Freight Transportation in India: A Sustainable Approach Through Rail

Priyanka Sahu
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Freight Transportation in India: A Sustainable Approach Through Rail
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.
  1. 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.
  2. 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.
  3. 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.
  4. 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.
  5. 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.
  6. 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.
 

Light Rail Transit: Thiruvananthapuram Light Metro

Narendra Shah
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Light Rail Transit: Thiruvananthapuram Light Metro
IntroductionThiruvananthapuram (Trivandrum) Light Metro, with one line and nineteen stations, is a Light Rail Transit (LRT) system approved for construction in Kerala’s capital, Thiruvananthapuram (Trivandrum). The Phase 1 project of the Trivandrum Metro will be carried out by Kerala Rapid Transit Corporation Limited (KRTL), a special purpose vehicle of the Kerala government. The Delhi Metro Rail Corporation (DMRC) was chosen as an interim consultant in January 2016, but DMRC left the project in 2018 due to the slow progress of the project works. The project was put on hold in 2017 due to its high cost and poor ridership forecasts, which did not align with the Government of India’s new Metro Rail Policy. A revised DPR developed by the DMRC was accepted by KRTL’s board in October 2020 and by Kerala’s state government in February 2021.Key Information
  • Operational : 0 Km
  • Under Construction : 0 Km
  • Approved: 21.82 Km
  • Estimated Cost: Rs. 4673 Crore
Phase 1 RoutesLine 1: Technocity – Karamana
  • Length: 21.821 km
  • Estimated Cost: Rs. 4219 crore
  • Number of Stations: Nineteen
  • Stations: Technocity, Pallipuram, Kaniyapuram, Kazhakoottam, Kazhakoottam Junction, Kariavattom, Gurumandiram, Pangapara, Sreekaryam, Ulloor, Kesavadasapuram, Pattom, Plamoodu, Palayam, Secretariat, Thampanoor (Trivandrum Central Railway Station), Killipalam, Karamana
 Timeline & Development PhaseThiruvananthapuram’s first attempt to establish a fast transport system for the city failed in the 2000s, when its proposal to build a metro rail system was denied by the Delhi Metro Rail Corporation (DMRC). The Kerala Government then entrusted the National Transportation Planning and Research Centre (NATPAC), an autonomous research body under the State Government, for conducting a feasibility study on the plan to create a monorail system in Thiruvananthapuram. A core team of five NATPAC scientists and other survey teams conducted the feasibility study. The study’s key components were topographic studies, station identification, and surveys. The state government initially requested the state transport department to provide a detailed project report (DPR). However, the task was later assigned to the DMRC. On December 11, 2012, DMRC principal advisor, Er. E. Sreedharan submitted the DPR to Chief Minister Oommen Chandy. In October 2012, a special purpose vehicle (SPV) was created. On November 26, 2012, the Thiruvananthapuram Monorail project was assigned to KMCL. Prior to that, the government had passed and handed over the Kozhikode Monorail project to the KMCL.On June 12, 2013, the state cabinet approved the signing of an agreement between KMCL and DMRC. According to the agreement, DMRC would be paid 3.25% of the Rs. 55.81 billion in general consultant costs (Rs. 35.90 billion for Thiruvananthapuram and Rs. 19.91 billion for Kozhikode). The agreement between the parties was signed on June 19, 2013.Global bids were issued for the Thiruvananthapuram Monorail project. The deadline for technical bids was extended to October 15 from October 01. However, the only company that declared an interest before the deadline was a consortium led by Bombardier Transportation. Japanese firm Hitachi, Malaysian firm Scomi, and firms from the United Kingdom, South Korea, and China also submitted pre-bid queries. Because the proposed project received only one bid, a second tender was required. Therefore, the deadline for the bids once again was extended until April 15th.In the second round of tender submissions, Bombardier Transportation, Hitachi, Afcons, Scomi, and Larsen & Toubro all showed interest. On February 20, 2014, a pre-bid meeting was held in New Delhi. However, bidding for both the Kozhikode and Thiruvananthapuram projects was delayed due to the model code of conduct coming into effect ahead of the 2014 Lok Sabha elections. Additionally, due to cost overruns, the State Government opted to select Metro instead of Monorail in Thiruvananthapuram and Kozhikode on August 28, 2014. Though slightly costlier, metro has certain advantages, such as easy raising of capacity, greater durability, lesser maintenance etc., compared to other modes of urban rail transit like Metrolite and MetroNeo.Monorail Proposals & Track Elevation DevelopmentHyundai Rotem representatives proposed in 2012 that the city should develop a mass rapid transport network using Maglev technology. The state government, however, on August 28, 2014, opted to build a conventional rail metro rather than a monorail, like with the then-under-construction Kochi Metro, in both Thiruvananthapuram and Kozhikode, owing to exorbitant costs indicated by prospective manufacturers.The Trivandrum City Corporation faced significant problems in building the city’s elevated Viaduct. This was because most city suburbs had narrow roads. In July 2019, Kerala Chief Minister Pinarayi Vijayan stated that the route will not follow the NH 66 (Kovalam Bypass) but rather enter Thampanoor via Sreekariyam, Kesavadasapuram, and Pattom, three of Trivandrum’s busiest suburbs.Personal Rapid TransitINKEL Ltd had suggested a Personal Rapid Transit (PRT) system in Thiruvananthapuram. The new approach is estimated to attract 40% of vehicle and auto rickshaw passengers. The PRT shall serve as a feeder mode of transit, supplementing the metro. The project will be executed in two stages. The first will run from Pallipuram to Thampanoor, while the second would stretch from Thampanoor to Neyyattinkara.The track will traverse via Vellayambalam, Palayam, Statue, Overbridge, East Fort, and Thampanoor, with 35 stations proposed. The project is expected to cost Rs. 60 crore per km and will take 24 to 30 months to complete. In the 2012-13 State Budget, Finance Minister K.M. Mani allotted Rs. 2.5 million for preliminary work on the PRT in Thiruvananthapuram and Kottayam. From the date of commencement, the project is anticipated to be completed in 24 months. The Metro PlanThe Thiruvananthapuram line is scheduled to operate from Technocity to Karamana, spanning a distance of 22.537 km, including 19 stations along the existing NH 47. For the proposed flyovers at Kazhakuttam, Sreekaryam, and Ulloor, minor modifications have been made. At Railway Km 221/6-8, special spans have been proposed where the line crosses the railway line.The car depot is situated on 12.5 hectares of government land near the Pallipuram CRPF Camp. The project is scheduled to be developed in three phases. Technocity, Pallippuram, Kaniyapuram, Kazhakootam Junction, Karyavattom, Gurumandiram, Pangappara, Sreekariyam, Pongumoodu, Ulloor, Kesavadasapuram, Pattom, Plamood, Palayam, Secretariat, Thampanoor, Killipalam, and Karamana would all have stations. The line shall be built in three stages.
RouteTerminalsLength (km)StationsOpening date
Route 1TechnocityKariavattom7To be announced
Route 2KesavadasapuramKaramana8
Route 3KariavattomKesavadasapuram8
Total22.20192025
Route 1 shall cover a distance of seven kilometres from Technocity to Kariavattom. It is scheduled to be completed 30 months after the contractor is selected. The metro shall have options for extension towards the south up to Neyyattinkara as well as towards the north to Attingal. Another suggestion is to extend the network all the way to Thiruvananthapuram International Airport.Funding & CostBased on April 2012 prices, the project cost was Rs. 27.0256 billion (US$340 million), excluding taxes of Rs. 4.75 billion (US$59 million). Each kilometre of metro construction was projected to cost Rs. 1617.1 million. The Design-Build-Operate-Transfer (DBOT) mode was proposed. The State and Union governments were to contribute 20% of the cost, with the remainder to be financed by other investors such as banks.Finance Minister K. M. Mani allocated Rs. 200 million (US$2.5 million) towards the Thiruvananthapuram project in the 2012 State Budget. The project will be funded in part by a 5% state government tax on fuel and diesel sales. The surcharge is estimated to generate Rs. 2.50 billion in revenue every year. The operation and maintenance costs are divided into three major categories: staffing expenses, maintenance costs (which include expenditure for system and consumable upkeep and maintenance), and energy costs. The Technocity – Karamana segment cost was revised to Rs. 4,219 crore in 2015.Latest UpdateThe decision on whether to develop a light metro, metrolite, or conventional metro in Thiruvananthapuram is likely to be delayed because the Urban Mass Transit Company Limited (UMTC) has not yet submitted the study report on the comprehensive mobility plan (CMP) and alternate traffic analysis (ATS) to the Kochi Metro Rail Limited (KMRL), the project’s executing agency. Although the fact that the deadline for submitting the report was March 31, the study is yet to be completed and submitted, according to media outputs.In this context, UMTC officials met with KMRL and requested a time extension for submitting the report. Following the delay, the KMRL stated that they had had a conversation with UMTC and requested clarifications. KMRL officials also stated that the report had not been submitted. They did, however, meet with UMTC officials for further development and timely submission of the reports. The UMTC noted that they had some concerns, and the study is nearing completion. More than 90% of the study’s work has been done, and the report shall be delivered soon.The KMRL has started preparing for project execution since the Centre previously advised the state government that a single company should be ideally selected to supervise the state’s metro projects. The Union government earlier had advocated a metrolite concept rather than a light metro in the city. However, the state government is opposed to the metrolite idea because the system is yet to be implemented anywhere in the country, making its installation an experiment.KMRL MD Mr. Loknath Behera earlier said that he had written to the district collector and the mayor of Trivandrum, requesting help and cooperation in completing the project. According to District Collector Mr. Geromic George, the UMTC presented an interim report last month indicating that the study was underway.The Trivandrum collector stated that representatives from the UMTC attended the January stakeholders meeting. The company presented the current situation of the study and stated what was required to be done at the meeting. They even provided him with an interim status report. According to information from sources, the study is nearing completion, and the report will be submitted to the KMRL soon. Following the submission of the study report, a detailed project report (DPR) shall be prepared. The DPR will be submitted for approval to the state government and then to the Union government, which is the sanctioning authority for metro rail. There is also a plan to develop an underground metro in some regions of Thiruvananthapuram. 

Mumbai Suburban Railway: The Busiest Commuter Rail System in the World

Narendra Shah
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Mumbai Suburban Railway: The Busiest Commuter Rail System in the World
IntroductionThe Mumbai Suburban Railway (also known as local trains or locals) consists of exclusive inner suburban railway lines supported with commuter rail on main lines serving outlying areas to provide service to the Mumbai Metropolitan Region. The suburban railway, which spans more than 400 kilometres and serves over 7.5 million commuters daily, offers nearly 3000 train services. Daily commuters make up roughly 40% of Indian Railways’ daily commuters. The Mumbai Suburban Railway is one of the busiest commuter train systems in the world, with around 2.64 billion yearly riders. However, despite mammoth passenger traffic and huge number of commuters travelling daily by the system, the Mumbai Suburban Railway is often criticized for safety concerns and infrastructural development of the rail system. In the last two decades, a number of passengers faced severe casualties and fatalities while travelling on Mumbai local trains. The lack of any significant upgrade in safety rules, infrastructural development or future lookout for the last two decades has been the cited reasons for it. Nevertheless, Mumbai Suburban Railway is the first suburban rail network in India, and it has the highest passenger density of any urban railway system in the world.BackgroundThe Mumbai Suburban Railway is an offshoot of the British East India Company’s first passenger railway, and it is also Asia’s oldest railway system. On 16 April 1853, at 15:35, the Great Indian Peninsula Railway (now Central Railway) ran the first train between Bori Bunder (now Chhatrapati Shivaji Maharaj Terminus) and Thane, a distance of 34 km. The 34-kilometer voyage in the 14-coach train took 1.25 hours, with a stop at Bhandup to refill the train’s water tanks.The Bombay, Baroda and Central India Railway (now Western Railway) ran the next important train between Virar and Churchgate in April 1867. This line also included Colaba, which was eventually decommissioned. On 3 February 1925, the first EMU service began on the Central line from Victoria Terminus (now Chhatrapati Shivaji Maharaj Terminus) to Coorla Harbour (now Kurla), using 1.5 kV DC traction. On 5 January 1928, service also began on the Western line from Churchgate to Borivali. The entire network had been converted to 25 kV 50 Hz AC traction by 2016.NetworkIndian Railways’ two zonal divisions, Western Railways (WR) and Central Railways (CR), operate the Mumbai Suburban Railway system. The fast commuter train routes on Central and Western Railways are shared with long-distance and freight trains, while inner suburban services operate on dedicated parallel tracks. The Western Line is operated by WR, whereas the Central Line, Harbour Line, Trans-Harbour Line, Vasai-Roha Line, and Neral-Matheran & Panvel-Karjat Line are operated by CR.Central LineThe Central Line in Mumbai comprises three primary corridors that split when they approach suburban satellite towns. The Central Railway’s two corridors (one local and one through) from Chhatrapati Shivaji Maharaj Terminus (CSMT) to Kalyan (53 km), where it splits into two lines, one to Kasara (67 km) in the North-East and the other to Khopoli (61 km) in the South-East. These two corridors make up the ‘Main’ Central Line. There is also a 36-kilometer corridor between Kurla and Kalyan stations for exclusive usage of outstation and cargo trains.The Central Line connects to the Western Line at Parel and Dadar, and to the Harbour Line at Sandhurst Road and Kurla. The rolling stock is a fleet of new AC and alternating current Bombardier and Siemens EMUs. Kurla and Kalwa are the main car sheds located on this route. Locals are both rapid and slow. Slow locals stop at every station, while Byculla, Dadar, Kurla, Ghatkopar, Vikhroli, Bhandup, Mulund, Thane, Diva, Dombivali, and Kalyan are the stations where fast locals stop. All trains that travel beyond Kalyan are slow trains. The train here stops at every station.Western LineFrom Churchgate, the Western Line follows the Western Railway northwards parallel to the West Coast. Local services by electric multiple units (EMUs) run on exclusive parallel tracks between Churchgate and Dahanu (124 km) up to Virar (60 km), while MEMUs operate the portion beyond Virar to Dahanu Road (64 km). EMU was extended up to Dahanu Road on April 16, 2013. MEMUs are additionally operational through a branch route from Bhiwandi Road to Vasai Road between Dahanu Road and Panvel. EMU car sheds are available at Mumbai Central, Kandivali, and Virar. Virar is home to Asia’s largest EMU car shed. At Mahalaxmi, there is an EMU repair shop.The EMU fleet of Western Railway is totally powered by alternating current (25 kV). The rolling stock comprises of a fleet of new AC and alternating current Bombardier EMUs. EMUs are 12- or 15-car formations that are classified as slow or fast locals. Slow trains stop at all stations, whereas rapid trains stop at Mumbai Central, Dadar, Bandra, Andheri, Borivali, Bhayander, Vasai Road, and Virar and are preferable across longer distances.Harbour LineThe Harbour Line goes from Chhatrapati Shivaji Maharaj Terminus (CSMT) to Goregaon and Panvel as part of the Central Railway. All Harbour Line services are slow. The line leaves from two distinct platforms at CSMT, and the tracks cross over the mainline at Sandhurst Road to reach stations along Mumbai’s Eastern dock region. The Wadala Road branch line connects with the Western Line at Mahim and continues towards Goregaon. Further work is being done to extend the Western Line branch to Borivali.The Harbour Line connects with the mainline in Kurla, where it heads East towards Navi Mumbai. The Harbour Line is further divided at Vashi into two lines, one of which rejoins the main lines at Thane while the other continues to Panvel. The shed for these trains is at Sanpada. From Sandhurst Road to Cotton Green, a segment of the Harbour Line is elevated.Trans-Harbour LineThe Central Railway also includes the Trans-Harbour Line, which connects Navi Mumbai and Thane. It extends from two distinct platforms in Thane to Nerul, where it connects with the Harbour line upto Panvel, and a small and minor branch line from Turbhe to Vashi that runs parallel to the Harbour line. All services on the trans-harbour line are all-stop. Freight trains share the railway and tracks from Airoli to Koparkhairane through a bypass, then to a siding in Turbhe for the APMC market godowns.Vasai Road-Roha LineThe Vasai Road-Roha line is a Mumbai Suburban Railway Intersection chord rail bypass line that connects the Western line, Central line and Harbour line of the Western Railway (WR) with the Central Railway (CR). It connects Panvel and the Konkan Railway and runs from Vasai Road to Roha. This line is currently used to bypass goods trains, express trains and MEMU passenger trains. The MRVC is additionally developing a separate Suburban Corridor along this route to improve connection.Nerul-Uran LineThe Nerul-Uran line, commonly known as the Port line, is another section of the Central Railway that connects Navi Mumbai to Uran, which is also located in Navi Mumbai but to the Southwest. It also operates from two distinct platforms in Nerul and one in CBD Belapur to Uran, with direct access to JNPT in Navi Mumbai.–Services & FacilitiesTrains on the Mumbai Suburban Railway have four main designations:
  • Slow trains (denoted by S) stop at all stations. These are intended for daily commuters.
  • Fast trains (denoted by F) run fast and as express (skipping stops and mostly heading to railway junctions) until they reach a specified station and proceed to operate like a slow train after that station. These trains are generally meant for daily commuters as well as express connectivity to the rest of the Indian Railways outbound trains.
  • Air Conditioned trains (denoted by AC) which are air-conditioned and can be either fast or slow.
Travel ClassesThe suburban fleet has 12 and 15 coach rakes. There are two main types of travel classes: the first class and the second class. As most office employees have a first-class transport pass provided by their employer, the first class fare is approximately 8 times more expensive than the second class fare and thus tends to be less crowded during non-rush hours, though it is sometimes equally or more crowded than the general compartments during rush hour. Cushioned seating is also available in first class and senior citizen compartments, while the rest of the seats are generally plastic. There are also women-only cars (referred to as ladies special) and, since 1992, Ladies Special trains with all seats reserved for female passengers. A semi-ladies special is a train that has a few coaches specifically for women. These distinctions can be used with fast, slow, and other keywords to use combinations like Slow Ladies Special.Air-conditionedThe open doors and windows of the Mumbai Suburban Railways are well-known. This is because the trains have no ventilation system and rely on natural air ventilation. This was implemented as a cost-cutting solution, as an air-conditioning system would be rendered unimportant during rush hour. Leaving the doors open also enables for a quick boarding process and combat congestion as the trains only stop for 10 seconds at most of the stations. The Indian Railways produced the first local train for travel (especially for the hot and humid summer season) in 2016. The Integral Coach Factory in Chennai manufactures this rake. It contains various novel features, including linked vestibules, cushioned seats, and sliding doors. It travels from Virar to Churchgate and from Kalyan to Chhatrapati Shivaji Terminus. AC trains are fast and slow locals that began service on the WR on December 25, 2017, and on the Central Line in 2021.TicketingThe Mumbai Suburban Railway has a fare collection mechanism based on proof of payment. Tickets are available at all train stations. Travelling without a valid ticket is an infringement that can result in a fine if caught. Passengers travelling in first class without a valid ticket face a higher penalty.CVMs and ATVMsTo save time, a Coupon Booklet can be purchased, and the coupons can be punched for the designated fare using Coupon Validating Machines (CVMs) located at each station. The authorities decided in early 2015 to phase out CVMs with effect from April 1, 2015. This decision was made owing to widespread coupon duplication and a lack of openness. There was also no method to track the coupons.There are also Smart Cards that can be topped up (recharged with a certain amount) and used to print tickets from an Automatic Ticket Vending Machine (ATVM). One can purchase a season ticket if commuting regularly. The validity of these tickets ranges from one month to three months to a year. For regular commuters, season tickets are the most cost-effective and time-efficient option and alternative. Recently, in 2022, the ATVM received a new feature: it now accepts more payment methods. Initially, it only accepted the Railway Smart Card as a payment method. However, with the introduction of new payment methods, ticketing has become much faster. It has two features: the first is BHIM UPI QR CODE (Paytm), and the second is BHIM UPI QR CODE (Freecharge).Mobile AppThere are generally long lines at the ticket counters. In order to address this issue, the then railways minister, Mr. Suresh Prabhu, launched the UTSOnMobile app in December 2014 at Dadar railway station. The app was initially released for Android and Windows Phone, with an iOS version following and developed later. Initially, the app-booked tickets had to be printed from the ATVMs. Commuters found this process annoying and criticised it. Later, in July 2015, an upgrade to the app was released that allowed e-tickets. The upgrade also offered technical modifications, such as the ability to book tickets only within 30m to 5 km of the origin station instead of from the platform. This decision was well appreciated by commuters, with over 50,000 downloads on the first day.Major ConcernsDoorsThe open doors and windows of the Mumbai Suburban Railway are well-known. This is due to the lack of a ventilation system on the trains, which rely on natural air ventilation. This was implemented to save money because an air-conditioning system would be rendered worthless during rush hour.Leaving the doors open also allows for a quick boarding process and turnaround time to combat overcrowding, as trains stop for only 10 seconds and are mostly 5 minutes apart. Passengers frequently end up hanging off the edge of the footboard or off door sills, and during rush hour, they can lose their balance and fall, resulting in serious injuries and even death. Teenagers and adults have also been observed attempting doorway stunts and door ladders, putting their lives in danger. There are also numerous reports of persons stumbling and falling down while getting on and off the train while it is moving, resulting in injuries.OvercrowdingThe Mumbai Suburban Railway has the most severe congestion in the world due to its vast reach across the Mumbai Metropolitan Region and its intensive use by the local urban population. During peak hours, a 12-car or 15-car rake can carry over 4,500 passengers, far exceeding its rated carrying capacity of around 2,000. This leads to what is termed as a Super-Dense Crush Load of 14 to 16 standing passengers per square metre of floor space.FatalitiesOn the Mumbai Suburban Rail network, approximately 2,000 people die each year; between 2002 and 2012, more than 36,152 people died, and 36,688 people were injured. In 2008, a total of 17 persons died on the city’s suburban railway network every weekday. Overcrowding is one of the causes of accidents and deaths. Passengers crossing the tracks on foot to avoid footbridges is another reason of fatalities. Some passengers are killed when they perch on train roofs to avoid crowds and are electrocuted by overhead electric cables or when they fall while clinging to the door and window bars. However, fatality rates have gone down since 2018. Longer platforms and more frequent trains are being implemented to lessen the danger of such fatalities.Central Railways, in collaboration with a behavioural architecture firm, implemented psychology-based interventions at the Wadala station, which reduced mortality by almost 75%. The success of this experiment was reported in the Times of India. In 2010, Western Railway stated that if ‘even a single passenger’ is found travelling on the roof, the train will be stopped.Since 1996, the Western and Central Railways have been using the Auxiliary Warning System (AWS), a form of Train Protection & Warning System (TPWS), which is identical to England’s Automatic Warning System. The Central Railway and Western Railway implemented a Blue Light (Virtual Gate) idea, in which a blue beam light unit is put on the top of each gate, guiding commuters for safe boarding, avoiding overcrowding, and ensuring safe clearing in the platforms. It also contributed to a cultural shift in commuter behaviour.ExpansionThe Ministry of Railways and the state government of Maharashtra have jointly envisioned the formation of a distinct corporate entity to operate the Mumbai Suburban Railway in order to fulfil the ever-increasing passenger traffic demands. The Mumbai Railway Vikas Corporation (MRVC), a public sector unit of the Government of India under the Ministry of Railways, was established on 12 July 1999 under the (Indian) Companies Act, 1956, with an equity capital of Rs. 250 million to implement the rail component of an integrated rail-cum-road urban transport project, referred to as the Mumbai Urban Transport Project (MUTP). The cost of the rail component of the project has been planned to be shared and split equally between the Ministry of Railways and the Government of Maharashtra.The Harbour Line has been completed by MRVC upto Goregaon as part of the Mumbai Urban Transport Project-II. The further extension of this line has been approved under MUTP-III until Borivali. CR has proposed building a 22.5-kilometer line connecting Nerul / CBD Belapur and Uran. There would be ten stations on the proposed line. CR has proposed a service from Kalyan to Nasik Road, which will benefit commuters to and from Nasik, as there are now only three Intercity trains from Mumbai (Godavari Express, Panchvati Express, and Manmad Rajya Rani Express) to Manmad. This regular distance of 132 kilometres meets the Indian Railways standards for EMU services. CR has stated that they shall conduct the trial runs; however, this would be challenging due to the Kasara Ghat tunnels.Recent Studymumbai suburban railFor decades, Mumbai’s suburban train network has been referred to be the city’s lifeline. For many years, it remained the most popular mode of transportation in Mumbai, but the trend now seems to be changing. According to the most recent estimates, Mumbai’s local train network witnessed a twenty per cent decline in its daily traffic and ridership. According to Railways data, the suburban network handled 76.34 lakh commuters in the fiscal year 2019-2020 prior to the covid epidemic but only 61.95 lakhs this year, representing a 14.39 lakhs commuter drop.The Central Railway (CR) witnessed a decline of 6.09 lakhs passengers in the last fiscal year. The passenger count was 41.47 lakh in FY20, which has fallen to 35.38 lakhs in FY23. The Central Railway (CR) witnessed a decline of 6.09 lakhs passengers in the last fiscal year. The passenger count was 41.47 lakhs in FY20, which has fallen to 35.38 lakhs in FY23. Similarly, the number of commuters on Western Railway (WR) declined from 34.87 lakhs in FY20 to 26.57 lakhs in FY23, revealing a drop of 8.30 lakhs passengers. The main reasons for the significant decline in ridership range from the use of other means of travel to the fall and overall drop in the quality of suburban services.The main reasons for the significant decline in ridership range from the use of other means of travel to the fall and overall drop in the quality of suburban services by the commuters.It may be noted that the ridership is calculated based on the number of tickets sold. Some may argue that the passenger count may be higher than the data provided by Railways because many commuters also travel without tickets. However, experts believe that the fall has some specific reasons for it. The introduction of the Metro network on important corridors has been one of the key changes that has influenced ridership of Mumbai local trains, particularly on the Western Line. For example, a considerable shift has been observed following the introduction of Metro Lines 2A and 7. The number of commuters from Andheri and Dahisar stations has considerably decreased in the suburban network after the opening of the route. The quality of the Suburban fleet that remains a major concern can be stated to be one of the other reasons for the decreasing ridership in the suburban train. Many commuters have been complaining about the poor quality of local train services, especially since the introduction of more comfortable services by the Mumbai Metro and BEST bus.According to analysts, some establishments in the city have started providing transport services to their employees, at least at night, which is also cited as one of the reasons for the falling ridership in commuter rail system. Additionally, following the pandemic, many professionals shifted to personal vehicles. Moreover, a significant number of customers continue to avoid local trains because they are concerned about social distancing. In general, the country’s railway networks saw a twenty-four per cent decline in ridership. 

Train Technology: Cloud Computing

Priyanka Sahu
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Train Technology: Cloud Computing
PrefaceRailway signalling is a system that is used to properly control railway traffic, primarily to avoid trains from colliding. Trains are unusually vulnerable to collision because they are guided by fixed rails; also, trains cannot stop fast and generally operate at speeds that do not allow them to stop within sight of the driver. Most of the types of train control entail the transfer of movement authority from those who are in charge of each part of a rail network to the train crew. Not all solutions necessitate the use of physical signals, and some are limited to single-track railways.Signalling is an essential component of the railway system. It is essential for train movement safety, as well as train control and management. Many signalling and train control systems have evolved over the years, resulting in a highly technical and complex industry. Signalling is becoming increasingly important in train operation and maintenance. Through proper signalling, a good, safe, and secure operation is envisaged. Moreover, goods or passengers now need to be transported through several countries without changing trains. Given the number of new demands, the development and implementation of signalling systems remain difficult. It may be noted that a number of problems yet remain to be optimally solved.With fewer resources and limited budgets, it is important to have a robust maintenance management system in place to aid managers and engineers in getting the most out of their existing infrastructure assets. To analyse the status, maintenance, capital spending, and inspection of a linear asset, such as a railway, a large amount of data and information needs to be recorded and examined. Railway signalling systems enable rail operators for the control, supervision, and protection of railway traffic. These systems are crucial to the railway’s capacity and availability. Their dependability and upkeep can have an impact on both the infrastructure and the trains. In addition to it, safety is an important concern.Railway operators and managers are extracting an increased amount of data from trackside and handheld readers, onboard locomotive devices, and integrated systems for a number of objectives to be accomplished. The challenge with the users is to analyse this data, evaluate it, and use & apply it to help achieve improved movement of goods and freight. The challenge for tech providers is to keep up with the needs of an increasingly varied customer base. Railroads, for example, are essential infrastructures and linear assets used to carry commodities and people. The upkeep and enhancement of these linear assets are vital to a country’s economy and security. Any improvement in linear asset maintenance management and the technology implemented for maintenance tasks can have a significant impact on the revenue, safety, and reliability of the linear asset. Customers and owners are putting growing pressure on railways to increase safety, capacity, and reliability while lowering expenses and tightening the budget. Signalling systems are crucial and play an important role in achieving these increased demands.IntroductionTraditional railway signalling systems tend to be usually based on copper wires and cables, making the signalling equipment upkeep both costly and complicated. Railway signalling system maintenance in modern times has become one of the most essential development works in railway transport. Railway signalling equipment has been unable to attain the envisioned outcomes in modern cloud computing technologies due to its unique characteristics and complex working environment. The issues that must be considered include energy consumption, quality of service (Quality of Service), data security and privacy, and others, making cloud computing challenging to be adopted in railway signalling systems.Maintenance of Railway Signalling through cloud computingTo ensure safe and dependable operations, modern railway networks, including high-speed trains and urban mass rapid systems, rely on cutting-edge signalling and communication technologies.
  • Tracking Train Position: It is crucial to track the position of trains at all the times in order to effectively maintain a railway signalling system. This can be done by using cloud computing, helping to store and manage data. Using the technology, it can be verified that signals are properly flipped and trains are running on time by tracking their whereabouts. Further, if there are any issues with the system, it can be quickly identified and resolved. Cloud computing also allows consumers to view their train information from any location with an internet connection. Workers can now monitor train movement during inclement weather or when they are out in the field due to enhanced mobility, which has improved safety.
  • Asset Management: Locomotives, passenger coaches, wagons, bridges, buildings, and signals are among the various assets used by the Indian Railways. The upkeep of these assets is vital for the safety and efficiency of railways. Historically, the Indian Railways used a range of asset management methods, including manual record-keeping and paper-based systems. However, due to the large number of assets and data that must be managed, these methods are no longer viable.
The Indian Railways has started using cloud computing for asset management to address this issue. All asset-related data is stored in a centralised repository using cloud computing. Authorised people can access this information from any location. Maintaining railway signalling systems is vital to keep trains running on schedule. Physical assets such as buildings, vehicles, and equipment are monitored and handled via asset management. Organisations can keep a track of their assets in real-time through the use of cloud-based asset management software, lowering the risk of lost or stolen goods.
  • Automatic Signal Control: Cloud-based solutions can aid in the automatic management and monitoring of railway signalling systems. One can track the status of each signal using sensors and automatically change and modify settings as needed. It can assist in enhancing productivity and prevent problems before they occur. A sensor, for example, will notice an issue with a particular signal instantly. And on the cloud, changes will be made in real-time that affect only that signal. Trains can thus avoid those signals without being delayed or disrupted. The complete railway signalling system is thus kept fully operational.
  • Predictive Analytics: Predictive analytics may assist in the smooth operation of railway signalling systems by offering insights into potential problems before they occur. Through the use of technology, one can spot difficulties early and take steps to avoid them before developing into concerning and major issues by monitoring data and trends. Further, predictive analytics can help in system optimisation by identifying areas requiring improvement. It will be able to make sound decisions about how to effectively deploy resources to accomplish the intended goal using this information.
  • Speed Up Information Flow: The speed with which information can flow between different sectors of the organisation is one of the key benefits that cloud computing can bring and provide to the rail industry. To make choices and manage day-to-day operations, railway operators and suppliers rely on near-real-time data. Given the ever-increasing volumes of data generated by new equipment, trains, and trackside monitoring systems, the challenge for this sector has always been how to best deliver it. In addition, existing sources, including railroad signals, level crossings, and station automation systems, are also used. Historically, this has been managed by costly localised IT infrastructure expenditures, such as in railway control centres or customer service centres. With frequent on-site support requirements. Cloud solutions can assist in providing a cost-effective solution for managing access to this data over large geographic locations. Through centralised management functions and economies of scale, organisations can maintain their integrity and availability without jeopardising their integrity or availability.
Indian Rail Economy growing with Cloud HostingThe Indian Railway network is the world’s third largest and one of the busiest, carrying approximately 13 million passengers daily. With around 1.3 million employees, Indian Railway is also one of the largest employers. The railways are undertaking a significant modernisation programme aimed at enhancing efficiency and passenger safety.The Indian Railways is considering using technological advancements to improve its customer service. In recent years, there has been a strong emphasis on the adoption of advanced technology solutions, with a particular emphasis on cloud and big data analytics solutions. RailCloud, a strategic IT initiative initiated by India’s railway ministry, aims to provide solutions to the current issues. RailCloud is expected to cost over 53 million rupees to implement in order to provide a unified digital platform for Indian railways.Cloud hosting has taken the digital world by storm, prompting the Indian railway government to recognise it as an ideal match for increasing income, improving passenger satisfaction, and ensuring safe operations. In addition to providing enormous data storage within a single server area and significantly faster on-demand resource deployment, Cloud hosting has given wings to digitized railway networks.ConclusionThe use of cloud computing in the railway signalling sector is very simple. Cloud computing not only can help cut expenses, but it can also enhance efficiency and allow for real-time monitoring of systems. Signalling systems must be able to keep up with the ever-increasing demand for train travel. Cloud computing can assist in making this achievable.The railway signalling system is one area that is benefiting from this upgrade and modernisation process. The signalling system guarantees that trains arrive on time and in good condition. Previously, it used to be a manual process prone to human error. However, by migrating to a cloud-based system, railways can improve performance by leveraging automation and real-time data. The advantages of employing cloud computing for railway signalling are numerous.Signalling and communications for railwaysTrain Technology Cloud Computing 2The Railway signalling and communications systems generally include: 
  • Systems and services for train control and signalling 
  • Data and telecommunications solutions for railway communications 
  • Cabinets and enclosures for communications, customer information systems (CIS), station information and security systems (SISS), and signals that have been certified by the Parts and Drawings System (PADS).
  • Radio frequency systems 
  • Railway network communications solutions 
  • Onboard electronic devices and communication solutions 
  • Fibre-optic systems and wireless communication in railways 
  • Train collision avoidance and track personnel protection systems 
  • 5G connection and future railway mobile communication system (FRMCS)/internet of things (IoT)/analytics solutions for automated railway operations
Automatic signalling systems, such as computer and relay-based interlocking solutions, automatic train protection and operation systems, rolling stock diagnostics, and speed control technologies, improve railway asset safety and efficiency. CBTC systems boost capacity and minimise headways by providing smooth operations in driver, driverless, or entirely unattended train operation modes. Automated systems combine human-machine interface and bidirectional radio communication capabilities for autonomous rolling stock monitoring and control, as well as high system availability for railways. Railway signalling systems monitor, supervise, and protect railway traffic. These systems have an importance to railway’s capacity and availability. Hence, their dependability and upkeep pose significant challenges. There are several signalling systems in the market today that seek to ensure network safety while achieving network capacity requirements. To keep the railway network running smoothly, the signalling systems must have tools that make data mining and analysis easier and faster. The different methods pointed out enable data mining and subsequent analysis without relying on the components that generate the data. Because of the complexity and constant evolution the signalling systems goes through, this can be considered to be an important factor. To collect data or information relevant to the assets of railway signalling systems, a data collection and distribution system based on the notion of cloud computing is proposed for integration purposes. A benefit from the standpoint of maintenance is the ability to acquire information or data relative to the health, variability, performance, or utilisation of an asset. 

Railway Allocation for Northeast Increased to Rs 10,200 Crore Under Modi Government

Staff Reporter
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Railway Allocation for Northeast Increased to Rs 10,200 Crore Under Modi Government
GUWAHATI( Metro Rail News): The Union Minister for Railways, Ashwini Vaishnaw, announced that the allocation for the railways in the Northeast region has been increased to Rs 10,200 crore by the Modi government. Previously, it was set at Rs 2,000 crore before 2014. This boost in funding will help accelerate railway projects in the region. Shri Ashwini Vaishnaw highlighted that Prime Minister Narendra Modi played a crucial role in multiplying the allocation, resulting in the significant increase.Union Minister Shri Ashwini Vaishnaw shared that all states that have undergone route electrification will have Vande Bharat trains. This statement was made ahead of the inauguration of the semi-high-speed Guwahati-New Jalpaiguri Vande Bharat Express.The introduction of Vande Bharat trains will enhance connectivity and save approximately one hour of travel time compared to the current fastest trains connecting Guwahati in Assam with New Jalpaiguri in West Bengal. According to the Prime Minister’s Office, while the existing fastest trains take around six and a half hours, the Vande Bharat will cover the journey in five and a half hours.The Integral Coach Factory (ICF) in Chennai produces the domestic Vande Bharat trains. These trains are intended to take the place of Shatabdis, Rajdhanis, and local trains, offering passengers a better travelling experience. Vande Metro, Vande Chair Car, and Vande Sleepers trains are anticipated to be launched by the end of next year, according to Shri Ashiwini Vaishnaw, who spoke at the May 25 opening of the Dehradun-Delhi Vande Bharat Express.

Wi-Fi on Trains

Narendra Shah
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Wi-Fi on Trains
IntroductionWi-Fi is fairly common all around the world. It enables us to wirelessly link our smart devices to the internet. It employs electromagnetic radio waves at various frequencies, namely 2.4 GHz, 5 GHz, and 6 GHz, depending on the supporting WLAN chips. Various WLAN standards have been developed to provide higher data speeds and better coverage. The WLAN adheres to IEEE standards such as 802.11b, 11a, 11g, 11n, 11ac, 11ax, and 802.11be. Wi-Fi networks are generally used for larger data rates with restricted coverage and have been developed to support devices inside buildings, offices, railway stations, airports, and trains, among other places.WLAN (Wireless Local Area Network) standards were created to accommodate smart devices with limited mobility initially. The IEEE 802.11ax version allows for greater mobility, allowing internet connection in automobile-confined devices via Wi-Fi hotspots. Cellular technologies adhere to 3GPP or ETSI standards and are primarily intended for usage in outside areas for fast-moving vehicles. Cellular standards include 2G (GSM), 3G (UMTS or CDMA), 4G (WiMAX, LTE), and 5G NR (New Radio). Wi-Fi service is offered by installing a Wi-Fi Router, which is an 802.11 AP (Access Point). Cellular service is delivered by erecting a cell tower and supporting equipments for PSTN/PSDN interface. Satellite networks provide connection in remote areas where cellular towers are either unavailable or impractical to deploy in rural and steep terrain. Due to placement in higher altitudes and at a greater height above the Earth, satellites provide a much broader coverage of the Earth.Specific cellular standards for railways have been developed, including GSM-R and LTE-R, with the following specifications. The chart below summarises the key aspects of Wi-Fi and cellular standards (GSM-R, LTE-R, and 5G NR).
FeatureWiFi-6/6E (IEEE 802.11ax)Cellular (GSM-R)Cellular (LTE-R)Cellular (5G NR)
Frequency2.4 GHz, 5 GHz, 6GHz876 to 880 MHz, 912 to 925 MHz450, 800, 1400 MHz3.5, 28, 34, 66 GHz
Channel Bandwidth20 to 160 MHz0.2 MHz1.4 to 20 MHz1.25 to 400 MHz
Data rate i.e. throughput600 Mbps (80 MHz, 1 Spatial Stream-SS), 9.6 Gbps (160 MHz, 8 SS)172 Kbps per channel50/10 Mbps4 Gbps per channel
Mobility300 Km/Hr350 Km/Hr500 Km/Hr500 Km/Hr
 (Comparison of Wi-Fi and Cellular Technologies)L band (1-2 GHz), C band (3700-4200 MHz in downlink and 5925-6425 MHz in uplink), extended-C band, Ku band (11.7-12.7 GHz in downlink, 14-14.7 GHz in uplink), and Ka band (18.8-19.3 GHz in downlink, 28.6-29.10 GHz in uplink) are the bands used in satellite communication networks. The most common bandwidths for satellite transponders are 36 MHz and 72 MHz. Ground station users employ these whole bandwidths for a number of voice/data calls depending on various multiple access mechanisms.Wi-Fi network architecture: Homeswifi on train image 1The basic Wi-Fi system consists of a single Wi-Fi router at home that is linked to an ISP (Internet Service Provider) on one side and Wi-Fi Clients (i.e. Stations) on the other. To interface with a Wi-Fi router, a cable modem or a compatible modem is usually required, depending on the technologies used by the ISP. ISPs have been using a variety of technologies to deliver internet access to users over the years, including dial-up internet, ADSL/SDSL, cable internet, ISDN, Ethernet, fibre optic, satellite, Wi-Fi, and cellular broadband.Wi-Fi Network Architecture at HomeA Wi-Fi router enables several wifi-enabled smart devices to share a single internet connection. As a result, a number of individuals can use a single high-speed internet connection comfortably and economically. Connections to ethernet or ethernet ports are available on the Wi-Fi router. With the help of these, desktop PCs or laptops equipped with 10/100/1000 Mbps LAN devices can be readily connected to these ports using ethernet cables. Wi-Fi hotspots are deployed in shopping malls, airports, railway stations, and at business enterprises to provide internet access to customers or passengers using Wi-Fi routers. These Wi-Fi routers are linked to an ISP.Wi-Fi network for moving trains: The Workingwifi on train image 2Internet access requires a connection to an ISP via various wired or wireless technologies. Wired technologies are generally ineffective and cannot be used when the train is moving at high or low speeds. As a result, cellular or satellite technologies are required to give internet connectivity to train passengers via EM (Electro-Magnetic) waves.Wi-Fi architecture for onboard trainsEach train compartment has one or more Wi-Fi routers or access points (APs). Using Ethernet cables, all of these APs are linked to a multi-port gigabit switch. The Multimedia Server is linked to a gigabit switch through an Ethernet wire to aid in the configuration and monitoring of all APs and gateways. The WAN gateway is the equipment that connects APs inside the train to the outside network (cellular or satellite). Gateways accomplish this through the use of specifically designed rail antennas mounted on the train’s roof. Multiple WAN gateways are deployed in the trains based on user requirements.Wi-Fi/Cellular architecture: Covered metro stations and rail tunnelsIt is difficult to provide internet connectivity on trains when they are in underground stations, covered metro stations, or tunnels. There are numerous approaches that can be used in such situations. Repeater-based applications and solutions were used in tunnels initially. In the method, a series or ordered set of repeaters are placed between APs located on opposite ends of the rail tunnel. These WLAN APs are linked to a cellular tower on the track side.Wi-Fi/Cellular architecture for covered metro stations and rail tunnelswifi on train image 3A different approach is being developed, which shall make use of the most recent 5G NR cellular infrastructure. 5G NR RRUs and BBUs are linked together in this system via Optical Fibre Cables (OFCs) and Optical to-RF and RF to Optical converters. In hyperloop technology, a number of WLAN APs are also installed inside the rail tunnels or capsules. OFC is used to connect these several WLAN APs.Advantages of Wi-Fi on board trainsRailway operators are in a better position than other modes of transportation to provide a more comfortable and convenient passenger experience. The provision of on-board high-speed broadband connection is an important service available to the pasengers. While private passengers shall have the facility of fast internet access, video streaming, and online gaming, business travellers would be benefitted by the ability to work while travelling. Simultaneously, the availability of broadband on trains shall enable rail operators to roll out applications such as video monitoring for greater security, enhanced ticketing and seat reservation services, and other technologies that can access data online to help optimise procedures and decrease operational costs. Onboard broadband connectivity enhances the passenger experience while also contributing to increased railway operating efficiency.On-board Wi-Fi facilities are helping rail operators, personnel and passengers in the following ways: (i) Connected passenger
  • Information and entertainment
  • Internet access
(ii) Connected staff
  • Handheld PC for ticketing
  • Passenger counting system
  • Train monitoring
(iii) Connected fleet
  • Train monitoring
  • Surveillance cameras
  • Driver decision support
The generic benefits or advantages of Wi-Fi on board trains can be stated as under:
  • The Wi-Fi service allows travellers to stay in touch with friends and family while travelling.
  • Business people can continue working while riding the trains.
  • Since the service being nearly free, passengers may spend their time by watching films or listening to their preferred music.
  • Train accidents or minor issues in trains can be easily reported from remote hilly regions to their controlling stations located kilometres away.
  • The system enables train control in real-time.
  • It facilitates the deployment of safety-related applications such as CCTV streaming, door clearance, mission essential voice, and passenger information systems.
 DisadvantagesInstalling complete solutions on all trains is prohibitively expensive. The system’s benefits and downsides are largely determined by the precise technologies used to provide internet connection in the train. The same can be inferred based on various railway-bound technologies such as ethernet, Wi-Fi, cellphone, satellite, and so on.RailTelRailTel, a Central Public Sector Enterprise, a ‘Mini Ratna (Category-I)’ company, is an ICT provider as well as one of the country’s largest neutral telecom infrastructure providers, with ownership of a Pan-India optic fibre network availability. The OFC network covers country’s major towns and cities, as well as some rural areas. RailTel was founded on September 26, 2000, with the goal of modernising the existing telecom system for train control, operation, and safety, as well as generating additional revenue by establishing a nationwide broadband and multimedia network and laying optical fibre cable along railway tracks using the right of way. RailTel’s optic fibre network currently spans over 61000 route kilometres and 6108 railway stations across India. Its city-to-city access spans over 21000 kilometres across the country. RailTel’s various operations have been certified for Tier-III (Design & Facility), ISO 27001:2013 Certified for Information Security Management System, ISO 20000:2018 Certified for Service Management System, ISO 9001:2015 Certified for Quality Management System, ISO 27017:2015 Certified for Cloud Security, ISO 27018:2019 Certified for Data Privacy in Cloud Service, ISO 27033 Certified for Network Security, and CMMI Maturity Level-4 Certified for Process Improvement.RailTel has a strategic relationship with the Indian Railways and works on a wide range of projects, including providing mission critical connectivity services such as IP-based video surveillance systems at stations, ‘e-Office’ services, and implementing short-haul connectivity between stations as well as long haul connectivity to support various organisations within the Indian Railways. RailTel additionally provides a number of passenger services, such as content on demand and Wi-Fi, across important railway terminals in the country.RailTel believes that their experience and expertise in handling and undertaking telecom and ICT projects, has led themselves to be opted for implementation of various mission-mode projects for the Government of India, including rolling out the National Knowledge Network, Bharat Net (formerly, the National Optical Fiber Network) and USOF funded optical fiber based connectivity project in North East India.RailWireRailWire is a community-based broadband internet service provided by RailTel in collaboration with over 8000 communities in India. RailWire broadband, launched in 2008, is provided across India using a 61,000+ kilometre optic fibre network that runs through exclusive right of way along the train tracks.RailWire Wi-Fi ExperienceRailTel has supplied state-of-the-art public Wi-Fi under the brand name Railwire with the objective of transforming railway stations into platforms for digital inclusion. RailTel’s RailWire Wi-Fi is currently available at 6108+ stations. This is one of the world’s largest and fastest public Wi-Fi networks. RailTel wishes to provide Wi-Fi at all railway stations (excluding halts), and only just a few hundred stations remain to be covered and reach the milestone of all station coverage. Passengers can use this service to stream High Definition (HD) videos, download movies, songs and games, and carry out office work online within the station boundaries.Every day, the first 30 minutes of Wi-Fi access at 1 Mbps speed is free. To use the Wi-Fi facility at a greater speed, the user must select a plan with a higher speed and pay a little cost. Excluding GST, the plans ranges from Rs. 10/day (for 5 GB at 34 MBPS) to Rs. 75/30 day (for 60 GB at 34 MBPS). To acquire a plan online, customers can use a variety of payment methods such as net banking, wallets, and credit cards. Advertisement-based monetisation has been planned to further monetise the infrastructure developed.Using Wi-Fi at Stations :
  • Switch on the Wi-Fi mode on the smartphone
  • Select the RailWire Wi-Fi network
  • Enter Mobile and get one-time password (OTP) through SMS
  • Enter OTP and start accessing High-speed Wi-Fi
Railway SignallingSafety, in addition to efficiency, is an important objective for Indian Railways. RailTel has been tasked with the project of replacing the existing mechanical signalling system with a modern electronic interlocking signalling system at 26 Northern Railway stations. Work at ten stations has been completed, and work on the remaining stations is underway and is in progress. This replacement shall improve the operational efficiency and safety. The new Electronic Interlocking signalling system shall allow for signal lowering and track switching with the click of a mouse. Previously, mechanical interlocking systems used standard 1 interlocking system with a maximum speed of 50 kmph. With a modern, sophisticated electronic interlocking system, the standard of interlocking has been updated to Std-II with a maximum speed of 110 kmph. Thus, the new electronic systems are not only improving the safety and efficiency of railway traffic, but also increasing its speed.Summary & ConclusionBy making Internet access more widely available, cellular networks enable new services. Their rising coverage, dependability, and speed enable enterprises and end users alike to take advantage of new opportunities, while also increasing reliance on Internet availability for daily activities. Certain places, however, do not have consistent cellphone coverage. A common example is railway networks, which might span extensive runs along desolate areas where deploying a cellular network would be prohibitively expensive. Even in regions where coverage exists, passengers’ access to cellular networks is hampered by signal attenuation caused by the train’s own body. Some travellers may also encounter significant roaming fees when using the Internet. In addition to passengers, M2M units and train crews could benefit substantially from network connectivity, but they confront the same difficulties. In order to access the Internet aboard a moving train, different approaches can be followed.
  •  The first alternative is for the cellular network operator is to install more cellular capacity along the railway tracks. This technique is rarely cost-effective, and in any case, signal reception is still hindered by the train’s coachwork. Additionally, passengers must have a cellular contract with the particular operator in order to gain network connectivity.
  • Another possibility is to utilise signal repeaters (which may even be installed on the train). This is only possible in locations where there is some signal to begin with, and network capacity is severely impacted.
  • Establishing an independent network aboard the train is a preferable solution. M2M systems can be linked via Ethernet wiring, and Wi-Fi can be provided to reach every corner. An onboard router manages upstream connections and can integrate various network access technologies (such as cellular with external high-gain antennas, satellite, and Wi-Fi along the tracks) to provide failsafe and high-speed connectivity. Additional routers may also be placed to ensure greater redundancy.
Having a comprehensive network with high-speed Internet connectivity aboard the train offers up many new options for streamlining rail operations while also creating customer loyalty by providing an incentive to go by train rather than driving or travelling by air. Among the many new services that can be provided, some connected to train operation can be mentioned, such as:
  • For security purposes, real-time central access to on-board cameras.
  • Management and Remote monitoring of on-board systems. However, passenger-oriented services must not be overlooked.
  • Free or low cost internet access.
  • Maps, train schedules, and adverts displayed on inside screens.
  • Access to on-board restaurant or cafeteria for orders.
When implementing many services, the train’s routers must ensure that they all work independently and do not interfere with one another. The routers must also ensure that when there is minimal bandwidth available, the most vital services are prioritised. Further, it is also crucial to protect sensitive data using powerful encryption techniques, as well as facilitate flexible management and failsafe operations. Train operators must streamline their operations and develop new ways to secure consumer loyalty in order to remain competitive in an increasingly complex industry. Having full Internet connectivity on the trains is a low-cost solution to quickly improve both of these areas.

Delhi-Meerut RRTS: Priority Stretch Ready for Public Services, DB RRTS Operations Takes Charge

Staff Reporter
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Delhi-Meerut RRTS: Priority Stretch Ready for Public Services, DB RRTS Operations Takes Charge
DELHI (Metro Rail News): Delhi-Meerut RRTS Corridor’s 17 Km priority stretch is prepared for commissioning to the public services. The Ministry of Housing & Urban Affairs and the relevant state governments are working together to execute the RRTs corridor through a special purpose organisation called National Capital Region Transport Corporation Limited (NCRTC). Before the 17 km section between Ghaziabad and Duhai is put into service, the project is turned over to DB RRTS Operations India Private Limited (a subsidiary of Deutsche Bahn E.C.O Group) for operations and maintenance of Rapidx trains for a 12-year period.There will be five RRTS stations along this line, located in Sahibabad, Guldhar, Ghaziabad, Duhai, and Duhai Depot.According to an NCRTC official, “The system has undergone the necessary testing, and the trial runs of the RAPIDX trains have been successfully completed.” Deutsche Bahn India has also taken over the management & maintenance of the system.A 12-year contract for Rs. 1493.08 crore was granted by the NCRTC to DB Engineering & Consulting (International Operations) way back in July 2022 for the operation and maintenance of the 82.15-kilometer Delhi-Ghaziabad-Meerut Regional Rapid Transit system (RRTS).On the Delhi-Meerut RRTs route, DB IO will run 40 RRTS trains in addition to being in charge of maintaining the rail network. The network is anticipated to accommodate more than 800,000 passengers per day if fully operational. Beginning in 2023, operations will be introduced gradually, according to a statement from DB International Operations.The Semi-high speed Rapidx trains are being provided to NCRTC by the French multinational enterprise Alstom Transport. As part of the Indian government’s “Make in India” initiative, Alstom’s Savli Coach Facility Centre in Vadodara, Gujarat, is producing the trains.Between Delhi and Meerut, the proposed regional rapid transit system will reduce travel time by almost 70%, giving a big relief to the commuters.

Alstom Emerges as the Lowest Bidder for ₹30,000 Crore Contract of 100 Aluminium Vande Bharat Trains

Staff Reporter
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Alstom Emerges as the Lowest Bidder for ₹30,000 Crore Contract of 100 Aluminium Vande Bharat Trains
NEW DELHI (Metro Rail News): Alstom, a French railway company, has come up as the lowest bidder for the manufacturing & maintenance of 100 Vande Bharat trains with aluminium body. The contract is worth ₹30,000 crore. According to reports, Alstom bid ₹151 crore per trainset, which is 11% lower than the second lowest bid made by a consortium of Staddler and Medha with the bid of ₹169 crore per trainset.A total of 13,000 crore would be paid to the successful bidder upon delivery of the trains, and an additional 17,000 crore will be paid over a 35-year period for maintenance.On February 23, technical bids for the tender went live, with only two players getting selected.By the first quarter of 2024, Indian Railways hopes to introduce the first Vande Bharat sleeper train. Up till this point, the Railways has given contracts for the production of 200 Vande Bharat sleeper trains and 102 Vande Bharat chair trains.Railway experts believe that aluminium trains are more efficient at higher speeds and lighter compared to stainless steel trains.

Safeguarding Delhi’s Heritage: DMRC Implements Real-Time Monitoring for Tunneling

Staff Reporter
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Safeguarding Delhi’s Heritage: DMRC Implements Real-Time Monitoring for Tunneling
DELHI (Metro Rail News): Delhi Metro Rail Corporation (DMRC) is taking proactive steps to protect century-old structures in congested areas of central Delhi during the tunneling work for the RK Ashram Marg and Janakpuri West under Phase IV. To achieve this, DMRC will introduce a real-time web-based monitoring mechanism to supervise the condition of these buildings.In the specified corridor, there will be three underground metro stations: Derawal Nagar, Ghanta Ghar, and Pulbangash. These areas are known for their congestion and numerous old and dilapidated buildings. The real-time monitoring of these areas will be carried out from eight different locations, which are spread across  Derawal Nagar, Pulbangash, Nabi Karim, Sadar Bazar and Ghanta Ghar.According to an official, “DMRC will continuously monitor the condition of these structures once the tunneling work begins. They will utilize gadgets such as Automatic Total Stations (ATS), vibration sensors, tilt meters, and load cells to capture and transmit real-time data to a central system. This data will be processed and shared with stakeholders through text messages and email.”The ATS will determine the position of monitoring points by measuring angles and distances. Additionally, for its tunnel boring machines, DMRC plans to implement the advanced Beam system (Bore Tunneling Electrical Ahead Monitoring). This system allows the TBM to predict geological structures up to 20 meters ahead, helping to prevent unexpected encounters with filled wells, cavities, and aquifers that may cause ground settlement.

Mumbai Metro Ensures Commuter Safety with Comprehensive Insurance Coverage

Staff Reporter
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Mumbai Metro Ensures Commuter Safety with Comprehensive Insurance Coverage
Mumbai (Metro Rail News): The Maha Mumbai Metro Operation Corporation Limited has taken crucial measures to ensure the safety of its customers by getting annual comprehensive insurance coverage for everyone who uses metro lines 7 and 2A (Gundavli-Dahisar-Andheri West).Depending on the severity of the circumstance, the policy offers up to Rs. 5 lakh in compensation for death and up to Rs. 4 lakh for whole and partial disability.Shri S V R Srinivas, Chairman and Managing Director of MMMOCL, emphasized the importance of securing passengers’ commutes for unforeseen circumstances. Alongside other safety and security measures, providing comprehensive insurance coverage to valued customers is a priority for MMMOCL.With these measures, Mumbai Metro is committed to providing its passengers with a safe and seamless travel experience.

TBM “Amrit” Commences the Longest Tunneling Drive for Delhi Metro Phase 4 Project

Staff Reporter
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TBM “Amrit” Commences the Longest Tunneling Drive for Delhi Metro Phase 4 Project
DELHI (Metro Rail News): The second tunnel boring machine (TBM) for the under-construction Silver Line in Delhi Metro’s Phase-IV project has commenced its work at Airforce Station, Tughlakabad. The tunnel boring machine, named ‘Amrit,’ will undertake the excavation of a 2.67 km long tunnel from Airforce Station, Tughlakabad to Maa Anandmayee Marg station. This remarkable tunneling effort will be the longest drive during Phase 4 of the project.
Dr. Vikas Kumar, MD, DMRC inaugurating tunneling work by TBM Amrit
Dr. Vikas Kumar, MD, DMRC, inaugurating tunneling work by TBM Amrit
Previously, on March 3, the first TBM initiated its drive, excavating a 1.27 km long tunnel connecting Chhatarpur and Kishangarh stations. The expansion work under Phase-4 involves the construction of 65.20 km of new lines across 3 different corridors in Delhi, featuring 45 metro stations.TBM AmritThe three corridors in Phase-4 include the extension of the Magenta Line, which connects Janakpuri West to RK Ashram Marg (28.92 km), the extension of the Pink Line connecting Majlis Park to Maujpur (12.55 km), and the upcoming Silver Line linking Tughalakabad to Aerocity (23.62 km). The Silver Line will link the operational Violet and Airport Lines. There will be fifteen stations along the Aerocity–Tughlakabad corridor—four elevated and eleven subterranean. It will also include four interchange stations at Aerocity, Saket, Chattarpur and Tughlakabad.The Silver Line’s alignment will make it simple for commuters from a variety of locations, including as terminal 3 at Indira Gandhi International Airport, south Delhi, Vasant Kunj, IGNOU, and Mahipalpur.

Delhi Govt. Allocates Additional 500 Crore Rupees for Delhi-Meerut RRTS Corridor

Staff Reporter
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Delhi Govt. Allocates Additional 500 Crore Rupees for Delhi-Meerut RRTS Corridor
DELHI (Metro Rail News): The rapid rail transit system known as RAPIDX is now being built along the Delhi-Meerut corridor thanks to a second 500 crore contribution from the Delhi government. According to senior Delhi government officials, the money came from the environment compensation fee (ECC) that is collected from cargo vehicles entering the capital.Out of the entire contribution of 1180 crore rupees for the first corridor of the Delhi-Meerut RRTS, the Delhi government has contributed 765 crore rupees.To improve connectivity and reduce travel time and congestion, the government is also planning two more corridors: one connecting Delhi to Alwar and another connecting Delhi to Panipat. These corridors will benefit satellite towns and help decrease pollution on highways.The Delhi Government was given permission by the supreme court to use the ECC budget to pay for its portion of the first corridor in April of this year. In response to the court’s ruling, the government made the first payment of 265 crore rupees in March 2019. Later, the remaining 415 crore rupee payment for the Meerut corridor would be made. 13 km of the 82.2 km long Delhi-Meerut project is inside Delhi’s administrative boundaries.

Need for More Coordinated Efforts on Infra Development

Narendra Shah
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Need for More Coordinated Efforts on Infra Development
With globalisation playing an increasingly important and influential role in societies and markets in the twenty-first century, the development of new transportation infrastructures that allow for the efficient movement of people and products is important. Transportation through railways has played an important role in this context, adding to the country’s long-term development in terms of both economic growth and social development. This mode of transportation has several advantages over others, the majority of which are related to lower transportation costs, reduced environmental impact, and better safety. Furthermore, the reduction in journey time due to increased speed and the improvement in passenger comfort add to rail transport’s enhanced competitiveness.Significant investments have been made in recent years in the development of new railway infrastructure as well as the rehabilitation and upgrading of existing lines. Many of these lines contain a large number of essential infrastructure elements, such as bridges, viaducts, and embankments, whose operational and safety conditions must be maintained by infrastructure managers throughout their life cycle.Recent advancements in science and technology have made it possible to evaluate the structural condition of railway infrastructures more efficiently, primarily through the implementation of intelligent inspection, monitoring, maintenance, and risk management strategies. Also, investment in the development of faster and lighter trains presents significant challenges in terms of the energy efficiency of this type of transport system. After China, India is one of the world’s fastest-growing economies, and it needs to continue its development momentum in order to improve its overall standard of living and reduce poverty. Investment climate surveys, such as doing business in India, consistently demonstrate that limited and poor-quality infrastructure facilities are a major barrier to business development in India. The main issues in India’s infrastructure sector include infrastructure funding, land acquisitions, environmental clearances, private sector involvement, a stable policy framework, institutional setup, tariff policy, and others. Amidst the government’s limited resources to finance the planned infrastructure projects and incur expenditure, the environment for infrastructure growth through both public and private investments needs to improve. This can only be accomplished by establishing a more stable and secure policy framework, protecting property and consumer rights, and implementing suitable pricing and subsidy policies. In addition, the government may provide guarantees and other forms of assistance to ensure the trust and viability of infrastructure projects in order to attract private investment. The government can also entice foreign investors into the infrastructure industry by allowing up to a hundred per cent foreign equity in almost all infrastructure sectors. To address the issue of infrastructure funding, a number of studies suggest various methods to improve financing options to meet the massive infrastructure investment. Land acquisition laws must be revisited in order to facilitate appropriate rehabilitation and compensation packages.The best option is decentralised negotiation between the necessary authorities and landowners. Proper institutional setup for each transport infrastructure sector is required, but efforts are required for a coordinated strategy among roads, trains, airports, and ports to ensure effective and efficient interlinking of infrastructure services. Since, the majority of infrastructure services are being built through contracts by private operators, project design, cost and time estimation, and others must be done in a scientific manner to prevent delays and cost overruns. 

Delhi Metro Secures Operation and Maintenance Contract for Mumbai’s Metro Line 3

Staff Reporter
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Delhi Metro Secures Operation and Maintenance Contract for Mumbai’s Metro Line 3
MUMBAI(Metro Rail News): Mumbai’s Colaba-Bandra-SEEPZ Metro line 3 has reached an exciting milestone in its development. The Mumbai Metro Rail Corporation (MMRC) has awarded the contract for the operation and maintenance of this fully underground corridor to the Delhi Metro Rail Corporation (DMRC) after a competitive bidding process.The contract has been granted to the DMRC for a period of 10 years, recognizing DMRC’s expertise and experience in the metro rail sector. This decision was made after careful evaluation and consideration of various factors.To ensure high standards and efficiency, the operations by DMRC will be governed by key performance indicators (KPIs). These benchmarks will monitor and evaluate the quality of services provided to the commuters.This contract is a crucial step forward in advancing the operations of Mumbai’s metro system. It demonstrates the MMRC’s commitment to delivering a world-class transportation system for the city. The DMRC’s reputation for the efficient and reliable operation of the Delhi Metro over the past two decades further reinforces its expertise and credibility.The collaboration between the MMRC and the DMRC sets the stage for an improved public transportation system that will benefit the residents of Mumbai for years to come. Mumbaikars can look forward to a safe, reliable, and convenient mode of transportation with the expertise of the DMRC behind the operation of the metro line.
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