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Kochi Metro Partners with Google Wallet for Flawless Experience

By
Staff Reporter
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KOCHI (Metro Rail News): Kochi Metro Rail Ltd (KMRL) is stepping ahead with digital ticketing by announcing its partnership with Google Wallet. This initiative makes Kochi Metro the first metro service in India to integrate with Google Wallet, marking a milestone in the digitisation of urban transportation.

During a press conference in Kochi, Loknath Behera, the Managing Director of KMRL, expressed his enthusiasm about the partnership. “We are proud to announce a significant milestone in the digitisation of urban transportation with the integration of Google Wallet into our ticketing system. This collaboration represents a leap forward in enhancing the travel experience for our metro users, providing them with a streamlined and convenient way to access tickets and navigate our transit network,” said Behera.

He highlighted the convenience and enhanced travel experience this integration promises metro users, allowing them to easily access tickets and navigate the transit network.

The integration process is powered by Prudent Technologies, a firm known for its innovative digital technology solutions. Geejo George (Founder Director), Sanjay Chacko (Director) at Prudent Technologies, and Ashish Mithal (Representative), Google were present at the event. Behera mentioned the possibility of extending this digital solution to Water Metro services, emphasising the successful adoption of digital initiatives in Kerala.

“We always think about attracting more passengers with the help of technology. We are thinking about how to extend the service to Water Metro as well. The similarity of the situation is such that the wallet can be used in Water Metro as well,” added Behera.

How to Use Google Wallet for Kochi Metro

For metro users eager to take advantage of this new feature, the process is straightforward:

1. Open the Google Wallet application.
2. Select KMRL for Kochi Metro.
3. Choose your start and destination stations.
4. Explore various payment options available.
5. Complete the payment to receive your digital ticket instantly.

This collaboration between KMRL and Google Wallet enhances the convenience of accessing metro services and sets a benchmark for other metro services nationwide.

Discover the endless possibilities of our city’s Metro at InnoMetro, our flagship Expo and Conference. Be an active participant in shaping its future towards a more sustainable tomorrow. Stay informed and join us to take a step towards a brighter future.

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Nagpur Metro: A Green Revolution on Rails – Transforming City’s Mobility Landscape

By
Narendra Shah
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Nagpur Metro
Nagpur Metro

Introduction 

Imagine your travel time getting cut-off by 50% with a bonus of traveling seamlessly and punctually. Yes, you read it right. That’s the USP of the metros in India today that they not only cut-off your travel time but also make ‌traveling seamless and punctual with its rapid lines providing public an unwavering and unparalleled service. Nagpur Metro is nowhere behind in this rapidly running urban transit landscape which is in-turn the driver of growth and development. In this very sequence of development, one major aspect at global as well as national level is sustainable development.

As per the annual reports of Maharashtra Pollution Control Board (MPCB), Nagpur has witnessed a tremendous improvement in its air quality index especially in the PM10  content in its air. Not only the functioning & operations of the Nagpur Metro are unique and future-friendly but even the pre-operational catharsis ranging from planning, monitoring and constructing all were done in a unique and future-oriented model. It holds the title of completing the entire project in record time of 27 months or 2 years & 3 months. 

Nagpur, a city consistently lauded for its green spaces, top-ranked public transport, and excellent healthcare, offers an alluring blend of livability and progress. This vibrancy extends to its revered Deekshabhoomi pilgrimage site, home to the world’s largest Buddhist stupa. Now, the Nagpur Metro adds another layer to the city’s allure, revolutionizing urban mobility with headquarter of companies like Haldiram, Vico, Dinshaws & also the prominent technology companies like TCS, Tech Mahindra Infosys, LTI Mindtree, Accenture and many more. 

India’s marriage with urban mobility still remains a tightrope walk as we navigate our journey to be in the Top 5 economies of the world. Urban Mobility is an all-encompassing term taking in its loop things from Economic Development to Connectivity & Cultural Integration to Tourism Hotspot. With cities expanding their boundaries beyond, there is a strong need to promote rail based transportation systems into their sprawling geography that promise a punctual, seamless & dedicated public service to sustain the pace that new urban centers demand.  

Let’s delve in the journey of a not so normal yet punctual & record-holder metro system of India.  

Inception 

The story begins with its conceptualisation in the year 2012, when the government of India decided to equip cities having population more than 20 Lakh with metro rail system. This made Nagpur too eligible for a metro railway system. The then Union minister for urban development, Kamal Nath, proposed a metro rail in Nagpur and also instructed the authorities to carry the project further with DPR preparation which was further entrusted to Delhi Metro Rail Corporation (DMRC) in the February 2012 itself with a budget allocation of  ₹2.4 crore (equivalent to ₹4.5 crore) from the central ministry. 

Further a Special Purpose Vehicle (SPV) named Nagpur Metro Rail Corporation (NMRC) today known as  Maharashtra Metro Rail Corporation Limited (MAHA-METRO) came to life with the Government of India & Government of Maharashtra having 50:50 equity. It is the body entrusted with timely completion and successful execution of the project. 

DPR & Approval

As the DPR went to DMRC, two routes namely, Automotive square, Kamptee to MIHAN Metro depot and Prajapati Nagar, East Wardhaman Nagar to Lokmanya Nagar, Hingna with 17 stations & 19 stations at an estimated cost of ₹8,680 crore (US$1.1 billion). The length of the metro went initially from 30 Km to 42 Km in July 2012. 

Further, to comply with the norms of financial metrics as suggested by the then central government, precisely to keep the IRR above 8%, a realignment of the metro routes in the DPR was proposed. The original alignment of Corridor-I proposed was passing through Khamla Road, Airport Area after Sahakar Nagar before ending at MIHAN. 

To avoid extra costs & extra time into property acquisition for the original alignment, the alignment was re-calibrated to reach the Wardha Road only without going on Khamla Road. In the realignment it was decided that the North-South Corridor of the Nagpur Metro will pass through Wardha Road after Congress Nagar Metro Station. To cut down more on costs the underground alignment was also dealt away with and it was decided that after crossing existing intersection point of Wardha Road & Airport Road, the alignment will be shifted to the MIHAN area and alignment in this portion would be at grade running parallel to Wardha Road up to ROB and parallel to railway line thereafter up-to proposed Car Depot. 

After long revisions and realignments, the project DPR was finally submitted in November 2013. It was further approved by the central cabinet in August 2014. 

While the state government has already approved, the phase 2 of the project at an estimated cost of Rs 6,708 crore.but the DPR for the same lies with the central government with pending approval. The foundation stone for the project has already been laid by the Prime Minister on December 11, 2022.

Construction & Planning. 

This way the construction of Nagpur Metro’s Phase 1, a 38.215 kilometer project featuring both elevated and at-grade sections, began in 2015 with the Nagpur Metro authorities employing best-in-class planning & monitoring mechanism in order to achieve the benchmark of best quality work done among all the metro projects in India. 

The Nagpur Metro Rail project, with its over 20 major contractors, 30 subsystems, and vast scale, presented a significant management challenge. Timely completion and quality assurance (including 7 tests) were paramount concerns. To address these complexities, Nagpur Metro Rail Corporation Limited (NMRCL) adopted a digital project management approach from the outset. This decision aimed to improve project information flow, minimize cost and schedule overruns, and ensure successful project delivery.

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Weekly and quarterly data analysis enabled NMRCL to leverage model-based delay analysis. This provided management with a comprehensive, real-time picture of the project, facilitating efficient decision-making.

Benefits of Model-Based Delay Analysis:

  1. Integrated Project View: Linked the 3D model, schedule, and cost for a holistic project understanding.
  2. Proactive Flaw Detection: Enabled timely rectification of construction sequencing flaws by simulating the schedule with the 3D-model.
  3. Real-Time Progress Monitoring: Facilitated model-based monitoring of construction progress during execution.

System Specifications

  • Top Speed: 90 kmph
  • Average Speed: 33 kmph
  • Track Gauge: Standard Gauge–1435 mm
  • Electrification: 25 kV, 50 Hz AC OHE
  • Signaling: Communication-based Train Control (CBTC)

Lines of Nagpur Metro 

Phase: 01 

The Nagpur Metro Rail Project spans 38.215 kilometers and comprises two corridors, featuring 36 stations and 2 depots strategically located for optimal passenger service as: 

  1. Line 1 – Orange Line: Automotive Square – Khapri

Length: 19.658 km

Type: Elevated

Depot: MIHAN Depot

Number of Stations: 22

Station Names: Automotive Square, Nari Road, Indora Square, Kadvi Square, GaddiGodam Square, Kasturchand Park, Zero Mile, Sitabuldi (interchange), Congress Nagar, Rahate Colony, Ajni Square, Chhatrapati Square, Jaiprakash Nagar, Ujjwal Nagar, Airport, Airport South, New Airport and Khapri.

  1. Line 2 – Aqua Line: Lokmanya Nagar – Prajapati Nagar

Length: 19.407 km

Type: Elevated

Depot: Hingna Depot

Number of Stations: 20

Station Names: Prajapati Nagar, Vaishno Devi Square, Ambedkar Square, Telephone Exchange, ChittarOli Square, Agrasen Square, Dosar Vaisya Square, Nagpur Railway Station, Cotton Market, Sitabuldi (interchange), Jhansi Rani Square, Institute of Engineers, Shankar Nagar Square, LAD Square, Dharampeth College, Subhash Nagar, Rachana Ring Road Junction, Vasudev Nagar, Bansi Nagar and Lokmanya Nagar
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Phase: 2 

Nagpur Metro’s Phase 2 expands upon the existing network, reaching new areas in all directions. Key extensions include reaching Kanhan in the north, Butibori MIDC in the south, Transport Nagar (Kapsi) in the east, and Hingna in the west. The project encompasses a mix of elevated and at-grade sections: 1.2 kilometers at-grade with 2 stations, and 42.6 kilometers elevated with 30 stations. Additionally, a future fifth corridor branching out from Line-2 at Vasudev Nagar towards Wadi is under consideration.

  1. Line-1 (Orange Line) Reach 1A: Khapri to Butibori MIDC ESR

Length: 18.7 km

Number of Stations: 10

Station Names: Eco Park, Metro City, Ashokvan, Dongargaon, Mohgaon, Meghdoot CIDCO, Butibori Police Station, Mhada Colony, MIDC KEC and MIDC-ESR

  1. Line-1 (Orange Line) – Reach 2A: Automotive Square to Kanhan

Length: 13 km

Number of Stations: 12

Station Names: Pili Nadi, Khasara Fata, All India Radio, Kheri Fata, Lok Vihar, Lekha Nagar, Cantonment, Kamptee Police Station, Kamptee Municipal Council, Dragon Palace, Golf Club and Kanhan

  1. Line-2 (Aqua Line) – Reach 3A: Lokmanya Nagar to Hingna

Length: 6.6 km

Number of Stations: 7

Catchment Area: Mount View, Rajiv Nagar, Wanadongri, APMC, Raipur, Hingna Bus Station and Hinga

  1. Line-2 (Aqua Line) – Reach 4A: Prajapati Square to Transport Nagar

Length: 5.5 km

Number of Stations: 3

Stations: Parsi, Kapsi Khurd, Transport Nagar

  1. Line-2 (Aqua Line) – Reach 5: Vasudev Nagar – Wadi

Length: 4.5 km

Number of Stations: 3

Catchment Area: MIDC Hinda, Pardsinga, and Wadi

Status: This extension has not been approved. It may be taken up in Nagpur Metro’s Phase 3.

Latest Update
While 4 of the total 13 Packages including civil & electrical have been awarded, 7 remain under bidding at various stages and 2 tenders have been cancelled. The companies awarded with contracts include LKT, Enia, RVNL & Colossus Infra.. 
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Connectivity Through Lines 

Connectivity is the key element that defines the cities today. More connectivity translates into more business, more exchange, more integration and most importantly more convenience into the thick and thin of transportation across the city.  

Pre-Metro Scenario – A crowded Canvas 

Nagpur’s transportation landscape, prior to the metro’s arrival, presented a complex picture with three distinct categories:

  • Public Transport: This included:
    • Mini City Buses (seating 20)
    • Large State Transport Buses (seating 50)
    • Chartered Buses used by schools and offices
    • Buses from neighboring states

This system, while offering various options, often faced limitations.

  • Intermediate Public Transport (IPT): Dominated by auto-rickshaws, IPT served as a crucial mode of transport despite being a bit more expensive.
  • Private Vehicles: This category encompassed bicycles, two-wheelers, and cars of all sizes.

A Chaotic Network: The presence of such a diverse range of vehicles vying for limited space on the roads created a congested environment. Traffic intersections were particularly notorious for gridlock. With minimal space between vehicles, average speeds remained a slow 15-20 kilometers per hour. This scenario translated into longer travel times, frustration for commuters, and a strain on the city’s infrastructure.

Some Failed Initiatives: Nagpur’s Pre-Metro Mobility Struggles

Prior to the metro’s arrival, Nagpur authorities grappled with the challenge of improving urban mobility. One such attempt involved subsidizing public bus fares to entice ridership. However, this strategy failed to attract higher and middle-income groups who prioritized speed over cost. Public buses simply couldn’t compete with the convenience of private vehicles.

Another initiative, the Bus Rapid Transit (BRT) system, aimed to create dedicated lanes for public buses, theoretically expediting travel times. However, the implementation lacked the finesse needed to seamlessly integrate the BRT system with the existing public transport network. This resulted in a disjointed user experience, failing to achieve the desired synergy between commuters and the public transport system. Consequently, the objective of achieving an optimal distribution of transportation modes (mode share) remained an elusive dream.

Post- Metro Scenario

Nagpur Metro’s Phase 2 is more than just an extension; it’s a bridge connecting people, places, and opportunities. This exciting expansion will reach a population of over 1 million residing in key areas surrounding Nagpur.

  • Satellite Cities: Phase 2 stretches its reach to satellite cities like:
    • Kapsi: A major transport hub, Kapsi will benefit from a direct connection to Nagpur, improving movement of goods and people.
    • Hingna: This rapidly developing town will see a surge in accessibility, attracting residents and businesses alike.
  • Industrial Powerhouses: The expansion connects to:
    • Butibori: The district’s largest industrial estate, Butibori, will witness a significant improvement in worker commutes. Thousands employed in the 750+ units can look forward to a faster and more reliable travel option.
    • Hingna: Home to its own industries, Hingna will benefit from a dual advantage – a connected workforce and enhanced business opportunities.
  • Mining Marvels: The Kanhan route passes through Kamptee, a significant town with residents who frequently travel to Nagpur for work and education. The metro will significantly reduce travel times, making commutes a breeze.

With a total length of 82 km upon completion, Nagpur Metro Phase 2 paints a brighter picture of connectivity, promising a faster, more efficient, and more accessible future for the city and its residents.

Ridership Figures of Nagpur Metro 

Nagpur Metro has witnessed a positive trend in ridership. In February, daily ridership surpassed 93,000 passengers, a significant increase. However, this number remains below the level needed for the project to break even.

Prior to the pandemic, ridership even crossed the 1 lakh mark, but it dipped after fare hikes implemented for revenue rationalization.Despite the ridership growth, Nagpur Metro’s first phase still incurs losses. Even after considering non-fare revenue streams, the average monthly loss stands at ₹3.5 crore. 

Nagpur Metro: A Marvel of Sustainability

Nagpur Metro isn’t just revolutionizing urban mobility; it’s also spearheading a movement towards a greener future for the city. Here’s how:

  • Reduced Emissions:  Data from Hingna Road, served by Lokmanya Nagar and Bansi Nagar stations, showcases a significant decrease in air pollutant levels since the metro’s inception. Nitrogen Oxide (NOx) emissions have dropped steadily, from 41 in 2019 to 23.43 in 2021. Similarly, Sulphur Dioxide (SO2) levels have dipped from 14 in 2019 to 8.38 in 2021.
  • Combating Congestion: By offering a fast, reliable alternative to private vehicles, the metro reduces traffic congestion, a major contributor to air pollution. While vehicle registration in Nagpur has increased by 20% in 2022, the metro helps manage this growth by encouraging a shift towards public transport.
  • Improved Last-Mile Connectivity: Recognizing the importance of seamless last-mile connectivity, authorities have initiated shared auto services at Kasturchand Park and a shuttle bus service linking the airport with the Airport Metro Station. These efforts ensure a smooth transition between metro travel and reaching final destinations.

Challenges Faced by Nagpur Metro

Based on the information provided, here are some of the key challenges faced by the Nagpur Metro:

  • Financial Sustainability: While ridership is increasing, it hasn’t yet reached the break-even point. This means the metro incurs monthly losses despite non-fare revenue streams.
  • Last-Mile Connectivity: While initial efforts have been made with shared autos and shuttle services, a more comprehensive feeder network is needed to effectively connect metro stations with surrounding areas. This will encourage more people to use the metro for their entire journey, not just part of it.
  • Fare Optimization: The balance between attracting ridership and generating revenue through fares needs to be addressed. Fare hikes implemented for revenue rationalization may have deterred some potential riders, particularly those who are cost-conscious.
Nagpur Metro.webp 1 edited
  • Competition from Private Vehicles: The convenience of private vehicles remains a challenge, especially for short trips.
  • Public Awareness: Encouraging a modal shift towards public transport requires ongoing public awareness campaigns highlighting the benefits of the metro, such as reduced travel times and environmental advantages.

Overall, Nagpur Metro faces the challenge of balancing ridership, revenue generation, and service optimization to achieve long-term financial sustainability and become the preferred mode of public transport for Nagpur residents.

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Conclusion

Nagpur Metro stands as a testament to India’s growing commitment to sustainable urban mobility solutions. By offering a rapid, reliable, and eco-friendly alternative to private vehicles, the metro is not only transforming the city’s transportation landscape but also paving the way for a cleaner and healthier future. While challenges such as achieving financial sustainability and ensuring seamless last-mile connectivity remain, Nagpur Metro’s unwavering focus on innovation and passenger experience positions it for continued success. As ridership grows and the network expands, Nagpur Metro is poised to become the backbone of a vibrant, connected, and sustainable Nagpur.

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Efficient Friction Management and fuel technologies in Railways

By
Priyanka Sahu
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Introduction

The history of Indian Railways dates back to over 160 years ago when the first passenger train in India departed for Thane, about 34 kilometers from Bombay’s Bori Bunder station. 400 people traveled on 14 vehicles pulled by three steam engines Sahib, Sindh, and Sultan, that pulled the 14-carriage train. The Great Indian Peninsula Railway was entrusted with the responsibility of running the passenger route. A 1,676 mm (5 ft 6 in) wide gauge track was used to build this train.

In India, there are several types of railway track systems used for passenger and goods transportation. The main types of railway track systems in India are Broad gauge (BG), Meter gauge (MG), Narrow gauge (NG), and Dual Gauge (DG). The major distinctions between these track systems are first, the distance between the tracks, and second the Speed, capacity, and Cost.

The distance between the tracks varies as:

Broad Gauge > Meter Gauge > Narrow Gauge

Broad gauge tracks can accommodate higher speeds compared to meter gauge and Narrow Gauge tracks. This means that trains on broad gauge tracks can travel faster and cover longer distances in a shorter time as compared to the other track types.

Broad gauge tracks have a higher capacity than meter gauge and Narrow Gauge tracks. This means that these can accommodate more passengers and freight, making them more efficient for transporting large volumes of goods and people. The cost of constructing and maintaining different types of railway track systems varies. Broad gauge tracks are generally more expensive to construct and maintain compared to meter gauge and Narrow Gauge tracks.

Overall, the choice of railway track system depends on factors such as the terrain, passenger, and freight traffic, and cost-effectiveness. In India, Broad Gauge tracks are the most commonly used due to their high capacity and ability to accommodate faster speed. The implementation of high-speed railways in India is in its early phases and vast studies are being conducted for the effective implementation of the system based on the specifics of our nation. Maintaining the traction required for efficient operation of trains at high speeds requires the net minimum frictional coefficient to be maintained at the wheel-rail interface across the desired range of axle loads and target speeds of train operation. With the increase in speed, wheels of the train tend to lift-off, effectively reducing the interface friction at the wheel-rail contact.

Railways’ huge efficiency advantage comes primarily from the technology of steel wheels rolling on steel rails. As steel is very hard, the shape of a train’s wheel does not change under load, and the rail-wheel contact area always remains minimal and very small, resulting in very low friction force to come into play. Further, since trains can be very long, typically 250-300 meters to a few kilometers (in case of freight) and can carry hundreds/thousands of passengers and several thousand tons of freight, the air drag force per unit of freight/passenger reduces drastically. All these factors result in huge efficiency gains in favor of Railways.

Railway is considered to  efficient mode of transportation in India and elsewhere. As per the National Transport Development Policy Committee (NTDPC) Report of 2010, Railway consumes 75 to 90% less energy for freight and 5 to 21 % less energy for passenger traffic compared to road-based transport. Rail is over 8 to 10 times more efficient than road for passenger and freight transport depending on loads, operating conditions and technologies deployed. In simpler  words, a  liter of fuel can move 4 -10 units of passenger/freight by train compared to 1 unit by road vehicle. 

Fuel efficiency leads to environmental benefits. Efficiency simply defined is “output per unit of input” Output of any railway system. It is commonly measured in terms of Gross Ton Km (GTKM) or Net Ton Km (NTKM) or Passenger Km (PKM) moved over the railway system in a given time frame. Key inputs to a railway system are in the form of fixed infrastructure like track, bridges, signals, traction power supply and distribution network, stations, rolling stock like locomotives, coaches and wagons, manpower like station staff, crew, infrastructure and rolling stock maintainers etc, fuel and materials. 

Railway systems are characterized by high fixed costs (track, bridges,etc) and low variable costs (fuel, consumables etc) and so typically for increasing efficiency the fundamental need is to increase throughout in the railway system.In this subsequent content, we will discuss the knitty-gritties of  efficient friction management and fuel technologies in Railways. Also, the different ways of improving fuel economy, EV ecosystem and the role of railways into all this.

Efficient Friction Management

Friction is the force resisting the relative motion of solid surfaces, fluid layers, and material elements sliding against each other. Efficient friction management aims to increase traction or grip and modify lubrication to consequently affect the behavior of passing wheels. These include reduced noise, improved fuel efficiency, protection of rail assets, or extended asset life. 

Challenge

The continuous contact between the wheel and the rail surface is less than one square centimeter. Failing to manage the friction between the wheel and the rail reduces the life of wheel and rail that consequently increases the risk of derailment due to flange climb. 

Friction at the wheel-rail interfaces in railway operations plays a significant role in maintaining sufficient traction, for running trains with safety and to have the ability to accelerate, decelerate or brake the train at specified locations on the railway track. 

Maintaining the traction required for efficient operation of trains at high speeds requires a net minimum frictional coefficient to be maintained at the wheel-rail interface, across the desired range of axle loads and target speeds of train operation. With the increase in speed, wheels of the train tend to lift-off, effectively reducing the interface friction at the wheel-rail contact.

Rail Lubrication Scenario in India & Worldwide

In India, Rail & Flange (R&F) lubricators have been in use for long. These lubricators have a small tank of 1 to 2-liter capacity with a nozzle that oozes out grease as and when a wheel flange presses its actuator. These are not maintenance-free and have mostly gone out of use. The most commonly used method had been the manual application of graphite grease at a weekly or any other predetermined frequency on the gauge face of the outer rail in curves.

Inspired by the benefits reported by world railway systems, IR decided to give a trial to gauge face lubrication by installing Wayside lubricators from tried and tested brands. RDSO took the responsibility of zeroing upon the manufacturer based on Techno economic bids. 

Canadian Pacific Railway (CPR) has spent the past 5 years implementing an optimized “100% effective gauge face lubrication” strategy on 3250 km of their 24,000 km network to control friction at the interface between the wheel flange / rail gauge face.

In Britain, lubrication has traditionally been provided as part of the infrastructure. Mechanical and hydraulic lubricators were placed in curves at the point where wheels commenced flanging contact. 

Benefits 

With an Efficient Friction Management mechanism in place, IR can achieve some of the below mentioned benefits.

  • Reduced asset whole life cost 
  • Reduced track worker risk profile
  • Reduced track asset risk profile
  • Ensured Higher Safety and Smooth Ride
  • Lesser Noise
  • Reduced maintenance cost and high efficiency
  • Reduced centrifugal forces at radius curves
  • Lesser Derailment Risk at tight curves
  • Reduced Lateral Stress at flange contact
  • Reduced carbon footprint

Use of Friction Modifiers and Lubricant solutions

Friction modification is done through the use of lubrication solutions. It reduces the Rail / Wheel Wear (Gauge Face, Flange), rolling contact fatigue (RCF) development, Flange Noise,  Derailment Potential (Wheel Climb),  Lateral Forces (indirect), corrugations, vehicle hunting. At the same time it improves fuel efficiency and ride quality.

  • Wheel-Rail Interface Lubrication: Innovative lubrication systems are deployed to reduce friction at the wheel-rail interface. This not only extends the lifespan of these components but also reduces the energy required to overcome rolling resistance.
  • Condition-Based Maintenance: Using sensors and IoT (Internet of Things) technologies, railways can now monitor the condition of tracks and rolling stock in real-time, optimizing maintenance schedules to ensure minimal friction and wear.
  • Aerodynamic Design: Reducing air resistance through better design of train bodies also contributes to friction management, albeit indirectly, by improving overall energy efficiency.

Fuel Technology in Railways

Under the flagship programs of the Government, “Advanced Chemistry Cell (ACC) Batteries” and “National Hydrogen Mission”, to cut down on the Green House Gases (GHGs) emission under Paris Climate Agreement 2015 and “Mission Net Zero Carbon Emission Railway” by 2030, Indian Railways is set to run trains on hydrogen fuel-based technology.

Going Electric

Today, 94% of the Indian rail network stands electrified. Indian Railways has become the country’s largest consumer of electricity, and the impact of this shift towards electrification on the country’s energy independence is significant. By 2030, the total energy requirement of the Railways is expected to increase to 8,200 MW, or 8. 2 GW. Out of this, 700 MW or 8.5% will be sourced from Coal Plants due to existing agreements. Remaining 91.5% is planned to be sourced from renewable energy sources like Hydro Power Plant, Solar Energy. 

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Focus on Non Renewable Source of Energy

We need to focus more on  distinct renewable energy sources like Hydro Power Plant, Solar Energy to be converted into mechanical energy through solar plants along with wind Energy, which  is also a major source of renewable energy. These will contribute to the Net Zero Carbon Emission goal of Indian Railway as well and making the world a better place eventually.

Indian Railways, in its ambitious move towards sustainability, has significantly ramped up its renewable energy capacity, commissioning about 211 MW of solar plants and around 103 MW of wind power plants as of October 2023. With the expansion of routes and trains every year, the power demand for metro corporations is also increasing at massive speed, which is expected to put tremendous pressure on the country’s urban power supply.

With an aim to increase the renewable energy resources’ contribution in Indian Railways and urban metro system various initiatives have been taken by theIndian  Railways. For Indian Railways, which has set the target of the 500MW energy from the solar rooftop, 96.84 MW of solar plants have been installed, and 16 stations have been declared as green railway stations across zones.

We have upgraded our fuel technologies into the 3rd generation namely from Steam Engines to Diesel Engines,Diesel to finally Electricengines. Now the world is moving towards the cleanest type of fuels like Hydrogen, etc. It is already in the testing phase and very soon we will witness a prototype deployed by the  Indian Railways for the same.

Hydrogen Fuel-Based Technology

Hydrogen trains use hydrogen fuel cells instead of diesel engines. These cells produce electricity by combining hydrogen and oxygen, which generates electricity which is further used to power the train’s motors. 

As per PIB press release dated 3rd Feb 2023, Minister of Railways, Communications and Electronic & Information Technology, Shri Ashwini Vaishnaw informed Rajya Sabha that Indian Railways (IR) has envisaged running 35 Hydrogen trains under the  “Hydrogen for Heritage” initiative.

IR has also awarded a pilot project for retro fitment of Hydrogen Fuel cell on existing Diesel Electric Multiple Unit (DEMU) rake along with ground infrastructure at the cost of ₹ 111.83 crores which is planned to hit the tracks on Jind –Sonipat section of the Northern Railway.

The use of Hydrogen as fuel provides larger benefits in the direction of green transportation technology to support zero carbon emission goals as a clean energy source. It has no adverse environmental impact during operations as the byproducts are simply heat and water. Unlike bio-fuel or hydropower, hydrogen doesn’t require large areas of land to be produced. 

Commercial operations of hydrogen-powered trains would take India into an exclusive club of railway systems operating emission-free locomotives. Currently, only Germany operates commercial hydrogen-powered trains, while the same technology remains in the testing phase in the US, the UK, France, and Japan.

Advancements in Fuel Technologies: 

  • Hybrid and Fully Electric Trains: The shift towards hybrid and fully electric trains represents a significant leap in reducing the reliance on fossil fuels. Electric trains offer vastly improved efficiency and lower emissions as compared to their diesel counterparts.
  • Alternative Fuels: Research into alternative fuels, such as bio-fuels and hydrogen fuel cells, provides promising avenues for reducing the carbon footprint of non-electrified sections of the railway network.
  • Regenerative Braking Systems: These systems capture energy typically lost during braking and convert it into electrical energy, which can be either used to power the train or fed back into the grid, further improving the overall fuel economy.

Consumption of Fuel/Energy

In Railways, mileage is not measured in kmpl but liters per 1000 GTKM (gross tonnage hauled per km) or specific fuel consumption.  Average figure ranges from 4 – 4.5 liters per 1000 GTKM for a passenger train and for goods train it is 2.25 to 2.75 liters per 1000 GTKM.

A tarin consumes roughly  15 units per Gross tonne km (GTKM) for passenger trains like Rajdhani etc and 10 units per gtkm for goods trains. 

A WAP-4 locomotive has 6 DC traction motors and 3 auxiliary motors and it consumes around 840–1080 KW in an hour Or 6500 KW-8500 KW in 8 hours. Whereas a 3 Phase locomotives like WAG-9, WAG-9H, WAP-7 have regenerative braking system that saves the consumption of electricity up to 20% . These locomotives consume electricity around 720 KW -840 KW per hour 5760 KW -6720 KW in 8 hours.

The cost of running a diesel locomotive for 1 kilometer in Indian Railways varies depending on a number of factors, including the type of locomotive, the weight of the train, and the distance traveled. However, the average cost is around ₹280 per kilometer.

Improving Fuel Economy

Fuel Economy is measured in terms of SFC (specific fuel consumption). It is the amount of fuel consumed per unit of work done. In Indian Railways SFC is measured both for the engine and the train to assess the performance of the engine as well as the total formation of the train. It is obvious that a lower  SFC is the indication of a better  Fuel Economy.

CRIS has already developed a fuel management system for Indian Railways. However there is a huge scope for improvement in the fuel economy.

  • Aerodynamic Enhancements and Lightweight Materials: By investing in research to make trains more aerodynamic and using lightweight materials for construction, railways can significantly reduce energy consumption.
  • Smart Routing and Scheduling: Advanced algorithms and AI can optimize routes and schedules, reducing idle times and ensuring trains run at speeds that maximize fuel efficiency.

Role of Railways in the EV Ecosystem

In recent years, the development of electric vehicle (EV) infrastructure and efforts to achieve more sustainable transportation systems have increased. The enhanced utilization of EVs will require fast charging systems, which will overload utility power grids and require high-cost additional installations and equipments. 

There are 123 redeveloped railway stations in India where NITI Aayog has recommended the installation of EV charging facilities immediately, rather than waiting until 2030. Because of their unique role in the transportation industry, railway stations make an ideal location for installing public charging stations for electric vehicles.

Railway stations can provide a secure and accessible charging infrastructure for city residents, in addition to existing government initiatives. Many Indian Institutes of Technology (IITs) researchers have developed new charging technology for electric vehicles, which is half the price of the current onboard charger technology. Two and four-wheeled electric vehicles can benefit greatly from these.

However, a significant amount of regenerative braking energy (RBE) is available in electric railway systems (ERSs), which needs to be properly stored and accommodated. The integration of ERSs and EV charging stations (EVCS) at strategic points, such as parking areas close to ERS stations or rail freight intermodal terminals where EVs are parked most hours of the day, can be a promising solution to save RBE in the dedicated internal EV batteries.

Budget 2024-25 announcement

Union finance minister Nirmala Sitharaman while presenting the Interim Budget for 2024-25 announced to set up three major railway corridor programmes for energy. The interim budget allocation has bettered that record and assigned Rs 2. 55 trillion to the Indian Railways. It is aimed at addressing congestion and reducing cost of logistics. It is obviously going to to boost economic growth. The announcement is the government’s forward looking financial roadmap focusing on green energy. 

The three corridors are poised to significantly boost economic growth and streamline logistics for industries, thereby enhancing overall efficiency. A slew of proposals announced in the budget for startups and electric vehicle ecosystem would also  accelerate the sector and encourage entrepreneurship. 

Dedicated freight corridors (DFC), with appropriate technology, enables the Indian Railways to regain its market share of freight transport. It also creates additional capacity and assures efficient, reliable, safe, and cheaper options for mobility to customers.

There are many ongoing projects to charge EVs by transferring RBE from ERSs to EVCSs, taking advantage of a combined power management scheme based on stationary hybrid energy storage systems (HESSs) integrated with railway power flow controllers (RPFCs). 

EV Charging Stations

Government of India (Gol) has identified promotion of Electric Vehicles (EVs) as a major step towards decarbonization of the transportation sector and reduceing demand for petroleum products, and has taken a slew of initiatives to encourage large scale EV adoption. 

Further to promote an accessible and robust network of EV charging infrastructure, the Ministry of Power (MoP)- Gol had issued guidelines on charging infrastructure. The guidelines issued by the MoP has recommended setting up of at least one public EV charging station in a 3X3 km grid in a city and one charging station at every 25 km on both sides of highways or roads.

IR intends to replace its existing fleet of (owned / hired / leased) Internal Combustion Engine (ICE) cars used by IR employees with EVs across the country. Battery Swapping facility is also going to enhance user friendly activities at EV charging stations.   

Affordable and accessible charging infrastructure is a prime concern today. IR has started to identify and allocate parking spaces in its office complexes and stations to be used for EV charging facilities. Zonal Railways has also explored the possibility of setting up Battery Swapping Stations (BSS) for E-Vehicles.

Integration of Infra & Services

  • Charging Infrastructure: Railways can play a pivotal role in developing the EV charging infrastructure. Integration of charging stations at or near railway stations can facilitate the accessibility of the charging points making easy charging for electric vehicles available to all, thus encouraging its use.
  • Last-Mile Connectivity: Electric trains coupled with EVs for last-mile connectivity can create a seamless &eco-friendly transportation network. This synergy can significantly reduce urban congestion and pollution levels.
  • Energy Management: Railways can leverage their large, often continuous, demand for electricity to foster renewable energy investments, such as solar or wind power installations along tracks or on unused land. This green energy can power electric trains and EV charging stations, closing the loop on sustainability.

Conclusion

Since 1850s when the first train ran in India and royal families sponsored its expansion to the present-day envious network and 13523 trains running daily, railways has connected India like nothing else. In order to achieve net zero emission and zero carbon footprint, IR has to make continuous sustainable improvements. Technical advancement is the key contributor. Research and Developments need to take place more frequently. Efficient friction management is prime concern for high speed trains and need to be properly addressed. Improvement in fuel economy, fuel technology is urgent requirement. Growing EV Ecosystem demands robust software system and world class infrastructure. All stakeholders including department respective officials, government, policymakers need to gear up for the upcoming challenges.  

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Towards decarbonising India’s transport system, freight activity

By
Narendra Shah
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0

Introduction

Indian Railways and Rapid Rail Transit (popularly known as Metro) are  one of the major modes of transportation  for passengers and freight in India today. India’s National Rail Plan (NRP) aims to increase the share of rail in freight transport to 45% by 2030, up from the current 27%. This increase will lead to higher emission of GHGs,  if we do not take appropriate action at this moment. 

The transport sector of India is the third biggest emitter of greenhouse gas (GHG), whereas the major contribution comes from the road transport sector. Out of the total carbon dioxide emissions in India, 13% comes from the transport sector. These emissions have more than tripled since 1990. The increasing motorization and demand for mobility in India have contributed to increased levels of air pollution congestion, as well as the increase in the emission of greenhouse gas, specifically in the urban areas.

The International Energy Agency (IEA) and International Union of Railways (Union Internationale des Chemins de fer-UIC) research indicates that Indian Railways produces approximately 11.5 gCO2e per passenger-km travelled and about 9.5 gCO2e per ton-km of freight transported. 

According to the IEA, India’s transport sector is responsible for 13.5% of the country’s energy-related CO2 emissions, with road transport accounting for 90%, rail and domestic aviation accounting for 4%, and waterways accounting for 1%. In 2020, the total CO2 emissions from Indian transportation were 368.72 Mt, with road transport accounting for 87%, railways, airways, and waterways accounting for 7%, 5%, and 1%, respectively.

Decarbonization of the transport sector is essential to reduce the Greenhouse Gases (GHGs) emission and to meet the ambitious target of achieving net-zero emissions by 2070 set by Government of India. 

What is Decarbonization?

Decarbonisation involves increasing the prominence of low-carbon power generation, and a corresponding reduction in using fossil fuels. This involves,in particular, a use of renewable energy sources like wind power, solar power, biomass, etc.

Main Objective

The main objective of decarbonisation is to make the transportation ecosystem more environmental- friendly and sustainable by reducing its carbon footprint. It refers to the process of reducing or eliminating the carbon emissions associated with the transportation sector.

Decarbonisation of the transport sector would create a cleaner, healthier and more affordable future for everyone. 

Decarbonizing India’s transport system

Decarbonizing India’s transport system, particularly in the realm of freight activity, is a significant challenge but also a crucial one for mitigating climate change and improving the air quality. We have summarised some strategies and initiatives that can contribute to decarbonizing freight transport in India.

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Rail is also the most energy-efficient land-based transport mode for freight. Rail also has a high reliance on electricity, which can be produced from renewables to eliminate GHG emissions. Of conventional passenger rail activity, 54% is powered by electricity (on a passenger kilometre basis), compared to 65% of total freight rail activity.

Understanding Challenges

To tap the potential of freight decarbonisation in India, the most important thing that needs to be addressed is making long-distance freight more efficient through a modal shift to the rail transport system. We need to understand the challenges (technological, behavioural, economic and social) and opportunities specific to the Indian freight transport sector that hinder the implementation of modal shifts from road to rail. We also need to explore alternative solutions for challenges in decarbonization . 

The transport sector faces several barriers to decarbonisation, especially insufficient regulatory incentives, lacking infrastructure, and limited demand from shippers. Achieving complete electrification and deploying renewable energy requires substantial investments. Issues like Climate Change, Energy Security, Air Pollution & Cost efficiency come midway when it comes to policy or strategy formulation. 

Innovative financing mechanisms and public-private partnerships are crucial for resource mobilisation. Technology Development & advancements in battery technology and hydrogen fuel cell technology are essential for powering trains on non-electrified routes.

Decarbonization of the transport sector is essential to reduce the emission of  GHGs, achieving net-zero emissions by 2070. Also, in order to achieve the ambitious goal of 45% share of railway in freight transport, It becomes more important than ever to reduce the emission of greenhouse gases.

Incentivize Rail Transport for Freight Shipping

The Ministry of Railways is also implementing policies and strategies to incentivize rail transport for freight shipping (Parliamentary Standing Committee on Railways 2017-18), and has recently introduced new initiatives to boost railway modal share for freight transport.

  • The National Rail Plan (NRP) of 2020 envisions achieving a rail share of 45% in freight transport by 2030–31.
  • Automatic Freight Rebate Scheme Offers discounted freight on routes where the railway operates empty wagons annually.
  • Long Term Tariff Contract (LTTC) Provides freight stability
  • Non-levy of Terminal Charges at the unloading point of notified alternate goods
  • Zonal Railways have been empowered to get into a long-term contract with customers for short-lead traffic
  • Revised Round Trip Tarif-freight discount is granted to traffic if the customer offers to book traffic onwards as well as return direction
  • Incentive to Fly Ash: 40% discount in freight is granted to fly ash
  • A short lead concession has been re-introduced from 01.07.2020, under which discount in freight at the rate of 50%, 25% and 10% is granted to the traffic booked up to 0-50KM, 51-75KM and 76-90 KM, respectively except Coal & Coke and Iron ore traffic.
  • Stabling charge for privately owned wagons
  • 25% concession on Haulage Charge

There are so many other strategies adopted by IR to incentivise the freight. The main objective behind these all is to promote movement of goods traffic through railways. These incentives are expected to boost the economy of the country through giving railways a boost.

Strategies for Decarbonising India’s transport system

We have summarised some ways through which the decarbonisation of the transport system can be ensured in India.

  1. Promoting Electric Vehicles (EVs)

Encouraging the adoption of electric vehicles for freight transport can significantly reduce carbon emissions. This includes not only electric trucks but also electric two-wheelers and three-wheelers for last-mile delivery. The Indian government has already initiated schemes like FAME (Faster Adoption and Manufacture of Electric Vehicles) to incentivize the adoption of EVs.

  1. Investing in Charging Infrastructure

Building a robust charging infrastructure network across the country is essential for supporting the widespread adoption of electric vehicles. This involves establishing charging stations along key freight corridors and in urban centres to facilitate long-haul and intra-city freight movements.

  1. Promoting Clean Fuels

Apart from electric vehicles, promoting the use of cleaner fuels such as compressed natural gas (CNG) and liquefied natural gas (LNG) for freight transport can also help reduce emissions, especially in heavy-duty vehicles.

  1. Improving Logistics Efficiency

Optimizing freight logistics can lead to reduced fuel consumption and lower emissions. This includes measures such as route optimization, load consolidation, and implementing technology-driven solutions like GPS tracking and real-time monitoring to improve fleet efficiency.

  1. Encouraging Multimodal Transport

Integrating various modes of transport, including road, rail, waterways, and air, can help optimize freight movement and reduce the carbon footprint. Developing multimodal logistics parks and incentivizing intermodal transportation can facilitate seamless cargo movement while minimizing emissions.

  1. Regulatory Measures and Incentives

Implementing stringent emission norms for vehicles and providing incentives such as tax breaks and subsidies for zero-emission vehicles can accelerate the transition towards cleaner freight transport.

  1. Awareness and Capacity Building

Educating stakeholders about the environmental benefits of decarbonizing freight transport and providing training programs to drivers and fleet operators on eco-friendly driving practices can promote sustainable behaviour.

  1. Research and Development

Investing in research and development initiatives to improve the efficiency and affordability of clean transport technologies, such as battery technology and hydrogen fuel cells, can further drive the transition towards decarbonization.

  1. Public-Private Partnerships (PPPs)

Collaborating with private sector stakeholders to develop and implement sustainable freight transport solutions can leverage resources and expertise from both sectors towards achieving common goals.

  1. Policy Support and Long-term Planning

Formulating comprehensive policies and long-term strategies that prioritize decarbonization goals and provide a clear roadmap for the transition can create a conducive environment for investments and innovation in clean freight transport.

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By implementing these strategies in a concerted manner, India can make significant strides towards decarbonizing its freight transport system, contributing to national climate goals and fostering sustainable economic development.

Opportunities for MSMEs & Startups in Indian Railways’ Decarbonisation

The Indian Railways’ ambitious decarbonization journey presents a wealth of opportunities for Micro, Small and Medium Enterprises (MSMEs) and startups. Here’s a closer look at some key areas where these agile businesses can play a vital role:

Renewable Energy Integration:

  • Solar Panel Manufacturing and Installation: As the Indian Railways scale up their solar power capacity, MSMEs can contribute by manufacturing and installing high-efficiency solar panels on railway land and rooftops.
  • Wind Power Solutions: MSMEs can explore developing and supplying smaller-scale wind turbine solutions suitable for on-site wind power generation at railway stations or workshops.

Energy Efficiency Technologies:

  • LED Lighting Solutions: Developing and supplying cost-effective LED lighting solutions for stations, platforms, and train coaches can significantly reduce energy consumption.
  • Sensor-based Automation: MSMEs can develop and implement sensor-based systems for automatic lighting control, air conditioning activation, and other applications in stations and buildings, leading to energy savings.

Green Materials and Equipment:

  • Sustainable Construction Materials: Developing and supplying eco-friendly building materials for railway infrastructure projects can contribute to the overall sustainability goals.
  • Energy-efficient Railway Components: MSMEs can focus on research and development of energy-efficient components for locomotives, coaches, and track infrastructure.

Green Technologies:

  • Battery Storage Solutions: As the Indian Railways explore battery-powered trains, MSMEs can contribute by developing innovative and cost-effective battery storage solutions for various applications.
  • Hydrogen Fuel Cell Technology: MSMEs can participate in research and development of hydrogen fuel cell technology for potential applications in future railway projects.

Data Analytics and Monitoring:

  • Energy Management Platforms: Developing user-friendly platforms that track energy consumption across different railway operations can help identify areas for improvement and optimize energy usage.
  • Predictive Maintenance Solutions: MSMEs can create data-driven solutions for predictive maintenance of locomotives and other railway assets, leading to improved efficiency and reduced energy consumption.

Capitalizing on the Opportunities:

To effectively harness these opportunities, MSMEs and startups need to:

  • Focus on Innovation: Developing novel and cost-competitive solutions tailored to the specific needs of the Indian Railways is crucial.
  • Collaboration: Partnering with larger companies, research institutions, and the Indian Railways themselves can facilitate knowledge exchange and accelerate innovation.
  • Government Support: Leveraging government initiatives and schemes promoting clean technologies and MSME development can provide financial and logistical support.

Conclusion:

The Indian Railways’ decarbonisation journey is long and arduous, but the commitment is unwavering. By implementing the strategies outlined and addressing the challenges head-on, the Indian Railways can achieve a significant reduction in their carbon footprint. This transformation will not only benefit the environment but also enhance the sustainability and competitiveness of the Indian Railways in the long run.Additionally, the success of the Indian Railways’ decarbonization efforts can serve as a model for other railway networks around the world, demonstrating that large-scale decarbonization in the transportation sector is achievable.

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From Concept to Reality: The Journey of Meerut Metro Unveiled

By
Priyanka Sahu
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0

Introduction 

The city of Meerut, falling in the state of Uttar Pradesh, finds its space in the tapestry of the Indian subcontinent not only through the epics of Ramayana and the ruins of Mahabharata but also through the spirit of our Independence Struggle in the nineties. The land of Meerut remains the eyewitness of India’s first leap into the independence struggle in 1857 further making it a highly charged political ground for the politicians today. Its historical, geographical & economic layers entail deep intricacies that make it a highly attractive and productive piece of land for India. 

Its historical intricacies entail not only the components of Mahabharata, Ramayana & Buddhism but also the ruins of the ancient Harappan Civilisation which has been inscribed in the books of History as “Alamgirpur”. The excavations held so far have witnessed the Remains of Buddhist Architecture at, major locations in the city. It doesn’t end there. It comes to the formulation of the Constitution-making committee by the Indian National Congress in 1946 at Victoria Park in Meerut, keeping the throbbing of the blood named rebel & revolution alive. 

The city is situated roughly 60 miles to the northeast of the National Capital- Delhi. It is the largest city in NCR after Delhi, holding the title of “Sports City of India”. Besides all this, Meerut is one of the fastest-growing urban centers in India. Meerut isn’t just experiencing rapid growth–it’s a powerhouse of production and commerce. This fast-developing city boasts the title of India’s largest sports goods manufacturer, and its reach extends far beyond the playing field. From gleaming gold markets, one of the largest in Asia, to the intricate craftsmanship of scissors and musical instruments, Meerut’s industries hum with activity.

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As India’s top producer of refined sugar, the city’s influence extends to the national palate. With major infrastructure projects like the Eastern Dedicated Freight Corridor and expressways connecting it to Delhi, Meerut is poised to become a leading logistics hub in western Uttar Pradesh. In short, Meerut is a city where tradition meets innovation, creating a dynamic environment for business and industry. Other than this, it is among the cities accounting for a transition into the first-world countries that India is pursuing at a rapid pace. 

Having a booming economy and heavy business presence along with multi-fold projects in the pipeline set to transform the city into an urban center underlines India’s commitment to growth and aspirations. Meerut Metro is an ideal epitomisation of the city’s aspirations & possibilities transforming the paradigm of Connectivity in Meerut. Let’s delve into the intricacies of this transformation. 

Approval & DPR 

The traces for the conceptualization of the Meerut metro project can be found in the early 2010s with the Governments of India and Uttar Pradesh proposing the same for the city and also proposing to integrate it with the transport systems of NCR. Later Rail India Technical and Economic Services (RITES) completed the feasibility study for the same in 2015 and also submitted the reports further in 2016. Further, UPMRC was given the responsibility of bringing all the stakeholders into one place and further operationalizing it once completed. 

The project officially commenced following the laying of the foundation stone by Prime Minister Narendra Modi on 8 March 2019, concurrent with the Delhi–Meerut Regional Rapid Transit System (RRTS). Construction for both initiatives commenced in June of the same year. The slated completion date for the project is June 2025.

Proposal            ->            DPR Submission       ->           Foundation Stone          ->       Operationalization     2010                                  2016                                     2019                                         2025 

Metro Lines 

  1. Line-1: Meerut South– Modipuram

Length: 23.6 km

Owner: National Capital Region Transport Corporation (NCRTC)

Status: Under Construction

Type: Elevated 14.8 km & Underground 8.8 km

Depot: Modipuram Depot

Number of Stations: 13

Station Names: Meerut South, Partapur, Rithani, Shatabdi Nagar, Brahmapuri, Meerut Central, Bhaisali, Begum Pul, MES Colony, Daurli, Meerut North and Modipuram.

Note: This line’s construction will be integrated with the construction of the 82 km Delhi–Meerut Smart Line (RRTS). The stations highlighted in bold will be incorporated into the RRTS system, while local metro trains will serve the others.

Latest Update: 

As of the latest update, Alstom has successfully delivered the first trainsets to be used on the line for Commercial Operations on 16th Feb 2024. It is one of the fastest metros and the first with an aerodynamic front in India. 

While the Meerut South station was slated for inauguration in the series of inaugurating RRTS stretch from Duhai to Meerut South Station, only the stretch from Duhai to Modinagar was inaugurated leaving the Meerut South station owing to some work pending on the stretch. 

  1. Line-2: Shradhapuri Phase II – Jagriti Vihar

Length: 15 km

Owner: Uttar Pradesh Metro Rail Corporation Limited (UPMRCL

Status: Proposed

Type: Elevated (10.7 km) and Underground (4.3 km)

Number of Stations: 13

Station Names: Sharadhapuri Phase 2, Kanker Khera, Meerut Cantt. Railway Station, Rajban Bazar, Begumpul, Baccha Park, Shahpeer Gate, Hapur Adda Chauraha, Gandhi Ashram, Mangal Pandey Nagar, Tej Grahi, Medical College, Jagruti Extension

Latest Update: 

As of the latest update, “the project is on hold pending approval of the new DPR tender.”

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Latest Development 

One of the notable developments that the Meerut metro has witnessed in the past few months is the delivery of its rolling stock by Alstom after it (formerly Bombardier- as Alstom acquired it) was awarded the contract in 2020 by NCRTC. It took the designated company more than 3 years to produce and deliver the train sets for the Meerut metro which has got some amazing features. Some of these are: 

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  1. The train has 10 sets, each with 3 cars, for a total of 30 cars.
  2. These resemble the appearance of conformist metro trains. 
  3. These have been designed for a maximum speed of 135 km/h (84 mph) and an operational speed of 120 km/h (75 mph)- making them the fastest metro in India. 
  4. Offer designated parking for wheelchairs and a dedicated space for emergency medical transfers
  5. The Meerut Metro trains will have selective door openings via Push buttons. 

The rolling stock is being manufactured by Alstom at an average cost of Rs. 2577 crore by NCRTC. French railway giant Alstom is manufacturing and delivering the metro trains from its Savli facility in Vadodara, Gujarat.

Notable Features of the Metro 

This section will get you a stroll into the notable features of the Meerut Metro ranging from its platforms to integration with the RRTS and being the fastest metro of India. 

  1. Integration with RRTS System:  The metro will be the first rapid transit system in India to be directly integrated and merged with a regional transit system on one single corridor. This means it Will run parallel along the RRTS on a single corridor. As a matter of operations & execution, 4 Stations will be integrated with the RRTS, while the rest will be serviced by local metro trains. This will increase the accessibility & interoperability of the Metro and also make it a first choice among commuters because of integration. This would also benefit the commuters of the Entire NCR as the RRTS further connects with the Delhi Metro’s Blue & Pink Line. 

The step aims to benefit the RRTS towards reaching an effective operational threshold by connecting to the major locations in Meerut. This would increase the attractiveness of the entire RRTS system and also its ridership & revenue figures. 

  1. The Fastest Metro: The metro would be the fastest metro to run in India. It would run at an operational speed of 120 km/h (75 mph). This aims to align the metro system to be logically integrated with the RRTS system using its speed. While it doesn’t equalize the speed of RRTS but reaches the maximum that a metro can in India owing to its limitations of distance between the stations and also the clearances. 

Reaching Speed of 120 km/h (75 mph) in operation and designed for a maximum of 135 km/h (84 mph), these trains become India’s second-fastest rapid transit system, trailing only the Delhi-Meerut RRTS’ Namo Bharat trains with their top speed of 180 km/h (110 mph).

  1. Unique Rolling Stock: The Meerut Metro trains are designed with both comfort and innovation in mind. Borrowing design elements from the Namo Bharat trains, they boast a sleek, aerodynamic structure and comfortable seating – a first for India in terms of metro train design. Accessibility is a priority, with dedicated seating and onboard wheelchairs catering to passengers with physical challenges. 

Passenger safety and awareness are ensured through CCTV cameras, informative displays, fire alarms, and window blinders. Spacious interiors with enhanced passage space contribute to a comfortable and less crowded travel experience. The rolling stock, built upon Alstom’s globally renowned Adessia commuter train family, incorporates advanced technology. To further enhance passenger flow and efficiency, the trains feature selective door operation activated by push buttons.

Challenges & Considerations 

The Meerut Metro project presents several exciting features but also some potential operational challenges to consider, which are: 

1. Coordination Between NCRTC and UPMRC: The project is built by the National Capital Region Transport Corporation (NCRTC) but will be operated by the Uttar Pradesh Metro Rail Corporation Limited (UPMRC). This division of responsibility between two separate entities could lead to challenges in:

a. Standardization of Procedures: Ensuring smooth operations requires consistent protocols for maintenance, ticketing, and customer service across both NCRTC and UPMRC systems.

b. Information Sharing: Effective communication between NCRTC (owner) and UPMRC (operator) is crucial for efficient decision-making and addressing operational issues.

Conflict Resolution: Any disagreements between NCRTC and UPMRC regarding operations or maintenance could lead to delays or disruptions.

2. Integration with RRTS: Meerut Metro’s integration with the Delhi-Meerut RRTS is a unique feature, but it could also pose challenges:

a. Scheduling Coordination: Aligning train schedules for both Metro and RRTS to ensure seamless transfers and avoid delays requires careful planning.

b. Ticketing Integration: Establishing a unified ticketing system for passengers transferring between Metro and RRTS would enhance convenience.

c. Differing Passenger Needs: The RRTS is designed for longer distances and higher speeds, while the Metro caters to intra-city travel. Balancing the needs of both sets of passengers within a single corridor might be complex.

3.  Line 2 Approval and Development: While Line 1 is under construction, Line 2 is still in the proposed stage and awaits a new DPR tender approval. This delay in Line 2 development could:

a. Limit Overall Network Impact: Without Line 2, the Metro’s reach and ability to serve a wider population in Meerut might be restricted.

b. Disrupt Future Expansion Plans: Delays in Line 2 could potentially impact the timeline and feasibility of further Metro network expansion in Meerut.

4.  Unique Rolling Stock: The Meerut Metro trains boast several innovative features, but these might also present operational challenges:

a. Maintenance Expertise: Ensuring proper maintenance of these trains with their advanced technology and features might require specialized training and expertise for UPMRC staff. 

b. Spare Parts Availability: Maintaining a readily available stock of spare parts specific to these trains could be crucial to minimize downtime in case of repairs or replacements.

These are just some potential operational challenges the Meerut Metro might face. Careful planning, strong communication, and a focus on operational efficiency will be key to ensuring the success of this ambitious project.

The Way Forward 

To ensure the Meerut Metro’s success, we urge you to join us in prioritizing the following:

  1. Streamlining the Handover Process:  Let’s work together to establish clear communication channels and procedures to facilitate a smooth transition from construction to operation. 
  2. Optimizing RRTS Integration: Close collaboration with RRTS is vital for creating a seamless passenger experience. This includes developing a unified ticketing system, well-coordinated schedules, and efficient interchange facilities. 
  3. Expediting Line 2 Development:  By prioritizing the approval of Line 2’s DPR tender, we can maximize the Metro’s reach and connectivity benefits for a wider population in Meerut.
  4. Investing in Staff Training and Spare Parts Management: Equipping UPMRC staff with the necessary expertise to maintain the advanced rolling stock is crucial.  Let’s establish a robust system for procuring and maintaining readily available spare parts to minimize downtime.

Conclusion 

As decision-makers for the Meerut Metro project, we stand at a pivotal juncture. The project holds immense promise to revolutionize Meerut’s urban landscape, fostering economic development, alleviating traffic congestion, and enhancing the quality of life for its citizens.  The Meerut Metro project is a testament to our collective vision for a thriving Meerut. It has the potential to promote economic growth, decongest roads, and enhance the overall quality of life for residents.  We are confident that the Meerut Metro will be a resounding success story, serving as a model for future urban transportation projects across India.

This document has outlined the project’s significant milestones, including the groundbreaking integration with RRTS, the introduction of India’s fastest metro trains, and a focus on passenger comfort and accessibility. We have also acknowledged the potential challenges that lie ahead, emphasizing the importance of a collaborative approach between NCRTC and UPMRC. The Meerut Metro project is more than just a transportation system; it is a catalyst for positive change. Through your unwavering support and commitment to these key action points, we can transform this vision into reality. Together, let’s make the Meerut Metro a shining example of collaborative urban development, not just for Meerut, but for the entire nation. 

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Need and Importance of Freight Corridors

By
Narendra Shah
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Introduction

In the Indian transportation infrastructure, the concept of freight corridors has emerged as a crucial component in enhancing the efficiency and speed of freight services. Dedicated freight corridors, operated by the Dedicated Freight Corridor Corporation of India (DFCCIL), represent a focused network of broad gauge railway lines designed exclusively for freight trains. Let’s delve deeper into the features and importance of these corridors.

A Dedicated Freight Corridor (DFC) is a specialized railway corridor dedicated solely to the transportation of goods and commodities. The primary objective behind establishing these corridors is to optimize freight movement, thereby facilitating faster, dedicated and more efficient freight services across the country.

Under the auspices of the Ministry of Railways, the DFCCIL serves as the nodal agency responsible for the planning, development, financing, construction, maintenance, and operation of dedicated freight corridors in India. Headquartered in New Delhi, DFCCIL operates as a Public Sector Undertaking (PSU), ensuring focused attention and resources towards the realization of its objectives.

Components of Dedicated Freight Corridors

Eastern Dedicated Freight Corridor (EDFC)

The EDFC spans from Sahnewal (Ludhiana) in Punjab to Dankuni in West Bengal, covering a distance of approximately 1,840 kilometers. This corridor traverses through key industrial and economic hubs, including Punjab, Haryana, Uttar Pradesh, Bihar, Jharkhand, and West Bengal. Designed to cater the growing demand of freight transportation, the EDFC integrates seamlessly with feeder routes connecting coal mines, thermal power plants and industrial cities along its route.

One of the notable features of the EDFC is the 351-kilometer-long ‘New Bhaupur-New Khurja section’, which has played the critical role of decongesting the existing Kanpur-Delhi main line. This section, funded primarily by the World Bank, is aimed at enhancing the operational efficiency of freight trains. It allows for the freight carriage to reach a speed of 75 Km/hr, enhancing the operations by a 3x magnitude.   

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Source – https://www.drishtiias.com/daily-news-analysis/dedicated-freight-corridor-1

Western Dedicated Freight Corridor (WDFC)

The WDFC extends from Dadri in Uttar Pradesh to Jawaharlal Nehru Port Trust in Mumbai, covering a distance of around 1,500 kilometers. This corridor traverses through major states such as Haryana, Rajasthan, Gujarat, Maharashtra, and Uttar Pradesh, connecting crucial industrial centers and ports along its route.

Funded by Japan International Cooperation Agency (JICA), the WDFC plays a pivotal role in facilitating the movement of goods and commodities between the northern hinterlands and the western coast of India. Notably, the corridor serves as a vital link in the industrial corridor of Delhi-Mumbai, bolstering trade and economic activities across regions.

The development of the EDFC and WDFC holds immense significance for India’s economic growth and infrastructure modernization. By providing dedicated pathways for freight trains, these corridors alleviate congestion on existing railway networks, thereby enhancing overall operational efficiency. Moreover, the integration of advanced technology and infrastructure ensures faster and more reliable transportation of goods, benefiting industries, businesses, and consumers alike. By fostering seamless connectivity and facilitating the movement of goods across vast distances, the EDFC and WDFC are poised to play a transformative role in shaping India’s logistics landscape for years to come.

Meeting the Urgent Demand – The Need For Freight Corridors

The Indian Railways system, spanning approximately 68,442 kilometers, has been the backbone of the nation’s economy, facilitating transportation of significant volumes of goods and commodities. However, with freight traffic witnessing an unprecedented surge over the years, the existing infrastructure is under immense strain, necessitating the urgent development of dedicated freight corridors (DFCs) to address these challenges effectively.

Growing Demand And Infrastructure Challenges

The Indian Railways witnessed a remarkable increase in freight traffic, from 73.2 million tonnes in 1950-51 to a staggering 1221.48 million tonnes in 2018-19. This exponential growth, however, has strained the existing infrastructure, particularly on critical arteries like the Golden Quadrilateral, leading to congestion and operational inefficiencies. The coexistence of passenger and freight trains on the same tracks further exacerbates the situation, with freight trains often facing delays and reduced operational speeds.

In response to these challenges, the Ministry of Railways explored various options to augment capacity and enhance efficiency. While the augmentation of the existing network and the creation of dedicated passenger corridors were considered, the establishment of dedicated freight corridors emerged as the most viable and effective solution.

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Addressing Challenges

The government’s resolve to expedite work on under-construction DFCs received a significant boost following incidents like the April 2022 power outages, where DFCs played a crucial role in rushing coal from eastern mines to mitigate the crisis in the North and West regions. Despite facing challenges such as missed deadlines, project extensions, and increased project outlays, the construction of DFCs remains on firm ground.

Shri. Ravindra Kumar Jain, MD of DFCCIL, emphasized that despite pandemic-induced challenges and delays in clearances and land acquisition, construction progress remains steady. Significant milestones include track laying, construction of level crossings, stations, feeder routes, and logistics parks, all of which contribute to the overarching goal of enhancing freight transportation efficiency.

Transformative Impact of DFCs

As India aspires to transition into a global manufacturing hub, the implementation of DFCs is poised to yield significant benefits. Rampraveen Swaminathan, MD & CEO of Mahindra Logistics, highlights the potential for substantial savings in transit time, efficiency, and cost savings through effective utilization of DFCs. Additionally, the National Logistics Policy aims to halve logistics costs by 2030, with rail-based solutions playing a crucial role in achieving this objective.

J.B. Singh, Director of MOVIN Express, underscores the importance of transparency in DFC operations to build trust among logistics providers and shippers. He emphasizes the need for data sharing on train schedules, freight volumes, and transit times to optimize operations and foster collaboration within the logistics ecosystem.

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DFCCIL’s ambitious plans to ring-fence the entire country with railway corridors spanning from east to west coast, covering a distance of 4,300 kilometers, signify a significant step towards revolutionizing freight transportation in India. As the logistics sector gears up to meet the growing demand, DFCs are poised to reclaim the railways’ share in freight traffic and usher in a new era of efficiency, sustainability, and economic growth.

Unblocking Opportunities – Significance of Freight Corridors

Streamlined Cargo Movement

The implementation of Dedicated Freight Corridors (DFCs) promises to revolutionize cargo movement, offering seamless and cost-competitive transportation solutions. With dedicated pathways for freight trains, DFCs ensure uninterrupted movement of goods, reducing transit times and enhancing efficiency in freight transportation. This enhancement in logistics infrastructure is set to have a profound impact on trade dynamics, facilitating smoother and more reliable supply chains.

Accurate Travel Time Prediction

One of the significant benefits of DFCs is the ability to provide accurate travel time predictions for freight transports. By offering reliable schedules and minimizing delays, DFCs enable businesses to plan and execute their logistics operations more effectively. This predictability not only enhances operational efficiency but also fosters confidence among stakeholders, leading to improved trust and collaboration within the logistics ecosystem.

Enhanced Capacity and Efficiency

The Dedicated Freight Corridors (DFCs) are set to revolutionize cargo transportation by multiplying the capacity to carry heavier loads and volumes. With the capability to operate 480 heavy-haul freight trains daily, these corridors promise quicker cargo transit and alleviate congestion on existing rail and road networks. Such enhancements in capacity and efficiency are poised to streamline logistics operations and boost overall economic growth.

Reduction in Logistics Costs

A World Bank report highlights the transformative impact of DFCs in reducing India’s high logistics costs, estimated at 13-15% of the GDP to sustainable 8% by 2030. By aligning with global standards, DFCs aim to achieve significant cost savings and efficiency gains. 

Additionally, each kilometer-long freight train on the Eastern Dedicated Freight Corridor (EDFC) is expected to replace approximately 72 trucks, easing congestion on roads and highways and further contributing to cost reduction efforts.

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Environmental Sustainability

DFCs pave the way for a shift from diesel-operated trucks to electrified rail, significantly reducing India’s fossil fuel consumption and carbon footprint. The transition to energy-efficient corridors underscores the commitment to environmental sustainability and aligns with global efforts to combat climate change. Such initiatives highlight the role of DFCs in fostering sustainable development and ensuring a greener future for generations to come.

Coal Corridor Development

The operationalization of the Eastern Dedicated Freight Corridor (EDFC) marks a significant milestone in addressing acute coal shortages and power outages across the country. By connecting North India to coal mines in the eastern regions, EDFC reduces transit times by 30-40%, thereby lowering inventory costs for power plants. The corridor also alleviates congestion on critical routes like the Delhi-Howrah Grand Chord, enhancing the speed and efficiency of passenger trains.

Infrastructure Development for Economic Growth

DFCs serve as catalysts for infrastructure development, facilitating the establishment of multi-modal logistics parks (MMLPs) along their routes. These parks, integral to the PM Gati Shakti National Master Plan, aim to enhance economic growth and infrastructure development by providing seamless connectivity and lowering logistics costs. By integrating various modes of transport, MMLPs optimize freight logistics, reduce warehousing costs, and improve consignment tracking and traceability, thereby fostering a conducive environment for investment and economic prosperity.

Source – https://pmgatishakti.gov.in/pmgatishakti/login

Towards Global Standards

DFCs represent India’s commitment to aligning its logistics infrastructure with global standards. By incorporating best practices in freight transportation and infrastructure development, DFCs elevate India’s position as a key player in the global trade landscape. The focus on efficiency, reliability, and cost-effectiveness underscores India’s aspiration to enhance its competitiveness and attract investments in the logistics sector, ultimately driving sustainable economic growth.

Conclusion

The emergence of Dedicated Freight Corridors (DFCs) heralds a new era of efficiency, sustainability, and economic growth for India’s transportation infrastructure. By streamlining cargo movement, reducing logistics costs, and promoting environmental sustainability, DFCs are poised to unlock immense opportunities for trade and industrial development. With initiatives like the Eastern Dedicated Freight Corridor (EDFC) addressing critical challenges such as coal shortages and power outages, and the development of multi-modal logistics parks (MMLPs) enhancing connectivity and lowering logistics costs, India is on track to realize its vision of becoming a global logistics hub. As the nation embraces these transformative initiatives, the future of freight transportation in India shines bright with promise and prosperity.

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Pune Metro: Civil Court to Swargate Stretch Set to Open in July

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Staff Reporter
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Pune metro
Pune metro

PUNE (Metro Rail News): Pune Metro is gearing up to inaugurate its latest development, the underground stretch connecting Civil Court to Swargate, this July. This crucial segment will mark the completion of phase 1, which includes both line 1 and line 2 of the network.

Following the commencement of services on line 2 from Vanaz to Ramwadi on March 6, Pune Metro has shifted its focus to the final segment of its first phase. The 3.34-kilometre underground route promises to enhance connectivity and ease commutes in one of the city’s busiest districts.

A senior official from Pune Metro revealed that substantial progress had been achieved on the underground stations, with Swargate station nearing completion and Budhwar Peth and Mandai stations 85% done. “We expect to finish construction on all three stations by June,” the official stated. “Subsequently, we will invite the Commissioner of Metro Railway Safety (CMRS) for inspections, which should take around 15 to 20 days. We are on track to launch services in July.”

In preparation for the launch, extensive testing is being conducted along the stretch to ensure smooth operations from day one.

The operational stretch will improve the daily commute for thousands, offering a fast, reliable alternative to road transport in a region plagued by traffic snarls. With the entire line now operational, Pune Metro anticipates a significant increase in daily ridership, which recently surpassed 70,000 passengers.

Pune Metro’s phase 1 has laid down two main corridors: the north-south corridor (purple line) and the east-west corridor (aqua line), covering a combined length of 33.2 kilometres and incorporating 30 stations. The network features an elevated section stretching 27.2 kilometres and a smaller, 6-kilometre underground portion. With this new section, nearly all of the proposed routes will be operational, except for the last 3.34 kilometres currently under construction.

The minimum fare on the newly operational sections ranges from ₹10 to ₹35, making it an affordable option for daily travellers.

Discover the endless possibilities of our city’s Metro at InnoMetro, our flagship Expo and Conference. Be an active participant in shaping its future towards a more sustainable tomorrow. Stay informed and join us to take a step towards a brighter future.

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Bangalore Metro Expansion: 16 New Interchange Stations to Transform City’s Transit Network

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BANGALORE (Metro Rail News): The Bangalore Metro Rail Corporation Limited (BMRCL) is set to introduce 16 new interchange stations as part of its Phase 2 and Phase 3 projects. Currently, the Nadaprabhu Kempegowda Interchange station at Majestic is the city’s only interchange station, facilitating transfers between the Purple and Green lines. This hub supports approximately 50,000 commuters daily, making it a vital point in Bangalore’s metro network.

Future Developments: A Network of Interchanges

The planned expansion includes strategically located interchange stations across the city. These will link the existing Purple and Green lines with the new Yellow, Pink, and Blue lines, significantly expanding the network’s reach. Key upcoming stations will be at Jayadeva Junction, M.G. Road, K.R. Puram, and others, spanning critical areas from Mysuru Road to Nagavara.

Set to open by the end of this year (Partially), the Jayadeva Junction station is anticipated to be Bangalore’s largest interchange metro station. It is located on Bannerghatta Road and will connect the Yellow Line (R.V. Road to Bommasandra) with the Pink Line (Kalena Agrahara to Nagawara). This station is uniquely designed with a double-decker flyover, accommodating both metro and road traffic, significantly reducing transit times for commuters coming from Ragigudda towards Silk Board.

Operational Phases and Impact

The Jayadeva interchange station is slated for a partial opening to coincide with the inauguration of the Yellow Line later this year, with full operations commencing upon the completion of the Pink Line. BMRCL officials project that once fully operational, the station could see between 80,000 to 90,000 daily users, potentially making it the busiest metro interchange station in Bangalore following Majestic.

Discover the endless possibilities of our city’s Metro at InnoMetro, our flagship Expo and Conference. Be an active participant in shaping its future towards a more sustainable tomorrow. Stay informed and join us to take a step towards a brighter future.

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Chennai Metro Rail Halts Extension Plan from Siruseri to Kilambakkam Due to Feasibility Concerns

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Chennai metro (Representational Image)
Chennai metro (Representational Image)

CHENNAI (Metro Rail News): Chennai Metro Rail Limited (CMRL) has shelved its plans to extend the Metro Rail line from Siruseri to Kilambakkam bus terminus via Kelambakkam. This decision was influenced by lower-than-expected traffic levels and concerns about the extension’s economic viability.

A Detailed Feasibility Report (DFR), submitted in September 2023, highlighted that the proposed extension does not meet the essential criteria for Metro Rail development. The evaluation pointed to a much lower Peak Hour Peak Direction (PHPD) traffic than is viable for such projects. While the standard PHPD level required is 12,000 passengers per hour, the findings from the initial study reported only 5,000 PHPD.

Economic Feasibility

“The inadequate PHPD is attributed to the presence of forested areas and industrial zones, rendering the stretch economically unviable,” explained a CMRL spokesperson. Given these factors, the government has halted further advancements, including preparing a Detailed Project Report (DPR) for this stretch.

Project Details and Financial Implications

The now-abandoned project was to cover a 23.5 km stretch with approximately 12 elevated stations, estimated to cost around Rs 5458.06 crore. This significant investment is now redirected as CMRL evaluates other potential areas for development that promise higher returns and feasibility.

This development reflects CMRL’s strategic approach to expansion, focusing only on routes that guarantee sufficient traffic and economic benefits. Though disappointing to some stakeholders, the decision underscores the importance of strategic planning and resource management in public transportation projects.

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Kanpur Metro Expansion Milestone: Upline Track Completion Boosts Connectivity

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KANPUR (Metro Rail News): The Kanpur Metro Rail Project has achieved a significant milestone with the completion of the upline track construction from Nayaganj to Chunniganj. This development marks a crucial phase in the tunnel section of Corridor-1 (Orange Line), which stretches between IIT Kanpur and Naubasta.

The recently finished upline track spans a 3 km tunnel starting at the under-construction Nayaganj underground station and ending at Chunniganj underground station.

Kanpur Metro Coach

Current Work and Next Steps

Construction efforts have now shifted towards the section from Chunniganj station to the ramp at McRobertganj. The completion of this segment will finalize the track layout from IIT to Nayaganj on the upline.

Meanwhile, the downline track from Nayaganj station to Bada Chauraha station has also been completed, doubling this metro line’s potential throughput.

Work is not limited to Corridor-1. Construction activities have also begun in the Rawatpur-Double Puliya underground section of Corridor-2. Moreover, the task of laying and welding rails continues towards the tunnel’s end at McRobertganj. Additionally, track slab casting has commenced in this section, indicating steady progress towards the project’s completion.

Kanpur Metro Overview

Corridor 1 of the Kanpur Metro is the Orange Line, spanning 23.8 km with seven underground and 14 elevated stations. This corridor starts at IIT Kanpur and extends to Naubasta. It is expected to be operational by November 2024, catering to over 1.5 lakh commuters daily.

On the other hand, Corridor 2 is the Blue Line, covering 8.9 km with 8 stations from Agriculture University to Barra. It is anticipated to be completed by December 2025.

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