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NHSRCL floats bid for Thane Rolling Stock Depot of MAHSR Corridor

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Staff Reporter
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Representative Image
Representative Image

MUMBAI (Metro Rail News): NHSRCL invites bids for Thane Rolling Stock Depot (Package MAHSR D-1). This package includes the Design and Construction of Thane Depot in the State of Maharashtra for the Mumbai Ahmedabad High-Speed Rail Corridor. The design of the depot is based on Japanese Shinkansen Depots.

The Government of India has received a loan from the Japan International Cooperation.
Agency (JICA) towards the cost of the Project for Construction of the Mumbai – Ahmedabad High-Speed Rail.

The work includes the Design and Construction of Thane Depot, including Civil Works, Building Works, Inspection Sheds, Maintenance Depot, and Installation, Testing and
Commissioning of Maintenance Facilities, and other Associated works in the
State of Maharashtra for the Project for Construction of Mumbai-Ahmedabad High-Speed Rail.

Package No: MAHSR-D-1

The cost of bidding documents is INR 236,000.00 (Indian Rupee Two Hundred and Thirty-Six Thousand only), including GST.

Document downloading starts date: 23rd December 2022.

Document download end data: 26th April 2023.

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Shifting focus to Last Mile Connectivity through NMT

By
Narendra Shah
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Non-motorised Trasport
Non-motorised Trasport

India’s growing urbanisation has boosted the demand for transportation in cities and surrounding areas, with commuters making many long daily trips. This has resulted in an increased demand for public transportation. Public transportation accounts for 30% of journeys in cities with populations of one to two million, 42% in cities with populations of two to five million, and 63% in cities with more than five million populations.

However, due to the insufficiency of public transit in fulfilling demand, reliance on private vehicles has grown tremendously. As a result, between 1961 and 2011, the number of cities in India expanded threefold (from 2,363 to 7,935), and the urban population increased fivefold (from 79 million to 377 million), while the number of private vehicles climbed 200 times (from 0.7 million to 142 million). Metropolitan cities account for most of this private vehicular expansion, with New Delhi at the forefront.

In Indian cities, intermediate public transportation (IPT) modes such as auto-rickshaws, cycle rickshaws, battery rickshaws, and taxis account for up to 8% of daily trips. IPT modes are convenient but expensive to utilise; frequently, they cost the commuter more than 50% of the overall fee. Furthermore, compared to public transportation systems, they can only convey a limited number of commuters, taking up more road space.

Commuters may also encounter site-specific difficulties. For example, public transit may be too far to reach, necessitate navigating uneven footpaths and dangerous street crossings, or may not be safe, particularly for female passengers. Furthermore, an unfavourable and dangerous pedestrian environment forces commuters to rely on private vehicles.

The extra time and hassle involved in travelling from home to a transit station and from the station to the destination is an essential disincentive to public transportation. This is aggravated further by a lack of physical integration for multiple modes at transit terminals, resulting in accessibility concerns that create a mental barrier to public transportation. Deterrents include a need for more information about parking availability, public transportation schedules, and traffic signage.

Low-income groups, those with disabilities, the elderly, women, and people with debilitating medical conditions are among India’s most vulnerable public transportation users. Furthermore, walkways and other pedestrian facilities are not universally accessible, thus discouraging economic, social, and cultural participation.

To address issues and promote public transportation, urban planners and managers have recognised the necessity to develop a city-wide integrated and multimodal transportation system. In India, however, multiple independent agencies plan, administer, and run various kinds of transportation. These agencies need to be accountable to each other and frequently need coordination. At the same time, organisations have yet to be mandated to integrate various public transportation systems and private modes, which is a considerable challenge.

Commuters may use one or more modes of transportation to complete a journey. However, commuters must finish the initial and last portions of their excursions on their own—they must walk, drive, or be driven to the nearest station. Public transit organisations usually provide bus and train services that may constitute the core of such trips. This is known as the ‘first and last mile of the user’s journey, or ‘last-mile connectivity.’ Last-mile connectivity improves a public transportation system’s overall efficiency.

Last-mile connectivity emphasises the importance of planning for an improved commuter environment in the larger context of the station catchment area, as opposed to the existing myopic strategy of station-centric infrastructure.

Last-mile connectivity is critical for shifting private car users to public transportation. Public mass transit systems meet an expanding city’s economic and social needs. As a result, all efforts should be directed at increasing ridership and making it easier for commuters to switch to their preferred mode of transportation. Poor last-mile connectivity forces commuters to rely on private automobiles, exacerbating traffic congestion and increasing journey times, fuel consumption, and pollution.

NMT – The Global Scenario

Polluted air, economic losses, and higher stress levels caused by traffic congestion make it critical for communities worldwide to minimise the number of private cars and establish efficient public transportation solutions. However, while metro, bus, and tram networks serve to alleviate traffic congestion, they must also be financially viable for commuters and operators.

Globally, several new ways are being used to plan for greater transport network access, focusing on NMT (Non-Motorized Transportation). For example, Singapore is implementing its National Cycling Plan (NCP) to use bicycles to offer last-mile connectivity for mass rapid transit systems in Asia. Given the country’s limited land resources, Singapore facilitated a smart first and last-mile strategy by constructing a cycling network as part of the NCP and redesigning streets to allow walkers, cyclists, buses, and cars to cohabit. 

The Land Transport Authority (LTA) intends to triple the country’s bike route network to 1,000 by 2040, up from a 2013 commitment to build 700 kilometres of cycling lanes by 2030. The LTA’s ambition of establishing a ’45-minute city with 20-minute towns’ includes expanding Singapore’s bike path network (where commuters need only a 45-minute journey to get to work and 20 minutes to reach amenities within residential towns).

Similarly, the UK is investigating the ‘travel hub’ concept as an alternative to the usual ‘park and ride’ notion of leaving private automobiles in a designated facility and utilising public transportation for the remainder of the route. A travel hub is a bus, tram, metro, or train station that provides more amenities than existing public transportation stops, with walking and cycling being the primary ways of access. In addition, it offers simple access to public transportation and interchange between different types of transportation.

It also provides regular public transportation and clear and thorough travel information. Importantly, when major car parks are required to accommodate private automobiles that are the predominant or exclusive form of access for ‘park and ride facilities, this requirement is eliminated with the ‘travel hubs idea since connection by other modes such as cycling is strengthened.

The European Union supported pilot projects for ‘BiTiBi’ in Barcelona (Spain), Milan (Italy), Liverpool (UK), and Ghent (Belgium) between 2014 and 2017. As a result, according to data, approximately 10% of bicycle parking users at railway stations were formerly automobile users for the entire distance. In comparison, 15% to 20% stopped driving to the train station.

Another project that helps towns develop better transportation strategies is Europe’s Sustainable Urban Mobility Plan (SUMP). A city-specific SUMP analyses the entire functional urban area and anticipates collaboration across policy areas, levels of government, locals, and other key stakeholders. It provides various sustainable transportation solutions for commuters and commodities while considering locals and the urban environment.

Metro Rail Systems

The metro rail system has played an essential role in alleviating urban transportation concerns such as traffic congestion, air and noise pollution, and accidents. It is also a more efficient and secure means of mass transportation. As a result, numerous Indian cities have built or planned to build metro rail transit systems.

At the same time, despite a growing need for transit options, most of the country’s existing metro systems have remained within their planned ridership. Fare increases, poor last-mile connectivity, a lack of integration and operational improvements, and permissive policies for private-vehicle use have all contributed to this deficit (such as the availability of economical or free parking and subsidised road taxes for cars).

While feeder services (shared autos, minibuses, shuttle cabs, or app-based bikes and vehicles) exist for functioning metros, they are limited to a few locations. Last-mile connection is primarily fulfilled via IPT services, which can be costly and limited to specific regions. Furthermore, the infrastructure surrounding metro stations, which comprise the last-mile connectivity system, is outside the purview of metro authorities, posing accessibility challenges for travellers. The lack of dedicated walking and cycling pathways complicates access to metro stations even further.

Although metro agencies have begun to integrate innovative technology and economic models to improve the level of service at metro rail transportation systems, most of these are small-scale pilot projects that provide feeder services to metro systems. There is also a need for more data on the influence of last-mile connectivity services on metro systems or reducing private vehicle usage. This makes determining the relevance of last-mile connectivity for Indian cities difficult.

Last-Mile Connectivity: The Policy framework in India 

While India’s principal transportation policies emphasise public transportation, multimodal integration, and non-motorised transport (NMT), they are generally silent on the issue of last-mile connectivity. As more communities across the country establish metro networks, regulations must prioritise the role of last-mile connections in consolidating the benefits of public transportation and achieving sustainable mobility goals.

The 2014 National Urban Transport Policy (NUTP) prioritises human transportation over vehicle movement. First, the movement of pedestrians and people with disabilities, which accounts for zero emissions, is prioritised, followed by NMT (bicycles), public transportation, IPT users, and those who use private modes of transportation. According to the NUTP, this priority structure will assist in minimising congestion and pollution caused by private transportation.

Similarly, for metro networks, pedestrians and NMT modes are preferred for first and last-mile connectivity, and the NUTP mandates that these modes be accessible within 50 metres of metro stations. The following essential element is feeder service pick-up and drop-off facilities (should be positioned fewer than 100 metres from metro station entry and exit structures), followed by IPT stops, private car pick-up and drop-off facilities and parking spaces.

The 2017 Metro Rail Policy of the MoHUA aims at enhancing metro commuters’ last-mile connectivity. The ministry has emphasised feeder bus services, e-rickshaws, clever rentable cycles, e-scooter services, and collaborations with cab aggregators as part of the existing last-mile connectivity measures. Another goal is to ensure that the cheapest mass transit mode is chosen and employed for public transportation. Furthermore, the policy requires that every metro rail design contain plans for feeder networks that increase the catchment area of each metro station by at least five kilometres. The provision of last-mile connectivity via pedestrian walkways, NMT infrastructure, and the inclusion of facilities for IPT modes are necessary prerequisites for receiving any central aid for the planned metro rail projects.

 

To go beyond traditional practises, metro rail executing agencies such as the Delhi Metro Rail Corporation (DMRC), Bengaluru Metro Rail Corporation Limited (BMRCL), and Mumbai Metropolitan Region Development Authority (MMRDA) are beginning to adopt plans focused on first and last-mile connections.

  • The DMRC offers various options to improve last-mile connection, which is essential given the city’s and neighbouring areas’ increasing vehicular congestion and pollution. The DMRC promotes electric mobility through agreements with companies such as YULU (a micro-mobility vehicle company), SmartE (a provider of e-rickshaws), cab aggregator Uber, and others. In addition, the Delhi Transport Corporation currently operates 174 non-AC CNG buses on 32 routes available at 69 metro stations. However, commuter usage is low due to the transient nature of such feeder bus service, particularly during peak hours. This problem can be solved by assessing all routes’ demand levels to improve coverage and operational efficiency. 

The Parliamentary Standing Committee on Home Affairs advocated multimodal integration at metro stations in its 2021 report on the traffic situation in Delhi to encourage commuters to use public transportation and discourage the usage of private vehicles for long distances. Multimodal integration plans for 59 stations have been finalised for Phase III of the metro project, with another 96 stations in the works. However, the committee expressed concern that a lack of coordination among the several projects executing agencies (the DMRC, the Public Works Department, and the Municipal Corporation of Delhi) could affect the speed with which these plans are implemented.

  • In Bengaluru, the BMRCL has introduced low-cost transit choices such as e-cycle rentals and e-bikes to the city’s current bus service, which is run by the state-owned Bengaluru Metropolitan Transport Corporation (BMTC). The BMTC manages metro feeder bus services that serve 17 metro stations with 1,981 trips per day. In addition, the Bengaluru-based bike-sharing business Bounce operates keyless scooters, while YULU offers e-bikes at numerous metro stations.
  • Similarly, last-mile connectivity in Mumbai is expected to improve because new innovative solutions are applied across the city’s currently running Metro Line-1. Before more lines became operational, the MMRDA, World Resources Institute India, and Toyota Mobility Foundation developed the Station Access and Mobility Program to foster public-private partnerships through innovative data and technology-based solutions to improve crowd management and last-mile connectivity to the Mumbai metro. As a result, three startups were chosen to roll out solutions at Metro Line-1 stations: Orbo.ai, MYBYK, and AllMiles. While Orbo.ai employs artificial intelligence to shorten journey time through fare collection gates, MYBK and AllMiles offer app-based transportation for last-mile connection. As a result, Mumbai Metro One Private Limited, the operator of Metro Line-1, collaborated with MYBYK to establish a bicycle-rental business to improve last-mile connectivity.

Metro Rail Transit Systems: Achieving Last-Mile Connectivity

 

A Symbolic Representation of Last-Mile Connectivity

Structured last-mile connectivity could be critical in retaining and amplifying the sustainability gains from metro rail transit systems and improving the commuter experience. Last-mile connectivity alternatives at metro stations tailored to commuters’ needs would go a long way toward increasing adoption. This can be accomplished in four ways: physical integration, service integration, information integration, and institutional integration.

 

Achieving Last Mile Connectivity

(i) Physical Integration: Extending the metro rail network to bring stations closer to residential areas and significant destinations, adding new stations to the existing network, creating a comfortable walking and cycling environment near metro stations, and providing infrastructure for e-mobility and shared modes are all effective physical interventions to ensure structured last-mile connectivity systems.

India’s government should explore transit-oriented development within 500 metres of metro corridors to encourage integrated land use and transportation planning. This will stimulate high-density construction near metro stations, allowing more people to live or work nearby and walk straight to the station. Planners also can explore offering ground-level or underground direct access to metro stations from surrounding developments.

While only a tiny portion of a metro rail system’s total cost, access quality directly impacts ridership. An easily accessible station area helps boost metro ridership, enable a barrier-free environment, effectively manage parks, give inexpensive options to commuters, and create dynamic public spaces. This will assist in realising the economic development benefits of metro rail networks while also meeting the needs of passengers.

(ii) Service Integration: Authorities should promote integrated planning of various kinds of transportation in station locations. Integrating various forms of public transportation, IPT, and NMT with metros would result in a higher quality of service at stations and improved connection at station areas for the smooth and orderly movement of vehicle and pedestrian traffic. It is also essential to improve the frequency of feeder services and synchronise frequencies and headways with metro rail services to reduce commuter wait times when changing modes of transportation.

(iii) Institutional Integration: Last-mile connection services are governed by many bodies. Taxis and auto-rickshaws, for example, are typically regulated by state transportation departments. Similarly, urban local governments are responsible for developing bicycle and pedestrian paths, while electrical service providers are responsible for lighting the pathways. The absence of coordination, combined with each institution developing its norms and processes, eventually impedes the implementation of well-intended programmes and objectives. Therefore, Metro rail authorities must work with diverse service providers to smoothly incorporate all last-mile connectivity initiatives.

(iv) Information Integration: The availability of data and technological solutions helps enhance the drive to promote last-mile connectivity. Providing real-time service information on feeder service arrival and departure will encourage commuters to use public transportation. For example, an urban bus service should be integrated with metro rail services such that when a train arrives, bus services are accessible quickly. Similarly, integrating fare payments between feeder services and metro rail and enabling smart cards and cashless fare payments will make life easier for metro rail users.

Conclusion

India’s population is predicted to reach 1.4 billion by 2025, with roughly 40% of the population living in cities. The number of cities with populations greater than 50 million is expected to double by 2025, with 15 cities having populations more significant than 10 million and 85 cities expected to have populations between one million and ten million. This population growth will exacerbate India’s existing strains on public transportation systems.

In India, the size of a city and the percentage of daily commuter journeys are directly related. According to 2008 Ministry of Housing and Urban Affairs (MoHUA) research, daily journeys in the top 87 urban centres will double from 228 million in 2007 to 482 million in 2031. This growth has raised a demand for public transportation, which most Indian cities have been unable to meet due to the current imbalance in the modal split favouring private car usage in the face of limited public transportation infrastructure and suboptimal utilisation.

Meutilisationansit systems face the same problems as other forms of public transportation. Commuters must have easy access to metro stations to boost ridership and the effectiveness of India’s metro rail transit systems. However, providing affordable and accessible last-mile connectivity—the transportation alternatives available to a commuter from the start of a trip to the point of accessing a public transit system—is a much-neglected area of planning in Indian cities. This brief evaluates the need to improve and extend public transportation services in Indian cities by integrating diverse transit modes and allowing commuters to effectively move between them to improve last-mile connectivity to metro rail transit systems.

Metro rail transportation systems improve a city’s economic competitiveness by facilitating the rapid movement of people, products, and services. They also reduce per capita vehicle ownership and usage, leading to less traffic congestion, lower parking and transportation expenses, and fewer per capita traffic accidents. Thus, metro rail transit systems foster compact and walkable urban development patterns.

It is essential to provide secure and accessible last-mile connectivity to realise therealisets of metro rail transit networks. Therefore, developing a network of secure and user-friendly last-mile connecting solutions to metro stations is essential for the long-term viability of such a mass transit system.

Getting commuters to their destinations necessitates collaboration among different stakeholders to plan, develop, and deploy a cohesive network of integrated transportation options. New infrastructure constructed to bridge accessibility gaps cannot be adequately utilised for foutilisedent access. Public transportation providers and government entities in charge of streets and infrastructure must collaborate to establish accessible and safe last-mile connectivity services to metro rail transit systems. This would significantly improve people’s quality of life while positively influencing urban economic growth. It may also be an inspiration and development model for other public mass transit networks.

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A Silverline Project to connect entire Kerala 

By
Narendra Shah
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K-Rail
K-Rail

The 529.45 km (south to north) Thiruvananthapuram – Kasaragod Semi High-Speed Rail (SilverLine) Project will connect Thiruvananthapuram to Kasaragod through 11 districts and 11 stations. After the project is finished, the trip from Kasaragod to Thiruvananthapuram will take less than 4 hours at a speed of 200 km/h. The current journey time on the Indian Railways network is 12 hours.

 

The project, whose completion date is 2025, is managed by the Kerala Rail Development Corporation Limited (KRDCL). The Kerala government and the Union Ministry of Railways collaborated on establishing the Kerala Railway Development Corporation Limited (KRDCL), also known as K-Rail, to implement significant railway initiatives.

 

SYSTRA MVA Consulting submitted and created the project’s feasibility report to K-Rail in May 2019 and its detailed project report, including alignment, in March 2020.

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The DPR for the line was accepted by the K-Rail Board of Directors on April 16, 2020, with the inclusion of a new station at Kochi’s Cochin International Airport. The DPR was then submitted to the Kerala government for approval.

 

The DPR for the line was authorised by the Kerala state cabinet on June 10, 2020, with a slight alteration to the alignment. As a result, Mahe will no longer be traversed by the railway, contrary to the feasibility report’s original recommendation.

 

The line is anticipated to be extended to Mangaluru in Karnataka.

 

Motives of SilverLine

 

Urban policy scholars predict that Kerala’s old rail system won’t be able to keep up with demand. Due to the numerous turns and twists in the current route, most trains go at 45 km/h.

 

The government anticipates that the SilverLine project will speed up commuter travel, relieve considerable traffic from the existing portion, and reduce road accidents.

The government claims that the line will contribute to a decrease in greenhouse gas emissions, an increase in Ro-Ro services, the creation of jobs, the linking of airports and IT corridors, and a faster pace of development in the regions it passes through.

 

Project Details

 

Deadline for Kerala Silver Line: 2027

The estimated finishing date: 2030

Cost of the Project: Rs. 63,941 crores

Funding Pattern

Indian Government: 10%

State Government of Kerala: 28%

Bilateral Loan: 53%

Miscellaneous: 9%

Route information

Length of the route: 530.6 km
Station Type: At-Grade (primarily), Elevated & Underground

Number of Stations: 11

Station Names: Thiruvananthapuram, Kollam, Chengannur, Kottayam, Ernakulam (elevated), Kochi Airport, Thrissur, Tirur, Kozhikode (underground), Kannur, Kasaragod (elevated).

 

System Specifications

  • Top Speed is 200 kmph
  • Average Speed is 130 kmph
  • Track Gauge: Standard Gauge is 1435mm
  • Rolling Stock is 9/12 coach trains
  • Traction is 25 KV AC overhead catenary (OHE)
  • Signalling is ETCS Level-2 of ERTMS

 

Features of SilverLine

According to K-Rail, the project will use Electric Multiple Unit (EMU) trains with nine cars that may be expanded to 12. Based on the daily average of 80,000 passengers, a 9-car set is estimated to carry 75 passengers per train.

 

The railway line will connect Thiruvananthapuram with the cities of Kottayam, Ernakulam (Kakkanad), Kollam, Chengannur, Cochin Airport, Kozhikode, Kannur, Thrissur, Tirur, and Kasaragod, with stations in each of those cities.

 

There are 1,383 hectares available for purchase, 1,198 of which are designated private land. The Kerala Infrastructure Investment Fund Board (KIIFB), the government’s central investment arm, has provided the project with Rs 2,100 crore.

 

Project facing opposition

 

Environmentalists are concerned that the train line would affect the ecosystem, but the state cabinet believes it will help reduce greenhouse gas emissions. However, they are concerned about the state’s wetlands, rice fields, and streams suffering permanent harm. They predict that this will increase future flooding and landslides.

No designated locations, such as wildlife refuges, biosphere regions, national parks, or other environmentally sensitive areas, are traversed by the SilverLine line.

The Western Ghats, one of the major biodiversity hotspots, is parallel to the alignment. Thus, the effects on biodiversity must be carefully examined. They consist of Madayipara, Ponnani, Kadalundi, and Thirunavaya villages.

 K- Rail stated that 9,314 structures would have to be destroyed. It is anticipated that at least 10,000 families will need to relocate. This amount might double if the Environment Management Plan (EMP) is completed.

 

Major Contracts of the Silver Line Project

ContractContractor
Feasibility and Detailed Project Report PreparerSYSTRA MVA Consulting India Pvt. Ltd.
LiDAR and Geotechnical Survey ReportGeoKno India Pvt. Ltd.
Environment Impact Assessment (EIA) StudyEQMS India
Hydrographic and Topographic Survey of Important Bridges, Major Bridges, Minor BridgesRITES
Architectural Design of 10 StationsLKT Engineering

 

Current Updates

 

After getting approval from the Cabinet in June, the state government started the land acquisition procedure. The 1,198 hectares that must be purchased are all privately owned land.

 

The government’s main investment arm, the Kerala Infrastructure Investment Fund Board (KIIFB), has also received administrative permission for Rs 2,100 crore from the Cabinet.

 

Regional revenue and K-Rail authorities are putting down boundary markers and defining the boundaries of the land as part of the initial acquisition process. This is done to provide authorities with a rough figure for how much private land will be bought and how many homes will need to move.

 

Despite CM Vijayan’s letter to PM Narendra Modi asking for his “personal support,” the programme has only gained clearance in principle from the Centre. The governments of Kerala, the central government, and various global financial institutions will partly fund the line’s construction.

Kerala Chief Minister Pinarayi Vijayan made it clear on 8th December that his government’s ambitious Silver Line project has not been put on hold and that the Railway Ministry is still reviewing its Detailed Project Report (DPR), despite calls from the opposition Congress-led UDF for him to revoke its notification as soon as possible.

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The dynamic period of growth, setting the trend for future mobility

By
Narendra Shah
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Passenger high speed red train with motion blur in station
Passenger high speed red train with motion blur in station

NEW DELHI (Metro Rail News): The Indian Railway is going through a dynamic period of growth, with new advancements providing world-class freight and passenger transit services. The achievements include moving toward greater mobility on the high-density network (HDN) and highly used network (HUN) as per the National Rail Plan to comply with the Indian Railway’s Vision 2024 with 100% railway electrification to meet carbon neutrality by 2030, improving capacity by integrating Automatic Block Signalling with Traffic Management systems (TMS/CTC) by raising sectional speed and increasing overall safety by eliminating manned level crossings.

Implementing technology solutions such as safety enhancements, infrastructure upgrades, train operations effectiveness, passenger experience movement, and organisational capability enhancement will be essential for Indian Railways to move closer to world-class railway operations. Allowing Foreign Direct Investment (FDI), Public Private Partnership (PPP), and Private Operations of Passenger and Freight Trains for its current asset monetisation is integral to revamping the Indian Railways infrastructure through technological improvement.

 

There are many technologies which are now changing the landscape of the Railways & Metro Projects globally. The few most prominent technologies are discussed as under: 

 

  • Cyber Security: Cybersecurity is becoming more relevant than ever. Cyber threats are increasingly targeting railway systems and operators. The primary function of cyber security is to protect the devices, systems, and services we use – both online and at work. Ticketing, freight operations, train operations, and asset management are just a few potential applications. All of these systems are vulnerable and require security. Recognised IT industry standards must establish cyber security measures. This would entail developing best practices for protecting critical infrastructure from cyber attacks, establishing an emergency response system to reduce the application’s vulnerability to such threats, and developing a policy/mechanism to ensure adequate measures. Although Indian Railway IT programmes have been created with suitable security safeguards based on these basic principles, recent worldwide cyber attacks illustrate that we can never be complacent.
    1. The digitalisation of the Ecosystem: The integration of digital technology into all elements of a business, radically changing how you operate and give value to clients, is known as digital transformation. It also necessitates firms constantly challenging the existing quo, experimenting, and modernising their operations to keep up with changing times. Coach design, signalling and traffic control, freight management, train services, personnel management, and customer management all use digital technologies. Railways and metro projects are fully embracing digitalisation in their entire system, including digital project planning, BIM engineering, digital twin models, better passenger safety, predictive maintenance, data analytics for management, and system modernisation.
    2. Contactless Travel: Pandemic made contactless travel essential for all travellers. QR codes are embedded in the new contactless tickets. The QR code is generated and delivered to passengers who order their tickets online or at the counters, and it is sent to the passengers’ mobile phones. At the station, the codes are scanned, and the information is updated and confirmed against the database. To make passenger commutes easier and safer, the system uses QR code-enabled tickets on handheld devices and mobile phones at stations and aboard trains.
  • Green Energy: As a prominent user of energy resources, Indian Railways need to identify cost-effective energy system choices with the most negligible environmental impact. Railways have proposed to use its unused vacant railway land to build land-based solar plants on vacant and unused land parcels and along railway tracks. Railways are trying to become the world’s largest Green Railways and to become a ‘net zero carbon emitter’ by 2030. Railways have started setting up solar plants in various locations and have been a pioneer in green energy acquisition. It has begun energy acquisition from various solar projects and has already commissioned additional projects on various Indian Railways stations and buildings.
    1. Artificial Intelligence: Railways are making use of artificial intelligence in a variety of ways. Customer experience, process optimisation, and asset upkeep are examples of how Artificial Intelligence technologies and techniques can help. In addition, artificial intelligence (AI) can aid in route optimisation, real-time train movement monitoring, crew development, optimising rail freight pricing, and boosting logistics chain integration. Railways strive to increase operational efficiency across its whole system by leveraging artificial intelligence and data analytics.
    2. Biometric Token System: The Biometric Token Method (BTS) is a system in which passengers travelling in the general carriage, where seats are not allocated, are handed a token around three hours before the train’s departure. The data is generally used to analyse crowd patterns and the number of individuals who utilise trains. The Western and Central Railways zones have inaugurated the Biometric Token System (BTS), which aims to simplify the procedure of boarding unreserved coaches.
    3. Driverless Train Operations: Driverless trains, also known as autonomous trains, run without human involvement and are monitored from a control station. The Driverless Train Operation (DTO) can increase train flexibility while decreasing human interventions and errors. It also contributes to an increase in the availability of coaches for service. The DTO service was installed on the Magenta Line in 2020, bringing the Delhi Metro into the elite league of the world’s 7% Metros that operate fully automated metro networks. In addition, DTO was recently introduced on Delhi Metro’s 59-kilometre-long Pink Line (Majlis Park to Shiv Vihar).
  • Head-on Generation (HOG) System: This method is available in End On Generation trains with power cars equipped with DG sets at both ends. The system is thought to provide coaches with a cost-effective, dependable, and energy-efficient power supply system. Implementing the HOG system in LHB coaches results in significant savings in diesel fuel consumption of power vehicles. In addition, railways have implemented an energy-efficient power supply system in which electricity is drawn from Over Head Equipment (OHE) via converters installed in electric locomotives (WAP-7/WAP-5) for coach AC, lighting, and fans, among other things. This saves money on electricity use as well.
    1. LiDAR Technology: LiDAR is a light detection and remote sensing technique that measures distances to a target by using light in the form of a pulsed laser. The ground survey is essential for any linear infrastructure project since it offers precise details about the areas surrounding the alignment. For its projects, National High-Speed Rail Corporation Limited is using Light Detection and Ranging Survey (LiDAR) technology, which offers full ground features and data. Furthermore, NHSRCL has been tasked with preparing detailed project reports for seven (7) high-speed rail corridors, and the LiDAR survey technique will be employed for ground surveys in all of them.
  • Online Monitoring of Rolling Stock (OMRS): OMRS monitors the health of each piece of rolling stock and detects faulty bearings and wheels. A real-time alarm is generated to allow corrective action before the rolling stock’s line failure. The Indian Railways is expanding the use of these maintenance technologies to achieve predictive maintenance. Indian Railways has adopted OMRS, comprising the following subsystems: Before reaching the state of the hot box, the Acoustic Bearing Detector (ABD)/ Bearing Acoustic Monitor (RailBAM) provides an early warning on any faults in the bearing box. The Wheel Impact Load Detector (WILD)/Wheel Condition Monitor (WCM) device measures wheel impacts on tracks to assess the flat surface of Rolling Stock wheels. The wheel impacts are measured using an accelerometer device in this system. The PhotoTAG system employs a visual (photographic) identifying technology for vehicle identification.

 

Few Other landmark Innovations

 

  • Virtual & Augmented Reality: Using virtual reality (VR) and augmented reality (AR) to study across many technology platforms that overlay data and graphics on the physical world adds a new dimension to trains. The interactive presentations of AR/VR and allied technologies disturb the order to acquire, create, store, and make the most effective use of data. For example, augmented reality is now being used in India, where new software allows travellers to book their tickets while examining the coach and seats, as well as their excellent minds and comfort.
    • Connected Mobility: E-mobility technologies are already transforming India’s transportation network. Railways are making it easy for customers to travel by metro and train. The primary purpose is to keep connected and up to date with their life, as well as to make travelling easier for travellers and to plan their excursions from door to door. People can connect their lives and go from one location to another using a single standard solution or standard mobility card. 
  • 3-D Printing: This technology is derived from additive manufacturing, and the level of 3D printing has significantly increased in recent years. As a result, the training industry is increasingly resorting to 3D printing. The technology will lower their production by up to 95%. This technology aids in the visualisation of designs before manufacture. Also, some of the spare parts necessary are no longer manufactured, and because the batch size is small, it makes no economic sense to request that they be manufactured. As a result, 3D printing can play an essential role in producing spare parts. More and more companies in the railway industry are using 3D printing technology in their manufacturing and maintenance activities, potentially transforming the railway industry.
  • Drones: Drones can be used to monitor the progress of a project’s construction and development. A drone is a flying robot that can be controlled remotely using software-controlled flight plans incorporated into its system and GPS. Drones use cutting-edge technology such as infrared cameras, GPS, and lasers. It will also be controlled by a remote ground control system (GSC), among other things. These drones can also be utilised for various railway activities, such as track and infrastructure maintenance. Drones are currently being used in India to monitor railway construction, assist in crowd management, and oversee maintenance work across its zone. It is also used to assess the readiness of non-interlocking (NI) works, manage crowds at fairs, identify scrap, and conduct aerial surveys of station yards.
  • Cyber Security: Cyber security depends entirely on consulting, with agencies and businesses receiving standard-based cyber security services. The railway sector is urged to digitise and transition from electromechanical to digital IP-enabled technology. Cyber-security can be used to safeguard railway data systems from being hacked and to prevent their vulnerability. This means that railway communication systems are being strengthened in terms of security, and new technology and process measures are being deployed. Cyber security becomes an essential component as the railway industry implements new technologies. It demands the railway community be open to new Cyber security measures. Such approaches are now being studied in India’s railways and metro sectors.
  • Geographic Information Systems: A geographic information system (GIS) is a system that is used to design and display various sorts of geographic data. GIS is used to map numbers and densities, find what is within and nearby, and map change. Its accuracy is also affected by the data source. Digitisation is the most popular way of creation. Railway operations encompass a large geographical area. All rail assets can be mapped to create the Indian Railways GIS Portal.
  • Green Transportation: Global trends are gradually shifting toward greener modes of transportation, which impacts the railway business. These diverse trains are now being developed worldwide, and they include three essential components: hydrogen fuel cells in trains, engines, and liquidised gas. India Railways uses approximately 3 billion litres of fuel every year. Natural gas will replace a small portion of that, and increasing electrification is also a goal of the Indian Railways. This investment will aid in developing zero-emission, ultra-efficient, and cost-effective alternatives to trains.
  • High-Speed Rail: This technology allows trains to travel much faster than current rail traffic by utilising an integrated system with specialist rolling stock and dedicated tracks. People would travel to distant destinations in less time, and the high-speed train will travel at an average speed of 320 kilometres per hour. NHSRCL is working on a high-speed railway corridor project that will span 508.17 kilometres. The Mumbai-Ahmedabad HSR line will cross two states, Maharashtra and Gujarat, and one union territory, Dadra and Nagar Haveli. Further developments, such as semi-high-speed corridors, are also being made.

 

Conclusion

In response to the transportation sector’s megatrends, the Ministry of Railways’ National Rail Plan (NRP) strives to provide long-term perspective planning for expanding the national Railway Network. Vision 2024 has been launched as part of the National Rail Plan to accelerate the implementation of specific critical projects by 2024 to develop capacity infrastructure, increase rail freight share ahead of demand, and develop capacity by 2030 that will cater to growing demand up to 2050. This includes 100% electrification, new lines along high-density networks, increasing speed to 160 kmph on Delhi-Howrah and Delhi-Mumbai routes, increasing speed to 130 kmph on all other Golden Quadrilateral-Golden Diagonal (GQ/GD) routes, and eliminating all level crossings on all GQ/GD routes. When wholly implemented, this National Rail Plan will gradually shift Indian Railway’s freight model share from 27% to 45%. 

Innovative mobility technologies and intelligent solutions are transforming India’s transportation ecology in metropolises as well as tier 1 and tier 2 towns. Fortunately, this also addresses significant infrastructural issues for commuters, who face crowded, cumbersome, inefficient, and unsafe situations.

 

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Changing travel landscape through payment & ticketing innovations

By
Narendra Shah
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Ticket Vending Machine
Ticket Vending Machine

Public Transport Ticketing System: An Overview

NEW DELHI (Metro Rail News): Ticketing is a tool for implementing a price strategy while keeping operational, commercial, and social goals in mind. The ticketing system converts fares into actual means of payment (for the passenger) and collects fares (for the operator).

Several types of tickets are used in public transportation networks (ticket-based price discrimination). In other words, the price depends on the ticket type used. Ticket-based pricing discrimination is pure price discrimination. It makes little difference to an operator’s production costs whether a passenger uses a single ticket, a carnet, or a season ticket to make a trip. Indeed, it costs the same for the operator to transport a student, an older person, or a full-fare client. Differential pricing for such tickets is a strategy to segment the market and maximize income – “airline-style pricing.”

In general, the following types of tickets are used in the public transportation network:

  • Single ticket: one journey (no time limit)

– Single Zonal ticket

-Single Destination ticket

  • Single ticket: Several journeys within a limited duration
  • Single-mode / Single-operator ticket
  • Multi-mode / Multi-operator ticket
  • Return ticket
  • Multi-journey ticket (5, 10, 20)
  • Season ticket (day, week, month, year)
  • Value ticket (Pay-as-you-go)
  • Off-peak ticket / Night ticket
  • Combined ticket (ex: Park & Ride)
  • Group ticket / Family ticket
  • Special event ticket

Ticketing media include: 

  • Cash
  • Tokens
  • Paper tickets
  • Magnetic strip ticket
  • Contact-based smartcards
  • Contactless cards
  • Mobile ticketing

Onboard vehicles (typically only for single tickets), vending machines, counters, retail shops, the internet, via phone, or through affiliates are all possible sales outlets. Whatever the fare structure and payment scheme, the system’s usability is typically the most significant factor for the passenger. In this regard, harmonizing and unifying tariffs and tickets will make public transportation more accessible. An integrated ticketing system is one in which it makes no financial difference if a passenger needs to board more than one public vehicle to finish their journey. Fare integration encourages travellers to travel because public transportation is considerably easier to use and more accessible.

 

Electronic Ticketing in Public Transport

Four consecutive generations of ticketing systems coexist in the world today, sometimes even in the same city:

  • The oldest system of tokens or paper tickets is still widely used worldwide.
  • The magnetic ticketing system that was introduced in the 70s can be classified into two categories: 

– Ticketing with automatic belt drive (the most common format)

– Ticketing with a manual sweeping motion of the ticket by the passenger.

  • In the 1990s, contactless ticketing became popular. The technology has numerous advantages and rapidly supplants the other two ticketing methods. Some public transportation systems are replacing their first ticketing-generating system with a contactless one, bypassing the magnetic ticket-generation stage. Contactless ticketing communicates between the card and the validation device via Radio Frequency Identification (RFID) or Near Field Communication (NFC) technology.
  • Mobile ticketing systems rely on the passenger’s mobile phone to pay for travel expenses. SMS (short text message) or mobile barcodes are used to issue mobile tickets. First, the ticket is selected by sending an SMS to the background system, either with a designating text or to a specific phone number for each conceivable ticket. The user is then sent an electronic ticket through SMS. Users can also use mobile phones to purchase tickets like they can with contactless smartcards by embedding RFID technology inside the device’s battery casing.

In public transportation, e-ticketing systems are more than just payment methods; they also process massive amounts of data, opening up many possibilities for making public transportation easier to use, administer, and regulate. They also provide chances to construct integrated pricing structures that are difficult to achieve with traditional payment methods. The payment method used for electronic ticketing systems is categorized. The closer the card is to the payment system, the more reliable the transaction, but the more limited the user’s options. As a result, the long-term goal is for customers to be able to pay for public transportation without showing or validating any card, depending on entirely automatic fare payment systems. In this context, the following ‘distance range’ possibilities can be differentiated:

  • Contact-based technologies are mainly based on standardized communication between user devices (only memory or smart cards) and access systems according to the ISO 7816 standard.
  • Proximity technologies are often based on contactless communications according to the different sub-standards of ISO 14443, which results in theoretical transmission distances of about 10 cm. 
  • Vicinity technologies are related to ISO 15693 and usually cover transmission distances of up to 1m.
  • Long-range (or wide-range) technology combines inductive coupling with radio frequency data transmission and requires a battery in the user device (card). While the first communication technique activates the user device while entering a transport vehicle, the second provides contactless data transmission across all locations within the vehicle, including electronic access components at the vehicle’s ceiling. In addition, the system includes anti-collision measures to prevent electronic transactions from colliding, which would otherwise occur.

Multimodal Integrated Ticketing System 

Customers’ changing expectations have altered the way transit ticketing works. Tokens, smart cards, and mobile apps have replaced paper tickets worldwide. India, too, plans to build a cashless fee payment method that will function across all of the country’s public transportation networks and day-to-day retail payment systems. Approximately 80% of Indians have bank accounts, and approximately 845 million debit cards are in circulation. Customers will benefit from enhanced mobility and a more seamless travel experience if old cards are replaced by National Common Mobility Cards (NCMCs). NCMC being an open-loop smart card, users also receive various rewards/loyalty points and cash backs. NCMCs also follow the Reserve Bank of India (RBI) policy of processing near-field communication (NFC) transactions below a specific threshold value (currently INR 2,000) without requiring a personal identification number (PIN).

 

Key Points for NCMC

  • Bank-issued standard and secure payment method based on dual interface and EMV+ standard.
  • Service area (reserved space) on the card for storage of passes and last-tap information.
  • Common payment standard, applicable for prepaid/debit and credit cards.
  • Provision of stored value (money) cards which can be accessed offline and speed up transactions.

Major Ecosystems

The multimodal integrated ticketing system is getting increasingly popular. Some of the famous and successful examples are cited as under:

Singapore 

  • Policies have been drafted to have transit systems integrated with new commercial development.
  • The metro network is connected to the bus network.
  • TransLink enables the usage of a standard fare card across all modes.

Australia

  • The project is called the Australian Integrated Multimodal Ecosystem (AIMES).
  • Tap-and-go payments can be made through existing NFC-enabled cards.
  • Data on where and how people are moving is collected.
  • The connectivity of all modes of transport, including walking, is considered.

Key Considerations for PTOs

Currently, transit fare payment systems are dispersed across most Indian cities and are not cost-viable for public transportation operators (PTOs) and banks. Transit operators have recently recognized the necessity of developing a multimodal transit system that is compatible between cities. Thus, transit payments are gaining pace, and the concept of an interconnected multimodal transport ecosystem has gained hold in a few places thanks to innovative fare media that uses RuPay EMV card technology. All PTOs and banks must use the same technology. This will prevent PTO fragmentation and the implementation of non-standardized fare collecting. Standardization will also operate as a catalyst, lowering costs through economies of scale.

To deploy a multimodal integrated ticketing management system, PTOs/transport authorities/the transit industry must address several essential factors.

(i) Acceptance of transit cards issued by multiple issuing entities: Transport operators implementing NCMCs are enrolling a single issuing bank with 3-5 years of exclusivity to stabilize the system and provide the bank with an opportunity to make more revenue during this period. This strategy is cost-effective for PTOs since it allows the bank to submit a lower bid during the tendering process and split a portion of the profits with the transport operator as royalty income. Transport operators may require several onboard participants or accept NCMCs issued by other banks or PTOs when implementing an ITS. If transportation operators begin accepting transit cards produced by other issuing bodies, they will be responsible for paying the merchant discount rate (MDR) to cover the following:

(a) Payment Scheme Switching Charges

(b) Interchange Amount to the issuer

(ii) Set-up of Acquiring Bank: The acquiring bank’s primary duty is facilitating an acceptance infrastructure. Because this is primarily a back-office activity, it is up to the operator to select an acquiring bank that minimizes operational costs while maximizing transaction efficiency. PTOs can investigate the following alternative possibilities for delivering integrated fare payment systems, which give a fundamentally different paradigm:

(a) Common single acquiring bank: A fully connected and efficient ITS design would necessitate the appointment of a joint acquiring bank for the Special purpose vehicle (SPV) responsible for all acquiring transactions through the transit ecosystem for the entire state/region. In this situation, the SPV appoints a single acquirer bank to handle all ITS transactions, while multiple banks are authorized to issue scheme-specific cards to clients.

(b) Transport operator-wise acquiring bank: Alternatively, each PTO might work with a different acquiring bank. Though the SPV will manage the ITS scheme, its obligations should be limited to planning, testing, certification, and specification issuance. While this allows individual operators operational independence, the overall scheme will only support smart card interoperability without an ITS.

(iii) Blacklist Management: One of the most difficult challenges for transportation providers is conveying information about blocked cards to validators via the central scheme player. Aside from executing transit transactions, a system must be developed to transport the list of banned cards from the issuer bank to the central scheme, then from the scheme to the acquiring bank, and finally to the validators. The parties must also agree on the development of a risk management system.

(iv) Revision in Settlement Process : The settlement procedure may be altered to account for the many parties, such as schemes, PTOs, issuing banks, and acquiring banks. It must cover the interchange cost, switching fee, fare transaction sharing fee, top-up fee, card issue fee, and other fees charged by PTOs and banks for transit and non-transit transactions.

(v) Data Analytics: The vast amount and variety of data supplied by numerous transit sources are particularly important for service planning and management. This data is generated in real-time and can be used to plan future routes or implement new fare rules such as flat rates and integrated fares. This information can also be monetized.

(vi) Management of Card Service Area: When a multimodal transportation system is implemented, one card will be used in several metro gates. While standard single-journey validations may work, the service area on the EMV card must be tailored to the PTO to issue different period passes. Passengers may utilize particular period passes to access metro services if such passes can be used for separate services. This could aid in the analysis of metro station trips.

(vii) Merchant Discount Rate: The transport operator must consider the acquirer’s costs for host management, scheme fees, and interchange fees when determining the MDR.

(viii) Non-Fare Box Revenue: Apart from transit revenue, PTOs may consider obtaining non-fare money from advertising on station premises and through the mobile app, branding of station names, over-the-counter/app-based selling of event tickets, and the allocation of parking spots to cab aggregators.

Delhi Metro AFC Gates

Latest Developments

– India is about a decade behind in mass transit payment systems. Card-based payments have been deployed by several public sector enterprises, including Kochi Metro and Delhi Metro; however, they are ‘closed-loop’ payment instruments. Startups seek to change this by creating more open-loop payment cards that can be used in buses and metros, local stores, and auto-rickshaws. In addition, cities such as London, Dubai, and Hong Kong have created their own “mobility payment cards” that operate on an open-loop payment concept and have been in use for over a decade.

– As India gradually restores public transportation, financial businesses such as CityCash and Chalo focus on mass transit payment products. While Covid-19 forced consumers to buy everything from groceries to electronics to clothing online, cash remained the primary mode of payment for mass transit or public transportation systems such as buses, trains, and metro rail.

– Payment firms are negotiating with state-owned bus corporations and waterways to mass-adopt NFC-enabled, ‘open loop’ prepaid cards for transit ticketing. According to industry estimates, more than 68 million commuters use public transportation daily.

– Following the Reserve Bank of India’s notification permitting online payments even in places with intermittent internet access, mass transit payment startups can experiment with hitherto unrecognized concepts.

– There is a vast market opportunity for open-loop payment cards in the bus ticketing space. Almost 200 million Indians use public transportation each year, with 70-80 million using it daily. However, the majority of these payments are done in cash. Since its launch in September 2019, CityCash has issued around 3 million cards to customers and is accepted in 20,000 buses in Maharashtra.

– Chalo, a mass transit payment startup, approaches the mobility payment challenge from all angles. It provides payment gear such as an NFC-enabled point-of-sale device, a mobile app that tracks buses and routes in real-time, and an NFC-enabled prepaid card for offline transactions.

– Chalo also provides an electronic bus pass that can be obtained through the Chalo smartphone app. It is now available in Indore, Bhopal, Patna, Guwahati, Kolkata, Thiruvananthapuram, Madurai, Vijayawada, and Udupi. The startup is also looking into accepting card-based payments from e-rickshaw drivers. It is also in discussions with the Kochi water transport authority about installing GPS in their water ferries and accepting Chalo cards.

– A unified mobility card for Mumbai’s local trains, Metro Rail, BEST buses, and other means of transportation has been suggested for several years. There is anticipation that the project will get off to a good start this year. BEST is the first transport company in Mumbai to formally announce that its whole system is now compliant with the National Common Mobility Card (NCMC) and that an NCMC smartcard may be tapped on its portable machines for seamless travel in all AC and non-AC buses.

– The Metro rail (Versova-Ghatkopar corridor) may soon follow, with its systems modernized and rendered NCMC-compliant. According to one official, in two months, a standard mobility card may be introduced at all entry/exit gates along the corridor. The Mumbai Railway Vikas Corporation (MRVC) has appointed a consultant to speed up the joint mobility card project, which is expected to begin soon.

– IRCTC currently uses I-PAY as its in-house payment gateway. I-PAY permits purchases of the train, bus, and air travel tickets, as well as tour packages, through the IRCTC website and mobile app. This implies that IRCTC already has a user base that may be interested in using its payment gateway. Potential partnerships with retailers could broaden the reach of the railway PSU.

– According to the IRCTC’s annual general meeting, as a payment aggregator, it will provide, promote, develop, create, and carry on the business of all sorts of electronic and virtual payment system services, payment gateway and aggregator services, prepaid and post-paid payment instruments, payment systems including open, closed, and semi-closed payment instrument systems in India and overseas.

– The IRCTC gateway will also serve as a bill payment gateway, accepting payments for utility bills, levies, and municipal taxes by the Bharat Bill Payment System (BBPS) rules.

Conclusion

To increase public transportation usage, communities should strive to make the ticketing system appealing and straightforward to grasp everyone. The price structure should be consistent and accessible, with sufficient tickets to meet the users’ needs. Fares should be straightforward to understand. Tickets and payment options, for example, should be publicly available.

  • At sales points distributed throughout the city
  • At ticket vending machines at various places (e.g. at park and ride stations, at central bus stops or in vehicles)
  • On the internet (e.g. subscription for intelligent card holders) • Via mobile phones Integrated ticketing and tariff policies between different public transport operators (e.g. local public transport and the national railway) should be offered to make tickets valid for all public transport modes and the whole region.
  • Via Mobile Phones

Multiple public transportation operators should supply integrated ticketing and tariff policies (e.g., local public transportation and the national railway) to make tickets valid for all modes of public transportation and for an entire region.

Payment alternatives that are simple and appealing should be available. For example, innovative, intelligent card systems can be built and used for contactless payment of integrated fares. They may also play a significant role in public transportation marketing. Smart payments can also provide valuable data on user behaviour and mobility trends.

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WB first Vande Bharat train to be flag-off by PM on 30th December

By
Staff Reporter
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Vande Bharat Express
Vande Bharat Express/ Representational Image

KOLKATA (Metro Rail News): On December 30, Prime Minister Narendra Modi will inaugurate a new Vande Bharat Express train that will run from Howrah to New Jalpaiguri, providing a second, speedier connection between the state capital Kolkata and northern Bengal. The PM is to visit Kolkata for a National Ganga Council meeting.

The train is anticipated to travel faster than the current Shatabdi Express, which runs roughly 550 km between these two stations in just over 8 hours. A precise timetable is awaited.

It will be the eighth Vande Bharat Express overall and the first in eastern India. The first semi-high-speed train Vande Bharat Express was launched in 2019. The finishing touches are being made to the parking and maintenance facilities at Howrah, the Indian railway station with the highest number of platforms.

This train has more amenities and improved comfort compared to other similar trains. It can reduce travel time by 25% on some routes. 400 Vande Bharat trains with improved energy efficiency will be created and constructed in the next three years, according to an announcement by Union Finance Minister Nirmala Sitharaman in the budget for the current fiscal year.

Automatic doors and Wi-Fi internet access are included on all coaches.

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All you need to know about India’s Frist Hydrogen Train: Vande Metro

By
Staff Reporter
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Hydrogen Train
Representational image

NEW DELHI (Metro Rail News): The Indian Railways are now manufacturing the Vande Metro train. The design would replace the design created in the 1950s and 1960s. Vande Metro will be the first hydrogen train designed and manufactured domestically. It would debut in December 2023.

Hydrogen trains make very little noise and emit no pollution, emit just steam and evaporated water.

Railways are designing, and the design should be available anywhere by May or June. It would be a world-class Vande Metro, a tremendous leap forward.

The production of these Vande Metro trains in such vast quantities across the nation that it could replace the 1950s and 1960s designs.

The middle class and the underprivileged can use Vande Metro. It is not only made for rich people.

Rich people can always take care of themselves. So with Vande Metro govt.  especially focusing on individuals from the middle and lower classes who cannot afford it.

Vande Metro would have a profoundly transforming impact on every Indian’s life. Indian engineers are designing it.

The design process is already underway, and it should be able to roll out the first hydrogen train in the nation by December 2023.

Governments and energy companies worldwide are betting on clean hydrogen to play a significant part in reducing greenhouse gas emissions. However, its uses in future and costs are still unknown.

Germany was the first country that started operating hydrogen-powered trains for the first time in the world in August. These trains make very little noise and emit no pollution. It only emits just steam and evaporated water.

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Better travel through improved Passenger Information System

By
Narendra Shah
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Passenger Information System
Passenger Information System

NEW DELHI (Metro Rail News): A passenger information system (PIS) is a cutting-edge technology that offers tailored solutions for various traffic management and transportation systems. Furthermore, it enables consumers to be well-informed and use transportation networks in a more structured, intelligent, and safe manner. PIS intends to improve traffic quality by reducing congestion. This technology gives the user prior information regarding their travel, such as real-time bus/train running information, seat availability and traffic, and improves their safety and comfort.

Traditional information systems, especially transportation, are being pushed to their limits in today’s fast-paced technology environment. Today’s public transportation systems rely on passenger information systems to offer real-time service and fleet status information. A properly working passenger information system is a valuable asset to any public transportation service since it provides a plethora of data that benefits not only commuters but also transit administrators, planners, operators, and supervisors. These technologies’ data is essential in developing a safer, more dependable, and seamless transit system that benefits everyone.

Passenger Information System

The passenger information system (also known as the passenger information display system) is a digital information system that permits real-time observation, surveillance, and processability of passenger data. PIS can be implemented in a transportation company or operated via web-based browser applications or a specialised intelligent phone app. The Passenger Information System (PIS) can estimate arrival and departure times and assess delays and disruptions. The passenger information system is used in a variety of ways at various levels, as under:

PIS at a bus stop or train station

  • It can be used to provide passengers with information and general advice
  • Display departure and arrival times
  • It can be used to display the following vehicle’s transport route and destination
  • It can be used to inform the waiting passengers about the expected arrival time of the scheduled bus or train.

PIS inside a bus or train

  • It can display advanced information like train numbers, number of stations covered, etc.
  • Used to display next or previous stops/stations
  • Information related to Wi-Fi, catering services inside the train, emergency contact numbers, etc.
  • Comparison between the scheduled arrival/departure time and the delayed time.

Key Benefits

  • Enhance Customer Satisfaction & Reduce Complaints: According to the most recent NRPS (National Rail Passenger Survey), train delays are one of the most prevalent complaints that TOGs or train operating groups receive. Several companies, including different forms of transportation, have reported a drop in complaints since implementing PIS services. Public transit systems can reduce passengers’ perceived and actual wait times by providing real-time departure and arrival information. Passengers can better plan their time if they discover a train is running late. They may, for example, depart later, tell work or the person with whom they’re meeting that they’ll be late, or make alternate travel arrangements. Passengers would rather know in advance that their train will be late than wait and wonder why it hasn’t come yet. It allows people to be more active with their time and make superior use of their time.
  • Better service usage: Passenger information systems can make travel more convenient and seamless. This could encourage many more individuals, whether first-time or repeat travellers, to use public transportation. For example, suppose a passenger obtains outstanding service from a travel firm due to quick service and a passenger information system. In that case, they are more likely to recommend the company to others. As a result, new business will increase through word of mouth. However, the global market for passenger information systems saw a steep decline due to the COVID-19 pandemic.
  • Improve planning schedule, Update primitive approach: The days of depending entirely on manually printed paper timetables or even the display boards in the station’s main entrance to advise passengers of the next train’s arrival time are long gone. These schedules were similarly predicated on the assumption that there would be no delays and that there would always be an acceptable amount of passengers on board. Passengers can view a real-time version of their train schedule using passenger information systems, allowing them to make immediate changes and better manage their time.
  • Awareness regarding the arrival time of trains/buses: Some public transportation systems are infamous for being late. This is especially undesirable for passengers who may be told about the delayed arrival of their bus/train and spend their time in a cafe or store instead of waiting at the stop/platform. Accurate real-time information allows tourists to plan their trips better and reduce wait times, resulting in a more enjoyable travel experience. Today, ridesharing companies such as Lyft and Uber are profoundly changing the transportation industry by creating intense competition.

They’ve already outsmarted the taxi industry and are attempting to supplant public transportation. Although the train and bus are quite distinct types of transportation, they both face competition from similar sources. Some passengers like the comfort, dependability, and availability these ridesharing companies provide to their consumers. To keep up, government public transit agencies must upgrade their transportation networks. In addition, their passengers must act appropriately and be aware of potential delays. PIS systems can assist these organisations in improving their services.

Integrated Passenger Information System

The Integrated Passenger Information System (IPIS) is a computer-based single control and data entry system that provides audio and visual information to passengers via a PC-based announcement system and various Train Indicator Boards that span the entire station and have the capability of networking and operating from a centralised location. As a result, this system is more convenient for both the operator and the passengers.

Passengers get all train-related information via the Passenger Information System (PIS), which includes the Interactive Voice Response System (IVRS), Pre-recorded Announcement and Auto Announcement System, Train information display, Coach navigation display, and so on.

Components / System Architecture

The IPIS consists of the following units/subsystems :

  • Central Data Controller (CDC)
  • Platform Data Controller (PDC)
  • PC-based Announcement System
  • Platform Display Board (PDB)
  • Multi-line Display Board (MLDB)
  • At-a-glance display Board (AGDB)
  • Coach Guidance Display Board (CGDB)
  • LED/LCD Display

Central Data Controller

The CDC Rack is often mounted at the railway station’s enquiry in a 19″ 42U rack with correct earthing. It is made up of two CPUs (PCs) that are linked by a Central Data Switch (CDS) for data synchronisation. A Keyboard-Video-Mouse (KVM) switch connects one 17″ (minimum) colour LCD/TFT display. An audio/video selection device with a speaker and microphone is provided for live announcements. The properly isolated audio output provided by the A/V selection device can be linked to the audio amplifier of the public address system. It also supplies video signals for the PIS’s LED/LCD. Both CPUs are pre-loaded with the required software, having options for data entry for train no., timetable of trains, and PF. No., and expected arrival/departure time, among other things.

The database, such as train information, text messages, pictures, etc., can be uploaded from the CDC to the display board(s) via the display controller over the same communication channel used for train arrival/departure display boards.

Central Data Switch

The CDS is a Layer-3 Ethernet Switch that provides Ethernet connectivity for data transfer between the station’s CPUs and multiline display boards, platform display boards, and data controllers. It also links the IPIS system to the railway network and NTES port access.

Platform Data Controller

Platform Data Controllers control Platform and Coach Guidance Display Boards. The Platform Data Controller is built around a 32-bit microprocessor. The PDC routes data/instructions from the Central Data Controller to the downstream display devices and health/diagnostic data from the display devices to the CDC. Depending on the site requirements, the PDC unit receives data from the CDC via an optical fibre connection or copper Ethernet port and distributes it to the attached PFD or CGD. A single PDC can manage two platforms.

PC-Based Announcement System

  • The system is Windows 7 or higher GUI based, wholly designed to announce all types of passenger-carrying trains via the crucial board.
  • Fixed audio messages are recorded in a soundproof studio with a minimum sample resolution of 16 bits.
  • Recording and playing back of new messages are only accessible from CDC utilising the microphone and speaker provided by CDC and the Windows standard sound recording tool.
  • There are three main types of announcements. one for a train coming on the platform, one for a train arriving and one for a train departing from the platform in English, Hindi, and a regional language. If the Platform No./Train No. Changes, the announcement can be updated.

Display Boards

 

Platform Display Board

The Platform Display Board shows the train schedule for that platform’s arrival/departure, including the train number, name, and time of arrival/departure. PDB should be hung from the platform’s roof in appropriate locations on platforms/foot-over bridges.

Multi-line Display Board

The MLDB displays the train number, name, arrival/departure time, and platform number. In addition, it displays information from numerous trains at the same time. Major stations should have two separate display boards for arrival and departure, but minor wayside stations can have a single display board that displays arrival and departure information. The multiline display boards should be positioned at the station’s main entrance/concourse and platform display boards at appropriate locations on platforms/foot-over bridges.

At-A-Glance Display Board

The information about the train arriving/departing from that platform and the coach composition is displayed by AGDB. AGDB is generally installed at the main entrance, footbridge, or station.

Coach Guidance Display Board

For passenger guidance, CGDB displays the Train Number and Coach Number of the train scheduled for arrival/departure from that platform. When there is no train on the platform, the screen displays either the station code or the zonal railway code, or it can be left blank. Both sides of the coach guide display boards must have displays.

Geographic Information System

The Indian Railways owns a considerable number of assets, including land, which must be adequately monitored, managed, and maintained. As railway operations have broad geographic coverage across the country, GIS mapping of various assets on Indian Railways can be utilized to enhance asset management.

All Indian Railways assets will be mapped, and the data will be used to build the Indian Railways’ GIS webpage. GPS-based mapping of Indian Railways assets, including land assets, is currently underway on a GIS platform. A Memorandum of Understanding (MOU) has been signed with the Centre for Railway Information Systems (CRIS) for that purpose, and CRIS is building this Application. Land plans of Indian Railways will be available for viewing superimposed on various types of Maps/Images in this Application. ISRO Bhuvan Platform satellite imagery/maps are being used for this. A Memorandum of Understanding (MOU) has been signed between the Ministry of Railways and ISRO to collaborate in several areas.

Planning for enhancement/augmentation of various facilities such as new lines, doubling/multiple lines, traffic facilities, and others may well be done after creating a GIS portal. It would also assist in identifying the growth of new encroachments around a station and other regions by comparing Satellite Images from different times, which are updated at regular intervals by ISRO.

GIS – Definition

A Geographic Information System (GIS) is a system that connects elements such as buildings, trains, roads, and land parcels to the information to which they are related. GIS enables us to explore, analyse, query, interpret, and visualise data in various ways, revealing correlations, patterns, and trends through maps, globes, reports, and charts. It can also be used to plan and monitor projects by employing drone recordings at appropriate intervals and effective disaster management to provide prompt assistance/support during accidents/natural calamities.

The Various Components

  • Infrastructure Development
  • Rail Yard Management
  • Safety & Security Management
  • Land Management
  • Environment Management
  • Disaster Management
  • Engineering, Drawing & Records Library
  • Asset Management

Asset Management

A comprehensive GIS-based railway assets database is expected to give vital information throughout the asset’s life cycle, effectively managing these assets, maximising throughput, assuring safety, and avoiding disturbance/delays to traffic. With this in mind, Indian Railways is developing a GIS system to support several types of railway asset management, such as:

(i) Track related assets, including bridges, tunnels, level crossing, etc.

(ii) Communication and Signalling networks

(iii) Electric Power Distribution networks

(iv) Rail Yards and other Campus facilities

(v) Land management

(vi) Project planning, design and implementation monitoring

(vii) Production Units & Workshops

Disaster Management

Time and input data availability are necessary for disaster management and rescue planning and implementation. Disaster Management System based on GIS: –

(i) Helps in location of accident site and provides its accessibility information.

(ii) Helps in finding out the optimum routes between resource locations and the accident site etc.

(iii) Provides simple means of alarming the resources to initiate rescue operations.

(iv) Provides continuous monitoring of rescue activities and facilitates dynamic planning of strategies.

(v) Can also be used to build & update database of critical facilities such as hospitals, fire stations, police stations, etc

(vi) Can integrate data from various sources into a common platform to make it readily accessible to various stakeholders.

Passenger Information & Facilitation

GIS-based applications will serve Indian Railways passengers in a number of ways, like live train movement information and 3D mapping of all stations, allowing passengers to search for, visualise, and navigate to desired areas on the stations.

 

Decision Making & Planning

A Geographic Information System (GIS) and a Geospatial database of IR assets and facilities would reduce the amount of human effort required to obtain geographical information and would play an important role in improving decision-making capacity, efficiency, and long-term management of Railway assets.

 

Conclusion

The passenger information system is used to deliver real-time information on public transportation to passengers. These details are provided by automated vehicle positioning systems. For improved data transfer, the transportation industry has absorbed some major advancements from the telecommunications industry, such as cloud and big data technology. This adoption has made it easier for passenger information systems to perform properly and deliver reliable real-time transportation information to passengers.

The operational procedures of passenger information systems are complex, owing to the integration of many components. These components raise the overall installation cost of the passenger information system. These significant factors are expected to stifle market expansion in the near future. Furthermore, the scarcity of experienced staff to operate these systems is another notable factor that is expected to limit market expansion.

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Ahmedabad’s Rapidly Expanding Metro System: Connecting the City and Beyond

By
Narendra Shah
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1
Ahmedabad metro rail
Ahmedabad metro rail

AHMEDABAD (Metro Rail News): The Ahmedabad Metro system is built for rapid transit in the Ahmedabad City of Gujarat. Through the two-phase plans, Ahmedabad metro route will eventually connect the urban city Gandhinagar and the modern GIFT city. The Ahmedabad Metro is considered to be India’s eighth-best metro system. As per the planned routes for the Ahmedabad Metro, two lines with 32 stations will be completed during Phase 1, and two lines with 22 stations will be built during Phase 2.

Objective

The Ahmedabad Metro was constructed to improve commuter convenience and lessen traffic on congested roadways. The goals of the Ahmedabad Metro are as follows: –

  • Offers safety to commuters while travelling.
  • Affordable transportation to the commuters. The metro smart card with a 10% discount offer.
  • Reduce traffic and travel times on the roadways.

Background

The 6.53 km (4.0 mi) long Ahmedabad Metro route between Vastral Gam and Apparel Park opened for service on March 6, 2019. The six stations along the East-West Corridor are currently operational of the Ahmedabad Metro

 

The remaining portions of Phase 1 of the Ahmedabad Metro will become operational in October 2022. In January 2021, work on Phase 2 of the project began. Phase 2’s first line, which connects GNLU and GIFT city, is anticipated to be operational in the first half of 2024. 

 

The highest speed of the operational metro and planned metro trains is 80 km/h (50 mph), with an average speed of 33 km/h (21 mph).

 

System Information

 

Top Speed: 80 kmph

Average Speed: 33 kmph

Track Gauge: Standard Gauge – 1435 mm

Electrification: 750 V DC Third Rail

Signalling: Communication-based Train Control (CBTC)

Ahmedabad Metro Route Map

Key Figures

 

Operational: 37.86 km (Phase 1) | Under Construction: 21.42 km (Phase 1, Phase 2) | Approved: 7.41 km (Phase 2)

Daily Ridership: 40,000 /day (October 2022)

Rolling Stock: 96 coaches (32 train sets x 3) supplied by Hyundai Rotem

Route Map

Operational Lines of Ahmedabad Metro  (Phase 1)

Line-1 – Blue Line: Vastral Gam – Thaltej (19.38 km, 16 stations)

Line-2  – Red Line: Motera – APMC (18.522 km, 16 stations)

Under Construction Lines of Ahmedabad Metro (Phase 1, Phase 2)

Line-1 – Blue Line: Thaltej – Thaltej Gam (1.4 km, 1 station)

Line-2  – Red Line: Motera – GNLU – Gandhinagar Sector 1 (14.60 km, 13 stations)

Line-3 (Eastern Spur of Line-2): Gujarat National Law University (GNLU) – GIFT City (5.416 km, two stations)

 Blue Line is also known as East-West Line. Red Line is also known as North–South Line.

Phase 2 approved lines 

Line-2 – Red Line: Gandhinagar Sector 1 to Mahatma Mandir (7.41 km, seven stations)

 

List of Metro Stations

Eastern-Western Corridor (only six are operational, the rest are under construction). Soon, more stations will be operational for commuters.

Thaltej Gam, Commerce Six Road, Thaltej, Doordarshan Kendra, Gurukul Road, Gujarat University, Stadium, Shahpur, Old High Court (Interchange Station with North-South Corridor), Gheekanta, Vastral, Kalupur Railway Station, Kankaria East, Vastral Gam, Apparel Park Depot, Apparel Park, Amraiwadi, Sabarmati River, Rabari Colony, Nirant Cross Road.

Under Construction station of North-South Corridor

Motera stadium, AE6, Sabarmati Railway Station, Ranip, Vadaj, Vijay Nagar, Old High Court Interchange, Gandhigram, Sabarmati, Paldi, Shreyas, Rajiv Nagar, Jivraj Park, APMC, Usmanpura, Gyaspur (depot)

 Extension of North-South Corridor 

Motera stadium, Koteshwar Road, Narmada Canal, Vishwakarma College, Tapovan Circle, Koba Circle, Juna Koba, Koba Gam, GNLU, Randesan, Dholakuva Circle, Infocity, Sector-1, Sector-10A, Rayson, Akshardham, Juna Sachivalaya, Sector-16, Sachivalaya, Sector-24, Mahatma Mandir

GNLU- GIFT City Branch Corridor of Ahmedabad metro two stations under construction

PDPU

GIFT City 

Interchange Station 

The Old High Court Metro Station, which serves as the intersection of the East-West and North-South Ahmedabad Metro route corridors, is the only interchange station you will pass through while travelling. An elevated Metro station still under construction is the Old High Court station. The Old High Court Metro Station’s amenities, nearby attractions, Ahmedabad Metro schedules, and details on the entry and exit gates are all available to commuters.

Fare 

The Ahmedabad Metro officials have provided an anticipated fare because the route is still substantially under construction.

  • The Ahmedabad Metro route’s first 2.5 km would cost Rs 5, and up to 7.5 km would cost Rs 10.
  • It will cost INR 10 to travel the first 6.5 km between Vastral Gam Metro Station and Apparel Park Metro Station.
  • The Ahmedabad Metro price will range from INR 5 to INR 15 for the 21-kilometre run from Vastral Gam to Thaltej.
  • The metro fare is INR 5 for the first to third metro stations, while the smart card fare is INR 4.5.
  • The metro fare increases to INR 10 after three stations, while the smart card fare is INR 9.

Fares terms and conditions

The permitted fares for travel on the GMRC network are as follows:

Smart Card, provisional paper ticket (used when the AFC system fails) and Token.

Only children under 3 feet (90 cm) tall on the Ahmedabad metro route are permitted with an adult. The purchased token will be usable on the business day of purchase. The working day shall be treated by the relevant Ahmedabad Metro revenue service hours.

Only unused Smart Cards may be refunded within 30 minutes of the time of issue.

The commuter is permitted to bring 25 kilos of luggage that cannot exceed 80 cm by 50 cm by 30 cm (length x width x height).

Timetable

Recent data indicate that the Ahmedabad Metro timetables are consistent daily. But occasionally, the last scheduled train departs at 5 pm on Sundays and weekends, and Ahmedabad Metro timetables can change. Because of the uncertainty of this information, one should double-check the timings before beginning their weekend excursion.

From 10 AM until 6 PM, one can ride on the available Metro trains.

According to Ahmedabad Metro timetables, it takes 12 minutes and 53 seconds to travel from Vastral Gam to Apparel Park. Going in the opposite direction takes about 12 minutes and 22 seconds.

Third-Party Audit

The Metro Railway Safety Commissioner (CMRS) has requested an external audit. The Commissioner requested confirmation of the Ahmedabad metro’s structural strength and the quality of the tunnel and viaduct. Piers of the elevated metro segment also opened on September 30. The authority has already completed one level of auditing and discovered numerous flaws, including failing to protect piers from possible train derails in a part that crosses a railway line. The Commissioner requested the Gujarat Metro Rail Corporation to take the correct action. As part of Gandhi Jayanti, the North-South and East-West corridor routes have been opened since October 2, 2022. One of the measures is limiting the Ahmedabad metro’s top speed in some areas to 45 kph.

Ahmedabad Metro Frequency increased by GMRC.

The Ahmedabad metro’s frequency has increased by GMRC (Gujarat Metro Rail Corporation). This modification applies to corridors with heavy passenger traffic.

Passengers responded enthusiastically to the Ahmedabad Metro’s North-South and East-West corridors, especially on weekends. GMRC once ran metro trains every 30 minutes. However, the GMRC altered the timings from 30 to 15 minutes due to the heavy passenger traffic throughout the Diwali holidays.

The Ahmedabad metro timetable from 9 AM to 8 PM won’t alter, according to a senior GMRC official, as these hours are set for metro train drivers. The frequency change from 30 min. to 15, 18, or 20 min. Must remain consistent to account for traffic changes.

Within 23 days of opening, 6.39 lakh passengers passed via the Ahmedabad Metro’s East-West corridor. Likewise, 2.25 lakh passengers passed through the North-South route 18 days after it opened. This indicates that 8.64 lakh passengers used the GMRC’s East-West and North-South corridors. Additionally, it brought in Rs 1.37 crores in revenue for the city.

Contractors

  • Hyundai Rotem has produced 96 rolling stock coaches for the Ahmedabad Metro route.
  • Nippon Signal Co. Ltd. of Japan created the signalling system.
  • Apparel Park Depot’s contractor was URC Cooperation.
  • Gannon Dunkerly – PSPO JV obtained the contract from Gyaspur Depot.
  • Kumar Infraprojects has constructed the Moving forward, Vastral Gam – Apparel Park Viaduct (6-kilometre).
  • Vastral Gam, DRA, and CICO JV constructed Apparel Park (6 Stations).
  • Tunnels & 2 Stations of 2.45 km from East Ramp – Kalupur is attributed to Afcons Infrastructure’s construction.
  • Larsen & Toubro construct the Tunnels & 2 Stations of 4.38 km from Kalupur – West Ramp.
  • Tata Projects – CRCC JV completed the Viaduct & 7 Stations of 8.21 km from Thaltej Gam – West Ramp.
  • Simplex Infrastructure built the Viaduct and 6 Stations for the 8.94 km Shreyas-Ranip route.
  • Ranjit Buildcon built the 4.85-kilometre Motera-Ranip Viaduct.
  • Ranjit JV has constructed Motera – Ranip (5 Stations). Pratibha
  • Tata and CCECC Joint Venture completed the 8.21 km, Thaltej Gam to West Ramp (Viaduct, Sabarmati Bridge, and seven stations).
  • Siemens India -Siemens AG, Germany, provides the electrification.
  • Nippon Signal Co. Ltd, Japan, assists with the automatic fare collection system.

Updates

India’s Prime Minister, Narendra Modi, inaugurated the first phase of the Thaltej to Vastral section of the Ahmedabad Metro Rail Project on September 30, 2022. The PM left the Gandhinagar railway Station and arrived at the Kalupur Station in the brand-new Vande Bharat Express train 2.0.

After the inauguration of the Ahmedabad Metro, the state department of urban development has begun creating an action plan for prospective metro connectivity in Ahmedabad neighbourhoods. The prime minister instructed the government to plan metro connectivity to the outlying areas. Work for mapping services has begun with the goal of mapping every area in the city’s eastern and western halves. SG Road, SP Road, and other places are only a few where the Ahmedabad metro could be added.

The public could now use the 21-km section of the Ahmedabad Metro project between Thaltej and Vastral as of October 2. The proposal also includes a 6.6 km underground portion with four stations, according to the GMRC (Gujarat Metro Rail Corporation).

On October 6, 2022, Gujarat Metro began commercial operations. The length of this corridor is roughly 18.87 kilometres. It is also referred to as the North-South Corridor. This line is fully elevated.

With the opening of the Ahmedabad metro, India’s metro network surpassed Japan in terms of the functional length of the metro network in India. India now has 810 km of metro rail network overall. India now has 982 Km of metro rail routes under construction in addition to the operational network. India will surpass South Korea and the USA after this construction is finished. The length of this corridor is roughly 18.87 kilometres. It is also referred to as the North-South Corridor. This line is fully elevated.

With the opening of the Ahmedabad metro, India’s metro network surpassed Japan in terms of the functional length of the metro network in India. India now has 810 km of metro rail network overall. India now has 982 Km of metro rail routes under construction in addition to the operational network. India will surpass South Korea and the USA after this construction is finished.

On March 4, 2019, the PM inaugurated a 6.5 km section of phase 1 that connects Vastral to Apparel Park. In 2014, approval for the Metro Rail project was given.

According to GMRC, Phase 2 of the project will link Ahmedabad with Gandhinagar. It will primarily involve phase 1’s extension. Two corridors are anticipated: one from the 5.4-km route with two stations from Gujarat National Law University to GIFT City and the other from the 22.8-km stretch with 20 stations from Motera Stadium to Mahatma Mandir. Phase 2 of the project’s route will be completely elevated.

Phases 1 and 2 are each expected to run for 40.03 and 28.26 kilometres, respectively. Six stations from Phase 1’s first section have already been built and are functional. Phase 2 and the remaining portion of Phase 1 are still under construction. A Blue Line designates the Ahmedabad Metro route’s East-West Corridor, the North-South Corridor by Red Line, and the GNLU-GIFT City Branch with a Purple Line.

The GMRC (Gujarat Metro Rail Corporation) managed the Ahmedabad Metro Rail Project. GMRC was established to oversee the construction of Gujarat’s metro rail due to a government initiative to develop the metro in Gujarat.

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Feasibility studies for some routes of Diamond Quadrilateral undertaken

By
Staff Reporter
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1
high-speed-rail-transit
high-speed-rail/ Representational Image

NEW DELHI (Metro Rail News): Ministry of Railways has undertaken feasibility studies for some routes of the Diamond Quadrilateral, namely Delhi-Mumbai, Delhi-Kolkata, Mumbai-Chennai, Mumbai-Nagpur and Chennai-Bengaluru-Mysuru.

Further, the Survey and preparation of a Detailed Project Report (DPR) for the following Seven (7) HSR Corridors have been undertaken:-

  1. Delhi-Varanasi
  2. Delhi- Ahmedabad
  3. Mumbai- Nagpur
  4. Mumbai- Hyderabad
  5. Chennai-Bengaluru-Mysore
  6. Delhi- Chandigarh-Amritsar
  7. Varanasi-Howrah

However, being highly capital intensive, the sanction of any High-Speed Rail Project depends on several factors such as technical feasibility, financial viability and availability of financing options etc.

Till now, Government has sanctioned only one project of High-Speed Rail, namely the Mumbai-Ahmedabad High-Speed Rail (MAHSR) Project, with the technical and financial assistance of the Government of Japan. A Special Purpose Vehicle (SPV), National High-Speed Rail Corporation Limited (NHSRCL), has been formed to implement this project. The present status of the Mumbai-Ahmedabad High-Speed Rail (MAHSR) project is as under:-

  1. The Final Location Survey and Geotechnical investigation were completed. Alignment finalized.
  2. Statutory Clearances relating to wildlife, Coastal Regulation Zone (CRZ) and Forest clearance obtained in Gujarat.
  3. Out of total land requirement of approx. 1392.6 ha, 1374.2 Ha of land has been acquired.
  4. The project work has been divided into 28 Contract Packages, including Training Institute at Vadodara. Currently, 19 packages have been awarded, 01 is under evaluation, a Notice Inviting Tender (NIT) has been published for 03 packages, and for the balance of 5 packages, NIT is yet to be published.
  5. Out of a total of 352 Km length of projects located in Gujarat and Dadra & Nagar Haveli, Civil works in 352 Km length have started in different phases from December 2020 onwards. By the end of November 2022, out of a total of 352 km elevated viaduct, approx.  212.3 km of piling, 129.2 km of foundation, 113.3 km of the pier, and 14 km of the superstructure have been completed
  6. 1596 out of 1651 utilities have been shifted.

This information was given by the Minister of Railways, Communications and Electronic & Information Technology, Shri Ashwini Vaish, in a written reply to a question in Lok Sabha today.

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