New Delhi: Prime Minister Narendra Modi has flagged-off the Delhi-Faridabad Metro Line that would allow hassle free travel for around two lakh daily commuters between the national capital and the industrial hub in Haryana.The extension of the Delhi Metro connects Badarpur to Escorts Mujesar in Faridabad.The total cost of the project from Badarpur to Escorts Mujesar is nearly Rs. 2,500 crore. Out of this, Rs. 1,557 crore was borne by the Haryana Government, the Centre contributed Rs. 537 crore, while the Delhi Metro provided Rs. 400 crore.The nine stations in this section include, Sarai, NHPC Chowk, Mewala Maharajpur, Sector 28, Badkal Mor, Old Faridabad, Neelam Chowk Ajronda, Bata Chowk and Escorts Mujesar. buy kamagra polo online https://lasernailtherapy.com/wp-content/themes/twentytwentytwo/inc/patterns/en/kamagra-polo.html no prescription
All these are elevated and located on either side of the Delhi-Mathura Road (NH-2).“The nine-station metro corridor which was 95 per cent indigenously built will provide people a safe, affordable, quick, comfortable, reliable, environment-friendly and sustainable transport facility,” a Haryana government spokesperson said.Haryana Chief Minister ML Khattar, addressing a press conference on Saturday, had thanked the Prime Minister for “gifting” the Metro service which would take the city to “another level of progress” with better connectivity with other NCR towns.He had also said that the Prime Minister would be announcing the go-ahead for connecting Gurgaon with Faridabad by Metro.
BENGALURU (Metro Rail News): BEML has been named the lowest bidder for providing 72 coaches for the Bengaluru Metro. BEML quoted a price of Rs 10.6 crore per coach, which is lower than the Rs 14.3 crore quoted by Alstom, a French railway company. Titagarh Wagons, another company in the running, did not meet the technical requirements.
The Bangalore Metro Rail Corporation Limited (BMRCL) had initially invited tenders for these coaches in April 2022, for the Yellow Line that covers 19km of distance from RV Road to Bommasandra. However, the tender opening was delayed due to various reasons. By December 2023, the section from RV Road to Bommasandra is expected to be operational.
BEML also recently won a bid to supply 318 coaches for Phase 2, Phase 2A, and Phase 2B of the Bengaluru Metro. In that tender, BEML quoted the lowest price of Rs 9.9 crore per coach.BMRCL planned to issue the tender for 72 coaches because it faced a delay in receiving 216 coaches from China’s CRRC Corporation Ltd. The contract for those coaches was awarded in December 2019, but none have been delivered yet. The delay was due to several challenges, such as finding a local manufacturer to meet the local production requirements under the ‘Make in India’ initiative, as well as factors like Covid-19, trade restrictions with China and FDI policies. CRRC collaborated with Titagarh Wagons to produce and supply the coaches.BMRCL hopes to receive the first two sets of six-coach trains from CRRC by August 2023, and additional train sets from Titagarh Wagons starting in September. Out of the 216 coaches, 126 will be used for the Purple and Green lines, while the remaining 90 will be for the Yellow Line.BMRCL has not yet decided whether to award the tender to BEML, as CRRC has promised to deliver the first two sets of six-coach trains from China by August 2023. A BMRCL source stated that a final decision will be made after the evaluation process. BMRCL has floated the tender for the 72 coaches as a backup plan due to the delays with CRRC. A final decision on awarding the tender to BEML will be made after the tender evaluation process is completed.
New Delhi (Metro Rail News): In the presence of Dr. Vikas Kumar, Managing Director/DMRC, and other senior officials, the Delhi Metro Rail Corporation (DMRC) today initiated a tunnelling operation using the Tunnel Boring Machine named “Bhoomi” to excavate a tunnel from Derawal Nagar to Pulbangash on the Magenta Line extension (Line-8) from Janakpuri West to R.K. Ashram corridor.
Between Derawal Nagar and Pulbangash, the tunnel spans around 3 km. The tunnelling would range in depth from 12.4 metres at Derawal Nagar station to 25.9 metres close to the Najafgarh drain. The TBM will therefore go across many geological layers below the earth.TBM BhoomiIn this phase, Delhi Metro is installing the BEAM (Bore Tunnelling Electrical Ahead Monitoring) System on all of its TBMs in a first-of-its-kind endeavour. It allows the TBM to anticipate in real-time the geological strata up to 20 metres in front of the machine’s cutter head face and anticipate any unexpected encounters with filled wells, cavities, and aquifers that might cause the earth to settle if the TBM hits them without the right treatment.BEAM is a specialized ground prediction technique, known as non-intrusive focused-electrical induced polarization, developed specifically for the underground construction industry. It is applicable in various geological conditions, including hard rock, soft ground, and mixed ground, irrespective of the presence of groundwater or the type of boring machine being used (such as EPB, Slurry, Gripper, Single or Double Shielded TBMs). BEAM’s versatility allows it to be utilized independently of the TBM manufacturer.The tunnel will traverse beneath numerous residential and commercial areas along GT Karnal Road, including Derawal Nagar, Rana Pratap Bagh, Shakti Nagar, Kamla Nagar, Ghanta Ghar, Subzi Mandi, and Roshanara Road. Currently, there are four Tunnel Boring Machines (TBMs) in operation across the city, specifically in the three priority corridors of Phase IV, namely Janakpuri West-RK Ashram Marg, Majlis Park-Maujpur, and Tughlakabad-Aerocity. As part of this phase, a total of 28 kilometers of new underground corridors are being constructed.
GURUGRAM (Metro Rail News): The civil work on the 28 KM Gurugram Metro from Huda City Centre is likely to start in a month by Gurugram Metropolitan Development Authority (GMDA). The Chief Minister of Haryana, Manohar Lal Khattar, announced this while reviewing development projects in Gurugram and Faridabad worth Rs 37,927 crore.He emphasized the importance of these projects and allocated over Rs 2,000 crore for development in both cities. Shri Manohar Lal Khattar also instructed officials to expedite ongoing projects and ensure proper supervision. The GMDA will strengthen the metro and road network in Gurugram and Faridabad to establish a robust transportation system.The proposed Gurugram Metro project will connect Huda City Centre and Cyber City, covering 28.8 km with 27 elevated stations. The project is expected to cost Rs 6,800 crore. The tender includes a main line between Huda City Centre and CyberHub, along with a spur from Basai village to Dwarka Expressway. The project is expected to have an interchange with the Rapid Metro.The state government has also proposed a Metro link from Palam Vihar to Dwarka Sector 21 to connect the Gurugram Metro and the Blue Line of the Delhi Metro. In October 2022, the Haryana Cabinet approved the final Detailed Project Report (DPR) for the metro extension. The project had faced delays due to revisions in its plans, but it has now received approval from the Public Investment Board of the central government. However, the final authorization from the Union cabinet is still awaited.
Nationally Determined Contributions (NDCs) The Government of India has set a target of 33% reduction in emissions intensity as part of its Nationally Determined Contributions (NDCs), with transportation being one of the main sectors with significant mitigation potential. TERI has been working with the Ministry of Railways to assist in the development of emission reduction plans for the ministry with a time horizon of 2030. IR initiatives for operational and technical energy efficiency, as well as efforts to shift a larger share of traffic to electric traction, were modelled, and the resulting numbers were estimated. Following Board approval, the strategies were communicated with MoEFCC for inclusion in the INDC document.The INDC document submitted by India in October 2015 was extensively discussed at the UNFCCC’s 21st Conference of Parties (CoP 21) in Paris in November 2015. The Energy and Resources Institute also assisted the Ministry of Railways, the key ministry for India’s transport sector conversations, in organising the Government of India’s official transport sector event at COP21. The INDC was accepted by India the next year, and India now had an officially required target of activities for reaching its INDC commitments for 2030. One of the most important transport emissions mitigation plans agreed to by the Government of India was to increase Indian Railways‘ share of freight traffic from 35-36% to 45% by 2030.In its sixteenth session (COP-16), the Conference of Parties to the UNFCCC resolved that developing countries should additionally submit a Biennial Update Report (BUR) as an update to the most recently submitted national communication. In January 2016, India submitted its first Biennial Update Report (BUR-1). In December 2018, India submitted its second Biennial Update Report (BUR-2) to the UNFCCC, which includes updates from the EnHM directorate. BUR-3 is currently being prepared.Some of the key initiatives to be taken as IR’s Role in India’s NDC for Combating Climate Change are stated as under:
IR should strive to increase the railways’ share of overall land-based freight transport from 36% to 45% by 2030.
IR should prioritise the establishment of Dedicated Freight Corridors (DFCs) across the country. The first two corridors are already being built. Over a 30-year period of time, the first phase of the project is expected to cut emissions by 457 million tonnes of CO2.
Increase the proportion of renewable energy in the country’s energy mix.
Railways should increase energy efficiency for both diesel and electric propulsion, allowing the country to reduce GHG emissions.
The PAT scheme to be introduced in the railway sector.
Use of 5% biofuel blend in traction diesel fuel.
Increase water efficiency by 20% by 2030.
Planting trees to boost carbon sink.
Pollution Control and Waste Management.
Adopting best practices for green buildings, industrial units, and other establishments for resource and infrastructure management in order to achieve environmental sustainability in the growth of IR.
Participation in ‘Swachh Bharat Mission’.
Conference of the Parties to the UN Convention on Climate Change (UNFCCC)Climate change has had a wide-ranging impact on both human and environmental systems. As a result, Climate Change Conferences are organised on a yearly basis under the auspices of the United Nations Framework Convention on Climate Change (UNFCCC). India has been participating in these conferences through the Ministry of Environment, Forests, and Climate Change (MoEFCC).The approval of the Paris Agreement in the Conference of Parties (COP-21) in December 2015 was a crucial step towards addressing the issue. Participating countries submitted near-term objectives to reduce GHG emissions, known as ‘Nationally Determined Contributions,’ or NDCs, which would be reviewed and extended every five years. MoEFCC recognised the Ministry of Railways as the Nodal Ministry for an event on ‘Transport Sector GHG Emissions’ at the ‘Indian Pavilion’ as part of COP-21 in Paris, France. The Ministry of Railways also took part in COP-22 in Marrakech, Morocco, in November 2016, COP-23 in Bonn, Germany, in November 2017, and COP-24 in Katowice, Poland, in December 2018. Sessions on sustainable transportation networks were held at the India Pavilion.Sustainable Railway Metro Service for Urban IndiaIntroductionRapid urbanisation in emerging countries in the twenty-first century is characterised by improvements in technology. According to research, the urban population in developing nations would rise by five million people each month on average over the next four decades, accounting for 95% of worldwide urban growth. Developing countries, such as India, are not far behind, with urban population development playing a major role. If we predict that the urban population would increase from 370 million in 2011 to 600 million by 2031, policymakers will face a major burden in meeting the problems not only for infrastructure development but also for financial allocation. The European Transport Conference has offered a sustainable model for Metro Railways Service in India to tackle such issues.Present Urban Metro Rail Systems in IndiaIn 1984, Kolkata saw the implementation of the country’s first urban rail (metro) project. It is a trial-and-error indigenous system built with uncertain financing, judicial injunctions, and an erratic supply of construction materials. In around 12 years, the first segment of the 3-kilometre stretch of the Kolkata Metro was completed. The network currently spans 27 kilometres. It has incurred massive losses since operations began. There is also a decrease in passengers, and the operating ratio decreased from 311 to 254 between 2011 and 2015, as per a few studies conducted.However, Kolkata Metro, despite all odds and being the slowest metro system in the country with most of the projects and development of new corridors being hugely delayed, recently achieved a remarkable feat of a successful trial run of the first underwater metro system. The Kolkata Metro on April 12 conducted a test run of the country’s first underwater metro. With history being created, for the first time in India, a metro completed an underwater journey under the Hooghly River. The metro rake undertook its maiden journey from Howrah Maidan to Esplanade. The tunnel through which the metro rake ran is 13 metres below the riverbed and 33 metres below ground level. The trial runs between Howrah Maidan and Esplanade station will be conducted for the next five to seven months, following which regular services on this stretch will begin. The Delhi Metro (DMRC – Delhi Metro Railway Corporation) became operational in 2002, paving the path for metro development in other Indian cities. Seventeen of these cities presently have operational metro systems, and more are being built. The Mumbai Metro, which began operations in 2014, is a one-of-a-kind Public-Private Partnership (PPP) project. At the end of the 35-year concession period, a special purpose vehicle (SPV) was formed to design, finance, build, operate, maintain, and transfer the system to the state government. The designated concessionaire, Reliance Group, and a local government agency own 74% and 26% of the equity, respectively.Development of sustainable Metro Railway ServiceIn general, two primary components must be emphasised during the proposal and pre-construction design stages :Public & Private Partnership (PPP) – Public-private partnerships, in which private entities play a larger role in achieving economic sustainability, are of vital importance. Public-private partnerships (PPPs) are increasingly being used by governments in both high-income and low- and middle-income nations to create urban rail projects. According to research, this module demonstrates sustainability and profitability in nations such as Japan, Argentina, Brazil, Singapore, Malaysia, and others. According to data from the World Bank’s Private Participation in Infrastructure database, 16 rail projects incorporating private participation were completed in the first decade of the 2000s, more than double the number of projects completed in the 1990s (World Bank Report). Since 2011, 15 more projects have completed financial close, with a total investment amount of INR 228,000 Cr, including both public and private investments. Additionally, the significant 71-kilometre Hyderabad Metro PPP project, which was awarded in 2011, immediately cuts direct public investment.Environmental Benefit – One of the most important components of the twenty-first century has always been environmental protection. Great care must be taken to conserve the environment at all stages of its operation, from planning to construction and operation. While trees are planted for every tree felled for construction purposes, the trains are powered by electricity and do not use any non-renewable fuel. A case study of the Delhi Metro demonstrates the quantification of climate change benefits from its operations. DMRC has already registered their initiatives, such as the regenerative braking system, the modal shift system, and the energy efficiency system under the United Nations’ CDM (Clean Development Mechanism) with a Gold Standard. These improvements are projected to lower emissions by around 5.7 lakhs per year and make it more environmentally friendly.DMRC has always attempted to use environmentally friendly practices in its construction activities. For example, DMRC plants ten trees for every tree taken down during construction to ensure that the green cover is not depleted as a result of Metro’s growth. Plantations are carried out wherever possible at depots, residential complexes, and stations. In comparison to other modes of transportation, the following chart demonstrates exceptionally low emissions of carbon dioxide, according to environmental studies on the Delhi Metro (DMRC):
CO2 Emission from different modes of transportation
Mode of Emission
Value
Unit
Passenger Car
67
gmCO2/Km/Passenger
Taxi – CNG
72
gmCO2/Km/Passenger
Two Wheeler – Petrol
28
gmCO2/Km/Passenger
Auto Rickshaw – CNG
35
gmCO2/Km/Passenger
Bus – CNG
27
gmCO2/Km/Passenger
Delhi Metro
20
gmCO2/Km/Passenger
Source – Green Metro (DMRC)
Significant Challenges for Sustainable Metro Railway Service – According to ‘Niti Aayog’ estimates, urban India’s population would double by 2050, posing one of the most challenging issues for executing sustainable metro projects. In such a case, an apprehensive matrix for future projects on budget allocation, planning, execution schedules, traffic analysis and management, BOT or PPP proposal, environmental management, revenue generation, and operation management must be developed. Other than the above, there is a need to address the following issues to ease up the challenges :(i) Route mapping for the economical project cost. (ii) The acquisition of land and resettlement for the upcoming need for a new route.(iii) Sort out legal hurdles at the community level involving Urban local bodies.(iv) Property mapping along with the smooth compensation. (v) Integration of the interdepartmental bottlenecks.Additionally, below listed are some of the state-of-the-art technological aspects being considered for the rail system to be more efficient and reliable –
Prioritise urban rail over the urban road.
Fast-track project management and execution.
Lesser friction rolling stock for lesser consumption of recourses and ease of maintenance.
Lesser power transmission loss equipment.
Alternative energy to be adopted to run the rolling stock.
Long-term capacity design management.
Socio-economic feasibility assessment.
Conclusion – Because of local demand and greater economic goals, Indian cities have resurrected and developed metro rail projects. Pollution, congestion, increased travel time, and parking are all issues in Indian and other growing cities. We must address these difficulties by implementing integrated policies that are strategically designed and implemented in close collaboration with metro train systems, such as establishing dynamic activity centres to boost the knowledge economy, urban design, and value capture to finance growth. Community participation should be at the heart of urban policies in order to foster a sense of ownership of the urban area and smooth project implementation. The Indian metro rail sector is in its infancy. The current political leadership-inspired ambition to create metro systems in 50 cities allows India to develop its urban areas by relying on the importance of urban rail. Sustainable urban development goals in Indian cities necessitate savvy policymakers to promote innovative finances. Local governments, transit agencies, developers, landowners, and communities working together might generate progressive transportation investment and steer towards sustainable urban growth.
When the Indian government set out to build an ambitious railway network to link up four corners of the country – Delhi, Mumbai, Chennai and Howrah – in 2005, it had a clear vision of improved connectivity to decongest roads and reduce the associated emissions.The freight-only railway lines in the Dedicated Freight Corridor (DFC), seen as the country’s most ambitious railway project since independence, are expected to save more than 450 million tons of carbon dioxide in the first 30 years of operation.The Indian rail network had long been a critical component of the country’s transportation infrastructure. However, as the nation’s economy grew, the rail system also became increasingly strained by an overburdened and ageing infrastructure.The DFC was conceived as a solution to these challenges, aiming to create dedicated freight-only railway lines to facilitate the efficient movement of goods and decrease the reliance on road transportation.A key challenge for the DFC was the need to integrate modern technology and systems to ensure seamless and efficient operations.Not only would the project builders have to create high-speed rail corridors over 8,000km of tracks, but they also required smart electronic signalling and safety management to ensure the trains ran smoothly all the time.The train management system, which oversees the movement of trains, is one area where cutting-edge technology is essential to the project’s success. In particular, fault-tolerant servers are crucial for maintaining continuous, reliable operations even in the face of hardware failures.They will ensure the seamless operations of this train management system, which is paramount to the success of the DFC. To ensure minimal downtime and the safety of the freight trains, these fault-tolerant servers can help maintain smooth operations even during hardware failures and unscheduled disruptions.Especially for a transport sector that has witnessed a revolution in automation and control systems, the computing servers that run these systems have to be operational 24/7, with uptime calculated in the “five-nines”, that is 99.999 per cent.Efficient and resilient rail operationsAs a key technology building block, these fault-tolerant servers provide much-needed resilience and ease of maintenance that are central to seamless operations for the DFC.These servers are designed to operate mission-critical software with proven fault tolerance and ease of maintenance. They are crucial for the train management system at the Operation Control Center (OCC), for example.With this, controllers can remotely view multiple stations under their operating areas, providing clear oversight of train operations. Moreover, the system allows for efficient timetable management and offers various live reports and graphs for real-time data-driven decision-making.When a hardware failure occurs, a fault-tolerant system such as Stratus ftServer automatically triggers a failover to ensure no disruption to the train management system and the train operations it controls. This is a significant improvement over earlier solutions that relied on a cluster of computers for backup and recovery. With fault tolerance capabilities, the Stratus solution enhances resiliency and reduces potential downtime.Fault-tolerant systems have already been deployed successfully in public transport applications in countries such as South Korea, Singapore, and China, demonstrating their reliability. These systems also support open-source software, reducing the complexity involved in customizations required to run mission-critical applications.Total Cost of Ownership (TCO) and future expansionIn any large-scale infrastructure project, cost management is a significant concern. An efficient fault-tolerant system helps manage the total cost of ownership (TCO) over several years.TCO includes not just the initial hardware and software installation but also recurring manpower costs for maintenance and unplanned downtime that can lead to reputational damage, non- compliance penalties, and loss of business.By opting for a reliable solution, customers can reduce both scheduled and unscheduled costs, ensuring less downtime and making more efficient use of hardware.An added benefit of an efficient solution, such as Stratus ftServer, is that it requires only one copy of a piece of software, unlike many redundancy or backup solutions that require multiple copies.This simplifies operations for organizations, as they do not need to pay for and maintain multiple copies of their mission-critical applications and run duplicate industrial automation software environments.With this level of simplicity, Stratus ftServer offers the potential for transport operators to deploy new applications in the future, enhancing rail management and customer experience over time.For instance, in metropolitan areas, subway operators can deploy Stratus ftServer systems to run multiple mission-critical software applications, such as train management and ticketing, while enjoying the robust fault tolerance that the servers provide for minimal disruption to operations.Trial and Deployment As the first sections of the DFC become partly operational, the Stratus ftServer systems are currently undergoing trials in deployment environments. They are expected to be deployed between six months and a year, once the tests are completed and the go-ahead is given.The deployment of fault-tolerant servers like Stratus ftServer in India’s DFC project is a testament to the country’s commitment to leveraging advanced technology for sustainable development.Finding the right solutionThe trust that the DFC project has placed on a fault-tolerant system such as Stratus ftServer is also a reflection of how far today’s industrial automation computing solutions have come.For the transport sector, a high-performance, resilient system is often the crucial foundation for the many building blocks, such as sensors, control systems and apps that are used to operate a railway or subway today.To be sure, not every solution is made the same. When selecting a suitable solution and vendor, transport sector organizations should look out for some crucial features:Simple: The servers have to be easy to install, deploy and manage. No matter the applications and existing infrastructure, they have to be simple to scale up and should include an expansion of operations that emerge in future.Protected: The solution has to be able to mitigate operational, financial and reputation risks by ensuring “always on” availability. It has to secure data from cyber threats and data loss.Autonomous: The solution has to be resilient by being rugged enough to run in industrial environments without human intervention. It should only require minimal maintenance or support.Authored by
Mr. Lin Hoe Foong, Managing Director, Asia South, Stratus
Creating an innovative environment and user-friendly mobility system is one of the top global transportation expansion priorities. Rail transportation is recognised as an essential component of this process. Meanwhile, revolutionary progress in the business environment spurred by ICT technology necessitates an update of erstwhile business strategies and procedures used by rail operators. A thorough understanding of digital transformation is required for expanding rail transport in today’s economy. Digitalisation, as a continual cycle of physical and virtual world convergence, is linked to cyber-physical systems and is responsible for the creation and transformation of several economic sectors. The Internet of Things, cloud computing, advanced and extensive data analytics, mechanisation, intelligent machines and automation are the major technologies and solutions that have propelled digital transformation in the railway sector. The advent of the concept of Industry 4.0, as well as, more recently, Railway 4.0 and digital railway, clearly characterises the transformation to the modern requirements of the digital economy. The primary areas identified by the Indian railways for digital transformation include collaboration with technology and logistics partners for technological advancements, passenger-friendly applications, application integration for a cooperative Indian railways platform, freight consumer convenience, data analytics, cashless commerce, dashboards and alerts, and mobile applications. The Indian Railways has digitalised all of its services, including passenger data systems, passenger car manufacturing mechanisation, predictive maintenance, train signalling, ground control systems, procurement, and unreserved ticketing methodologies. The Indian railways have set up the Real-Time Train Information System (RTIS) associated with ISRO for computerised chart preparation and passenger train data. Nearly three thousand electric locomotives with more than 3800 diesel locomotives have been outfitted with Remmlot, helping in automated management charting for more than 6500 locomotives. The remaining locomotives shall also be outfitted with RTIS equipment over due course of time. Automated unreserved tickets are made available to passengers at rest stations via Unreserved Ticketing System (UTS) terminals. The process takes place through the nearest node station. Indian Railways is modernising its signal system by implementing the Modern Train Control system with a Long Term Evolution (LTE)-based Mobile Train Radio Communication (MTRC) system. In order to boost productivity, the railways have introduced Industry 4.0 in modern passenger car plants. Indian railways is now also using drone-mounted cameras and 3D scanning of river bottoms to inspect bridges, with plans to use drones for rail maintenance in the future.Indian railways has completed end-to-end digitalisation of procurement procedures. All processes, including request processing, on-demand generation, tender publication, tender finalisation, preparation and issuance of letters of approval, agreements, and changes, an assessment of material by RITES, specialised evaluation of proposals, accountability of supplies, online receipt and processing of dealer’s accounts, and delivery of material to consignees, are now digital. All of which have great advantages when it comes to procurement and assessment. The Indian Railways have been consistently enhancing its procedures and deploying new technologies and systems that meet worldwide benchmarks and regulations. Long-term objectives include improving functional implementation and consumer satisfaction.It is important to remember that Indian Railways has the world’s fourth-largest rail grid, trailing only the United States, Russia, and China. The railways has around 128,305 kilometres of total track across a 68,103 km route and approximately 7,325 stations (until March 31, 2022). With about 1.3 million employees, Indian Railways is the single largest employer in the country and the eighth-largest in the world. It is divided into 18 zones and has the world’s fourth-largest freight traffic. The Indian Railways is a lifeline for over 25 million people who use it on a daily basis.
NEW DELHI (Metro Rail News): The rail coach factory in Kapurthala has witnessed a significant increase in the production of LHB AC coaches and MEMU coaches. In the fiscal year 2022-23, the factory produced 1114 LHB AC coaches, a notable rise from the 471 coaches produced in 2020-21. Similarly, the production of MEMU coaches went from three to 213 in the same fiscal year.The surge in the production of MEMU coaches was driven by a high demand from zonal railways. In 2021-22, the factory manufactured 22 coaches, and this number was increased to 213 in 2022-23.On the other hand, the production of LHB non-AC coaches faced some challenges. The factory manufactured 1500 coaches in 2020-21, 1862 coaches in 2021-22, and 1651 coaches in 2022-23, indicating a decrease in production. Overall, the production rate in 2022-23 decreased compared to the previous year.According to railway officials, the decrease in production in 2022-23 can be attributed to a major shortfall in the supply of trade items. The production was adversely affected from April to June 2022, and there was a serious shortage of wheels from May to September 2022. These factors contributed to the lower production compared to the previous year, which had set a record as the highest ever.
DELHI (Metro Rail News): Four companies, two of which are in a consortium, have submitted their bids to construct the Thane Depot (Package D-1) for the Mumbai-Ahmedabad High-Speed Rail (MAHSR Bullet Train) project. This depot, managed by India’s National High-Speed Rail Corporation Limited (NHSRCL), will be used for the storage and maintenance of Shinkansen train-sets on a 60-hectare land near Bharodi and Anjur villages. It will be the second-largest train depot, with the Sabarmati Depot in Ahmedabad being the largest.In December 2022, NHSRCL invited tenders for the construction of the Thane Depot, with a construction deadline of 5.5 years. However, the estimated cost was not disclosed for the tender. The bidders for this project are Dineshchandra-DMRC JV, KEC International, Larsen & Toubro, and SCC-PREMCO JV. The scope of work includes designing and constructing the Thane Depot, which encompasses civil works, building works, inspection sheds, maintenance facilities, and the installation, testing, and commissioning of necessary equipment in Maharashtra.The submitted bids will now undergo a technical evaluation process, which is expected to take a couple of months to complete. Once the evaluation is finished, the financial bids of the technically qualified bidders will be opened. This will determine the lowest bidder and the most likely contractor for this package.
NEW DELHI (Metro Rail News): Production of 120 Vande Bharat trains faces obstacles as TMH-RVNL partnership encounters challenges. The Russian transportation company Transmashholding (TMH) and Indian Rail Vikas Nigam Limited (RVNL) formed a joint venture to manufacture Vande Bharat Express train sets worth approximately $3.63 billion (Approx 30,000 crore). However, the recent sanctions imposed on Russia by several countries, who serve as suppliers for spare parts, have caused complications.Earlier this year, the Indian Railways awarded the JV deal to the TMH-RVNL consortium. In order to ensure smooth progress of the project, which involves manufacturing 120 Vande Bharat train sets at a cost of approximately ₹120 crore each, RVNL has requested majority shareholding from TMH. However, TMH has not agreed to this and has consequently not provided the required bank guarantee of nearly ₹200 crore to initiate the project.A senior RVNL official stated that many parts need to be imported from manufacturers in Western Europe and America. On May 22, the United States imposed sanctions on Metrovagonmash, a division of TMH responsible for manufacturing rolling stock and spare parts for the Railways.RVNL holds a significant share in the JV but is striving for a majority stake to instill confidence in international suppliers and bankers. The official explained that these companies are cautious due to the sanctions imposed on Russia as a result of the Ukraine war and prefer dealing with an Indian company. RVNL aims to resolve this matter by obtaining a majority share.The TMH-RVNL consortium has until June 2025 to prepare the first two prototype Vande Bharat trains for testing and trials. Once the prototypes are approved, the production will continue in a tapered manner, manufacturing 12 to 18 trains each year. The consortium will also provide maintenance services for the trains for 35 years. The Indian Railways has allocated $1.8 billion for the train sets and an additional $2.5 billion for maintenance. Payments will be disbursed gradually after the delivery of train sets to the Railways.The official expressed confidence in the technical capabilities of the Russians but emphasized the importance of ensuring comfort in dealing with them. They assured that the issue would be resolved within a few days. The Russian Embassy did not respond to requests for comments, and both sides have committed to keeping the negotiations bilateral and confidential.
IntroductionPatna Metro is the first mass rapid transit system proposed for the capital city of Bihar, Patna. The Patna Metro Rail Corporation (PMRC), a public company established in February 2019, is developing the project. The final detailed project report for the first phase of the metro rail project was prepared by PMRC in collaboration with Rail India Technical and Economic Service (RITES). In February 2016 and 2019, the state and central government approved the project, respectively. The Metro Rail project’s foundation stone was laid in February 2019. The first phase of the project is scheduled to begin operations in 2024.Need & ImportancePatna, with a population of 2.6 million, is a tier-two city. It has seen a growth in the registration of two-wheelers and cars, as well as significant urbanisation, which has resulted in increased traffic and congestion in the city. Existing public transit networks are insufficient to fulfil expanding transportation demand. Pollution from an increasing number of private vehicles needs to be addressed through the construction of new public transport infrastructure, such as metro rail. The Patna metro rail project is envisaged to minimise traffic congestion and hence the environmental impact.Routes and StationsProposed route for Patna MetroThe first phase of the Patna metro rail project is projected to be 30.91kms long, with 26 metro stations spread across two corridors. The metro will have a 1,435mm standard gauge track. Corridor 1 will run 17.78 kilometres between Danapur and Khemni Chak stations. It will have 7.01 kilometres of elevated sections, 0.31 kilometres of elevated ramp, 0.29 kilometres of ramp U-type retaining wall, and 10.17 kilometres of underground sections. The Suguna-Danapur main road, Bailey Road, Fraser Road, Patna Junction station, Mithapur bus stand road, and Patna-Sitamarhi road will all be connected by the corridor. It will include 14 metro stations, six of which will be underground and eight of which will be elevated.Corridor 2 would be 14.2 km long and will connect Patna Junction and the New ISBT stations. It will have 7.8 kilometres of elevated portions, 0.15 kilometres of elevated ramp, 0.30 kilometres of ramp U-type retaining wall, and 5.95 kilometres of underground sections. Corridor 2 will include 12 stations, six of which will be underground and remaining six will be elevated. Fraser Road, Gandhi Maidan Road, Ashok Rajpath Road, Moin Ul Haq, Rajendra Nagar station, Kankarbagh main road, Malahi Pakri road, 90 feet road, Patna-Sitamarhi road, and Bodhgaya road will be connected by the corridor. Patna underground station and the Khemni Chak elevated station have been planned to be the proposed interchange stations. A depot near the New ISBT station will also be built as part of the metro project.Project InfrastructureConstruction of local bus stations, car and bicycle parking and signage is proposed to improve connectivity between the metro and existing public transportation. Except for the Khemni Chak station, all elevated stations will have comparable station sizes and concourse layouts. To assist passengers in distinguishing and identifying the stations, different colours are planned for the concourse interiors of each station. The underground stations will have an upper (concourse) and lower (island platform) level. The platform width will vary according to the passenger capacity of each station, and it is expected to be at least 3m wide.Rolling stockThe train sets chosen for the Patna metro rail project would be composed of either stainless steel or aluminium. The trains will be available in three- and six-car combinations. Each train set will have a front emergency door as well as bi-parting sliding doors that shall be electrically operated. With eight people per m2, the maximum axle load will be 16t. The maximum train length will be 129 metres. The train’s design speed is planned to be 95km/h, with an operational speed of 85km/h.Signalling and TelecommunicationThe Patna Metro project will have AFC systems, an uninterruptible power supply (UPS), and communication-based train control (CBTC). CBTC will include automatic train protection (ATP), automatic train supervision (ATS), and automatic train operation (ATO) subsystems. A fibre optics transmission system (FOTS) and an IP-multi-protocol label (IP-MPLS) transmission system, telephone exchange, mobile radio communication system, public address system, centralised clock system (GNSS synchronisation), passenger information display system (PIDS), close circuit television (CCTV), central voice recording system (CVRS), digital voice recording system (DVRS), and central fault reporting system (CFRS) will be part of the telecommunications system.Contractors involvedThe Patna Metro rail project’s general consultant is the Delhi Metro Rail Corporation (DMRC), which operates the Delhi Metro. The construction division of Larsen & Toubro, an Indian engineering, construction, and manufacturing organisation, was appointed in December 2021 to design and build six underground metros, a 6km twin tunnel using the Shield tunnel boring machine (TBM), a tunnel by cut and cover, and an underground ramp at Rajendra Nagar. Architectural finishing, drainage, and sanitary works from New ISBT station to Patna station are also included in the contract scope.In September 2020, Nagarjuna Construction Company (NCC), an Indian construction firm, was awarded the contract to design and build the elevated viaduct, elevated ramp and viaduct connections to the depot, elevated ramps at five elevated stations, stabling, and viaduct extension for Corridor 1 at Khemni Chak station. The contract for constructing elevated viaducts and ramps at seven metro stations in December 2021 was awarded to a joint venture of YFC Projects, an engineering and construction services provider and Montecarlo Construction, an infrastructure development company, both based in India.In October 2021, KEC International, an engineering procurement and construction company based in India, was contracted to perform electrical works such as the design, installation, and commissioning of receiving-cum-traction and the main auxiliary substation, as well as high-voltage cabling from the grid substation for the project. In April 2022, the company was awarded a new contract for the delivery, installation, and testing of 25kV overhead systems, 33kV ring mains, and supervisory control and data acquisition (SCADA) systems for the depot and elevated and underground sections of Corridors 1 and 2.AKS Ventures, an Indian construction services company, and Niranjan Enterprises, an Indian construction company, were awarded the contract for the supply, installation, and testing of South Bihar Power Distribution Company’s (SBPDCL) 33kV, 11kV, and low tension (LT) electrical utilities, as well as the dismantling and relocation of the high mast and streetlights in various sections of Corridors 1 and 2. Tuaman Engineering, an engineering procurement and construction firm, was chosen to carry out electrical and mechanical system work at elevated stations along the Patna metro rail project’s Corridors 1 and 2.SummaryPatna Metro, with two lines and 24 stations, is an urban Mass Rapid Transit System (MRTS) being built by Patna Metro Rail Corporation Ltd (PMRCL) in Bihar’s capital and largest city, Patna. The Detailed Project Report (DPR) for the 30.91 km Patna Metro Phase 1 project was developed by RITES and approved by the state government on February 9, 2016. On September 25, 2018, the Bihar government approved the establishment of Patna Metro Rail Corporation Ltd (PMRCL) as the operator or special purpose vehicle for its implementation, and the Delhi Metro Rail Corporation (DMRC) was appointed as the General Consultant (GC) to assist with its implementation. The project was approved by the Central Government on February 6, 2019, and PM Modi laid the foundation stone of the project on February 17, 2019.In November 2019, the DMRC announced a revision in the project’s Detailed Project Report (DPR) and alignment of both lines, resulting in the creation of a second interchange at Khemni Chowk, the deletion of Line-1’s depot at Aitwarpur, and the addition of two new stations at Ramkrishna Nagar and Jaganpura. The project has been planned to be partially funded by a Japan International Cooperation Agency (JICA) official development assistance (ODA) loan. NCC began the groundwork for Patna Metro’s Phase 1 in November 2020, followed by piling for construction in December 2020. The first segment of the Patna Metro is anticipated to be completed and opened in August 2024, beyond the original August 2023 deadline. Phase 1 is scheduled to be completed by 2027.Project Detail & System Specifications· Operational : 0 Km· Under Construction: 22.1 Km· Approved: 8.8 Km· Estimated Cost: Rs. 13,365.77 Cr· Estimated Ridership: 2.10 Lakh/Day (2026)· Top Speed: 80 Kmph· Average Speed: 34 Kmph· Track Gauge: Standard Gauge (1435 mm)· Electrification: 25 kV, 50 Hz AC OHE· Signalling: Communication-Based Train Control (CBTC)Phase 1 Route InformationLine 1 (East-West Line): Danapur Cantonment to Khemni Chak· Length: 16.86 Km· Type: Elevated & Underground· Elevated: 9.36 Km with 8 Stations· Underground: 7.5 Km with 6 Stations· Number of Stations: Fourteen· Stations: Danapur Cantonment, Saguna More, RPS More, Patliputra (formerly IAS Colony), Rukanpura, Raja Bazar, Patna Zoo (formerly JD Women’s College), Vikas Bhawan (formerly Raj Bhavan), Vidyut Bhawan, Patna Junction (interchange), Mithapur, Ramkrishna Nagar & Jaganpur and Khemni Chak (interchange)Line-2 (North-South Line): Patna Junction Railway Station to New ISBT· Length: 14.05 km· Type: Elevated & Underground· Elevated: 6 km with 5 stations· Underground: 8 km with 7 stations· Number of Stations: Twelve· Stations: Patna Junction (interchange), Akashvani (formerly Dak Bungalow), Gandhi Maidan, PMCH, Patna University, Moin Ul Haq Stadium, Rajendra Nagar, Malahi Pakri, Khemni Chak (interchange), Bhoothnath, Zero Mile and New ISBTFare & Ticket PricesThe fare structure, ticket categories, and rules for Patna Metro are yet to be revealed. This will be finalised closer to the start of commercial operations. Patna Metro Rail Corporation proposes to adopt cutting-edge technology for its automatic fare-collecting (AFC) system, which will support QR codes and Near Field Communication (NFC) phones.Latest Update
The long-awaited Patna Metro Logo unveiled by CM Bihar Mr. Nitish Kumar on 7 April 2023Tunnelling work on the Patna Metro Rail Project began for the first time, when the first of four Tunnel Boring Machines (TBM) was dropped into the ground recently. According to media reports, the ‘Mahavir’ TBM was lowered 16 metres below the surface into the Moin-Ul-Haq metro station area.The TBM would have a 1,494-metre drive length to the Patna University station. On February 17, 2019, Prime Minister Narendra Modi laid the groundwork for the project. The project is being built in two stages and is expected to cost Rs 13,365 crore. The first corridor would connect Danapur and Mithapur, and the second will connect Patna Railway Station and New ISBT. The TBM weighs approximately 420 megatons and has been designed and built by China Railway Construction Heavy Industry Corporation Ltd (CRCHI). ‘Mahavir’ is roughly 95 metres long, with a cutting head that is around 9 metres long. The machine can bore tunnels with a diameter of 6.65 metres. The cutter head, which is responsible for breaking down rocks, is one of the machine’s several components. The front, tail, and middle shields of the machine protect it from collapsing debris and sediment. It is also outfitted with backup gantries.Following the completion of the first phase of the corridor, the boring machines will be dropped at Gandhi Maidan and tunnel 1,400 metres towards Patna Junction. The tunnelling work is projected to take 30 months to complete. The entire route will be 14.5 kilometres long. The corridor is expected to be completed by 2025. The project is being carried out by the Delhi Metro Rail Corporation (DMRC), with DMRC Director (Works) Daljit Singh recently requesting the staff & officials to speed up the project. Singh had been reviewing the progress of Corridor II’s four underground stations, which included Akashvani, Gandhi Maidan, PMCH, and Patna University.
On December 13, 2022, the Yamuna Expressway Industrial Development Authority (YEIDA) signed an agreement with the Delhi Metro Rail Corporation (DMRC) under which the latter shall prepare a detailed project report for Phase-2 of the proposed metro corridor between Noida’s Jewar Airport and Delhi’s IGI Airport. The Yamuna Expressway Authority submitted Rs 2 crore with DMRC in October last year for preparing the DPR. The planned Metro corridor, estimated to cost roughly Rs 15,000 crore, shall be funded by the Noida authority, Greater Noida authority, Yeida, the Uttar Pradesh government, and the central government.A 66-kilometer metro corridor connecting the under construction Jewar airport to the New Delhi Metro Station is envisioned in the plan. Passengers will have options to interchange and take the airport express metro to reach IGI airport from NDLS metro station. There will be two metro rail stretches developed: one between Noida Airport and Knowledge Park in Greater Noida and the other from Knowledge Park to New Delhi Railway Station. There is already a connection to the Airport Express for Delhi Airport from New Delhi Railway Station.Jewar, Sector 28, Sector 20, Sector 18, Sector 22D, Techzone, Pari Chowk (all in Greater Noida), Noida’s Sector 142, Botanical Garden, New Ashok Nagar, Yamuna Bank, and New Delhi will be among the 13 stations on the Jewar airport-New Delhi Metro station metro route. According to DMRC, once this new line is operational, the distance between Jewar Airport and IGI Airport can be travelled in one hour. The first phase of the route to the projected Jewar airport is expected to be completed by September 2024, shortly after the NCR’s second airport opens to the public.Jewar Airport to be connected with NDLS via MetroConstruction on the Noida International Airport site is underway, with the goal of completing it by the end of 2024. The airport being developed in Greater Noida’s Jewar is going to cost the government thousands of crores. Once operational, the airport will serve passengers from different parts of Uttar Pradesh and relieve congestion at Delhi’s Indira Gandhi International Airport. Work is also being carried out to give easy access from such areas to the airport. Officials are attempting to connect the Jewar airport through metro or highways. The envisioned airport will also be linked to the Delhi International Airport through the yellow line of the Delhi metro.The Metro Connectivity PlanThe link between the under-construction Noida International Airport and Greater Noida is a section of the metro corridor that will connect Jewar to the Indira Gandhi International Airport in Delhi through the Airport Express Line. Seven stations are planned for the proposed metro corridor between the upcoming Noida International Airport at Jewar and Knowledge Park-2 in Greater Noida, of which six stations have been envisaged to be elevated while the one has been planned to be underground. The Delhi Metro Rail Corporation (DMRC) prepared a detailed project report (DPR) for the metro link between Jewar Airport and Knowledge Park-2, which was submitted to the Yamuna Expressway Industrial Development Authority (YEIDA) last year and has now been forwarded to the Uttar Pradesh government for approval.Between Jewar Airport and Greater Noida, there would most likely be seven stations. Noida International Airport in Jewar, International Film City, Techzone, and Knowledge Park-2 are expected to be four of these seven. The final three stations will most likely be built in YEIDA residential areas 18, 19, and 20, as well as industrial sectors 28 and 29. The Noida International Airport station has been planned to be underground.The Knowledge Park-2 metro station will serve as an interchange station where passengers will be able to change onto the Noida-Greater Noida Aqua line metro. The 35.64-kilometer-long metro link between Jewar Airport and Greater Noida is part of the 72-kilometer-long Airport Express Line, which will connect the planned Noida International Airport with the Indira Gandhi International Airport in Delhi. The project would be completed in two stages: 35.64 kilometres from Jewar Airport to Knowledge Park-2 and 36.36 kilometres from Knowledge Park-2 to Delhi, where commuters can board the current Airport Express Line. Given the distance between the two airports, the full metro connecting link will be a high-speed rail service, with an expected one-hour journey time between the two airports. According to YEIDA officials, DMRC is also preparing the DPR for the Knowledge Park-2 to the New Delhi metro section, which is likely to be presented to YEIDA by June 2023. The total project cost, including both stages, is anticipated to be Rs 13,000 crore. According to a YEIDA official, the DPR for Knowledge Park-2 to Delhi Metro was supposed to be submitted by March 31 this year but was delayed by two months due to the requirement for more time to undertake surveys.After examining the DPR for the Greater Noida-Delhi metro line, the YEIDA will submit it to the state government for approval. Work on both metro routes can only begin after approval from the state government. According to officials, YEIDA has signed an agreement with DMRC to develop a feasibility report for a metro link between IGI Airport and Noida International Airport in September 2021. They stated that phase one of the new airport is planned to begin in September 2024, so connecting the two airports and developing multimodal connectivity from Jewar to other sections of Greater Noida, Noida, and Delhi is necessary.Jewar Metro DPR by June 2023The detailed project report (DPR) for the Jewar Metro Link is now projected to be completed by June 2023, according to the Yamuna Expressway Industrial Development Authority. The comprehensive project report for the 36-kilometer Metro line from Greater Noida to New Delhi has been delayed because the Delhi Metro has requested extra time to finish survey work. The DMRC was paid Rs 1.87 crore in October 2022 to prepare and submit the DPR in six months. According to YEIDA officials, the DMRC has informed them that it will take some additional time to finish the survey work and that the DPR will be submitted only by the end of June. To finish the DPR, the DMRC must conduct two more surveys.Summary & ConclusionThe Yamuna Expressway Industrial Development Authority (YEIDA) and the Delhi Metro Rail Corporation (DMRC) signed an agreement on December 13, 2022, under which the latter has been entrusted with the responsibility of preparing a comprehensive project report for Phase 2 of the metro corridor between Jewar Airport in Noida and IGI Airport in Delhi. The proposed route includes a 66-kilometer metro route that will connect the upcoming Jewar airport to the New Delhi Metro Station. Passengers can change trains at the NDLS metro station before taking the airport express metro to IGI Airport.Metro Route & StationsThe route for this line has been planned into two sections. The first will cover the distance between Noida Airport and Knowledge Park, Greater Noida, while the second will cover the distance between Knowledge Park and New Delhi Railway Station. Seven stations have been proposed for the initial segment, which covers Knowledge Park and Noida Airport. Only one of the seven stations is supposed to be underground. According to officials, stations have been planned at these four destinations in Noida.
The International Film City
Techzone
Knowledge Park-2
Noida International Airport, Jewar
Sectors 18, 19, 20, 28, and 29 have been recommended as locations for the remaining three stations. The station at Noida International Airport will be underground, while the others will be elevated. Knowledge Park-2 metro station will serve as an interchange terminal for the Aqua line metro from Noida to Greater Noida.Distance of the Metro LinkThe total length of this metro line from the proposed Noida International Airport to the Indira Gandhi International Airport in Delhi is 72 km, with the first phase covering 35.6 km from Jewar Airport to Greater Noida. The remaining 36.4 km will be covered in the second phase, which will connect Knowledge Park to Delhi. The existing Airport Express Line will be used to travel the remaining distance to the IGI airport.Project Cost & Travel TimeThe entire metro connecting link is expected to be a high-speed rail service, with an expected journey time of one hour, considering the distance between the two airports. The project’s total cost, including both phases, is projected to be Rs. 13,000 crore.Current StatusDPR Work for Gr. Noida – Jewar Airport Metro LineThe comprehensive project report for the 36-kilometer Metro line from Greater Noida to New Delhi, which is being developed by the Delhi Metro Rail Corporation (DMRC), has been delayed since the DMRC has requested extra time to finish survey work. The DMRC has stated that it will need extra time to finish the survey work and that the DPR will be submitted only by the end of June. In order to complete the DPR, the DMRC needs to conduct two more surveys.This Metro line would connect Indira Gandhi International Airport to Jewar, where the Noida international greenfield airport is being built. The airport’s first phase is planned to begin operations by the end of 2024. The Yamuna authority already accepted the comprehensive project report for the 35.64km link between Jewar and Knowledge Park-2, which it had sent to the Uttar Pradesh government for approval in August 2022.What remains is the DPR for the New Delhi-Greater Noida link. Once the DPR for the 36.36km Metro link between Greater Noida’s Knowledge Park-2 and New Delhi is completed, it shall be submitted to the Uttar Pradesh government and then to the central government for approval before construction can begin.However, the ‘initial destination survey’ and ‘geo-technology survey’ are still to be completed by Delhi Metro in order to finalise the planned station placements. According to Yeida officials, these assessments will help in the identification of acceptable locations for the proposed Metro stations. Once these surveys are done, the DPR may be developed. Once both DPRs are approved, work can begin on a 72km long dedicated Metro route that would give direct access from Jewar to IGI airport through the airport line. Yeida intends to provide multimodal connectivity from Jewar Airport to IGI Airport and other key locations in the NCR.Yeida signed a memorandum of understanding with DMRC on September 3, 2021, to develop a feasibility report for a Metro corridor to provide a direct connection between Indira Gandhi International Airport and the upcoming Noida international airport in Jewar. The 72-kilometer Metro link will cost approximately Rs. 13,000 crore to build. According to officials, the funding arrangement would be finalised at a later stage. The first phase of the new airport being developed is expected to become operational in September next year. The Yamuna Expressway will run parallel to the 35.6-kilometer stretch. According to initial forecasts, at least 17,000 passengers will be able to use the Metro service by 2024, when the Noida airport is also likely to open for business.
DELHI (Metro Rail News): A dedicated pedestrian bridge is being constructed at Anand Vihar RAPIDX station of the Delhi-Ghaziabad-Meerut RRTS corridor. Apart from this, two separate bridges are also being built for segregated entry and exit of vehicles into the station premises as a part of multimodal integration with all existing modes of transport at this point. These 3 bridges will be built by NCRTC over the Ghazipur drain, passing between Anand Vihar RAPIDX station and Chaudhary Charan Singh Marg.In these three bridges, the right bridge will be used for vehicular entry inside the Anand Vihar RAPIDX station, while the left bridge will be used as the vehicular exit. The middle one will be used only for the to-and-fro movement of pedestrians inside the station premises.The bridge being constructed over the Ghazipur drain for the entry of vehicles into the Anand Vihar RAPIDX station is about 10 meters wide. Taxis, private vehicles etc., will be able to enter the premises from this entrance bridge and drop passengers at the station gate. Also, the exit bridge being constructed over the drain at the left end of the station is 13 meters wide and will enable these vehicles to drive back to the main road.A dedicated pedestrian bridge is being constructed between these two, which will be about 5 meters wide. Lakhs of commuters travel daily from Anand Vihar via various modes of transport. It has often been observed that passengers have to go through a lot of trouble to change different modes of transport. They have to travel a long distance to reach another mode, battling congested, chaotic traffic. This leads to overcrowding near these public means, which hinders the movement of vehicles and leads to traffic jams on the road.Keeping these problems in mind, NCRTC decided to construct separate entry and exit routes to ensure the smooth, convenient and safe travel of commuters. The location of the station has also been strategically planned in such a way that it is built as close as possible to existing public transport means.This station is being integrated with 6 modes of public transport, which include Swami Vivekananda (Anand Vihar) inter-state bus stand, city bus stand, Uttar Pradesh State Road Transport Corporation’s bus stand at Kaushambi, two metro lines (Pink and Blue Line) and Anand Vihar Railway Station. Apart from this, a bus stop is also proposed to be built on the main road along these bridge routes. The commuters can get down here and enter the station through these bridges.Along with this, stairs, lifts and escalators will also be provided to enhance the travel experience of the passengers by making their journey comfortable and convenient to reach the station. This commuter-centric station design and seamless integration between various modes of public transport and Anand Vihar RAPIDX station will provide a seamless, safe, comfortable and hassle-free travel experience to commuters and cut down on their travel time. This step of NCRTC will especially prove to be a boon for senior citizens, children, ladies and commuters travelling with luggage.NCRTC aims to make the entire 82 km long Delhi-Ghaziabad-Meerut corridor operational by the year 2025. Before that, it will soon commission the 17 km long priority section of this corridor in 2023.
Metro Rail News team conducted an exclusive interview with Mr. Chirag Sethi, Business Head- Railway Traction Power, Delta Electronics India. Mr. Chirag Sethi is an IIT Delhi graduate and has a wealth of experience in sales & marketing. He has also worked with the renowned company Siemens as a Senior Manager – Marketing in the past. The interview mainly discussesDelta Electronics’ portfolio, plans for innovation in the mobility landscape, commitment to net-zero carbon emissions, and the acquisition of Universal Instruments Corporation.Q.1. Please share the company’s portfolio amidst the economic slowdown and speculations of a global recession. What are the major orders on book across all segments the company is working? Delta Electronics is dedicated to supporting India’s efforts to mitigate climate change by aggressively expanding its portfolio of sustainable solutions. The company has been making significant strides in the EV charging segment, efficient power supplies, converters, UPS, and clean energy solutions. These product lines are critical in enabling the country to shift to more sustainable modes of energy consumption and combat the growing issue of climate change.The company’s extensive portfolio of automation solutions also complements its sustainable offerings, helping businesses and individuals manage energy consumption more effectively while increasing productivity.One key area of growth for Delta Electronics in India is its UPS business, which has been gaining significant momentum due to the proliferation of data centers across the country. These facilities require reliable and efficient power backup systems to prevent data loss and maintain uptime, making UPS an essential component of the data center infrastructure.Additionally, the growth of 5G telecom infrastructure in India has been driving the demand for Delta Electronics’ telecom power solutions, which have remained a key contributor to the company’s business in the country. These solutions provide critical power management capabilities for telecom infrastructure, ensuring reliable and efficient communication services for consumers and businesses alike.Overall, Delta Electronics is focused on providing sustainable solutions that align with India’s goals of mitigating climate change. The company’s portfolio of products and services, including EV charging, efficient power supplies, converters, UPS, and clean energy solutions, are complemented by automation solutions and driven by the growing demand for reliable power management solutions in data centers and telecom infrastructure.Q.2. Mobility landscape is changing fast. Most of the companies are making significant investments in R&D for providing customized solutions. What are your preparations and plans in this regard?Delta Electronics is committed to remaining at the forefront of innovation, and to achieve this, the company has invested heavily in research and development (R&D) activities. Delta Electronics recognizes the importance of staying up-to-date with the latest technologies and trends in order to provide the best possible solutions to its customers.To this end, the company has a substantial R&D team in India, dedicated to both low-voltage (LV) and high-voltage (HV) technologies. In the coming years, Delta Electronics plans to strengthen this team even further, ensuring that it remains at the cutting edge of technological advancement.For Delta Electronics, mobility is a crucial area of focus, and the company is actively developing solutions in both the EV charging segment and the Rail infrastructure portfolio. In response to the increasing demand for EV charging stations, Delta Electronics is developing a range of chargers to cater to different vehicle segments, including passenger vehicles, buses, and commercial fleets.In addition, the company is developing power quality solutions to address the challenges that are likely to arise as a result of the growth in rail electrification and the complete shift to electric rolling stock. These solutions are designed to ensure that the power supply to the rail network is stable and reliable while also meeting the strict safety and regulatory requirements of the industry.Overall, Delta Electronics’ strong focus on R&D, combined with its commitment to innovation and sustainability, has positioned the company as a leader in the development of cutting-edge mobility solutions. Whether it is through its EV charging segment or its rail infrastructure portfolio, Delta Electronics is committed to providing its customers with the latest and most innovative technologies in order to meet the evolving needs of the market.Q.3. Delta Electronics is committed to Net-Zero carbon emissions. How is the company forwarding it? What are the major accomplishments?Delta Electronics has a firm commitment to achieving Net-Zero carbon emissions and has taken significant steps to ensure that it makes progress towards this goal. One of its key initiatives is the investment in renewable energy sources such as wind and solar power. The company aims to generate 30% of its energy needs from renewable sources by 2025. Delta Electronics also prioritizes developing energy-efficient products across all its business segments, including power supplies, EV charging stations, and data center solutions, to help its customers reduce their energy consumption and carbon footprint.The company has also implemented sustainable manufacturing practices to reduce its environmental impact, with a target of reducing greenhouse gas emissions by 56% by 2025 compared to its 2014 baseline. Delta Electronics has committed to offsetting any carbon emissions that it cannot eliminate through its renewable energy and energy-efficient product initiatives. To achieve this, the company uses carbon offset programs to invest in projects that reduce emissions, such as reforestation and renewable energy projects.Delta Electronics has been recognized for its sustainability commitment, receiving awards and certifications such as the Carbon Trust Standard certification and the Dow Jones Sustainability Index inclusion for five consecutive years. In summary, Delta Electronics is well on its way to becoming a leader in sustainable technology solutions, making significant progress towards achieving its Net-Zero carbon emissions goal through its combination of renewable energy investments, energy-efficient product development, sustainable manufacturing practices, carbon offsetting initiatives, and recognition by various organizations. The company is committed to driving sustainable change across its operations to contribute towards a better future for the planet.Q.4. How important has been the acquisition of the U.S based Universal Instruments Corporation, which has more than 500 automation-related patents to its name, by your company? In what ways has it benefitted Delta Electronics?The acquisition of Universal Instruments Corporation by Delta Electronics has been a significant step for the company, as it has added a wealth of automation-related patents to its portfolio. Universal Instruments Corporation is a well-established player in the automation industry with a strong reputation for its innovative solutions.The acquisition has enabled Delta Electronics to expand its automation offerings and strengthen its position as a leading provider of automation solutions. Delta Electronics has been able to leverage Universal Instruments Corporation’s expertise and patents to develop new products and solutions for its customers.In addition to the patents, the acquisition has also brought Delta Electronics, a talented team of engineers and professionals with deep expertise in automation. This has enabled the company to accelerate its product development and innovation efforts and provide better service and support to its customers.Overall, the acquisition of Universal Instruments Corporation has been a significant benefit to Delta Electronics, enabling the company to expand its offerings, improve its product development and innovation capabilities, and provide better service and support to its customers in the automation industry.Q.5. Delta Electronics is already a major supplier of power components to tech giants like Apple & Tesla. What is the company’s strategy to explore newer markets in the Middle and South-East Asia with comparatively lesser technical know-how and upgrade?Delta Electronics has a multi-pronged strategy to explore newer markets in Middle and south-east Asia with comparatively lesser technical know-how and upgrade. Firstly, the company leverages its extensive R&D capabilities to develop products and solutions that are tailored to the needs of these markets. For example, Delta Electronics has developed a range of energy-efficient and cost-effective solutions for the Indian market, including solar inverters, EV charging stations, and power supplies.Secondly, Delta Electronics partners with local companies and organizations to build a strong presence in these markets. The company has established several joint ventures and collaborations with local partners across Asia, including India, Thailand, and Vietnam. These partnerships help Delta Electronics to gain a deeper understanding of local market needs and requirements, as well as to build strong relationships with key stakeholders in these markets.Thirdly, Delta Electronics invests in local talent and resources to build a strong local presence. The company has set up several manufacturing facilities and R&D centers in Asia, which employ local talent and resources to drive innovation and growth. This approach not only helps Delta Electronics to better understand the local markets but also contributes to the local economy and community.Overall, Delta Electronics’ strategy to explore newer markets in middle and south-east Asia with comparatively lesser technical know-how and upgrade involves leveraging its R&D capabilities, building strong partnerships with local companies and organizations, and investing in local talent and resources to build a strong local presence.Q.6. How is Delta Electronics, India, partnering and contributing to the government’s efforts in transport and infra development? What are the major projects being undertaken? Delta Electronics is deeply committed to investing in India, and the company has already established a large infrastructure and manufacturing capability in the country. The Indian government has been focusing on driving development and growth in private-sector manufacturing, and Delta Electronics plans to utilize its factories to serve both the Indian and export markets. This move will also create significant employment opportunities in the country.We have an extensive portfolio of power supply, automation, and infrastructure solutions. The company believes that it can contribute significantly to ongoing and upcoming infrastructure projects in the transportation domain. With its expertise and capabilities, Delta Electronics can provide innovative solutions for various transportation projects, such as railways, airports, and highways.Delta is committed to supporting the Indian government’s vision of building world-class infrastructure in the country. Delta Electronics will continue to invest in the country, leveraging its manufacturing capabilities and expertise to support the growth of the Indian economy. The company aims to be a valuable partner for the Indian government and businesses, contributing to the development of sustainable and efficient infrastructure solutions.Q.7. What are the latest developments by the company in rolling stock, traction power and other component solutions in rail, metros and LRTs to curtail project development, operational and management costs? What are the successful case studies on record?Delta Electronics has established a strong presence in the Rail Infrastructure segment, offering a range of solutions for both Mainline and Urban/Metro Rail applications. The company has successfully developed and delivered Power Quality Solutions for 25kV 1-ph AC traction systems, which enable rail operators to reduce their traction energy bills, serve higher loads, reduce maximum demand, and improve voltage profiles. These solutions have been implemented in Mainline as well as Metro Rail applications in India and have been in successful operation for over three years.In addition to Power Quality Solutions, Delta Electronics also provides Video Walls and Display Solutions for Operation Control Centres and Signaling applications. These solutions have been deployed in a majority of the Metro rail projects in India. With Delta’s Video Walls and Display Solutions, rail operators can have a better visual overview of their rail network, improving their ability to monitor and control operations in real-time.Delta’s focus on providing innovative solutions to the Rail Infrastructure segment has enabled the company to establish itself as a trusted partner in the industry. With a proven track record of successful implementation and operation of its solutions, Delta is well-positioned to continue to provide cutting-edge solutions to meet the evolving needs of the rail industry.Q.8. Please share your views about Metro Rail News. Any message for our readers? Dear Readers,As a leading provider of innovative and sustainable technology solutions, Delta Electronics is proud to be a part of the rapidly developing Metro Rail segment in India. We understand the importance of reliable and efficient transportation systems, and our solutions are designed to address the unique challenges of this sector.We appreciate the role of Metro Rail News in keeping the industry stakeholders informed about the latest developments, trends, and technologies in this domain. It is an excellent platform for exchange of knowledge and ideas that can help drive growth and progress.We encourage the readers to continue to engage with Metro Rail News and stay updated on the latest trends and technologies in the Metro Rail segment. Delta Electronics remains committed to delivering cutting-edge solutions that address the challenges faced by this industry, and we look forward to contributing to the development of the Metro Rail ecosystem in India.Best regards,Delta Electronics Team
The Indian logistics sector employs more than 22 million people, and upgrading the sector will result in a 10% decrease in indirect logistics costs, resulting in a 5 to 8% increase in exports, signifying that India will roll out a stronger economy with firmer infrastructure. Currently, the Indian logistics industry accounts for 14.4% of the country’s GDP, but its overall cost is 14% of GDP, compared to the BRICS average of 11%. Though various studies claim varying logistics costs ranging from 8-14% of GDP, it is still highly debatable at this stage of transition. However, there is still a significant gap to close in order to pull the economy back. When the Indian logistics market was valued at $250 billion US dollars in fiscal year 2021, it was anticipated that it would expand at a compound annual growth rate (CAGR) of 10 to 12 per cent, with a net worth of 380 billion in 2025. The economy has recovered since the pandemic, and the Reserve Bank of India (RBI) forecasted 7.2 per cent GDP growth for the fiscal year ending in March 2023., the actual of which remained around 7 per cent.Logistics is the backbone of any strong economy, and it should have an unobstructed pipeline for a continuous flow of information and supply chain management and for India to be the world’s fastest-growing economy over the next few years, driving global growth, a single window clearance is required for logistics to move as smooth as possible.Logistics Landscape: Major Issues & Concerns Only 10% of Indian logistics is in the organised sector. It is one of the most fragmented and complex business entities in the country, with more than 20 government agencies, 40 PGAs, 37 export promotion councils, 10,000 products, and a market size of 160 billion dollars. It also includes 12 million employment bases, 200 shipping agencies, 36 logistics services, 129 ICDs, 168 CFSs, 50 IT ecosystems, and banks & insurance companies. EXIM also requires 81 authorities and 500 certifications. With almost all working as distinct corporations, sufficient to discourage any potential financing and investment. In India, the logistics sector has been a neglected and abandoned child. It has merely been a means of conveying products and services. Storage, monitoring, freight clearance, documentation, and carrier and container knowledge were never sought or considered. This resulted in serious mismanagement and delayed information sharing, and the sector was never able to reach its full potential. There was no connection between railways, aircraft, waterways, and roadways, crippling the sector and causing a slew of known and unseen inefficiencies. Additionally, the vast geographical diversity of India precluded the concentration of information in one location for quick perusal and seamless movement. However, this could have been sorted out, and the dissemination of information could have been simplified with a single point of contact. Needless to say, if this gets rolled out, both vendors and customers of logistics services will save a lot of time, shall remain informed about goods movement, and will be able to control various hidden expenses.Compound Annual Growth Rate (CAGR). As demand for products grows, goods traffic is estimated to reach 15.6 trillion tonne-km by 2050. This activity will stimulate growth in all kinds of freight transport, but particularly in road freight transport. This will result in goods vehicles travelling more than three trillion km on Indian highways by 2050.To fulfil this need, India’s logistics system has been constantly improved. Between 2007 and 2016, India improved its score on the Logistics Performance Index (LPI), a World Bank tool used to assess a country’s logistics capabilities, from 3.07 to 3.42. This advancement was made possible by developing infrastructure, implementing policies and programmes such as Make in India, and combining technological and digital advancements in the logistics supply chain. However, there is still work to be done. Despite being one of the largest and fastest-growing logistics businesses in the world, India’s LPI ranks 38th in the world currently. This ranking can be improved by focusing on the report’s opportunity areas.Policy EnvironmentIndia has a set of policies and market trends that can hasten the transition to effective, cost-efficient & economical, clean, and secure goods movement.
Make in India: Make in India is an initiative that provides focussed investments to boost domestic manufacturing of products and infrastructure. The strategy attempts to mitigate India’s dependency on other countries for manufacturing capabilities and infrastructure.
Digital India: The flagship program and initiative Digital India aims to convert India into a digitally enabled society and knowledge economy. The program’s objective is to facilitate the digitalization of the supply chain, which shall be instrumental in improving logistical efficiency.
Logistics efficiency enhancement program (LEEP): Through infrastructure, technology, and process interventions, LEEP aims to improve freight transportation efficiency by reducing associated costs, transportation time, and logistical practices such as goods transfer and tracking.
National logistics policy (DRAFT): The National Logistics Policy aims to boost India’s economic growth by making the logistics sector more efficient, seamless, and integrated. It also strives to reduce logistical costs as a share & proportion of GDP.
Faster adoption and manufacturing of electric vehicles (FAME II): FAME II is a government of India subsidy programme designed to encourage the production and use of electric vehicles. FAME II policies are envisaged to encourage the adoption of EVs and accompanying charging infrastructure for goods and freight EVs.
Bharat Stage (bs) emission norms: The Bharat Stage Emission Norms are emissions regulations established by the Government of India to reduce the criteria pollutant emissions from motor vehicles and enhance vehicle efficiency. BS VI has been in effect since April 2020.
Various other initiatives to improve logistics and infrastructure scenario in the country
The Sagarmala Project
The Bharatmala and Golden Quadilateral
The Jal Marg Vikas Project (JMVP)
National Infrastructure Pipeline
UDAAN Scheme
Hydrogen Energy Mission
PM Gati ShaktiThe PM Gati Shakti, also known as the National Master Plan for Multi-modal Connectivity, is an ambitious plan unveiled by the Government of India in October 2021 for the creation of ‘Holistic Infrastructure’ across the country. The plan intends to break down departmental silos and implement more holistic and integrated project planning and execution in order to address multi-modal and last-mile connectivity challenges and issues. The plan envisions an ecosystem with synchronised and syndicated data flows that will raise productivity, improve supply-chain management, and create conditions for economic growth. It promises to reshape the development of modern infrastructure through planning, implementation, and monitoring, while also reducing project time and cost overruns. It has been launched and established with the primary objective of bringing together seven economic engines, namely railways, roads, ports, waterways, airports, mass transportation, and logistics infrastructure, on a single platform for economic growth and sustainable development. The Master Plan’s benchmark is to have world-class modern infrastructure and logistics synergy among multiple means of movement – both of people and commodities – and project location. All plans under PM Gati Shakti have been proposed to untangle the logistics weave between the GoI and the State departments.The Indian Chambers of Commerce believes that logistics is an ever-important area, from providing vital supplies to initiating and establishing international trade. The sector’s expansion and strengthening are a sign of a more promising future.Unified Logistics Interface Platform (ULIP) Following the pandemic, or perhaps before it, the industry’s business model was changing, gradually converging and becoming digitalized. ULIP is an indigenous API integration platform developed by exploiting the NICDC’s logistics Data Bank project, with the goal of creating a nationwide single window logistics platform for end-to-end visibility, and is in line with ‘PM GatiShakti’s vision. The virtual gateway has successfully linked with 30 systems from seven different Ministries via 100+ APIs, covering over 1600 fields. It has reduced logistics costs and time, as iterated by Finance Minister Nirmala Sitharaman in her Budget Speech, and has removed time-consuming documentation. It is bringing efficiency and transparency to the logistics industry, making India more cost-competitive and ‘Atmanirbhar’ in the logistics sector.The world today appears to consider India as a pioneer in strengthening the Logistics Industry, owing to its approach and perseverance. India ranks second overall in the ‘Agility Emerging Markets Logistics Index 2022’. Its ranking in the various parameters of this index, such as 14th for business fundamentals, 2nd for Domestic and International Logistics Opportunities, and 5th for Digital Readiness, demonstrate its growth momentum, accomplishments, and reliance on the sector in developing world-class industry-oriented infrastructure.Sustainable Freight Transportation: The RailwaysIndia, one of South Asia’s fastest-growing economies, is expanding its logistics infrastructure. The Indian government has begun an ambitious rail freight project aimed at helping the country in making a significant transition from highways to railways for freight transport. Additionally, the government’s Rail Logistics project serves as an incentive for more private-sector investment in the rail freight sector. Apart from improving inland cargo transportation efficiency, India’s revitalized rail freight sector is also improving sustainability by cutting greenhouse gas emissions.Rail Freight Infrastructure: ModernisationIn India, the transport and logistics sector employs around 22 million people and accounts for about 5% of the country’s net GDP. Roadways currently account for a bigger share of inland freight movement in India, but the government has taken a number of important initiatives to bring a change in that. The World Bank has granted India a loan of $245 million USD to modernise its rail freight infrastructure. The new scheme would also benefit passenger trains in India as the rail lines will be decongested with goods trains travelling on dedicated routes. Integrating railways with the broader logistics ecosystem is also vital for lowering India’s high logistics costs, which are far higher compared to developed countries. The initiative is expected to increase the competitiveness of Indian firms.Rail Logistics Project: The ScopeIndia has the world’s fourth-largest railway network. Nonetheless, trucking accounts for a whopping 71% of inland cargo transportation in the country. Aside from being time-consuming, road freight contributes to greenhouse gas emissions, accounting for nearly 95% of the country’s net carbon emissions from the freight transport sector. Trains account for only one-fifth of vehicle CO2 emissions. As a result, the rail freight industry reform will enable India to keep its pledge of becoming a zero-carbon emitter over the next ten years. The switch to rail freight is expected to reduce the emissions of 7.5 million tonnes of CO2 and other greenhouse gases. Massive investments in rail freight infrastructure shall help in increasing cargo speed, dependability, and sustainability.Rail Freight ReinforcementThe Indian government is taking multiple steps to enhance the share of rail freight. To begin, they have increased the length of goods trains, increased axle loads, and increased locomotive speed. This contributes to the improvement of the current rail freight network. Further, the massive investment in the creation of a dedicated freight corridor is the most important step towards increasing the sector’s efficiency. In addition, modal integration across rail, road, and sea freight, as well as investments for better train-port-road integration, are important factors supporting the Indian rail freight industry. Finally, robust private sector investments and government-private partnership for project financing are seen as significant steps in this direction.Dedicated Freight CorridorsThe Indian government is investing in the development of dedicated freight corridors, which would allow freight trains to operate on exclusive tracks without having to wait for passenger trains to pass. The dedicated freight routes shall gradually reduce the cost of cargo transportation by deploying more powerful electricity-powered trains. The use of electric locomotives will also significantly minimise the environmental impact of the logistics industry.Indian Railways intends to convert 10,000 kilometres of rail lines into high-speed dedicated freight lanes. This project will cost a total of $320 billion USD. There are at present, plans for five specific freight corridors, some of which are already operational and others which are still in the development stages.The Western Dedicated Freight Corridor, which spans 1504 kilometres, is already partially operational. It begins in Dadri and concludes in the Port of Nava Sheva. The Eastern DFC, which spans 1873 kilometres, has already started operations. This corridor commences in Ludhiana and ends at Dankuni. In addition, the government announced the creation of three more dedicated freight corridors in the last union budget of 2021-2022: the East-West DFC, the North-South DFC, and the East Coast DFC. The Indian government has also suggested building a Southern DFC that will connect Goa and Chennai.Summary & ConclusionLogistics is crucial for a country’s economy. It refers to the overall method of controlling how resources are gathered, stored, and supplied to their final destination. Logistics management includes determining the efficiency and accessibility of prospective distributors and suppliers. With the underlying assumption of a robust logistics industry, it is a differentiating sector that can have a substantial impact on any country’s exports, hence contributing a significant competitive edge. The logistics industry encompasses all supply chain activities, namely transportation, inventory management, information flow, and customer service. It not only establishes the success of the country’s supply chain, but also has an impact on it on a global scale. The effectiveness of logistics contributes to the degree to which organisations can meet demand. The logistics sector in India is predicted to account for 14.4% of GDP. The unorganised sector accounts for more than 90% of the logistics industry. Among the BRICS countries, the average logistics cost per GDP has been 11%. In the case of India, however, the cost share per GDP is 14%. Within the next five years, India plans to raise its ranking in the Logistics Performance Index to 25 and reduce logistics costs from 14% to 8% of GDP, resulting in a reduction of about forty per cent.The National Logistics Policy established these objectives. This would ensure that the logistics industry serves as a growth engine for the country and plays a vital role in India’s transition to a USD 5 trillion economy. The government has taken several initiatives to enhance the logistics sector, including the following:
Logistics Master Plan: The initiative adopts a geographical approach rather than an industrial approach. Under the strategy, several projects and activities are incorporated into the plan in order to broaden the mix of intermodal and/or multimodal transportation. A coordinated construction of required infrastructure (gas and utility pipelines, optical fibre cable networks) is correspondingly planned.
National Logistics Policy: The goal of the proposed policy is to improve both the nation’s economy and corporate competitiveness by developing an integrated, seamless, effective, and cost-efficient logistics network that leverages best-in-class tools, procedures, and qualified staff. The strategy is expected to create a single-window e-logistics market and envisages to prioritise MSME skill development, competitiveness, and employment.
National Logistics Law: A national logistics law has been drafted and is currently being reviewed. A unified legal framework for the concept of One Nation, One Contract would promote the One Nation, One Market purpose while also providing a flexible regulatory environment (one bill of lading across modes). The provisions of the law shall allow assigning of a unique logistics account number in place of time-consuming registration processes.
National Multimodal Facilities and Warehousing: The National Grid of Logistics Parks and Terminals is being planned in order to promote intermodal and Multimodal Logistics Parks (MMLPs) as a distinct class of infrastructure.
National Logistics Workforce Strategy: The government is establishing a national logistics workforce strategy to support the integrated skill development of professionals in the logistics sector. Building on the existing framework of skill development centres, which are currently based on modes of transportation, it is planned to enable cross-sectoral exchange of ideas and best practices, as well as create a workforce of professionals who shall be the driving force behind the nation’s logistics development. The approaches include a collaborative effort to examine and address current issues.
Shift to a Sustainable and clean freight transport systemUnder a business-as-usual (BAU) scenario, India’s cumulative energy consumption from goods transport is expected to be around 5.8 billion tonnes of oil equivalent (TOE) between 2020 and 2050. However, under an efficient scenario, India can reduce its energy consumption by half through three potential opportunities:
Increasing the share of rail transport
Optimising truck use
Promoting use of fuel-efficient vehicles and alternative fuels
These opportunities will also lead to the following benefits:
Reduced logistics Costs – India has set an objective of minimising logistics expenses as a share of GDP from 13 per cent to 7.5 per cent over the next five years, which could save up to INR 10 lakh crore.
Reduced carbon emissions and improved air quality – By 2050, India can save 10 gigatonnes of CO2, 500 kilogrammes of particulate matter (PM), and 15 million tonnes of nitrogen oxide (NOx) caused due to freight transportation.
Lesser truck traffic on roads – Improved mode share and effective logistics can lower vehicular-freight activity by forty-eight per cent in 2050 compared to the BAU scenario.
This new freight paradigm will also result in better economic growth, more job opportunities, improved public health, and more logistics productivity, all of which will help India achieve many of its development goals.Increasing Rail Network CapacityRail’s proportion of freight transportation in India has been seen declining since 1951. It was only 18% in 2020, compared to 71 per cent for roads. This has been because of insufficient rail capacity, particularly on some high-density routes. Several factors indicate that rail could be a cost-effective and efficient option for a significant portion of India’s freight transportation:
Commodities mix with a large proportion of bulk goods, that is ideal for rail’s bulk-handling capabilities.
Freight travel is frequently across longer distances, which lends itself to rail’s economies of scale over vehicle transport.
Between the two low-carbon freight modes, rail and coastal, India’s geography makes rail more feasible in many areas of the country than coastal regions.
The importance and function of rail transportation are not only confined to large-scale freight. Rail can compete for a market share of higher value, non-bulk products by combining rail and road transport for containerized goods, a practice known as intermodal.To increase the mode share of rail transport, India can prioritise the following solutions:
Increase the capacity of the rail network
Increase the proportion of multimodal transportation.
The following actions can support the deployment of these solutions:
Improve existing network infrastructure by boosting axle loads, extending train length, and allowing trains to go faster.
Develop specialised heavy-haul routes and dedicated freight corridors to expand network capacity.
Identify and improve corridors with strong multimodal transport potential.
Improve modal integration across rail, road, and water.
Between Derawal Nagar and Pulbangash, the tunnel spans around 3 km. The tunnelling would range in depth from 12.4 metres at Derawal Nagar station to 25.9 metres close to the Najafgarh drain. The TBM will therefore go across many geological layers below the earth.
Between Derawal Nagar and Pulbangash, the tunnel spans around 3 km. The tunnelling would range in depth from 12.4 metres at Derawal Nagar station to 25.9 metres close to the Najafgarh drain. The TBM will therefore go across many geological layers below the earth.
The approval of the Paris Agreement in the Conference of Parties (COP-21) in December 2015 was a crucial step towards addressing the issue. Participating countries submitted near-term objectives to reduce GHG emissions, known as ‘Nationally Determined Contributions,’ or NDCs, which would be reviewed and extended every five years. MoEFCC recognised the Ministry of Railways as the Nodal Ministry for an event on ‘Transport Sector GHG Emissions’ at the ‘Indian Pavilion’ as part of COP-21 in Paris, France. The Ministry of Railways also took part in COP-22 in Marrakech, Morocco, in November 2016, COP-23 in Bonn, Germany, in November 2017, and COP-24 in Katowice, Poland, in December 2018. Sessions on sustainable transportation networks were held at the India Pavilion.Sustainable Railway Metro Service for Urban IndiaIntroduction
Rapid urbanisation in emerging countries in the twenty-first century is characterised by improvements in technology. According to research, the urban population in developing nations would rise by five million people each month on average over the next four decades, accounting for 95% of worldwide urban growth. Developing countries, such as India, are not far behind, with urban population development playing a major role. If we predict that the urban population would increase from 370 million in 2011 to 600 million by 2031, policymakers will face a major burden in meeting the problems not only for infrastructure development but also for financial allocation. The European Transport Conference has offered a sustainable model for Metro Railways Service in India to tackle such issues.Present Urban Metro Rail Systems in India
The approval of the Paris Agreement in the Conference of Parties (COP-21) in December 2015 was a crucial step towards addressing the issue. Participating countries submitted near-term objectives to reduce GHG emissions, known as ‘Nationally Determined Contributions,’ or NDCs, which would be reviewed and extended every five years. MoEFCC recognised the Ministry of Railways as the Nodal Ministry for an event on ‘Transport Sector GHG Emissions’ at the ‘Indian Pavilion’ as part of COP-21 in Paris, France. The Ministry of Railways also took part in COP-22 in Marrakech, Morocco, in November 2016, COP-23 in Bonn, Germany, in November 2017, and COP-24 in Katowice, Poland, in December 2018. Sessions on sustainable transportation networks were held at the India Pavilion.Sustainable Railway Metro Service for Urban IndiaIntroduction
Rapid urbanisation in emerging countries in the twenty-first century is characterised by improvements in technology. According to research, the urban population in developing nations would rise by five million people each month on average over the next four decades, accounting for 95% of worldwide urban growth. Developing countries, such as India, are not far behind, with urban population development playing a major role. If we predict that the urban population would increase from 370 million in 2011 to 600 million by 2031, policymakers will face a major burden in meeting the problems not only for infrastructure development but also for financial allocation. The European Transport Conference has offered a sustainable model for Metro Railways Service in India to tackle such issues.Present Urban Metro Rail Systems in India
In 1984, Kolkata saw the implementation of the country’s first urban rail (metro) project. It is a trial-and-error indigenous system built with uncertain financing, judicial injunctions, and an erratic supply of construction materials. In around 12 years, the first segment of the 3-kilometre stretch of the Kolkata Metro was completed. The network currently spans 27 kilometres. It has incurred massive losses since operations began. There is also a decrease in passengers, and the operating ratio decreased from 311 to 254 between 2011 and 2015, as per a few studies conducted.However, Kolkata Metro, despite all odds and being the slowest metro system in the country with most of the projects and development of new corridors being hugely delayed, recently achieved a remarkable feat of a successful trial run of the first underwater metro system. The Kolkata Metro on April 12 conducted a test run of the country’s first underwater metro. With history being created, for the first time in India, a metro completed an underwater journey under the Hooghly River. The metro rake undertook its maiden journey from Howrah Maidan to Esplanade. The tunnel through which the metro rake ran is 13 metres below the riverbed and 33 metres below ground level. The trial runs between Howrah Maidan and Esplanade station will be conducted for the next five to seven months, following which regular services on this stretch will begin. The Delhi Metro (DMRC – Delhi Metro Railway Corporation) became operational in 2002, paving the path for metro development in other Indian cities. Seventeen of these cities presently have operational metro systems, and more are being built. The Mumbai Metro, which began operations in 2014, is a one-of-a-kind Public-Private Partnership (PPP) project. At the end of the 35-year concession period, a special purpose vehicle (SPV) was formed to design, finance, build, operate, maintain, and transfer the system to the state government. The designated concessionaire, Reliance Group, and a local government agency own 74% and 26% of the equity, respectively.Development of sustainable Metro Railway ServiceIn general, two primary components must be emphasised during the proposal and pre-construction design stages :Public & Private Partnership (PPP) – Public-private partnerships, in which private entities play a larger role in achieving economic sustainability, are of vital importance. Public-private partnerships (PPPs) are increasingly being used by governments in both high-income and low- and middle-income nations to create urban rail projects. According to research, this module demonstrates sustainability and profitability in nations such as Japan, Argentina, Brazil, Singapore, Malaysia, and others. According to data from the World Bank’s Private Participation in Infrastructure database, 16 rail projects incorporating private participation were completed in the first decade of the 2000s, more than double the number of projects completed in the 1990s (World Bank Report). Since 2011, 15 more projects have completed financial close, with a total investment amount of INR 228,000 Cr, including both public and private investments. Additionally, the significant 71-kilometre Hyderabad Metro PPP project, which was awarded in 2011, immediately cuts direct public investment. Environmental Benefit – One of the most important components of the twenty-first century has always been environmental protection. Great care must be taken to conserve the environment at all stages of its operation, from planning to construction and operation. While trees are planted for every tree felled for construction purposes, the trains are powered by electricity and do not use any non-renewable fuel. A case study of the Delhi Metro demonstrates the quantification of climate change benefits from its operations. DMRC has already registered their initiatives, such as the regenerative braking system, the modal shift system, and the energy efficiency system under the United Nations’ CDM (Clean Development Mechanism) with a Gold Standard. These improvements are projected to lower emissions by around 5.7 lakhs per year and make it more environmentally friendly.DMRC has always attempted to use environmentally friendly practices in its construction activities. For example, DMRC plants ten trees for every tree taken down during construction to ensure that the green cover is not depleted as a result of Metro’s growth. Plantations are carried out wherever possible at depots, residential complexes, and stations. In comparison to other modes of transportation, the following chart demonstrates exceptionally low emissions of carbon dioxide, according to environmental studies on the Delhi Metro (DMRC): 
Mr. Lin Hoe Foong, Managing Director, Asia South, Stratus
