuatorsOperation within the (Internet-) network infrastructure
# Online Reservation System (ORS) at booking windows and through Internet
• Real-time analytics With an advent and ease of technology a number of components form the base of an Intelligent Transport System embedded with IoT, Big Data, AI (Artificial Intelligence) etc. An Intelligent Transport System in modern times for metros and railways is seen to incorporate the following:
• Vehicle Tracking Solution (VTS) VTS is a real-time, GPS-based tracking system that shows vehicle movement on an electronic map with vehicle information and related data.
• Passenger Announcement Systems (PAS) Vehicle’s location (GPS readings) information is passed to the depot or station level. This information can be used to update the passengers in real-time.
• Centralised control from a single source
• Improved personnel capabilities with automated alerts
• Increased passenger safety
• Enhanced decision making with management dashboards
• Integrated Electronic Ticketing and Online Reservations
• Digitized processes for enhanced work at lowered costs
The MIS solution provides real time data needed to manage the transport operations efficiently and effectively
• Seamless integration with open-loop smart cards
• Passenger information System (PIS) Passengers can get all information related to vehicle movement, stoppages, route details etc. It is also popular with urban transport system MRTS and RRTS where display boards and speaker systems, installed within the train coaches or vehicle like bus give relevant information to passengers. The advantages of the integrated technologies can be stated as under:
Additionally, asset management also is a term in cognizance that has rapidly gained influence in the rail industry in recent times. Asset management comprises all systems, methods, procedures and tools to optimize costs, performance and risks for the complete rail infrastructure life cycle. The aim is to realize
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Intelligent Transport Technology
3. Advanced Analytics for Streamlined Operations: The operators can control their trains more efficiently by tracking them across networks and processing the data using analytics. Some companies also employ IoT to check the flow of passengers—those waiting at the stations, travelling in each train coach, and the times when the passenger flow is the highest. Analytics on such data can guide operators on optimization of travel schedules as per commuters’ needs and demands. Weather also affects rail system in a region. It can impact the condition of rolling stock and its regular operations. The IoT savvy operators have started to incorporate predictive weather modelling in their operations to be ready for and avoid service interruptions caused by adverse weather conditions.
4. Restructured and Optimized Passenger Experience: Consumers have fast adapted to digitalization in the retail and banking space. The transport industry, including rail companies, is also transforming to meet passenger expectations with superior services. They offer e-tickets, scheduling information, and other solutions to travellers via smartphones and emails. IoT can help take this experience a step ahead. It can help operators personalize the travel experience for individual passengers. For instance, services can be priced differently for different travellers as per the frequency of their travelling. Rail operators can enjoy greater passenger loyalty using IoT systems to understand customer experience history and make improvements for a more comfortable and convenient journey.
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The increasing use of the Internet of Things (IoT) has profound implications across industries including the railways. Sensors, devices, systems, and applications are integrated on smart networks and work in a collaborative and cohesive railway ecosystem to enhance passenger safety, improve asset reliability and efficiency, and lower capital and operating expenses. The shift from legacy infrastructure to building a holistic, cloud-based train management systems is the way forward for railway companies if they are to use assets—tracks, equipment, and stations—resourcefully and significantly bring down safety threats. For the railway industry, this is not a new concept; elements of IoT are integrated into every modern train with multiple control units managing technical systems while communicating with each other. Examples include the mechanical and electro dynamic brake system, and the train control unit as a master of the information infrastructure in a train. This is true for both train-based and wayside systems. However, in the past, the focus has been predominantly on the function of the individual sub-systems. Rarely have the information processing systems on the train been leveraged as a source of valuable information and insights.
1. Greater Reliability and Safety: A train that suddenly breaks down on the track can ruin the day of its passengers, lead to delays across the network, and essentially throw the entire system off-gear. However, recent developments in preventive maintenance practices prompted by IoT & Big data have helped to revive the reliability of even the oldest assets. By integrating IoT sensors crucial components like brakes, wheel sets, and engines, trains become more sensitive to their operations for more Maintenanceefficiency.of rail tracks also benefits from IoT. By deploying sensors across track systems, operators can be on top of track stress and conditions, temperatures, and other variables that have predictive values for maintenance teams. If problems with wagons and tracks can be identified proactively, the operators can take pre-emptive actions for safer operations.
5. Better Product Development in the Industry: Rail OEMs and operators can leverage IoT not only for better operations with the given infrastructure but also in the manufacturing processes of locomotives, wagons and train coaches. Conventional engineering solutions were not devised to support systems of systems. There can be delays and constraints in production when the process entails developing a requirements definition and then following it up with design, build, and tests.
Below narrated are five different ways in which IoT & Big Data can and has started redefining the railways and metro transportation bringing in increased efficiency and enhanced passenger experience:
the best value for money. These optimizations shall address all infrastructure activities (building, maintenance and renewal, including machines and materials) over the whole life cycle as well as the consequences of these activities for the government as owner and for the train operators and passengers as users.
2. Fewer Maintenance Delays: Undesirable downtime due to sudden repairs can soon be a thing of the past for the railways. Predictive and preventive maintenance is feasible and more effective in the IoT era. Smart sensors and analytics across the train engine, coaches, and tracks allow rail systems to be remotely checked and repaired before a small issue magnifies into huge trouble. Asset health monitoring through IoT insights implies less of maintenance delays and helps in extending the life of rail infrastructure.
New Revolution in Metro & Rail Transportation – IoT (Internet of Things)
IoT & Big Data : Need & Importance As the Internet of Things (IoT) and Big data gets more pervasive, industrial engineers are looking at new possibilities on how the technology can be leveraged for greater business impact. The rail industry is in a position where it can exploit the potential of industrial IoT and evolve without substantially increasing its investments in infrastructure.
(viii) PA & PIS System : The Public Address System (PAS) and Passenger Information Display System (PIDS) are integrated to each other to display the same information over PIDs boards and Public Announcement System (speakers) installed in the station premises.
Feedback on manufacturing processes is an inherent part of product development with the Internet of Things concept. Engineers can use analytics with operations and performance data to derive valuable, actionable insights. This helps them understand the manufacturing procedures more dynamically and enhance final product’s quality sooner than in traditional methods. Continuous engineering and IoT can help to quicken the delivery of more sophisticated and connected products in the rail industry. In a nutshell, IoT is bringing together two families of technology: (i) Enterprise IT for improved resource planning, customer relationship management, and decision support systems.
(ii) Remote Monitoring: Smart sensors and analytics across the train engine, coaches, and tracks allow rail systems to be remotely checked and repairs planned before a small issue magnifies into huge trouble. Asset health monitoring through IoT insights implies less of maintenance delays and helps in extending life.
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Signalling Systems control the movement of a train by remotely adjusting train speed and braking. More traditional signalling systems are based on radio-frequency identification along the train track, but wireless train to ground signalling is getting more and more common in both railroad and metro systems. Interlocking avoids conflicting movements on the tracks at junctions and crossings by using red and green light signals. The interlocking system works in conjunction with the signalling system to prevent a train from getting a signal to proceed if the route is proven to be unsafe. The IoT can further improve the system’s level of automation and its integration with the signalling system. Level crossings control is the third system that impacts safety on railroads. Studies reveal that IoT can help
(iv) AFC System (Automated Fare Collection) : These systems leverage ICT thus enabling the fare collection mechanism to evolve from coins and paper tickets to contactless digital payment-based cards, and wallets. A card equipped with EMV-based open-loop technology enables payments for tickets for different modes of transport, para-transit services. QR-code and RuPay-based contactless smart cards as well as mobile ticketing applications for metro rail stations have also been introduced during pandemics. System upgrades like digital wallets, smart wristwatches, auto-top up facilities and biometric-based smart cards are also made available.
(ix) PSD (Platform Screen Doors) : An intelligent solution installed at various metro stations to ensure safety of passengers, these smart doors act as barriers and are aligned with the train doors that open only when the train stops at a station to avoid Railaccidents.andMetro
experts across globe arguably state that there are three major systems within railroads that automation and the IoT can bring significant benefits: Signalling, Interlocking and Level Crossings Control.
The various advantages of IoT & Big Data can be detailed as (i)under:Equipment Reliability Applications : Recent developments in IoT have helped to revive the reliability of even the oldest assets by the integration of IoT sensors with crucial components like brakes, wheelsets, and engines, and RailTracks. Implementation of these technologies for monitoring of conditions of wheel breakups and for EIA services is already underway. Maintenance of Rail-Tracks and power systems especially benefits from the feedback of variables that have predictive values for maintenance teams. If problems with wagons and tracks can be identified proactively, the operators can take pre-emptive actions for safer operations.
(vi) Command & Control Centre : The operations control center (OCC) installed is responsible for a smooth command and control of all stations and trains. The video wall displays dynamic status of each train, route and signal on a real-time basis and the status of the power supply on each section of the line.
(vii) Surveillance: CCTV systems are capable of self-analyzing the scenarios in its view enables automation of crowd control.
(iii) Leveraging manufacturing processes: OEMs and Indian Railways can leverage in the manufacturing processes of locomotives, wagons and train coaches. Feedback on manufacturing processes is an inherent part of product development with IoT concept. These monitoring speedily and dynamically enhance final product quality. Applying continuous engineering and IoT can help to quicken the delivery of more sophisticated and connected products in the rail industry. Our company is striving to deliver required smart sensors and IoT systems keeping pace with these evolutions world over. The proliferation of metro rail systems in cities such as Delhi, Bengaluru, Chennai, Hyderabad, Mumbai, Kolkata, Kochi and Gurugram has ensured highly efficient services to commuters. Modern solutions have been designed that ensure safe, punctual and comfortable operation metro lines all across India. This is made possible deployment of various smart transportation solutions that help save time and ensure efficiency during the commute.
(ii) Operations technology to monitor and manage field equipment, production, and manufacturing processes
To be viable stakeholders and innovative contributors in the digital future, rail companies will need to make essential changes in their strategies. And the time to push further with the IoT is now.
(v) Signalling & OFC Communication Network: Continuous automatic train control systems comprising automatic train operation, automatic train protection and automatic train supervision features and communication-based train control (CBTC) signalling systems with varying grades of automation, are being adopted across metro systems. Driverless train operation (grade of automation 3) is also slowly gaining ground in select stretches of metro.
Eg: Automatic alarms if crowd exceeds limit near ticket stations, alarms if someone moves in the wrong direction in an escalator, alert if a commuter forgets his bag in the station, etc.
decrease the accidents related to level crossings significantly deploying cameras and sensors for increased safety.
products • Entry
The Big Data and IoT can help metro rail companies to enhance the safety and security of metro stations by setting-up video analytics to monitor traffic flow, around the station, monitoring the number of people coming through the ticket barriers, or waiting in line at the ticket window. In case of sudden and unexpected surge in the number of commuters on metro station can be detected in real-time and extra security personnel can be deployed for the crowd management, which can prevent cases of chaos and stampede. With help of information leads and data sets, metro rail station managers can quickly adjust their staffing in real-time to ensure customers are served as quickly as possible. The introduction of IoT and Big Data can enable surveillance systems to perform logical processing and intelligent video analytics, enhancing the usability of data and reducing response latency.
• Coach surveillance based mobility products
Few other Artificial Intelligence (AI) and Deep learning technologies for metro rail security requirements are as under:
Making metro stations more secure Internet of Things (IoT) is a much sought after solution these days as it brings in a lot of flexibility by providing information on every connected product at the required periodic intervals. Metro rail systems rely on technology for a range of operational needs that contribute to a pleasant and safe passenger experience besides aiding smooth functioning. However, in order to provide room for IoT to evolve, the approach towards IT infrastructure needs to change as it entails a supportive rail system. Mobility, IoT, Wi-Fi and Ethernet are the common technologies that are taking on bigger roles in evolving rail networks that keep passengers safe and happy. IoT platforms function and deliver valorous kind of intelligence and data using a variety of sensors. They serve to collect data, pushing it and sharing it with a whole network of connected devices. All this collected data makes it possible for devices to autonomously function, and the whole ecosystem is becoming smarter every day. Latest Technologies
barriers •
System) • Body
value added features • Access control •
Legacy infrastructure is gradually being replaced by train management systems in which trains become interconnected communication hubs, transmitting data among themselves and to network control centers, and receiving instructions from control centers. Machine-to-machine communication, with some help from the cloud, enables operators to utilize equipment, tracks and stations more efficiently, while dramatically reducing safety risks.
cameras • Deep
cameras ARTICLE METRO RAIL NEWS -AUGUST 2022 | WWW.METRORAILNEWS.IN| Page52
• Advanced
With the advent of autonomous vehicles and improved cargo management the industrial ‘Internet of Things’ has a major impact on the transportation industry. One area that has seen less coverage is the connected railway. The fact that trains operate at such high speeds through tunnels and extreme weather conditions, presents real challenges when it comes to deploying IoT systems. But advances in networking have made smart trains a possibility, and one that could provide significant benefits when transporting goods, providing comfort for passengers and increasing operators’ return on investments.
Metro rail stations can enhance efficiency with the help of IoT solutions. Data collected from metro rail station turnstiles and entrances, can help the operator redeploy or redirect trains. Sensors detecting a change in temperature can trigger air conditioning. The available structured data can be later harnessed for commercial purposes.
Smart Trains and Connected Railway
• Latest CCTV cameras for platforms storage and exit artificial intelligence learning based analytics and Boom UVSS (Under Vehicle Surveillance worn
IoT in enhancing security at metro stations
Other
• Garbage/waste collector box monitoring.
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By combining a set of sensors and a communication network, devices share information with one another and are improving their effectiveness and functionality. The key sensors which are used extensively in the space of IoT are as
The passengers travelling in ultra modern coaches of semi and high speed trains and metros will not only have an access to 5G enabled seamless internet service but also have an availability of real time data and monitoring. Successful piloting towards train arrival and departure based on real GPS tracking has already been done and it would be gradually elaborated to all routes and trains.
• Identifying leakage of rain water or any other liquid at the necessary locations. Now, smart metro-specific or journey-scheduler apps are available through which a whole set of information viz; traffic, seat availability, route planning and even payments can be managed providing greater flexibility, ease of use and comfort for the passengers.This can be further expanded to provide realtime updates on traffic enroute to the metro station, availability of cabs, parking space availability at the stations (for two wheelers and four wheelers) apart from various other necessary information can be provided to the users, so that they can plan their journey at the comfort of their homes or offices.
• Integrating image sensors to provide information on the crowd on the platforms so as to ensure necessary preventive care is taken to avoid an accident or detection of left baggage/ foreign object on the platforms.
• People counting by integrating with the flap barrier and identifying the load on the station, thereby routing traffic internally accordingly.
• Switching on the lights depending on the light conditions.
Conclusion India is witnessing fast-paced growth and expansion in the metro rail segment. Metro rail transit safety is absolutely critical.
Indian metro rail companies are managing and monitoring video surveillance data feeds, turnstile entrance access control data, X- ray baggage scanners, door metal frame detectors (DFMD) and hand held metal detectors (HHMD) systems very efficiently. Further to physical security systems, Big Data and IoT innovations can bolster security in the country’s metro rail Thenetwork.Indian government is all set to modernize the railways, as it is bringing in the future technology interactions within railways that include internet of things (IoT), big data, and artificial intelligence. The Indian Railways will heavily rely on technology as it is mainly focusing on the employee as well as passengers’ Thissatisfaction.technology will ensure that train operations such as safety, punctuality, and line capacity are under control. Various companies like RailTel making giant efforts towards developing telecom infrastructure in the country providing video walls, WiFi, CCTVs, e-office, and computer-based signalling that are used in railway operations. The future of technology lies in these platforms which will not only modernize the Indian railways, Metros, MRTS, RRTS etc. but also would bring significant change in operations and safety of passengers.
proximity sensors, pressure sensors, water quality sensors, chemical sensors, gas sensors, smoke sensors, IR sensors, level sensors, image sensors, motion detection sensors, accelerometer sensors, gyroscope sensors, humidity sensors and optical sensors.
The government has already announced bringing in WiFi connections in all metro and railway stations that would be completed in a phased manner. CCTVs are also being installed in maximum numbers in every station in feasibility too. Needless to say that intelligent transport technologies like AI, IoT, and big data is taking shape in railways and all set to change the future of the rail transportation in the country.
The rail transportation is one of the early adopters of IoT and Big Data technology trends. Devices and sensors along the tracks and inside stations have helped enhance operators’ situational awareness and keep the rail system secure. But more and more, operators are relying on data to optimise business, too.
Temperaturefollows:sensors,
Indian railway has been in revamping mode for many years.
Passengers must be kept safe at all times, especially during unexpected events. Protecting citizens from violence, theft, crime, and the intentional targeting of public facilities requires the right tools. When an incident occurs, authorities need to take action and make the right decisions. A high-performance, highdefinition and highly-reliable surveillance system is essential.
• Raising alarms in case of smoke, or in case of motion detection in secure areas.
Sensors in IoT Space
Following metro solutions can be obtained by using the sensors:
• Energy Efficiency in Electric Traction : Introduction of energy efficient Three Phase locomotive technology is expected to reduce 500 tonnes of CO2 annually. These locomotives are equipped with regenerative braking feature capable to regenerate electricity during braking action which is fed back to grid. Regenerative braking feature has been developed in Conventional Electric Locomotive WAG7 also and first such locomotive was turned out from BHEL Jhansi in February 2019. First, made in India 12000 HP WAG12 electric locomotive has been manufactured by Madhepura Electric Locomotive Pvt. Ltd. (MELPL). This is state of the art IGBT based, 3 phase drive and 12000 horse power electric locomotive equipped with regenerative braking system which provides substantial energy savings during operations. These high horse power locomotives will help to decongest the saturated tracks by improving average speed and loading capacity of freight trains.
SUSTAINABLE & GREEN MOBILITY
Abstract Rail-based transport is the most environmentfriendly mass transport system due to the inherent gains it provides in terms of energy efficiency and resource optimisation. Railways are about 12 times more efficient in freight traffic and 3 times more efficient in passenger traffic as compared to road transport. As the Indian economy transitions, with economic growth and sustainable development as twin goals, mobility will play a key role. It has been estimated that for the sustainable development of Indian Economy, the inter-modal share of freight traffic by rail should go up from the current share of 36% to 45% by 2030. Accordingly, Indian Railways is gearing up for a massive growth to achieve such increase in inter-modal share by augmentation of its network and rolling stock fleet along with increase in productivity. For IR and metro systems in the country to be a low carbon mass transport system working for a green environment, an integrated approach, which includes resource efficiency at its core, hence, would be critical. As the country’s lifeline, the national transporter, in January 2015, set up the Environment Directorate in the Railway Board, to coordinate all environment management initiatives across the Indian Railways. Since then, the Railways along with the metro systems being developed in the country have taken steps to streamline their efforts with regards to environmental management, with some notable initiatives including Energy Efficiency, Renewable and Alternate sources of Energy, Water Conservation, Afforestation, Waste Management and Green Certifications. India has a population of over 1.3 billion people spread over a vast geography. Mobility will play key role with urbanisation and the growth of cities. The transport sector is and will continue to remain a critical enabler of development and would also have to grow in a sustained manner for the country to meet its developmental objectives. Transport accounts for more than half of India’s total petroleum consumption and more than 25% of the overall energy needs. It accounts for about 13% of the total GHG emissions. Given the relative advantage of the efficiency of rail-based transport, increasing the share of rail for both passenger movement (regional, sub-urban and urban) and freight movement is vital for increasing the energy efficiency of the transport sector thereby, reducing the GHG emissions of the country. Developments in Energy Efficiency in Rail Transportation
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(i) Auxiliary Power Unit (APU) has been provided in 1161 Diesel ARTICLE
GREEN INITIATIVE OF METRO CORPORATIONS & INDIAN RAILWAY
• ESMON Systems : All electric locomotives are provided with Energy cum Speed Monitoring (ESMON) systems for monitoring the performance of Loco Pilots with respect to energy conservation. Loco Pilots are being encouraged for maximum use of regenerative brakes on three phase electric locomotives for reduction in traction energy bill. Energy consumption and energy regeneration in each trip by individual crew is being monitored through Crew Management System.
• Improvement in Fuel efficiency in Diesel Traction
(ii) Computerized Fuel Management System (FMS) has been developed and RCDs have started daily entry of all HSD issuance and receipt data in the FMS system. The system is being strengthened for real time data entry. This strengthens the data analysis to help in regulating diesel consumption for traction purpose.
• Coaches : Improved design Stainless Steel Coaches provide higher carrying capacity. With increasing share of such coaches, PKM to GTKM ratio will improve resulting in reduced GHG emissions for carrying the same passenger traffic. A record 6277 LHB coaches were manufactured by the 3 Production units of IR – ICF Chennai, MCF Raebareli and RCF Kapurthala in 2019-20 as against total 4429 in 2018-19, 2480 in 2017-18 and 1469 in •2016-17.TrainSets
• EMU/MEMU: Induction of energy efficient 3 phase IGBT based propulsion system with regenerative braking feature have been introduced way back and same has been continued as detailed below:
The LHB trains running in End- on -Generation (EOG) configuration require power cars equipped with Diesel Alternator (DA) sets for feeding air conditioning, train lighting and other electrical loads in the coaches. Each such train has two power cars, each power car having 2 DA sets. This system has inherent disadvantage of air and noise pollution. In HOG system power is drawn through converters provided in locomotives. The electrical power drawn by the pantograph of the locomotive is suitably converted and supplied for air conditioning, train lighting and other electrical loads in the train. In 2019-20, 337 train pairs (cumulative 505 train pairs) have been converted into HOG, resulting in reduction in diesel consumption.
(ii) A dwarf container has been designed which can move with double stack loading even under electrified sections thus enabling increase in throughput.
Energy Conservation Initiatives
: India’s first semi high speed train set manufactured under ‘make in India’ programme by ICF during 2018-19, Train-18 is an energy efficient train. It has been provided with 3- phase IGBT based under slung propulsion equipments, has advanced regenerative braking system and need for power cars is eliminated. Such features help in saving energy up to the tune of 30%. Further the aerodynamic profile of the train also helps to reduce air drag and thus reduce energy consumption. Two such train sets are presently running in Northern Railway.
(i) BFNSM wagons were inducted for Steel Coils in 2018-19, increasing the rake throughput at 4100 tonnes per rake which is 35% higher than conventional BFNS and BRN wagon rakes. BFNV wagon developed to enable loading of steel coils by fork lift from side.
Locomotives to save fuel during idling. In APU system, the Main Engine shuts down and a small 25 HP Engine starts for charging batteries and air brakes pipes, when loco idles for more than 10 min. APU consumes only 5 litres of diesel per hour in comparison to 18 litres by the main engine. Besides fuel saving, there would be a reduction in lubricating oil consumption and wear and tear of the main engine. It also results in lower CO emission and other pollutants 2 like HC, NOx, CO etc.
Given the massive scale of its operation, it is not surprising that the Indian Railways has a growing appetite for the consumption of electricity. Indian Railways consumes nearly 20 billion kWh of electricity annually, comprising around 2 % of the country’s total power consumption. With rail traffic projected to register an increasing growth in the coming years, it is estimated that the demand for electricity by the Indian Railways will go up over the next decade.
(iv) Reduced Carbon Emission: IR has taken up the task of further reducing the emission for diesel locomotives and to standardize then in line with the international emission practices. Diesel Locomotives for Indian Railways are now being manufactured only at Diesel Locomotive Factory/Marhowra and these locomotives comply with UIC-624-I Emission Standards.
(iii) Commercial operation of multimodal Road-Railers started in August, 2018. (iv) These measures will enable higher throughput and/or bring some road traffic on rail, resulting in overall reduction in GHG emissions for the same freight traffic.
• Improving Energy Efficiency with Rolling Stock:
Head on Generation System
(iii) Diesel Consumption reduction - IR has witnessed a 7.5% reduction in diesel consumption for traction in 2019-20 as compared to 2018-19 due to increase in Electrification. This has resulted in savings to the tune of Rs 1780 crore as compared to the last year.
(i) During 2019-20, 18 non-AC EMU rakes of 12 car with energy efficient 3 phase IGBT based propulsion system with regenerative braking feature have been introduced over IR. (ii) 7 air conditioned EMU rakes of 12 car equipped with energy efficient 3- phase propulsion system with regenerative braking feature in Mumbai suburban (3-CR and 4-WR) has been turned out of which 4 have been commissioned (1-CR and 3-WR) and 3 are under commissioning (2-CR & 1-WR).
(v) Dual-mode Locomotive - There are large numbers of stations / yards/ sidings, where traction change takes place over IR due to mix of diesel and electric tractions. With modern electronics, it is much easier to build an electro-diesel locomotive (Dual mode), which is equally capable of running at designated speeds both on electrified and non-electrified territory. In the event of major accident or natural calamities like cyclone and disturbed areas where OHE gets affected, dual mode loco will provide excellent operational flexibility to work on diesel until the normalcy is established. A dual mode loco design has been developed by RDSO. Prototype Dual mode locomotive has been made ready at DLW, Varanasi in March, 2020. It would now be taken up for requisite operational and safety trials.
Indian Railways has taken a series of measures to cut down its energy consumption and rationalise its energy procurement ARTICLE
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Harnessing Renewable Energy Indian Railways being a significant consumer of energy, identifying cost-effective options to achieve and realizing an energy system with least environmental impacts is essential. Indian Railways has been taking several steps to install clean and efficient energy. Vision 2020 document of the Indian Railways states that the key target is to utilize at least 10% of its energy requirement from renewable sources. Some of the key steps taken in this regard is as under :
2. Water Bodies – Ministry of Railway has decided to access and review the water bodies existing in the railway land ARTICLE
• Zonal Railways have been replacing CFL/FL lights in TL/AC and self-propelled (EMU/MEMU) coaches with energy efficient LED lights. During 2019-20, 36500 coaches have been provided with energy efficient LED lights (cumulative 52250 coaches). All newly manufactured coaches from production units are being turned out with LED light fittings. On an average there is a saving of around Rs. 25000/- per coach per annum.
• Harnessing Solar Energy on IR • Solar Plants along the Railway Track for Traction purpose
• CNG/LNG based Dual Fuel Diesel Engines for DEMU Trains -Indian Railways have the distinction of being the only railway in the world to be using CNG run locomotives for passenger transportation. IROAF is pioneering implementation of CNG based dual fuel fumigation technology on CNG DEMUs DPCs of 1400 hp to achieve up to 20% substitution of Diesel. 25 Diesel Power Cars of DEMUs have been converted into CNG based dual fuel engine at Shakurbasti and Vijayawada Diesel Sheds.
IROAF is now moving towards the next level of 40% HSD substitution with CNG / LNG. Contracts have been awarded for conversion of 10 nos. dual fuel DPC with 40% substitution with CNG and conversion of 10 Nos. DPC on dual fuel with 40% substitution with LNG.
(a) Provisions of Solar Panels on Swacchta Express (b) Solar Energy based solution for guards of freight trains (c) Solar Panels on workshops and stations
With growing global population and rising Energy consumption, the expanding use of coal and oil threaten the existence of human kind. These fuels are major sources of Green House Gases (GHG) and pollutants such as NO2, SO2, Volatile Organic Compound (VOCs) and particulate matter (PM). Indian Railways Organisation for Alternate Fuel (IROAF) was established to explore possibilities in proliferating new sources of Environment friendly Fuels / Energy in Indian Railways. Some steps taken by IROAF in this direction are as follows –
Various Solar Energy based solutions for Rolling Stock of Indian Railways
• Blending of Bio- diesel with HSD - The Bio- based fuels produced from renewable biomass and other natural products present complete carbon neutrality as CO2 generated by burning these fuels is captured again by trees and plants thus eliminating the adverse environmental impact. The pollutants created by burning of the conventional fossil fuels arising from Sulphur and other harmful elements contained in fossils fuels are absent in Bio-fuel which results in much lower emission. The substitution of H.S.D with bio-diesel results in reduction of 44 % hydrocarbon (HCs), 89.3 % reduction of carbon mono oxide (CO) and no sulphur content in exhaust. Indian Railways started 5% Bio-Diesel blending with HSD on 5 June 2015. Blending of Bio-Diesel to the extent of 5% has commenced at 76 RCDs of Indian Railways in different Zones.
• Hundred percent LED replacement done in all railway stations (more than 8,000) and all railway installations & buildings (more than 20,000). One time LED provision being done in all residential quarters (about 5 lakhs quarters) has been done. 100% LED across Railway installations will reduce about 10% of total energy being utilized on its Non-traction thus leading to savings of about 240 million units of electricity i.e. savings of Rs 180 Cr. per annum.
A no. of steps has been taken by Indian Railways to provide solar energy based solutions for rolling stock and passenger services as under –
1. Providing Water Recycling Plants at major consumption centre locations (stations/ sheds etc.) where there is heavy demand for water and provision of same is economically justified.
The other initiatives include –(i) Use of Natural Gas in Workshops / Production Units / Railway (ii)PremisesFuelCell Technology Indian Railways is also working towards Energy Conservation initiatives being as under –
• Harnessing Wind Energy over IR • Hundred percent Green Powered Station Alternate Fuel and Clean Energy initiatives – IROAF
process by implementing several energy conservation measures, procurement of power under Open Access and harnessing Renewable Energy. Railways also carry out regular energy audits at consumption points. Use of 5-Star rated electrical equipment is emphasised.
Few Other Key Initiatives
including the ones which are presently non-functional and take action to ensure that all the existing water bodies are protected and nurtured and water bodies which are non-functional are restored early.
5. Deployment of Quick Watering Systems – Quick Watering Systems have been deployed over Indian Railways for watering of coaches at stations, including 29 commissioned during 2019-20. Quick Watering System helps to save water as it limits wastage.
3. Water Audit – To minimize water wastage, Zonal Railways have been asked to conduct water audit at major water consumption centres through third party for quality as well as quantity and to take up Works of water recycling plants based on the report of water audit. Up to the year 2019-20 a total of 530 Water Audits have been conducted by various Zonal Railways out of which 211 were completed in the year 2019-20. Further, water audit at 35 locations is under progress and at 102 locations the same is in planning stage.
1. Installations of Environment Friendly Bio-Toilets for passenger
5. Affordable potable drinking water
3. Focus on Solid Waste Management
8. Implementation towards running e-offices
10. Electrical /Electronic Interlocking and Centralized Traffic Control Green Initiatives in Metro Railways
• Efforts for reducing volatile organic compounds from the environment using various techniques such as use of regenerative braking project, plantation of trees in and around stations and depots, residential complexes, use of solar roofs etc. thereby helping to bring down carbon footprints significantly.
7. Efforts towards reducing noise in power cars
• Use of innovative rolling stock that helps in reducing the CO2 emissions making metros a more viable public transport option.
(b) Green Railway Stations – Indian Green Building Council –Confederation of Indian Industry (IGBC-CII), have developed Green Railway Stations Rating system to assess and facilitate the transformation of existing railway stations into eco-friendly ones.
9. Provisions of TPaaS (Telepresence-as-a-Services)
2.coachesUseof Bio Vacuum Toilets
• Use of eco-friendly chemicals and materials for housekeeping and artwork at metro stations to ensure minimum energy consumption. Use of LED lights and energy efficient electric equipments to reduce energy consumptions are one of the many approaches being adopted by the railways and metro corporations towards their green initiatives in the country.
6. Afforestation – Afforestation on vacant railway land in between sections is carried out by Railway departmentally and also with a view to safeguard Railway land against unauthorized occupation. Green Built up Spaces IR has taken the initiative of undertaking Green Rating Certification for different types of Railway establishments, including the industrial units. Such certification mainly covers assessment of parameters having direct bearing on environment, such as, energy conservation measures, use of renewable energy, impact on GHG emission, water conservation, solid and liquid waste management, green cover etc.
4. Shield on Environment Management
Indian Railways towards its commitment of being a green transport system has taken various initiatives mentioned as under as additional measures towards establishing itself as a eco-friendly and non-hazardous transport system-
Conclusion Transport is currently responsible for 13% of all world greenhouse gas (GHG) emissions, and 23% of global carbon dioxide (CO2) ARTICLE
(a) Green Buildings- Green Buildings are an effort to reduce the negative impact of buildings on the environment during its construction and use. The aim of green building is to minimize demand on non renewable resources, maximize the utilization efficiency of resources, and maximize the reuse, recycling and utilization of renewable resources.
Indian Railways and Metro Rail Corporations in the country are tirelessly making efforts towards making Railways, Metros, RRTS & MRTS transport system to be a ‘green’ transportation system which will reduce carbon footprint through efficient power consumption, rainwater harvesting and other processes. It is mandated to give the passengers a whole new experience every time people ride and avail the transport system. The operation of the transport system is envisioned for the contribution and development of an eco-friendly environment. Some of the positive aspects of the ‘green’ Metro project undergoing in the country are listed below:
4. Rain Water Harvesting – To promote water conservation, Indian Railways have been providing Rain Water Harvesting (RWH) at various locations as per extant policy. In 2001, railways were asked to adopt roof top rain water harvesting to recharge ground water especially in areas experiencing seasonal shortage of water and to take necessary assistance from Regional offices of Ministry of Water Resources. In 2013, it was decided that RWH scheme shall be an essential sub-set of all the project estimates related to constructions of built assets like service buildings, hospitals, stations buildings (including remodelling etc), railway quarters, workshops/sheds, yard modelling as also in doubling, new line and gauge conversion and sidings. Installation of Roof Top Rain Water Harvesting is being monitored across all Railway Zones. During the year 2019- 20, Roof Top Rain Water Harvesting were installed on 805 locations/ buildings having roof top area more than 200 sqm.
• Use of rain water harvesting in the premises for charging ground water.
6. Obtaining EMS (Environment Management System) and IMS (Integrated Management System) Certification
Recently, Delhi Metro also earned the status of the ‘World’s First Green Metro’, owing to the continued efforts of the Delhi Metro Rail Service (DMRC) in building an eco-friendly and energy efficient metro system. It has attained this prestigious status by following the green building norms set by the Indian Green Building Council (IGBC).
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The Delhi Metro also has pioneered many other firsts in the past: it is the first metro in the world to receive carbon credits in 2008 from the United Nations for its work in bringing down greenhouse gas emissions. In 2015, the DMRC was the first metro to come under the United Nation’s Clean Development Mechanism. The DMRC has also got numerous green certifications for its Phase III & Phase IV stations, substations and depots. The metro systems being developed in various other cities are also being developed in an eco-friendly manner advocating and prioritizing the green initiatives. The Indian Railways already is working towards its commitment of going green by 2030. Hence, needless to say that the overall objective of implementing green initiatives in a metro is to meet the dual objectives of sustainable development and low emissions while reducing climate change risks. These green metro projects provide a one-of-a-kind experience to consumers, with features such as conservation practices, power efficiency, renewable energy utilization, rainwater collection and harvesting, material sustainability, and elevated computing facilities. Green metro is a ‘smart’ solution for our upcoming smart cities as well. The main goal of green measures is to pave the path in the direction of sustainability. The green impact created through these commute-based projects is to minimize the effects of natural calamities and man-made blunders in nature. These also offer access to the green spaces along with catering to the environmental impacts of urban areas. Breakthrough innovations have the power to alter the way we commute by providing quicker, greener, and more convenient modes of transportation. Green metro projects aim at nesting their presence within nature without hampering it, they have more than one positive impact.
emissions from fuel combustion are transport related. Transport-related CO2 emissions are expected to increase 57% worldwide in the period 2005– 2030. The People’s Republic of China (PRC) and India are estimated to account for 56% of the global increase. The majority of these increased emissions will come from private vehicles, both for passenger and freight transport. Transport infrastructure investments in the next 5–10 years, to support the increase in motorization, will lock in transport-related CO2 emission patterns for the coming 20–30 years in Asia. To deal with the growing threat of climate change in Asia, the challenge for the transport sector is to find and implement a sustainable pathway for transport. Sustainable transport should limit GHG emissions from transport and minimize other negative externalities without compromising economic growth and social inclusion. To successfully address this challenge, Asia will have to ensure that transport is increasingly integrated in climate policies and that climate becomes a standard and accepted part of transport policies.
Based on the recommendations of the Intergovernmental Panel on Climate Change (IPCC), the international community is debating global economy-wide CO2 emission reduction targets of 25%–40% by 2020 compared to 1990 for the developed countries and 15%–30% below a business-as-usual scenario for developing countries by 2020. Limited attention has been given to the possible contribution of land transport (passenger and freight) in developing countries to such a relative reduction in CO2 emissions. Yet the transport sector will clearly need to be part of such mitigation efforts also because much deeper cuts of 70%–90% (compared to 1990) are required in 2020–2050. It is believed that land transport could contribute well to mitigation in a manner that is beyond present expectations if strong steps are taken to avert present trends toward more CO2 intensive development patterns, vehicles, and fuels. Such steps will in many cases be taken not primarily to reduce CO2 but instead to improve the overall economic, social, and environmental sustainability of the transport sector. In the last 40 years, energy consumption in India has grown by nearly 700 hundred percent and by 2030, it is expected to triple. This makes it imperative for the urban transport sector, which is the chief energy user, to work towards energy savings and go green. The Metro corporations in India already have few strategies in place such as reducing its carbon footprint by installing several solar power systems across the networks, making roofs of highly reflective material and insulating the walls and roofs of stations. Almost all the metro systems being developed in the country aims to make about a sixth of its power from solar energy in the next five years, thus promoting clean energy. The global demand for energy is constantly on the rise, with consumption expected to double and even triple in the next few years. With major countries such as China, India and the USA being at the forefront of this use, it’s become crucial to take action. Fortunately, India has taken the first step forward to reduce the burden on the environment by aiming to make the Delhi Metro, India’s capital city rail system, hundred percent green.
Nov 10 11, 2022 India Conference and Expo Le Meridien, New Delhi
InnoTrans
Oct 03 04, 2022 India eMobility Show 2022 India Expo Centre & Mart
Intermodal
Oct 19 21, 2022 RailwayTech Indonesia 2022 JIExpo Kemayoran, Jakarta Oct 24 26, 2022 Smart Transit USA Denver, US Oct, 2022 India IECC, PRAGATI MAIDAN, NEW DELHI, INDIA
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Nov 08 Nov 10, 2022 Tube India RAI AMSTERDAM
Nov 08 Nov 10, 2022 METEC India RAI AMSTERDAM Mar 08 10, 2023 Eurasia Rail IFM / Istanbul Expo Center, Istanbul May 25 26, 2023 InnoMetro 2023 The LaLit, New Delhi
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Metro an d Railway In dustr y Events Calen der Dat es Event Name Venue
June 04 07, 2023 UITP Global Public Transport Summit BARCELONA, SPAIN
METEC
Nov 08 Nov 10, 2022 Europe 2021 RAI AMSTERDAM Nov 23 25, 2022 India, Wire India, Tube India, India Essen Welding & Cutting Expo Bombay Exhibition Centre in Mumbai, India
PowerGen
Sep. 20 23, 2022 2022 Berlin, Germany
METRO RAIL NEWS -AUGUST 2022 | WWW.METRORAILNEWS.IN| Page60 TENDERS LIVE TENDER DETAILS LOCATION VALUE DEADLINE Design, Manufacture, Supply Testing And Commissioning Of Two Numbers Each Of Electric Bogie Tractors, Electric Shunter And Battery Powered Shunting Locomotive For Surat Metro Rail Project Gujarat, India 14INR.81CR. 16-09-2022 Metro Rail Supply Of 9800 Mt 60 E1 ( Uic-60), 1080 Grade Head Hardened (Hh) Rails As Per Irs T12- 2009 Fir Kube 04 & 4a Extension Corridor (Bhakli Park - Kasarvadavali- Gaimukh) Of Mumbai Metro Rail Prohject Of Mmrda. Maharashtra, India 107INR.12CR. Refer Document Through Renovation Of Air Ventilation, Air Washery, Mid Point Shaft In Kpsk, Kmdi, Kjpk & Krsb Stations Of Metro Railway Kolkata. West Bengal, India 1.56INRCR. 07-09-2022 Inspection And Maintenance (Preventive/Corrective/Break Down ) Of Various Assets (Track, Viaduct , Stations , Civil Structures , Over Head Equipment (Traction), Power Supply Installation, Electrical & Mechanical Systems) Of Nagpur Metro Rail Infrastructure Of Maha-Metro Covering All Stations & Viaducts Over 39 Km Route Length , Two Rolling Stock Depots At Mihan & Hingna And All Other Buildings / Structures Of Maha-Metro For A Period Of 4 Years. Maharashtra, India 40INR.71CR. 05-09-2022 Extension Of Rpf Post And Construction Of New Kitchen & Toilets For Rpf Staff At Central Park Depot, East West Corridor, Metro Railway, Kolkata. West Bengal, India 30INR.69Lacs 01-09-2022 Provision Of New Traction Substation And Up Gradation Of Power Supply System At Geetanjali And Esplanade & Renovation Of Noapara Traction Substation Of Metro Railway West Bengal, India Refer Document 30-08-2022 Serialization Of New Traction Support At Geetanjali And Eslaned Stations Of Metro Railway. (Hindi Image) West Bengal, India 43.INR17CR. Refer Document Design Manufacture Supply Testing And Commissioning Of Two Sets Automatic Train Wash Plant For Depots At Bhopal Metro And Indore Metro Rail Projects Multi Location 6.INR99CR. 26-08-2022 Repairs & Maintenance Of Roads With Ancillary Works In Connection With Surat Metro Rail Project, Phase-L. Gujarat, India Refer Document Refer Document Corrigendum : Design, Manufacture, Supply, Installation, Testing Commissioning And Maintenance Of Open Loop Emv Ncmc Card And Qr Code Based Automatic Fare Collection_afc_system Based On Ppp Revenue Model For Bhopal And Indore Metro Rail Projects Multi Location Refer Document 23-08-2022 Design, Manufacture, Supply, Installation, Testing And Commissioning Of Two Numbers Of Automatic Cnc Underfloor Wheel Lathe And Four Numbers Of Electric Shunter For Depots At Bhopal Metro And Indore Metro Rail Projects Madhya Pradesh, India 17INR.95CR. 23-08-2022 Design, Manufacture, Supply, Installation, Testing And Commissioning Of Two Sets Of Pit Jack, Two Sets Of Mobile Jack And Ten Numbers Of Bogie Turn Table For Depots At Bhopal Metro And Indore Metro Rail Projects Multi Location 22.INR49CR. 23-08-2022 Survey, Design, Engineering, Manufacture, Supply, Storage, Civil Work, Erection, Testing & Commissioning Of 6.0 Mwp Rooftop Mounted Solar Pv Projects Under Resco Model Including Operation And Comprehensive Maintenance (O&M) For A Period Of 25 Years After Commissioning At 13 Nos. Stations, Two Depot Buildings And Track Wall Of Nagpur Metro Rail Project Maharashtra, India Refer Document 23-08-2022
Unveil new opportunities and insights on latest technology trends as digitization transforms Indian Railways. CONNECT TO EXPLORE THE CHANGING FACE OF INDIAN RAILWAYS 10 - 11 November 2022 in Le Meridien, New Delhi. Conference| Technical Sessions| Table-Top Exhibits| Meetings Anchal Choudhary + 91 86302 20927 | 11 6676 2381 anchal.choudhary@india.messefrankfurt.comFormoredetails,contact: Media Partner • Indian Railway Project Updates, Achievements & Policy Support • Digitalization on the Rise in Indian Railways • Rolling stock-Advancements with “Aatmanirbhar Bharat” Vision • Railway Infrastructure-Setting New Milestones • Financing Construction & Project Implementation: Scope & Opportunities with PPP- BOOT Model • Electrification & Advanced Signalling Systems: Towards Safer & More Efficient Railway System • Intelligent Urban Rail Transit Systems • Artificial Intelligence (AI) & Simulation: Latest Technologies to Enhance Operational Efficiency Features & Highlights 6th Edition
Servo Driven Double Spot Welder for Metro Coach Side Wall MFDC Robot Gun for Metro Side Wall / Roof Welding (Tip Force : 11 0 KN) Hydraulic Operated Manual NON IT Gun for Side Wall Welding (Tip Force : 18 0 KN) Pneumatic Operated IT Gun for Sidewall & Endwall Welding (Tip Force : 15 0 KN) 400 KVA Spot Welding Machine with Throat Depth : 1000mm (Tip Force : 30 0 KN) • Manufacturers of Weld Guns for Metro coaches from High Tensile Copper and Aluminum alloys for high electrode forces, • Due to excellent spot quality ,noise level inside the coaches is very low, • Fully automatic special purpose weld equipment for Series Side wall Spot welding, • Complete Robotic solutions for Roof Top Welding, • 6 Axis Manipulators for easy maneuverability of heavy welding guns weighing up to 500 Kgs, • Welding equipment is supplied with most advanced Electronic Controllers with option of AC, MFDC, MFDC Adaptive and AC Inverter. Weld Guns for Railway Rolling Stock Trusted TurnKey Solutions Provider 93/9, MIDC, Satpur, Nashik 422 007, India Email : co@nashrobotics.com Web : www.nashrobotics.com YouTube : NASH Robotics and Automation NASH Robotics and Automation Pvt. Ltd., India Hydraulic Operated NON IT Gun for 6+6mm SS Sheets for Under Frame (Tip Force : 29.0 KN (2900 Kgf))
