10 firms submitted bids for Delhi Metro’s Mukundpur Depot Upgradation

Narendra Shah
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10 firms submitted bids for Delhi Metro’s Mukundpur Depot Upgradation

NEW DELHI (Metro Rail News): Delhi Metro Rail Corporation (DMRC) has received bids from ten companies for the remodelling and augmentation of Mukundpur Metro for Line 7 and Line 8 under Phase-4 of Delhi Metro. The names of the bidders are –

  • Ghaziabad Mechfab
  • Himcon Engineers
  • KBG Engineers
  • Lisha Engineers
  • Pioneer Fabricators
  • Pragati Construction Consultants
  • Quality Buildcon
  • RCC TIPL JV
  • SMS India
  • Som Projects

DMRC invited for this work in March this year with an estimated cost of INR 71.37 Crores with completion period of 30 months. The capacity of Mukundpur Depot will be augmented so that metro trains that will operate for extended sections of Line 7 and Line 8 under Phase-4 will be kept here for stabling and maintenance once these lines become operational.

Recently, DMRC invites tender to procure 48 metro trains for extended sections of Line 7, Line 8 and Aerocity – Tughlakabad Corridor under Phase-4 of Delhi Metro.

Brief Scope of Work under Package DC-27 – Civil Works for Remodeling & Augmentation of Mukundpur Metro Depot cum Workshop including design, fabrication, supply & erection of pre-fabricated steel roof structures, roof portals, purlins, sheeting etc. and water supply, sanitary installation, drainage & site development works at Mukundpur Depot for Line 7 & Line 8 of Delhi MRTS Phase IV Project.

Additional facilities that will be created for Line 7 includes –

  • Inspection Bays: 3
  • Workshop Bays: 1
  • Stabling Lines: 12
  • Test Track: 1

Additional facilities that will be created for Line 8 includes –

  • Inspection Bay: 2
  • Workshop Bays: 2
  • Stabling Lines: 13
  • Test Track: 1
  • Shunting Neck: 1
  • ETU: 1

The bids now will be sent for technical evaluation and then the financial bids will be opened for technically qualified bidders which will reveal the name of the lowest bidder and the most likely winner of this contract. The whole process will take another few months

Metrolite – A better, clean and efficient transportation system

Narendra Shah
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0
Metrolite – A better, clean and efficient transportation system

MetroLite: An Introduction

Metro in general words can be said to be a massive urban railway project interconnecting every fringe of the city. Metros have been a very successful means of urban transport in India. Since its inception in 1984, hundreds of kilometres of metro corridors have been commissioned in 13 Indian cities. Lakhs of crores have been spent to make the Indian metro project successful. Observing the success of the metro railway in big cities, smaller cities also started seeking permission to construct metros from GOI. Most Indian Metro Rails are heavy capacity rapid transit systems.

They carry lakhs of passengers per day. But the smaller cities don’t have the potential to carry lakhs of commuters. For e.g, the Kolkata Metro network that accounts for 38.56 km – being very small carries an average of a staggering more than 30 thousand passengers per hour per direction. On the other hand, a big metro network like Delhi Metro which accounts for 389 km carries approximately 75 thousand passengers per hour per direction. Smaller cities with the maximum potential of 15000 passengers per hour per direction don’t actually need these massive heavy-capacity metro networks. But, they badly need a modern public transport system that is similar to the metro.

Hence, the government of India recently came up with a solution to resolve this problem. The solution was seen as the introduction of Metrolite, which in simple words can be stated to be a new means of transport system which is neither a tram nor a metro but encompasses the feature of both the transport systems. Metrolite can carry a greater number of passengers than a tram but lesser than a metro. Now the concept is to lay tracks at grades following the city roads just like trams. But, the tracks should have a dedicated path that is separated from the road traffic. Proper fencing should be done to ensure that no obstruction comes in the way of the trains. It is also mandatory for Metrolites to run on the surface as far as possible. If it’s not possible at all to run trains at grades then only the trains can climb up elevated tracks or path.

The mention intention to build metrolite instead of the metro is to save cost. Metros are too costly to be constructed and it’s mandatory to run either on elevated tracks or underground.
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But, laying tracks on the road level doesn’t require huge amounts of money. It is a well-known fact. MetroLite trains are designed to make either of aluminum or stainless steel. Each train is 2.65 meters wide and possesses three coaches that are
permanently coupled with each other. The number of coaches can be increased as per requirement. Metrolite runs on 1435 mm standard gaze tracks and will have an overhead wire with 750 volts DC power supply.

Embedded third rails can also be used in metrolite. Each train will be able to carry 300 passengers at a time and shall run at a maximum speed of 60 km/hr. The Communication-based train control or CBTC signaling system and automatic train protection with a grade of Automation-1 will be used to provide better passenger safety. CBTC is fully automated and provides better safety and accuracy in terms of frequency and service. Construction of metrolite has to be cheaper than the construction of metro rails. So, the extra utilities from the civil structures are removed in metrolite transportation system. We often see that the elevated stations of metro rail have at least two floors.

The first floor or the concourse has ticket counters, AFC gates, Offices, all electrical equipment, etc. whereas, the second floor has platforms and tracks. But, in the case of metrolite, no concourse will be built. The single floor has it all. The platforms, the tracks, and the ticket counters. Elevated stations also possess a foot underbridge (min 5.5mtrs above the road) and underneath the platform to cross the tracks. The same foot underbridge shall also be used by general passengers to cross the roads. Metrolite shall not have automatic fare collection gates, platform screen doors, and extra baggage scanning machines like there are in metros. The metrolite transport system is successfully operationalized through random ticket checking throughout the day with imposing a heavy penalty on passengers traveling without tickets.

Al track stations shall be built on the roads. If built on roads minimum road space occupied by the metrolite stations should be 8.5 meters. The stations must have a minimum platform width of 1.12 meters and a maximum 12mtr length of the platform will have a shed to protect the passengers from the rain. The trains in a metrolite system are usually
very small and narrow. The tracks will have a radius of curvature of just 25 meters. Therefore, the metrolite depots shall also be very small in size compared to the metro. The concept of metrolite is to resolve transport problems in various small Indian cities. It is estimated that by the year 2025 – 2030 at least 50 cities in India would get metrolite which as per the feasibility study cannot have a metro or already has a metro.

The cities which already have a metro network can also have metrolite. In such cases, metrolite would act as feathers added to the metro railway. Recently, projects like Chandigarh Metro was rejected as it did not comply to the standards of metro rail policy-2017. The metro rail policy-2017 in India decides whether a city or a locality is eligible to have a metro rail or not? But, smaller cities that do not qualify for metro rail must have something like metro. That is why metrolite is being introduced in these cities. In foreign countries, this metrolite concept is already in operation in the name of light rapid transit or LRT. The LRT system which recently is into operation has become increasingly popular in most foreign countries where the roads are wide and have sufficient space.

Summary

  • Definition: Metrolite is a light rail (LRT) urban transit system being planned in India for cities with lower ridership projection and as a feeder system for the existing metro systems. It will cater to lower passenger capacity at a reduced cost than a metro line. It will have dedicated tracks, separated from the road.
  • Route and Stations: The route alignment and stations will be at grade, as far as possible to reduce construction cost and time. The system will have shelter island platforms and AFC gates, platform screen doors, X-ray machines and baggage scanners that will not be present similar to a bus stop. Fencing will be provided on both sides of the track to segregate it from the road traffic. The at-grade stations will have a 5.5 m width, and in case of road width does not permit, one line will be provided on an adjacent road parallel to the previous one. Entire roads might be closed for road traffic and converted to metrolite network. For the elevated section, there will be side platforms each having a width of 1.12 m. Although concourse level will be absent, both platforms will be connected via footbridges. The stations will have a maximum height of 5.5 m above the road.
  • Ticketing: The stations will not have any AFC gates to reduce cost, but ticket validators might be installed in trains and stations with National Common Mobility Card and other ticketing systems. Ticket checking will be random and heavy penalties will be levied on the passengers without a valid ticket.
  • Rolling Stock: The stainless steel or aluminium trains will be of the 3-car unit, articulated with each other and with a peak hour peak direction traffic capacity of 2,000 to 15,000. The width of the trains is standardised at 2.65 m with a low floor height of 300-350 mm. The maximum operational speed will be 60 kmph. The trains will also have an obstruction detection system.

Other Specifications

  • The Light Urban Rail Transit System – Metrolite – in small cities and towns having a lower projection of ridership, with each train having three coaches and a restricted speed of 25 kmph has been proposed by the centre as an alternative to crowded transportation in Indian cities.
  • The Union Housing and Urban Affairs Ministry has issued standard specifications of the ‘Metrolite’ system which specifies the development of the transportation system on the surface and elevated stretches. According to the ministry, the ‘Metrolite’, which can be developed at a lower cost in comparison with the existing metro system, will also act as a feeder system to the high capacity Metro.
  • The ‘Metrolite’ system will have a dedicated path separating the road traffic with it. For segregation with road traffic, fencing can be provided on either side of the network.
  • The three-coach train will have a capacity of carrying 300 passengers with a maximum operational speed of 60 Km/Hr. In any case, even with the failure of Onboard signalling, the speed is restricted to 25 Kmph.
  • The metro rail system being developed at present is of high capacity which is required for bigger cities with very high ridership on the other hand the ‘Metrolite’ train will comprise three non-separable coaches with a low floor height of about 300-350 mm. Unit length shall be of minimum 33 m. The car structure material will be stainless steel or aluminium. There would be shelter platforms. The Metrolite platforms will not have AFC gates, platform screen doors, X-ray and baggage scanner.

However, in recent trends towards development in urban transportation Metro Neo has appeared as a better and cheaper mode of transportation as an alternative to the crowded urban transport system in India. It has been studied that while it costs Rs 222 crore per km to construct a conventional metro rail, Metro Lite, (which resembles more of a tramway) costs Rs 140 crore per km, and Metro Neo, which is more like an electric trolleybus, costs Rs 71 crore per km.

The other reasons for which Metro Neo has been advocated over Metro Lite are :

The Metro Neo system to be introduced in India shall have three coach sets, with each set 12 metres long and 2.5 metres wide with a floor height of 300-350mm. Made of stainless steel or aluminium, the coaches would not only be smaller but also lighter than Delhi Metro rakes. The average axle load would be around 10 tonnes instead of the usual 17 tonnes of Metro coaches.

The rubber-tyred MetroNeo coaches would run on road slabs, which could be elevated or at grade. When running at grade, Metro Neo would have a dedicated lane separating it from road traffic with the help of a plinth, fencing or kerbs. There would be an automatic train protection system with an anti-collision feature and predefined speed limit.

The stations, both at grade and elevated, would be simple structures with no automatic fare collection gates. X-Ray baggage screening, door frame metal detectors or other features associated with Delhi Metro. Metro Neo platforms would be simple, open and serve the functional requirement of exchange of passengers between the platform and the vehicle. Only bare minimum facilities like lighting, CCTV, public information system etc. has been provisioned to be provided.

Additionally, few other features of Metro Neo are as under:

  • Metro Neo system will have rail-guided, rubber-tyred electric coaches powered by an overhead traction system running on elevated or at-grade sections.
  • Apart from just 20-25% of capital cost compared with Metro systems, the operation and maintenance cost of Metro Neo is also less. Metro Neo coaches shall also have rubber tyres running on road slabs.
  • The car structure would be that of aluminium or stainless steel.
  • Electric coaches shall have sufficient battery capacity to run up to 20 Km without OHE power. Metro/City authorities can decide the battery desgn and sizing based on site requirements. Rolling stock to have energy regeneration system during braking.
  • The entire system shall be equipped with Kerb or Centre Rail guidance system.
  • At-grade lane to separate it from road traffic through plinth, fencing or kerb.
  • Automatic train protection system with anti-collision feature and pre-defined speed limit.
  • Ticketing system based on National Common Mobility Card and QR code.
  • No AFC gates like Delhi Metro, but random checking with a heavy penalty for ticketless travel.
  • Simple stations limited to the platform area.
  • No platform screen doors, X-Ray baggage scanner, and door frame metal detectors.
  • Lighting, Passenger Information System, CCTV, automatic ticket vending machine, add value machine, ticket validator, signage, etc. at stations to be provided in limited space.
  • Platform roof to be one-third of the length.
  • At-grade stations accessed through properly designed pedestrian crossings with mandatory traffic claiming measures and signage or signal, improvement in footpaths and area around stations.
  • No concourse level at elevated stations, elevators for differently-abled and senior citizens. Escalators to be provided as per absolute necessity.

Conclusion

It may be thus concluded that although Metrolite has been approved by a number of Indian cities and shown interest to be developed and started by many other cities in its periphery in parallel, it’s worth noting that DMRC (Delhi Metro Rail Corporation) recently has cancelled its tender for Metrolite project for the metropolitan area and has approved MetroNeo for its various feasible features.

It is hence, can be stated that the race between Metrolite and Metro Neo for becoming the most popular alternative for the problem of the crowded urban transportation system in India is into a state of transition and it would be a subject of a few years from now when we get an answer to it. But, it is worth mentioning that both Metrolite and Metro Neo transport systems are future centric transport systems that would be safe, reliable and clean and it would definitely support human’s effort to create a pollution-free, healthy and better environment and eco-system.

500th U-Girder placed for the Priority Corridor of Kanpur Metro

Narendra Shah
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500th U-Girder placed for the Priority Corridor of Kanpur Metro

KANPUR (Metro Rail News): 500th U-Girder has been erected successfully by the Uttar Pradesh Metro Rail Corporation (UPMRC) for the 9 km long Priority Corridor running from IIT to Motijheel of Kanpur Metro Rail Project.

A total of 622 U-Girders are to be placed on the viaduct of 9 km, with nine elevated stations. The first U-Girder was erected in August last year and the 500th was placed in less than a year i.e. only in 312 days. The casting of these U-Girders is carrying out at the Lakhanpur Casting Yard and now only 38 more U-Girders are left to be cast.

The base work for the metro track on the viaduct is now completed for around 7 km out of the 9 km for the Priority Corridor. At the same time, track beams are ready for the eight out of the nine stations which will bear the load of the metro trains along with partial weight of the metro stations.

According to the Managing Director of UPMRC, Kumar Keshav, “I have full faith in our competency and dedication, with which we will keep our promise of finishing the Priority Corridor stretch and providing Metro services to the city on time.”

In Phase-1 of Kanpur Metro Rail project, two corridors will be built. The first corridor (Red Line), with length 23.7 km, will have 22 metro stations and the second corridor (Blue Line), with length 8.6 km, will have 8 metro stations. Trail run is expected to start on Priority Corridor by November this year.

Recently, preliminary work in the form of ‘Utility Identification and Diversion’ process has also commenced for the 8.621 km underground section of Kanpur Metro Rail Project. The team of engineers started work at the proposed Naveen Market metro station which is a part of Corridor-1 of Kanpur MRTS Project.

In March, Gulermak – SAM India won this contract for construction of 3.7 km tunnels and 4 stations at Chunniganj, Naveen Market, Bada Chauraha and Nayaganj with a combined value of INR 769.23 crore & USD 36.74 million with completion period of 36 months.

The Futala Viewing Gallery project is in full flow in Nagpur.

Sandip Kumar
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The Futala Viewing Gallery project is in full flow in Nagpur.

NAGPUR, (Metro Rail News): The Futala Viewing Gallery and cement concrete (CC) road project is progressing fast. It is a Central Road Fund (CRF) project with an estimated cost of Rs 113 crore. The project will be finished on schedule.

The project is divided into three parts

1) Projector Room with Viewing Gallery
2) Parking Plaza with Multiple Levels
3) Road Made of Cement and Concrete

The gallery is 350 meters long and has a seating capacity of 4,000 people. The Nagpur Improvement Trust (NIT) is creating a multimedia laser display in Futala Lake, which will be visible from the gallery. In addition to the gallery, a project room is being created for the exhibition. The gallery will be completely covered by a 350-meter-long tensile roof.
Parking will be available near the gallery. It will feature parking for 13 cars, 24 motorcycles, and 24 bicycles.

• Parking Plaza with Multiple Levels

A multilevel parking structure will be erected near the gallery so that visitors who come to see the show can park their cars. It’ll be a mechanised puzzle parking system. There will be 1,000 parking spaces for vehicles and 305 spaces for motorcycles.

• Cement Concrete Road

The road is 2.86 kilometers long. It runs along the Futala lake in the gallery’s backyard and on approaches. It is 18 m wide and 90 percent finished.

On June 15, the Nagpur Heritage Committee evaluated the proposal and found no objections. Previously, Maha Metro intended to build a traffic tunnel beneath the gallery in accordance with Public Works Department (PWD) directives.
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This tunnel, however, was abandoned in January 2019, and the final drawing approved by PWD in October 2019 did not contain it. According to NIT’s multimedia laser show expert, the tunnel wall below the gallery will have acoustical concerns as well as other technical issues. As a result, Maha Metro created a new design. Instead, a cement concrete road is being built behind the gallery under the revised plan.

Piling work started for Agra Metro Depot Line

Narendra Shah
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Piling work started for Agra Metro Depot Line

AGRA (Metro Rail News): Construction of depot line for Agra Metro has begun with the commencement of piling work on the depot line with 13 piles already constructed so far.

This depot line is constructed for the Line-1 (14.24 km) of Agra Metro from Sikandra to Taj East Gate which is partly elevated (6.56 km) and partly underground (7.68 km) with 14 stations.

The depot line will connect the main line with the Metro Depot which is under construction at PAC Ground where metro trains will be stabled and maintained. For the depot line, a total of 139 piles, 39 pile capes and 34 piers will be constructed.

Regarding update on the construction of metro depot for Agra Metro on Line-1 at PAC ground, boundary wall of 1300 meters has been completed so far out of the total 2600 meters. Work for metro depot construction was awarded to Lisha Engineers Pvt. Ltd in October 2020 for a contract value of INR 112.63 crores and is expected to be completed by June, 2022.

Regarding update on the construction of the elevated section of the Priority Corridor between Taj East Gate to Fatehabad Road of Agra Metro, a total 34 pillars, 84 pile caps and 500 piles have been completed so far in record time.

The Priority Corridor of Agra Metro comprises construction of 6 km long section from Taj East Gate to Jama Masjid with six stations. Contract is awarded to Sam India Built Well Pvt. Ltd. for the elevated portion of length 3 km with 3 stations namely – Fatehabad Road, Basai & Taj East Gate. However, tender is still pending for the underground section of length of 3 km that will run from Jama Masjid to Taj Mahal with three underground stations.

Uttar Pradesh Metro Rail Corporation (UPMRC) has set a deadline of March 2024 to start operation of metro trains on the Priority Corridor.

Long queues outside Delhi Metro stations is now a common phenomenon

Narendra Shah
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Long queues outside Delhi Metro stations is now a common phenomenon

NEW DELHI (Metro Rail News): As Delhi Metro resume its services from 7th June, long queues of commuters outside Delhi Metro stations has become a common phenomenon, especially during peak hours.

Delhi Metro resumes its operations with 50% of the seating capacity and commuters are not allowed to stand. As Delhi eases lockdown restrictions which came as a great relief to the people, the passenger load has also increased significantly for Delhi Metro since 7th of June.

Delhi Metro Rail Corporation (DMRC) also needs to make sure that all Covid-19 guidelines are followed by commuters for safe travel in metro and at the same time, commuters are also now complaining about the increased waiting period as the queues gets longer day by day and also demanding increase service of metro trains to reduce waiting time.

According to a DMRC official, “We are operating on 50% of the seating capacity and no standing passengers are allowed. We have increased the frequency of trains. Trains are now available at 2 to 5 minutes intervals during peak hours. In case the waiting time is more than 20 minutes, we are informing people about it through social media.”

https://twitter.com/OfficialDMRC/status/1407241213502132245

DMRC also stated that in order to ensure social distancing and compliance to 50% seating in trains, entry of passengers is allowed in limited and controlled manner. Drives are also being carried out to counsel or sensitise passengers. Announcements are being made in trains in this regard.

DMRC is expecting the situation to improve once more relaxations are allowed by the authorities in the coming days as Covid-19 cases continue to drop in the capital.

J&K Almost all the Railway Stations have Free WiFi access

Sandip Kumar
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J&K Almost all the Railway Stations have Free WiFi access

SRINAGAR (Metro Rail News): All 15 Kashmir Valley Railway Stations, including Srinagar, have now been linked into the Indian Railways’ 6021-station Wi-Fi network. “It is a crucial step for Digital India’s mission and will go a long way in connecting the unconnected,” said Shri Piyush Goyal.

Public Wi-Fi, branded RailWire, is offered at 15 stations in the UT of Kashmir (Baramula, Hamre, Pattan, Mazhom, Budgam, Srinagar, Pampore, Kakapora, Avantipura, Panzgam, Bijbehara, Anantnag, Sadura, Qazigund, and Banihal).

Wi-fi was previously accessible in 15 stations throughout the Jammu and Kashmir Union Territory – Kathua, Budhi, Chhan Arorian, Hira Nagar, Ghagwal, Samba, Vijaypur, Bari Brahman, Jammu Tawi, Bajalta, Sangar, Manwal, and Ram Nagar.

RailTel has been tasked by the Ministry of Railways with the responsibility of providing public Wi-Fi at all railway stations. The goal was to transform the Railway platform into a digital inclusion platform. Today, the Wi-Fi network is stretched across the country’s 6000+ railway stations, making it one of the world’s largest integrated wi-fi networks.

Shri Piyush Goyal, Hon’ble Minister of Railways, Commerce & Industries, and Consumer Affairs, Food & Public Distribution, stated on this occasion, “Wi-Fi plays a critical role in connecting people and is rapidly closing the digital divide between rural and urban India.” Indian Railways, in collaboration with its RailTel Corporation of India Ltd, is a critical component of the effort to provide high-speed Wi-Fi to every corner of the nation. Today, on World Wi-Fi Day, I am pleased to report that Srinagar and 14 stations around the Kashmir Valley have joined one of the world’s largest integrated public Wi-Fi networks, which connects over 6000 locations nationwide. As a result, all Valley stations now provide public Wi-Fi. It is a critical step in achieving the Digital India mission’s goal of connecting the disconnected. I would like to express my gratitude to the staff at Indian Railways and RailTel for their hard efforts in achieving this great feat.”

Dr. Jitendra Singh, Hon’ble MoS(IC) DONER,MoS, PMO,DOAE, DOS, Ministry of Personnel, Public Grievance & Pension, stated, “Today, Wi-Fi plays a critical role in connecting communities and encouraging creative solutions that help bridge the digital divide.” Due to the epidemic, the requirement for virtual connectivity is greater than ever. Indian Railways is instrumental in bridging the rural-urban gap with its CPSU RailTel’s station Wi-Fi network. I am delighted to report that 15 stations in Jammu & Kashmir’s Kashmir Valley now have RailWire Wi-Fi. This will provide an additional amenity for the region’s and country’s residents. I wish everyone a very Happy World Wireless Internet Day.”

Designed to provide the greatest possible internet experience for customers, Wi-Fi at railway stations will be available to anybody with a smartphone and a functional mobile connection for KYC purposes.

Wi-Fi connectivity not only connects communities, but also creates new opportunities for innovation and prosperity. This year’s World Wi-Fi Day celebrations emphasise the critical importance of accelerating access to cheap Wi-Fi in order to close the Digital Divide. India suffers from a pronounced digital divide between urban and rural areas. RailWire Wi-Fi at stations is assisting in connecting the disconnected, as the network’s more than 5000 stations are located in rural India with little connection.

Indian Railways is transforming railway stations into digital hubs by offering public Wi-Fi at stations across the country; 6021 stations now have RailTel’s RailWire Wi-Fi operational.

Delhi Metro | 1st twin tunnels on Janakpuri West-Krishna Park Ext. stretch to start in Sep 21

Sandip Kumar
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Delhi Metro | 1st twin tunnels on Janakpuri West-Krishna Park Ext. stretch to start in Sep 21

DELHI (Metrorail News): Despite severe restrictions imposed by the second wave of the Covid – 19 pandemic in recent months, the Delhi Metro Rail Corporation (DMRC) maintained construction of its Phase 4 routes and accomplished several significant construction milestones. Prior to the installation of the lockdown in April 2021, the total number of employees at DMRC’s locations topped 4,000. However, following the lockdown, many workers chose to return to their native lands. Additionally, several workers who had previously gone to the Holi festival did not return. This resulted in a steady reduction of the workforce to around 2,500.

DMRC not only looked after the employees who remained behind with medical care and housing, but also achieved several significant milestones during its Phase 4 building operation. Throughout this time span, all Covid-related instructions issued by the government were likewise strictly observed. Following the removal of Covid-related restrictions, DMRC’s locations are gradually increasing their workforce capacity.

Tunneling between Janakpuri West and Krishna Park EX1ension on the Janakpuri West – RKAshram Marg corridor for the DMRC’s first underground segment of Phase 4 achieved a number of significant objectives during this period. DMRC completed the tunnelling of 500 meters of one of the 2.8-kilometer-long twin tunnels during these months. Additionally, the Delhi Metro has finished casting more than half of the tube segments in the casting yard. The first of the twin tunnels on this segment is scheduled to open in September.

On the same length, DMRC recently marked another significant milestone by building Phase 4’s first T-girder at Mukarba Chowk. These pre-tensioned T-girders are cast at Mundka’s casting yard. Following casting, these girders are transported to the site and hoisted into place using two gigantic 400 MT capacity cranes. Each girder is 37 metres long and weighs around 90 tonnes. The first girder was built around 18 metres above the piers. Additionally, the launcher was loaded in Majlis Park, and the u-girder would be launched from the launcher along the same stretch from Majlis Park to Mukarba Chowk.

On the Majlis Park – Maujpur route as well, despite personnel shortages, considerable work has been achieved. U-Girders and T-Girders were cast, U-Girders and Pier Caps were erected, and piers at the station and viaduct locations were constructed. As part of this route near the Signature Bridge, work on the Delhi Metro’s fifth bridge over the river Yamuna is also underway. This corridor is crucial because it will complete the Pink Line’s ring of connection.

On the Tughalakabad-Aerocity route, the Panchsheel Park casting yard was ready for casting by installing all essential equipment, including gantry cranes. Additionally, the casting of u­ girders and piles was continued.
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The silver-colored Aerocity-Tughlakabad Metro route will connect the Kashmere Gate-Raja Nahar Singh Violet Line to the Airport Express Line.

Additionally, four major civil tenders for DMRC Phase 4’s subterranean portions were floated in April and May 2021. These are all being financed by the loan obtained from JICA. Three of the tenders are for the Aerocity-Tughalakabad corridor, while one is for the Janakpuri West-RK Ashram Marg sector. All of the bids are currently in various stages of processing.

With the improvement of the Covid – 19 situation in the country, building activity is likely to accelerate in the coming days.Numerous vaccination camps have already been established on-site for workers, and more are planned.

Additionally, a campaign to educate employees about the benefits of immunisation was performed. As part of its Phase 4 development, the DMRC is currently constructing 65 kilometers of additional lines along three priority routes. By 2025, these routes are anticipated to be finished. However, given the dynamic nature of the Covid situation, completion targets will be adjusted accordingly.

How to Cope Up with Boredom on a Long Train Journey

Metro Rail News
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How to Cope Up with Boredom on a Long Train Journey

The trains are among the safest and reliable transportation channels in India for the journey. Whether you are on vacation with your family or a professional meeting, the train journey can be overwhelming. However, you can get bored on a long journey. You cannot have exciting 30-40 hours on the train. This is why you should do some activities to kill your boredom. There are many ways to deal with loneliness or boredom in a long train journey. Here, we have mentioned all the exciting activities to keep your enthusiasm up.

Look Forward and Enjoy Yourself

The eager eyes can have good entertainment in a long and short journey. If you look around, you will find a lot has been going on. You can look outside the windows thoughtlessly, letting the landscape go by, and enjoy the view. You can keep yourself entertained by making crazy plans for your trip in your mind or imagine how your destination would be like. Most people like the feeling of being out and about in the world, and the eagerness makes the journey pass twice as fast.

Watch Movies or Series

This is one of the most clichés, but an amazing way to cope with boredom while you are on a long journey. These days, there are several online streaming applications for smartphones. You can sign up for any of them and watch the latest movies. However, if you had some movies and series in your mind that you are longing to watch for many months, this is the right time. Just wear the earbud in your ear and immerse yourself in the cinematic world. You would complete a whole series, and your journey will get shorter without boredom.

Play Some Games

This is another activity that we frequently do in our free time. Whether we are waiting for a bus or waiting for our turn at the doctor, games are a great time pass. Thus, it would be best to play some games on your smartphone to have a good mood. There are lots of games on the App Store and Google Play Store for free. If you love real money games, you can play casino games. Betting on sports is also a great way to deal with boredom and infuse some entertainment into your journey. If you have no idea what it is, you can find information about sports betting here. You can bet on live sporting events, and if you have the right strategies, you can make a decent profit.

Read Books

Just like watching movies, reading books is another most common activity to deal with boredom in a long train journey. If you love reading books, then they must be in your bag like a first-aid box.  Many people lack time to read books that they wanted to read for a long time in their everyday lives. Thus, boredom on long journeys is the perfect reason to dedicate yourself to some good books. Reading books is not comfortable in a car or bus, but a train journey is perfect for reading your favorite books. Here, you can immerse yourself for hours between pages without the pressure of having to do anything else. Thus, reading books is a perfect way to slay your boredom.

Get in Touch with Fellow Travelers

Well, you are not the only person on the train who is getting bored. There are lots of fellow people who feel like locked in a tin box. Thus, it would be best for you to start a conversation with others. You may not make it for life, but such conversations can make nice contacts. Sometimes a conversation with strangers can make your journey more beautiful. There is actually never a shortage of topics to talk about if you find an extrovert person. And when was the last time you took the time to meet new people or chat with a stranger? So, just start a conversation at the right time. It is important to be open to your counterpart and not to be disappointed if he/she prefers to delve into a book. Then you try the next person.

Sleep and Relax the Body

Indian trains can be the best place to have some good sleep if you have a comfortable seat. Many of us don’t get enough sleep due to the hectic schedule of our daily life. Thus, it is important to take some quality rest at this time. Don’t stay awake too much to watch movies or read books. Whether you are on a vacation or professional meeting, you have t be prepared once you get off the train. Thus, relaxing your body by taking enough sleep could be the best idea on a long journey on a train.

Exercise or Some Physical Activity

Yes, you can do some exercises on your train journey. While you may be tied to a seat, exercise should not be neglected. Not only is movement extremely important on a long train journey, it just feels good too. We don’t recommend exercises that take too much space, but you can take a walk as Indian trains have a long walkway. You can also do some stretches so that you can have an active day.

Delhi Metro Pink Line Extension has eight bidders for OHE Electrification

Narendra Shah
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Delhi Metro Pink Line Extension has eight bidders for OHE Electrification

NEW DELHI (Metro Rail News): Delhi Metro Rail Corporation (DMRC) had opened the technical bids in the first week of June for the supply and commissioning of 25 kV Overhead Equipment (OHE) and 33 kV Auxiliary Power Supply for the 12.55 km long Pink Line Extension from Maujpur to Majlis Park under Phase-4.

The technical bids revealed the name of eight bidders for this work under Contract Package DE-

DMRC invited bids for this work in March this year with an estimated cost of INR 79.52 Crores with a completion period of 540 days. The work also includes augmentation works of Mukundpur depot. The names of eight bidders are –

  1. Alstom Transport India
  2. Cimechel Electric
  3. Kalpataru Power Transmission
  4. KEC International
  5. Ojasync Pvt. Ltd.
  6. Salasar Techno Engineering
  7. Shyam Indus Power Solutions
  8. Texmaco Rail and Engineering

Brief Scope of Work – Design, Supply, Installation, Testing and Commissioning of 25 kV Overhead Equipment (OHE), 33 kV Auxiliary Power Supply for an elevated section of Line-7 Ext.

(Maujpur to Majlispark) and Augmentation works of Mukundpur depot of Delhi Metro MRTS Phase-IV.

Now the bids will be sent for technical evaluation. Then the financial bids will be opened for technically qualified bidders who will reveal the name of the lowest bidder and the most likely winner of this contract.
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The whole process will take a couple of months.

DMRC has set a deadline of December 2022 for the operation of this 12.55 km long line from Majlis Park to Maujpur will have eight elevated stations. The names of the stations are Burari, Jharoda Majra, Jagatpur Village, Wazirabad Surghat, Sonia Vihar, Khajuri Khas, Bhajanpura and Yamuna Vihar.

Bhopal Metro construction in full swing despite Covid-19 challenges

Narendra Shah
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Bhopal Metro construction in full swing despite Covid-19 challenges

BHOPAL (Metro Rail News): Construction work is moving at rapid pace for Bhopal Metro despite the challenges imposed by the Covid-19 second wave and the resultant lockdowns in the city. 

At present, construction work is underway for the elevated viaduct from AIIMS to Subhash Nagar for a stretch of 6.22 km which is a part of Purple Line of Length 14.99 km from Karond Circle to AIIMS under Phase-1.

About 50% work is completed on this stretch as 122 pillars and 36 girders have been laid down so far in last 30 months. Work on this first section under Package-01 was awarded to Dilip Buildcon Ltd. in October 2018 by Madhya Pradesh Metro Rail Co Limited (MPMRCL) for a contract price of INR 247.06 Crores with completion period of 27 months.

On this section, eight elevated stations will be constructed for which tenders were invited on 31st March this year with an estimated cost of INR 421 Crores and completion period of 847 days. These stations are AIIMS, Alkapuri, Habibganj Naka, Habibganj, M.P Nagar Zone-1, DB City Mall, Kendriya Vidyalaya and Subhash Nagar. This contract package will be funded by European Investment Bank (EIB).

Preliminary work has also started for the construction of metro depot by taking pre NOC from the concerned departments. The metro depot is to be constructed at Subhash Nagar Underpass where metro trains for this line will be stabled and maintained. Bhopal Metro had sought 85 acres of land for the construction of metro depot but the administration has reserved 65 acres of land for the same.

Work on this section from AIIMS to Subhash Nagar is expected to be completed by August 2023 while construction work is yet to be started on Subhash Nagar to Karond Circle section which has a deadline of December 2024.

Resumption of metro services in Chennai, Bangalore and Hyderabad

Narendra Shah
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Resumption of metro services in Chennai, Bangalore and Hyderabad

DELHI (Metro Rail News): Metro train services will resume in the cities of Chennai and Bangalore as State governments further relaxing Covid-19 imposed restrictions as cases of Covid-19 continue to decline.

In Chennai, metro train services will resume from Monday by Chennai Metro Rail Limited (CMRL) as the Tamil Nadu government has extended the lockdown in the state till June 28 with further relaxations.

Chennai Metro trains will operate with 50% occupancy from 6.30 am to 9.00 pm in both the Blue Line (Airport to Wimco Nagar) and Green Line (St Thomas Mount to Dr MGR Central Metro Station).

Bangalore Metro will also resume its services from Monday on both the lines with trains to operate between 7.00 am to 11.00 am and 3.00 pm to 6.00 pm with a frequency of 5 minutes. 

However, metro services in Bangalore will be available on weekdays from Monday to Friday and will not be available on Saturday and Sundays as the weekend curfew imposed in the state and the capital.

Hyderabad metro has also rescheduled its timings from Monday with the first train from respective terminal stations to start at 7.00 am and the last train will start now from respective terminal stations at 9.00 pm and reach the respective terminating stations around 10.00 pm.

Commuters in all these cities would require to strictly follow all Covid-19 protocols while travelling in metros including wearing of masks, maintain social distancing, regular hand sanitization, thermal screening etc.

On the other hand, Kochi metro is still awaiting State government permission to resume services as it has taken all measures related to Covid-19 safety.

54% work is completed for BKC Metro Station on Line-3 of Mumbai Metro

Narendra Shah
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54% work is completed for BKC Metro Station on Line-3 of Mumbai Metro

MUMBAI: According to the Mumbai Metro Rail Corporation (MMRC) around 54% work is completed on the Bandra Kurla Complex (BKC) Metro Station which is the longest station of the 33.5 km long underground Metro Line-3 (Colaba–Bandra-SEEPZ Line)

The BKC station will be an important junction station in terms of being an interchange station with the elevated Metro Line-2B and an imperative hub for the Mumbai Metro rail network along with having connectivity with the station of the proposed Mumbai-Ahmedabad High Speed Rail Project.

The BKC station consists of three tunnels which will be passing under the Mithi river. Work on two tunnels between BKC to Dharavi is already completed using TBM (Tunnel Boring Machine) by August 2020, while work on the third tunnel of length 153 meters is currently underway using New Austrian Tunneling Method (NATM) technology.

As per MMRC, this third tunnel will be used as stabling line which will enable faster train operations during peak hours. This will also work as sick lines to park a disabled train, if the requirement arises.

This station is expected to have the highest density among all the stations on Metro Line-3 and will have seamless interchange with Metro Line-2B with commuters would not need to go out of stations of either metro lines to change. On completion, BKC station will the largest metro station in Asia.

Metro Line-3 is a 33.5 km long fully underground line with 27 stations which would connect 06 business districts, 30 educational institutes, 30 recreational facilities and domestic as well as international airport terminals. 

It will have five interchange points for suburban railway and one each for Monorail and ‘Versova-Andheri-Ghatkopar’ Line-1.

MMRC, a joint venture of the Govt. of India and the Government of Maharashtra, is the nodal agency responsible for the implementation of Mumbai Metro Line-3 project.

Metro Neo – A suitable and viable option for a crowded transportation system in India

Narendra Shah
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Metro Neo – A suitable and viable option for a crowded transportation system in India

Introduction

Metro Neo in simple terms can be stated as an innovative cost-effective Urban Transport Solution for Tier – II and Tier – III Indian cities. High usage of personal transport and crowded roads with diverse traffic has long demanded an Indian centric solution to the problem. Thus, there has been a search for a cost-effective solution for crowded transportation in Tier-II and Tier-III Indian cities. The Maha Metro in India proposed an innovative solution and came up with the concept of Metro Neo. The new transportation system combined the best features of a mass rapid transport system across the globe.

A committee of transport experts was formed by the Ministry of Urban Transportation in India to address the solution for this issue and standardize the specification of MetroNeo by analysing and studying the best transit systems available around the world. The committee members included Dr. Brajesh Dixit (MD/MahaMetro), Mr Narasim Prasad (DRSO/Chennai Metro), Mr. Pramit Garg(Director/BD/DMRC), Mr. Janardan Prasad (Director/MoHUA) and Mr. Sanjay Kumar (Director/MoHUA) visited various manufacturers, operators and vendors to formulate the best solution for MetroNeo.

After its study in various countries and the feasibility report it was found that MetroNeo is a combination of the best features worldwide and possesses an innovative solution for crowded transportation in Tier-II and Tier-III Indian cities. It was found that new features like rubber-tired bi-articulated electric coaches, quality at par with the metro running on elevated or grade roads powered by overhead traction at a substantially lower cost to that of the heavy metro rail give it an edge and make it a better transportation option.

Metro Neo 2 edited
Metro Neo Coaches

The specifications of MetroNeo has been standardized in India. It has been approved by the ministry of housing and urban affairs as per the Metro Railways OM Act 2002 and has been approved by the railway board. It is also studied that level boarding, comfortable seats, automatic doors, robust communication and station and bus arrival information would ensure an effective and comfortable service.

Additionally, energy-efficient, air-conditioned, low floor coaches with regenerative braking, friendly for divyang people shall allow easy evacuation of passenger during emergencies through the flat ways. These coaches can negotiate sharp curves suitable to the narrow roads of Tier-II and Tier-III cities. Articulation of the coaches can be increased based on the ridership. MetroNeo’s overhead twin wire traction system running on 750 volts DC is easily installable, safe for passenger operations and cost-effective.

One DC traction substation every two to three kilometres are planned per section In the event a substation fails the adjacent substation can provide power to the section through the scada system. The coaches run on an automatic train protection mode with anti-collision safety features such as lane departure monitoring, forward and side-collision control, auto speed control and an auto braking application to maintain a safe distance between coaches. A control centre for overall monitoring of the coaches and stations with robust communication with station staff and drivers are also deployed. Automated fair collection and ticketing will be carried out either through transit cards or QR code tickets or through a mobile app.

Therefore, MetroNeo undoubtedly shall be faster, safer, flexible, economic and cleaner Mass Rapid Transit system for an energy-efficient city transport that shall operate with minimal noise and zero emissions towards a greener planet.

The details of Metro Neo can be summarized as under:

  • Metro Neo is a mass rapid transit system providing low-cost, energy-efficient and eco-friendly urban transport solutions for Tier-II and Tier-III cities.
  • Metro Neo systems are lighter and smaller than conventional Metro trains.
  • They cost about 25% of conventional systems but with similar facilities, and are cheaper than the other budget option Metrolite, which costs about 40% of the normal Metro.
  • Drawing traction power from overhead wires, Metro Neo will not run on track but on road. It is suitable for places where the traffic demand is around 8,000 passengers one way in peak time.
  • The Maharashtra government has already given a green signal for this state-of-the-art Mass Rapid Transit System (MRTS) for Nashik in India.

Metro Neo in India

The Mass Rapid Transit System (MRTS) that aims to provide a comfortable, rapid, energy-efficient and less noisy transport medium in the city of Nashik would be the first Metro Neo project in India. The project will be implemented by Maharashtra Metro Rail Corporation Ltd (Maha-Metro).

In 2019, the feasibility report was made in consultation with the Nashik Municipal Corporation. M/s RITES Limited proposed a Detail Project Report (DPR) was prepared by and after approval of the State Government, it was sent to Government of  India for sanction. The Report has identified a 32 km main route and a 24 km feeder route for the implementation of the Metro Neo project.

Frequency – There will be a train service every two minutes. The main elevated corridors will have a capacity of 15,000 PHPDT (peak hour peak direction traffic).

Stations – They will be similar to other Metro rail stations and will house staircases, lifts, escalators and information display for the passengers. The station entry and exit will be provided on both sides of the road.

The Metro-Neo in Nashik will have two corridors. These are as follows:

  1. Corridor 1: A 10-km long route having 10 stations– starting from Gangapur, Jalapur, Ganpat Nagar, Kale Nagar, Jehan Circle, Thatte Nagar, Shivaji Nagar, Panchavati, CBS and ending at Mumbai Naka.
  2. Corridor 2: A 22-km long route having 20 stations– starting from DHRUV Nagar, Shramik Nagar, Mahindra, Shaneshwar Nagar, Trimbak Rd, Satpur Colony, MIDC, ABB Circle, Parijat Nagar, MICO circle, CBS, Sharda Circle, Dwarka Circle, Gayatri Nagar, Ambedkar Nagar, Upnagar, Nehru Nagar, Datta Mandir, and ending at Nashik Road.

Central counterpart funding will be provided to:

  1. Kochi Metro Railway Phase-II of 11.5 km at a cost of Rs. 1,957.05 crore.
  • Chennai Metro Railway Phase–II of 118.9 km at a cost of Rs. 63,246 crore.
  • Bengaluru Metro Railway Project Phase 2A and 2B of 58.19 km at a cost of Rs. 14,788 crore.
  • Nagpur Metro Rail Project Phase-II at a cost of Rs. 5,976 crore.
  • Nashik Metro at a cost of Rs. 2,092 crore.

Metro Lite and Metro Neo have become the new buzzword for smaller cities across India to augment public transport as cheaper alternatives to conventional metro rail. Thane, Gorakhpur, Jammu, Srinagar, and Coimbatore administrations are in talks with the Centre to get these modes of transport apart from Nashik which has already approved Metro Neo.

  • While it costs Rs 222 crore per km to construct a conventional metro rail, a Metro Lite, which resembles a tramway, costs Rs 140 crore per km, and Metro Neo, which is more like an electric trolleybus, costs Rs 71 crore per km.
  • The Union Govt. in India has also said that Metro Lite and Metro Neo will be deployed to provide metro rail systems at much lesser cost with same experience, convenience and safety in Tier-2 cities and peripheral areas of Tier-1 cities.
  • Proposals from Gorakhpur and Delhi (Rithala to Narela link) for Metro Lite project, and from Nashik for a Metro Neo project have already been submitted with Union Govt.
  • Nashik in Maharashtra has proposed two Metro Neo lines of total 32 km with an estimated cost of Rs 2,100 crore. Delhi has proposed a Metro Lite project to provide last-mile connectivity in the peripheral areas.
  • Thane, Coimbatore, Warangal, Hyderabad, Jammu and Srinagar are other Indian cities planning to start Metro Neo and Metro Lite.
  • Thane has also readied the DPR (Detailed Project Report) for developing a Metro Lite corridor and is likely to send the proposal for approval.
  • Metro projects are capital-intensive and are viable for big cities with very high ridership and per hour per direction traffic (PHPDT)’. For smaller cities with lesser traffic, light rail solutions like Metro Lite or a Metro Neo will be more viable and cost-effective.
  • Both new technologies – Metro Neo and metro Lite will not only complement the conventional metro, but could be good alternatives for providing last-mile connectivity in the peripheral areas of big cities like Delhi.

India already has 717 km of metro rail network and work is under way in another 1,000 km stretch. By 2024-2025, India will have over 1,700 km of metro network, the second highest after China, which has over 7,000 km of metro network.

Metro Neo resembles an electric bus trolley and can cater to a ridership of upto 8,000 PHPDT, which can be extended upto 10,000. It does not require a standard gauge track. The coaches will have rubber tyres and will run on road slabs, which are either elevated or at grade. They will have dedicated tracks and will draw power supply from overhead traction.

They can have a single coach of around 12-metre length or two articulated coaches of around 18-metre length or three articulated coaches of around 24 metres — catering to upto 250 passengers.

The railway ministry has already finalised the specifications for Metro Lite and Metro Neo in India. Both the transport systems will be covered under the Metro Act.

Globally, many cities such as Budapest, Melbourne, Vienna, Zurich, Salzburg, San Francisco, Riyadh and Lyon have these cost and fuel-efficient public transport systems.

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