Mobility technology leader Bombardier Transportation has received an order to supply 30 additional BOMBARDIER FLEXITY trams to the Brussels Intercommunal Transportation Company (STIB) in Belgium. This second call off order is part of a framework contract for up to 175 trams with an initial call off of 60 trams signed in April 2018. The order is valued at approximately 67 million euro ($75 million US). First deliveries of the 30 additional five-car, 32-meter trams are planned from December 2020.
Thomas Ryckalts, President of the STIB Board, said, “After a first order for 60 new trams, the STIB board took a decision in favor of our passengers by ordering 30 additional trams. These new vehicles will reinforce our mobility offering to the benefit of all.”
Laurent Bouyer, President of Bombardier Transportation France and Benelux, said, “We are proud to be a key player in the ongoing mobility improvements for the city of Brussels. This additional order shows the confidence STIB has in our FLEXITY platform. The public showed much enthusiasm as they explored their new tram mockup that was on display in early May in Brussels.”
His Majesty the King of the Belgians unveiled a 1:1 model of the new FLEXITY trams during STIB’s 150-year tram anniversary celebration held over the first week of May at the Place Royale in Brussels.
Like the 60 trams STIB previously ordered, the new FLEXITY trams will feature a bright and spacious interior with comfortable seats, more capacity and additional space for passengers with limited mobility as well as better inside fluidity at peak hours. A high-contrast, LCD information display system will keep passengers informed while an intelligent climate system with smart sensors will maintain the trams’ internal temperature. BOMBARDIER FLEXX bogies will offer a smooth ride.
Brussels’s FLEXITY trams also have cutting-edge safety features. The driver’s cab is more comfortable with a better field of vision. The driver will be assisted by the Bombardier Obstacle Detection & Assistance System (ODAS) with cameras and sensors that detect pedestrians and other vehicles moving near the tram. The new trams will also improve safety for passengers and pedestrian thanks to soft nose installed at the front.
To date, Bombardier has delivered over 400 trams to STIB including the older PCC series 7000 high floor trams delivered in the 70s, the T2000s delivered in the 90s and the most recent order for 220 T3000 and T4000 trams delivered between 2005 and 2015.
Alstom has received an order for the delivery of eight Coradia Lint regional trains from Ostdeutsche Eisenbahn GmbH (ODEG). The trains are the world’s first diesel multiple-unit trains with a Stage 5[ Powerpack and are therefore particularly environmentally friendly. They will be built at Alstom’s site in Salzgitter, Lower Saxony, and delivered in the second half of 2022. In December 2022 they will start operation on the Netz-Elbe-Spree. The value of the contract is close to €45 million.
“Parallel to the development of new emission-free technologies, we at Alstom are also consistently developing the proven diesel technology in an environmentally friendly manner. The Coradia Lint regional trains for ODEG comply with the EU Stage 5 emissions standard. This makes them the most environmentally friendly diesel trains in the world,” says Jörg Nikutta, Managing Director of Alstom in Germany and Austria.
The modern and environmentally friendly vehicles are powered by three 400 kW engines, which for ecological and economic reasons can be switched off individually by a novel engine management system, and reach a maximum operating speed of 140 km/h. The vehicles are equipped with a new engine management system. The two-part trains have a network-tailored boarding height and seating capacity for a total of 140 passengers as well as 12 bicycles or 6 pushchairs for children. Four doors on each side of the vehicle with automatic boarding aids enable fast passenger changeover times.
People with reduced mobility benefit from spaces for wheelchairs and universally accessible toilets. Passengers will also be offered additional features such as WLAN, increased seat spacing, seat sockets, luggage racks, tables between face-to-face seats and extra-large, real-time information displays.
Alstom’s Coradia Lint trains have been operating in more than 30 networks in Germany, Europe and Canada since the year 2000. Thanks to continuous improvements, they offer the highest standard of safety, noise reduction and low emissions and can boast very high availability. The trains belong to Alstom’s Coradia range of modular trains, which benefits from over 30 years of expertise and proven technical solutions and includes the world’s first hydrogen passenger train, the Coradia iLint. More than 2,900 Coradia trains have been sold so far and around 2,400 are currently in service.
 European emission standards define the acceptable limits (Stages 1-5) for exhaust emissions of new vehicles sold in the European Union and EEA member states.
“In a significant development, JSPL has completed delivery of first ever rail order to supply rails to Indian Railways. The company had bagged 20 per cent of the Rs 2,500 crore global tender by the Railways to supply long rails,” JSPL said in a BSE filing.
The order, which was to be completed over a period of one year, has been completed ahead of the scheduled time, JSPL Joint Managing Director N A Ansari said.
He also said that recently JSPL bagged an additional order of 30,000 tonne long rails from the Indian Railways.
“We are proud to contribute to government’s Make In India initiative. These achievements are testament to the capability of our team as well as our valued partnership with Railways. We continue to stay committed to developing Infrastructure needs,” he said.
The railways had invited the global tender for procuring around 4.87 lakh metric tonnes of rails to meet the shortfall of supply from the Steel Authority of India Limited (SAIL).
Part of the USD 18-billion OP Jindal Group, JSPL has presence in steel, power, mining and infrastructure sectors.
It is the only private steel company that produces long rails in India.
The company operates a one million tonne per annum (MTPA) rail mill at its steel plant in Raigarh, Chhattisgarh.
Stadler wins the contract for seven four-unit trains for the City of Ottawa. The trains are being specifically designed to run in extremely cold climates. For Stadler this is already the second project in Canada – currently Stadler is building double-deck dome cars for Rocky Mountaineer, which will be operating on scenic routes northeast of Vancouver.
The City of Ottawa and SNC Lavalin Group have declared Stadler as the winner of the contract for seven four-unit diesel electric FLIRT trains, as part of the Stage 2 O-Train Trillium Line extension project. The contract is valued at approximately 80 million Swiss Francs (106 million Canadian Dollars). Canada is now the 18th country to purchase Stadler FLIRT trains. According to the contract, Stadler will deliver the vehicles starting in mid-2021 to Ottawa, where they will undergo extensive testing. This is Stadler’s second contract in Canada. Stadler is currently building double-deck dome cars for Rocky Mountaineer, which will take passengers on scenic routes northeast of Vancouver.
The seven four-unit trains for Ottawa are equipped with four 480 kW diesel engines. Parts of the traction equipment system and the diesel engines are housed in power pack units. With the current design the trains comply with the emission standard Tier4 final, with the North American Track Class IV, with ADA and are fully compliant with AODA (Accessibility for Ontarians with Disabilities Act) standards as well as with the North American fire safety standard NFPA 130.
With speeds up to 120 kilometres per hour, the Stadler FLIRT trains will service the extended Trillium Line. The Stage 2 Trillium Line extension is a public-private-partnership project which will extend the existing Trillium Line by adding 16 kilometres of rail and 8 new stations, including a link to the Ottawa Macdonald-Cartier International Airport. TransitNEXT, a wholly owned subsidiary of SNC-Lavalin, will design, build, finance and maintain the Stage 2 Trillium Line Extension.
The Stadler site in Bussnang, Switzerland is building and assembling the FLIRT trains for Ottawa. Here, Stadler has ample experience with projects for countries with requirements for extreme winter weather conditions. In Estonia, Norway, Finland and Sweden the Stadler FLIRT trains are already in service with high operational availability, even under tough cold-weather conditions.
JSC United Transport and Logistics Company – Eurasian Rail Alliance (UTLC ERA) has signed cooperation agreements with two European partners while taking part in the TransRussia 2019 international transport and logistics services and technologies expo on April 16.
UTLC ERA and the Slovak public railway company ZSSK Cargo have agreed to facilitate information and technological collaboration in organizing container cargo shipments by rail on China – Slovakia – China routes. The Parties have agreed upon establishing transportation and logistics services through the implementation of transit technologies for Eurasian container shipments.
Alexey Grom, UTLC ERA President, and Martin Vozar, Chairman of BoD ZSSK Cargo, have signed a road map providing for an implementation plan that would include the exchange of information on the current cargo flow between Slovakia and China with route scheduling, prospective amounts of cargo export from Slovakia and neighboring countries to China and the competitive environment of railway container traffic in the region. The companies also intend to conduct a detailed analysis of their potential customer base and its needs.
The signed agreement is another step forward in the continued business dialogue between UTLC ERA and ZSSK Cargo regarding the development of transit container traffic which was started earlier this year. The Parties had signed a Memorandum on Cooperation calling for the expansion of services and traffic volume increase on Europe – China – Europe routes back in March, 2019, while participating in the International Railway Congress in Vienna.
UTLC ERA and Lithuanian Railways, JSC (Lietuvos geležinkeliai) have agreed to arrange postal container traffic from China to Lithuania. Alexey Grom, President of UTLC ERA, and Mantas Bartuska, General Manager of Lithuanian Railways, have signed an agreement facilitating such cooperation.
In line with this agreement the partners intend to jointly develop the shipment of postal packages (deliveries and e-commerce goods) by cargo trains on China – Europe – China routes on a regular basis. UTLC ERA will provide containers loaded with postal items at the platforms of Dostyk and Altynkol stations operated by Kazakhstan Railways. In their turn, Lithuanian Railways will be responsible for handling container trains at the Kena border railway station near Belarus, subsequently delivering postal packages to Vaidotai railway station in Vilnius intermodal terminal, wherefrom the cargo will be distributed to the warehouses of the Lithuanian public post, Lietuvos pastas.
“I am perfectly confident that the agreements signed with our partners will contribute to the active growth of the transit transportation market, thus enabling UTLC ERA to strengthen its leading positions in cargo shipments on Europe – China – Europe routes.
This is the first time that we have fixed in writing the intention to build a direct transit transportation technology process: UTLC ERA will be solely responsible for its part of the 1520 gauge, whereas ZSSK Cargo will be in charge of the 1435 gauge. That is how we will be able to offer our customers the end product – a comprehensive shipping service solution.
In collaboration with Lithuanian Railways we are ready to offer a service that is high in demand – the railway transportation of postal packages with maximum cargo safety,” – said UTLC ERA president Alexey Grom speaking after the agreement signing ceremony.
In a bid to encourage the use of bicycle and to address issues of last-mile connectivity for the Delhi Metro commuters, the Delhi Metro Rail Corporation (DMRC) has started a service of giving its commuters a healthy and eco-friendly option of riding a bicycle to their destination from the station.
The DMRC has set up permanent bicycle stands. “With a view to encourage use of bicycles and propagate environment-friendly mode of transportation among metro commuters for covering smaller distances, DMRC has introduced permanent space for bicycle stands at its Metro stations which have provision of dedicated parking lots,” the DMRC said in a statement.
The stations where this new facility will be available are Seelampur, Shahdara, Welcome, Rithala, Saket, Arjangarh, Chattarpur, Dwarka Mor, Dwarka, Dwarka Sector 21, Mundka, Nangloi, Peeragarhi, Tughlakabad, Badarpur, Sarita Vihar and Okhla Bird Sanctuary.
The parking lots at Nawada, Uttam Nagar (E) and Vishwavidayala metro stations have also been identified for permanent bicycle stands which will be installed within few days, the DMRC said. “This facility will be further extended to more stations in a phased manner. These permanent bicycle stands have the capacity of parking multiple bicycles and will be provided with a locking mechanism for the safety of bicycles,” it added.
The DMRC said that in association with some private operators, it had been operating 20 bicycle sharing service stands covering 19 stations across its network and 13 more stations have been identified for these bicycle sharing service (through private operator) which will be functional in few weeks.
The Delhi Metro Rail Corporation (DMRC) has started receiving solar power from the Rewa Solar Power Project from today onwards. Today, DMRC received 27 MW power from the project based in Madhya Pradesh and the same will gradually increase to 99 MW.
The power received from Rewa will be utilised for the operational as well as auxiliary requirements of the Delhi Metro. Till now, the solar power generated by the roof top solar plants installed in DMRC premises were utilised for the auxiliary requirements such as lighting & air conditioning of stations, depots etc.
On an average about 345 MU of power will be received from Rewa in a calendar year. In 2018-19, Delhi Metro consumed about 1092 million units (MU) of power for its operations.
To mark the beginning of this new arrangement, DMRC’s Managing Director, Dr. Mangu Singh today travelled on a Metro powered by solar energy along with Sh. Manu Srivastava, Chairperson, Rewa Ultra Mega Solar, Sh. Upendra Tripathi, Director General, International Solar Alliance and other senior officials from the Jawaharlal Nehru Stadium Station to Central Secretariat on the violet line.
Apart from the power received from Rewa, the Delhi Metro generates about 28 MW of solar power through a number of roof top solar power projects which have been installed on Delhi Metro’s stations, residential colonies and depots. The Delhi Metro is a pioneer in terms of creating solar power generation infrastructure in the country today.
Rewa Ultra Mega Solar is a solar power plant in the Rewa district of Madhya Pradesh, with a total solar plant capacity of 750 MW. It is one of the largest single-site solar power plants in India and the world.
It is to be noted that in 2017, DMRC had signed a Power Purchase Agreement (PPA) to procure 345 Million Units per annum from Rewa Solar Plant at Rs. 2.97 per unit in the first year and at Levelised Tariff of Rs. 3.30 for 25 years. DMRC will be the first metro to procure Solar Power on RESCO basis as Inter State Open Access Consumer, where the complete installation cost of solar plant will be borne by the solar developer and DMRC will have to only pay for the energy generated by these plants at a rate as agreed in power purchase agreement.
The Director of Market and Foreign Development of Italferr Admir Nocaj, in the presence of the Chief Executive Officer and General Manager Aldo Isi, signed two important contracts with RZD International (a subsidiary of RZD) for technical assistance, design verification and line supervision of works Stara Pazova-Novi Sad and the “New Central Command and Control Post” of the entire Serbian railway network, located in Belgrade.
The two contracts, for a total value of approximately € 4.8 million, consolidate the portfolio of Italferr in Serbia, which will follow the project with the support of its subsidiary IES doo.
A new result for the Engineering Company of the Ferrovie dello Stato Group which on April 10th took part in the periodic meeting of the Transport Working Group of the Italian-Russian Council for Economic, Industrial and Financial Cooperation to take stock of the cooperation between FS and RZD (MoU July 2016 and MoU February 2018) which includes: the development of freight traffic – logistics and transport transported to Italy – along the Italy-Russia-China route, the commercial development of Russian railway stations and cooperation within countries third.
The Centre on Sunday issued mandatory parameters for electric components used in metro rail system like lifts, escalators, tunnel ventilation and environmental control system with an aim to achieve standardisation and indigenisation.
An official from the Housing and Urban Affairs Ministry said that if the state goverments seek Centre’s financial assistance in executing metro projects, they have to follow these parameters.
According to the ministry, the parameters intend to achieve uniformity among technical specification of electrical items used by different metro rail systems for having standardised procurement and indigenisation.
The official said electrical systems used in metro rail systems include lifts, escalators, tunnel ventilation and environment control system, power supply and traction system and electrical and mechanical system (underground and elevated.
“All state governments will have to follow these parameters if they want central government’s financial assistance in executing metro rail systems.
“These specifications have been issued under ‘Make in India initiative’,” official also said.
As per the ministry’s parameters, various types of lights depending on the location of installation should be provided at underground metro stations.
“All Lights being provided at underground stations and parking shall be of LED type for energy efficiency…
“Distribution of the Lighting shall be such that up to 50 per cent of the lighting is fed by UPS System with a back-up of not less than 30 mins in case of power supply failure,” it stated.
About lifts in metro rail system, it stated that minimum 13 passengers (1000 Kg) capacity should be preferred.
“Procurement shall be governed by ensuring minimum 50 per cent local content in compliance to public procurement (Preference to Make in India),” it also stated.
The ministry said environment control system (ECS) constitutes the air-conditioning system, ventilation system and station smoke management to ensure supply of fresh air for the physiological needs of passengers and authority staff under standardised specifications.
Starting from tomorrow, customers can demand for bills at the catering stalls situated at railway stations. The Central Railway authorities have asked all static catering stalls to install point of sale (POS) and/or electronic billing machines and issue bills, by August 31.
Not just this, these stalls will also need to paste stickers stating ‘Food Free, Without Bill’ to inform the customers about it. This would mean that one can demand bills even for simple food like bhel, samosa/vada pav, tea or flavoured drinks etc. served at these stalls at railway stations.
If the stall owner refuses or fails to give bills then the customer would not be charged for the food.
“These stalls cannot refuse bills if demanded by a customer. We know it is difficult to monitor all stalls but then it’s a beginning. This way, there will be no question of overcharging,” said a CR official.
The CR officials claim that the customers can also complain to the authorities. Already, these food stalls have begun keeping swiping machines for those who use debit/credit cards for transactions. The officials added that they will initiate action against stall owners who do not comply with this rule.
Sources said that at many stations like Kurla, Matunga, Lokmanya Tilak Terminus (LTT), Kalyan etc, stalls have installed electronic billing machines. There is already a provision for having e-wallet modes of payment plus QR codes at these catering stalls.
Passenger associations have welcomed the move and have stated that the electronic billing will reduce corruption. “This is a welcome move as there will be transparency, and it’ll reduce corruption drastically. The railways should address complaints at the earliest to make this a success,” said Subhash Gupta, president, Rail Yatri Parishad.
These stalls will also need to paste stickers stating ‘Food Free, Without Bill’ to inform the customers about it.
This would mean that one can demand bills even for simple food like bhel, samosa/vada pav, tea or flavoured drinks etc If stall owner refuses or fails to give bills then the customer would not be charged.
The shipping and railway ministries along with Madhya Pradesh and Maharashtra governments today entered into a pact to implement around Rs 9,000 crore Indore-Manmad rail project. “We are starting a very big railway project from Indore to Manmad. Indore is a commercial hub and from here the containers by using Central railways will come to Manmad and from Manmad they (containers) will go to JNPT (Jawaharlal Nehru Port Trust),” Shipping Minister Nitin Gadkari told reporters here.
The tribal sectors of Madhya Pradesh and Maharashtra, he said, will benefit from the railway line which will cost around Rs 9,000 crore, he said after the signing of the MoU. The project will reduce the distance from Mumbai/ Pune to key central India locations by 171 km. Gadkari said that due to this line the existing route of 815 km will be reduced to 644 km.
Besides Gadkari, Railway Minister Piyush Goyal, Madhya Pradesh Chief Minister Shivraj Singh Chouhan and Maharashtra Chief Minister Devendra Fadnavis were among those present during the MoU signing. Stating that Delhi-Mumbai Industrial Corridor will be connected with the project, Gadkari said the railway line will also be used for the passenger trains.
“In this also the time will be saved and distance of around 215-250 km will be saved. This will be used for the development of the backward area,” he added. Stating that JNPT will invest money in this line, Gadkari said that state governments of Madhya Pradesh and Maharshtra have assisted in the land acquisition work. Ministry of Shipping or its nominated PSUs including JNPT, will be the main promoter of the project with the equity share of 55 per cent. Maharashtra and Madhya Pradesh will have share of 15 per cent each in the project among others.
The project passes through the Delhi-Mumbai Industrial Corridor nodes Igatpuri, Nashik and Sinnar, Pune and Khed, and Dhule and Nardana. The project is estimated to result in cumulative net economic benefits of Rs 15,000 crore in the first 10 years of operations. The project will reduce the logistics cost for the cargo centres located in Northern India such as Lucknow, Agra, Gwalior and Kanpur belt as well as Indore?Dhule? Bhopal region to the gateway ports JNPT and Mumbai.
It will be an alternate route to the existing central and western railway lines and will reduce congestion on the over utilised existing railway network. In addition, it will help in employment generation, reduction in pollution, fuel consumption and vehicle operating costs.
Around 6,000 railway stations will be WiFi-enabled in the next six-eight months, Minister of Railways Piyush Goyal said on Tuesday.
Speaking at the Smart Railways Conclave organised by Federation of Indian Chambers of Commerce and Industry (FICCI) here, Mr. Goyal said that the railways was focusing on smarter project implementation.
“We believe that if we have to leverage digital technology, the basic ingredient is to ensure access to technology in the remotest part of the country. The railways is working on a programme to ensure the last mile connectivity wherever we do not have fibre optics in our network. We are hopeful that in the next six-to-eight months, all railway stations, other than the halt stations, about 6,000 stations will be WiFi-enabled,” he said.
He said that the national transporter will have to start thinking, planning, and working smartly. “I think that’s the change that you would have seen the last four years,” he added.
On punctuality of trains, the minister said that between April 1 and today, punctuality has improved to 73-74 per cent as the railways has made a change by replacing the manual recording of time by station masters with data loggers placed at interchange points across the network that ensure computer generated time.
“We are working on putting a GPS device on every locomotive so that we will have every train marked on mobile phone, knowing exactly where they are.”
He also said that the railways was embarking on making itself efficient in a big way which will save USD 2 billion every year, which otherwise would have to be passed on to the passengers.
“With efficient railways, we won’t have to burden the poor,” he said.
On the occasion, the minister and other dignitaries released two knowledge papers, namely ‘FICCI-EY Report on Make in India in Railways Sector’ and ‘FICCI-AT Kearney Report on Technology: Transforming Railways Transportation’.
The government today said that JNPT, Railways and state governments of Madhya Pradesh and Maharashtra will enter into a pact tomorrow for implementing Rs 8,574.79 crore Indore- Manmad Railway Line Project.
“An MoU will be signed tomorrow between JNPT- Ministry of Shipping, Ministry of Railways, Govt of Maharashtra and Govt of Madhya Pradesh for implementation of 362 km Indore- Manmad New Railway Line Project,” the shipping ministry said in a statement.
The project will reduce the distance from Mumbai, Pune to key central India locations by 171 km. “The project passes through the Delhi-Mumbai Industrial Corridor nodes Igatpuri, Nashik and Sinnar; Pune and Khed; and Dhule and Nardana,” it said.
The project is estimated to result in cumulative net economic benefits of Rs 15,000 crore in the first 10 years of operations. Its logistic advantages include providing a shorter route for passenger as well as the freight traffic originating from, terminating or crossing through the region.
The project will reduce the logistics cost for the cargo centres located in north such as Lucknow, Agra, Gwalior and Kanpur belt as well as Indore – Dhule – Bhopal region to the gateway ports JNPT and Mumbai.
It will be an alternate route to the existing central and western railway lines and will reduce congestion on the over utilised existing railway network.
In addition, it will help in employment generation, reduction in pollution, fuel consumption and vehicle operating costs. The Indian Port Rail Corporation Limited (IPRCL) carried out the feasibility, traffic and bankability for the project. Railway Board approved the implementation of the project through IPRCL on Joint Venture SPV model.
“The proposed SPV would be in the form of a Joint Venture Company between Shipping ministry or its nominated PSUs including JNPT (which will be the main promoter), Government of Maharashtra or its nominated PSUs/Entity, Government of Madhya Pradesh or its nominated PSUs/Entity, and others,” it said.
The Ministry of Housing and Urban Affairs has decided to engage NITI Aayog to review the progress of standardisation and indigenisation of Metro rail systems being implemented across the country.
According to the ministry, the move intends to promote the government’s ‘Make-in India’ initiative while executing Metro rail projects in states.
An official said the ministry has standardised specifications of rolling stock, signalling and telecom systems for Metro rails across the country.
“It has been decided that NITI Aayog’s Member (Science) will review the progress of standardisation and indigenisation of Metro rail systems by the Housing and Urban Affairs ministry to ensure time- bound progress,” the official said.
In June this year, Prime Minister Narendra Modi had approved a proposal to set up a committee headed by Metro Man Sreedharan to lay down standards for Metro rail systems in the country.
Official said indigenisation will be ensured in several Metro rail systems being implemented across the country.
According to data available with the Housing and Urban Affairs ministry, there are around 22 ongoing and under-construction Metro rail projects in Delhi, Bangalore, Mumbai, Lucknow, Chennai, Nagpur, Pune, Kochi, Ahmedabad, Noida-Greater Noida, Hyderabad, Jaipur, Kolkata and Gurugram.
The ministry said Phase-IV of Delhi Metro is expected to complete by December, 2020 while Phase-II of Bangalore Metro (72 km length) will be completed by March 2021.
Besides, Metro project having proposed length of 23 km in Uttar Pradesh’s capital Lucknow is expected to be completed by March 2019.
Also, the Nagpur Metro project, which was sanctioned in March 2018, will be completed in December 2019.
Noise pollution generated by transport is acknowledged to be a major environmental problem. The use of environmental noise barriers, already widespread in Europe and the USA is now becoming increasingly important, changing the face of our road and railway networks and this in large urban areas is regarded as a growing problem of communities and there are various factors that contribute to increase of noise levels in urban areas.
One of the factors is the increase in urban population, which contributes to high traffic volume combined with increased intensity. In most urban areas, the corridors are developed in a close proximity where people live and work, which led to limited space and thus increase the number of high rise buildings. This type of settlement created a dense environment in urban areas, thus increasing the traffic volume.
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Numerous countries have implemented new technologies to control noise pollution in urban areas. For example, low noise generating engines, changes in quality of vehicle tyres and changes in road material and these technologies have proven to reduce the noise on individual scale and as the overall noise pollution in urban areas is still increasing because of increasing traffic volume.
It is of great importance that noise modelling software on multiple noise scenarios and must be able quickly and reliably to turn these models into noise maps and these maps are used to assess and monitor the influence of the noise effects as well noise maps can be helpful in planning and decision-making processes for reducing the noise pollution.
The primary function of noise barriers is to shield receivers from excessive noise generated by rail road traffic. While the onus of mitigating road traffic noise lies with the road projects, noise barriers are considered the most reasonable noise mitigation measures available.
Many factors need to be considered in the detailed design of noise barriers. First of all, barriers must be acoustically adequate. They must reduce the noise as identified in the EIA studies. A proper design of noise barriers would need due considerations from both acoustic and non-acoustic aspects. Acoustical design considerations include barrier material, barrier locations, dimensions and shapes. However, they are not the only requirements leading to proper design of noise barriers.
Also, non-acoustical design considerations is equally important as is often the case, the solution of one problem (in this case noise), may cause other problems such as unsafe conditions, visual blight, maintenance difficulties, lack of maintenance access due to improper barrier design and air pollution in the case of full enclosures or deck over. With proper attention to maintainability, structural integrity, safety, aesthetics, and other non-acoustical factors, these potential negative effects of noise barriers can be reduced, avoided, or even reversed for aesthetic aspects.
Choice of Material – Road side noise barrier is classified as follows.
Reflective type- transparent and non-transparent
Absorptive type- sound absorbent materials and possible finishes of absorptive panels
Earth landscaped mound and retaining structures
Mixed type- a combination of the above types
One of the key features in all structures is the material ultimately chosen. Despite the above classification, the materials could largely be classified as reflective and absorptive. The determination whether reflective or absorptive or the combination of both can be chosen through are EIA studies.
Cleaning of material
With the passage of time, barrier surfaces may become stained by contaminants such as water-splash from the road surface, airborne grime, bird droppings, honeydew or sap from overhanging trees. Concrete or masonry noise barriers may not need cleaning in certain locations as the surfaces would be washed by rain water and their textured finish may control staining. Flat surfaces, however, will require regular cleaning as contamination will be more apparent and will detract from the appearance of the barrier. High pressure water jets mounted on purpose-built tankers, or hand washing with brushes and low pressure water are suitable treatments.
To completely killing the noise pollution in Indian scenarios like Europe and the USA, the below check list have to be considered in the design stage of the material
1. The intensity for wind load and calculations for acoustic performance.
2. The quality of the materials proposed to be incorporated in the barrier, particularly those, if any, that are not included in the Material Specifications.
3. That the structural grades of materials used are in accordance with those quoted in the calculations.
4. The supply, transportation and storage of noise barrier materials. Workmanship, particularly any pre-installation treatment required and the method of fixing.
5. That the acoustic properties are maintained by the avoidance of gaps, including gaps due to shrinkage or thermal movement.
6. Easy replacement of parts following accidental or willful damage.
7. Security of components and nature of materials used to discourage willful damage.
8. Maintenance access is provided at appropriate location.
Also, the specific considerations on the particular issues like effectiveness, structural integrity, compatibility with the environment, maintenance, safety, ventilation, lighting and installation.
2. Rail Transit Ground-Borne Vibration Transmission and its Control
With the speedy development of urban mass transit system, more and more environmental concerns are focused on the vibrations from underground trains. Vibrations can arise from the passage of trains inside the tunnel and spread through the tunnel and surrounding soil into nearby buildings.
Ground-borne vibration can be a serious concern for nearby neighbours of a transit system route or maintenance facility, causing buildings to shake and rumbling sounds to be heard. In contrast to airborne noise, ground-borne vibra-tion is not a common environmental problem. It is unusual for vibration from sources such as buses and trucks to be perceptible, even in locations close to major roads. Some common sources of ground-borne vibration (other than train) are buses on rough roads and construction activities such as blasting, pile-driving and operating heavy earth-moving equipment.
Vibrations in buildings associated with rail network operations can cause dis-turbance and complaint in a similar manner to noise. It needs to be considered at the infrastructure planning stage as it is difficult to mitigate retrospectively.
The vibration of the transit structure excites the adjacent ground, creating vibra-tion waves that propagate through the various soil and rock strata to the founda-tions of nearby buildings. The vibration propagates from the foundation through-out the remainder of the building structure. The maximum vibration amplitudes of the floors and walls of a building often will be at the resonance frequencies of various components of the building. The below figure shows the propagation of ground borne vibration into buildings Characteristics of Vibration Signal.
Amplitude → Frequency → Phase → Orbit
Types of vibration pick up
Proximity Probe → Velocity pick up → Accelerometer
Criteria for selection of above pick up
-Shaft Vibration Measurement
-Key Phaser Marker
-Shaft Centre Line Position
-Best suited for 1 to 500 Hz. Velocity Pick up
-For bearing and structural vibration
-Best suited for 10 to 1000 Hz. Accelerometer
– For high frequency range
– Best suited for 1000 Hz onward
Even though the vibration is considered at the infrastructure planning stage and still vibration persists in the underground corridors means, the following may be the reasons
One of the major problems in developing accurate estimates of ground-borne vibration is the large number of factors that can influence the levels at the re-ceiver position. The physical parameters of the transit facility, the geology, and the receiving building all influence the vibration levels. The important physical parameters are as below.
Operational and Vehicle Factors: This category includes all of the parameters that relate to the vehicle and operation of the trains. Factors such as high speed, stiff primary suspensions on the vehicle, and flat or worn wheels will increase the possibility of problems from ground-borne vibration.
Guide way: The type and condition of the rails, the type of guide way, the rail support system and the mass and stiffness of the guide way structure will all have an influence on the level of ground-borne vibration. Jointed rail, worn rail, and wheel impacts at special track work can all cause sub-stantial increases in ground-borne vibration.
Geology: Soil and subsurface conditions are known to have a strong in-fluence on the levels of ground-borne vibration. Among the most im-portant factors are the stiffness and internal damping of the soil and the depth to bedrock. Experience with ground-borne vibration is that vibration propagation is more efficient in stiff clay soils, and shallow rock seems to concentrate the vibration energy close to the surface and can result in ground-borne vibration problems at large distances from the track. Fac-tors such as layering of the soil and depth to water table can have signifi-cant effects on the propagation of ground-borne vibration.
Receiving Building: The receiving building is a key component in the evaluation of ground-borne vibration since ground-borne vibration prob-lems occur almost exclusively inside buildings. The train vibration may be perceptible to people who are outdoors, but it is very rare for outdoor vi-bration to cause complaints. The vibration levels inside a building are de-pendent on the vibration energy that reaches the building foundation, the coupling of the building foundation to the soil, and the propagation of the vibration through the building. The general guideline is that the heavier a building is, the lower the response will be to the incident vibration energy.
Wayside vibration is important factors in the design of new transit track or retro-fit of existing track. All too often, vibration is ignored until well into the design phase, at which point incorporation of the most cost-effective solutions may not be possible. Successful vibration controls require consideration of both the track and the vehicle as a system, because the interaction of the wheel and the rail is responsible for the bulk of wayside vibration impacts. Hence, the vibration control provisions should be included in track design to avoid impacting wayside communities.
Vibration can usually be held to acceptable levels at reasonable cost with ap-propriate design and maintenance provisions, especially if the vehicle and track are considered as a system rather than as separate, independent components. For example, expensive track vibration isolation systems might be avoided where vehicles with low primary suspension vertical stiffness are used, whereas vehicles with high primary suspension stiffness might produce vibration that might require a floating slab to isolate the track- an expensive proposition. The choice of vibration isolation provisions depends on vehicle dynamic characteristics, and the track and vehicle design teams must coordinate their designs during and after the early stages of the project. Mitigation could involve considerable expense, weight, space, or special procurement. Late consideration of vibration isolation may preclude some treatments simply because insufficient time exists to obtain them or to implement design changes. The following steps are considered to be resolving the vibration Problem
Accurate measurement of vibration data
Collection of operating parameters
Study of history of vibration behaviour / overhauling reports / recurring problem faced
Interaction with O & M personnel
Collection of detailed vibration behaviour at various conditions of opera-tion like no load run, run up, run down, with and without excitation, part and full load operation etc.
Vibration analysis to narrow down the reasons of high vibration
Formulation of action plan (short term / long term)
Implementation of action plan
Response of machine after implementation of action plan
Fresh vibration analysis if prolong the problem persists
Implementation of new action plan
The cycle of vibration analysis and implementation of action plan shall be con-tinued till the vibration problem is satisfactorily resolved.
Vibration control provisions
Numerous methods for controlling ground-borne vibration include continuous floating slab track, resiliently supported two-block ties, ballast mats, rubber pad link with wheels, tire-derived aggregate (TDA), resilient direct fixation fasteners, precision rail, alignment modification, low-stiffness vehicle primary suspension systems, and transmission path modification. Achieving the most practical solu-tion at reasonable cost is of great importance in vibration mitigation design with the below factors of maintainability, ease of inspection, and cleanliness.
The main vibration mitigation consideration is as below.
Mitigation, subject to feasibility, where vibration impact of 25% or more is predicted.
Mitigation performance required in range of 2-13 dBV minimum attenua-tion, at frequencies as low as 25 Hz.
Installation of 400 mm deep ballast and 40 mm thick continuous resilient ballast mat expected to achieve required vibration isolation in zones where vibration impact is identified.
Possible vibration mitigation at source
Track measures − minimizing sharp curves to reduce wheel squeal, rail grinding, welding to smooth discontinuities, lubrication, use of soft rail pads, and re-location of signals or turnouts to minimize impacts on sensitive receivers.
Rolling stock measures − wheel truing, on-board wheel lubrication, use of disc brakes, dampening of wheels, use of resilient wheels, wheel vibration absorbers, low-squeal brake blocks and using rolling stock that meets environmentally acceptable vibration.
Besides above measures, the below measures can also be considered for vibra-tion mitigation to the acceptable level.
Increasing the elasticity of track superstructure
Eliminating the running surface discontinuitie
Regular maintenance of the rail running surface
Regular wheel re-profiling
Selecting the appropriate type of rail vehicle
Reducing the speed of rail vehicle
A.Lakshmi Narayanan, (Chief Environmental & Sustainability Expert Representing to MMRDA), Unit No.3 & 4A, The Centrium, 3rd Floor, Phoenix Market City,LBS Road, Kurla(W),Mumbai400070,India. LinkedInProfile He posses very good experience on Environmental Health, Sustainability, Occupational Health, Renewable Energy Technologies in the various overseas countries.
He started his professional career with M/s. Geo-Miller India Private Limited (German Collaboration) where he had an opportunity to carry out the pilot plant bench scale for the chemical factory mother liquor treatment introducing micro-organisms in the reactor and achieved for 99 % efficiency in the treatment.
Subsequently, He was switched over to Sri Ram Institute for Industrial Researchwhere he handled Flue Gas Desulphurization technique in Madras Refineries Limited (MRL).
He has also worked with The Energy and Resources Institute (TERI) and carried out examination of water quality / environmental sanitation and capacity building in Swajal villages of Uttar Pradesh and worked on sensitizing and capacity building of village womenon water resources management and environmental sanitation.
While working with Reliance Infrastructure, He was handling with Compliance to Ministry of Environment and Forests to obtain Environmental Clearance (EC).
Presently, He is representing Mumbai Metropolitan Region Development Authority (MMRDA) on system approaches policies of Environmental Policy, Sustainability in Motion Policy, Energy Management Policy, Water Policy, Waste Management Policy, Quality Policy, Solar Policy etc. including CDM initiation with UNFCCC (United Nations Forum Climate Change on Convention).
In June, Railway Minister Piyush Goyal had proclaimed an objective of multiplying the national transporter’s income to Rs 4 lakh crore by 2025. One of the manners in which he would like to accomplish that is by improving cargo limit since it as of now represents 65 for each penny of its aggregate incomes.
Truth be told, the buzz is that the Indian Railways needs to expand its offer of aggregate cargo development from 33 for every penny to 45 for every penny. No big surprise it is presently looking past the 3,300-km long eastern and western cargo passages as of now being developed.
As per The Economic Times, the Indian Railways wants to contribute Rs 44,000 crore to construct a 1,100-km greenfield cargo passageway along the nation’s east drift to interface Kharagpur in West Bengal with Vijaywada in Andhra Pradesh. As it were, this proposed hall – prone to be reported in the spending proposition for 2019-20 – will interface up the mineral-rich regions of the nation with enterprises in the south and is required to convey around 200 million tons of cargo for each annum.
“There is substantial movement on this course. The work on the proposition is as of now going on,” Anurag Sachan, overseeing chief at Dedicated Freight Corridor Corporation (DFCC), told the every day, including, “We will propose subsidizing from multilateral organizations alongside some value from Indian Railways for the task.”
Be that as it may, before the DFCC directs its concentration toward this passageway, it needs to convey the eastern and the western hallways, which have missed a few due dates. To remind you, the eastern one keeps running from Ludhiana, Punjab, to West Bengal’s Dankuni, totalling 1,856 km. In the interim, the western passageway joins Dadri, close Delhi, to Jawahar Lal Nehru Port, Mumbai (1,504 km).
A source in the railroad service had told PTI after a survey meeting in May that the whole undertaking, being built at the cost of an astounding Rs 81,000 crore, would be finished by March 31, 2020. Unexpectedly, this is India’s first super railroad venture since Independence.
The report included that the main period of the two passages – 432 km of the western hallway and 343 km of the eastern one – is probably going to be operational before the finish of the current financial itself.
The western passageway is being subsidized by Japan International Corporation Agency while the eastern hall from is as a rule mostly supported by the World Bank.
Whenever prepared, these committed halls would facilitate the weight of the current railroad arrange and reinforce the financial spine of the nation. Cargo prepares on these passages will keep running at 100 kmph as against the present greatest speed of 75 kmph on Indian railroad tracks. The normal speed of cargo trains will likewise increment from existing 26 kmph to 70 kmph. This won’t just altogether decrease the movement time amongst Delhi and Mumbai and Delhi-Howrah, the nation’s most congested rail courses, yet in addition enable the Railways to run more prepares.
What’s more, obviously, cargo limit will shoot up. The every day reports that once operational, these halls will build the national transporter cargo conveying ability to more than 2,000 million tons, up around 66% from the current 1,200 million tons.
“It will likewise prompt lessening in cost of cargo transportation,” included Sachan. All things considered, as the Railways includes greater limit, its cargo rates will descend and that, thus, will build volumes.
Siemens will supply Austrian railway operator OeBB with trains worth up to 1.5 billion euros ($1.71 billion) in a timely boost ahead of a merger of the German group’s trains business with French rival Alstom.
OeBB and Siemens have signed a framework agreement for delivery of up to 700 trains over the next five years, the companies said on Friday, with an initial 375 million euro order of 21 long-distance trains for delivery by 2022.
The trains can be used in Austria, Germany, Switzerland and Italy and can be adjusted for use in countries including Slovenia, Croatia, Hungary and Poland, Siemens said.
Production will start in April next year.
Austrian order comes three weeks after Alstom secured a 2.7 billion euro order from France’s SNCF [SNCF.UL] for a new version of the high-speed TGV train.
Siemens and Alstom agreed in September to merge their rail operations with combined sales of about 15 billion euros in a move aimed at reducing their vulnerability to the global expansion drive of Chinese rivals.
However, the companies, both strong in high-speed intercity trains, have to wait until November to see whether the European Union approves the plan after regulators investigate whether competition and travelers would be disadvantaged.
On 25th July, Alstom sent first Citadis 305 LRV for Kaohsiung from Alstom’s plant in La Rochelle, France.
However, The vehicle got shipped on 3rd August from the Belgian port of Antwerp. This vehicle is supposed to arrive at the Keelung port in the north of Taiwan in early next month. From keelung port, it will be transport to Kaohsiung via road.
Alstom received a contract to supply 15 numbers of Citadis LRVs from China Steel Corporation in January 2017 for the 13.4km Kaohsiung Circular Line Stage 2.
These are five-section bidirectional LRVs and are equipped with permanent magnet motors and Alstom’s Citadis Ecopack onboard storage system for catenary-free operation, which draws current from the catenary via the pantograph in a 20-second charging cycle during stops at stations.
It is said by Kaohsiung Mass Rapid Transit that Stage 2 was 38% complete at the end of July this year. Its is also said that Installation of electromechanical systems gets completed on the section from the Stage 1 terminus at Hamasen to Singlong Road. Testing for the said stretch is expected to begin in next month.
To start the trial run in September, Chennai Metro has started installation of railway systems equipments like signalling systems on the Anna Salai Route. Civil and Track works at stations are mostly completed.
Metro Section from Washermenpet to AG-DMS which is neary 10km is expected to start its COD by end of this year or early 2019.
Signalling Systems are very important to run the train in automatic mode and also for platform screen door at stations.
A CMRL official said “We have completed installation of signalling systems between Washermenpet and Central Metro”. ” Work is now progressing from Central to AG-DMS. We have yet to fix a date in September for trial runs.”
Washermenpet to AG-DMS section is the only remaining part to be completed in the 45km of phase-1. This stretch from Washermenpet to AG-DMS includes total 8 underground stations.
After getting this line operational, passengers can reach Chennai Airport in 45 minutes via Anna Salai Route.
Dubai Electricity and Water Authority (DEWA) commissioned the 2MWp Solar Carport Project, at its headquarters and at the Ministry of Climate Change and Environment (MOCCAE) building. DEWA launched the project last year as part of the Shams Dubai initiative, to increase reliance on clean energy, support the Smart Dubai initiative and achieve its vision of becoming a sustainable innovative world-class utility.
This project covers a total of 885 parking spaces in the two locations, using 6,700 locally manufactured solar modules, spanning an area of 13,200 square metres with a total production capacity of 2,000 kW. This is equivalent to a reduction of about 1,500 tons of carbon emissions annually.
“The Solar Carport project in DEWA’s headquarters and at MOCCAE is part of our efforts to encourage the public to benefit from DEWA’s Shams Dubai initiative. This project supports the Smart Dubai initiative, launched by HH Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai, to make Dubai the smartest and happiest city in the world. It also achieves the objectives of the Dubai Clean Energy Strategy 2050 to make Dubai a global hub for clean energy and green economy by providing 7% of its total energy from clean energy sources by 2020, 25% by 2030 and 75% by 2050,” said HE Saeed Mohammed Al Tayer, MD & CEO of DEWA.
“Through this project, we intend to enhance the happiness of our stakeholders, promote the concept of green and sustainable buildings, and instil a sustainable culture of energy consumption. We also aim to reduce the reliance on traditional energy sources, by helping Dubai’s Governmental entities meet the target set by the Dubai Supreme Council of Energy to cut 20% of energy consumption in all government buildings by 2020. This is aligned with the UAE Vision 2021 to create a sustainable environment, and the Dubai Plan 2021 to make Dubai a smart and sustainable city with clean, healthy and sustainable environmental elements,” added Al Tayer.
Al Tayer stated that the Shams Dubai initiative, launched by DEWA in 2015 has been very successful. The initiative encourages homeowners to install photovoltaic solar systems on the rooftops of their buildings and connect them to DEWA’s network. Through Shams Dubai, a total of 1,145 buildings have been connected to DEWA’s network, with a total capacity of 49.9 MW, and additional requests of more than 323.83 MW in capacity. DEWA is also working to increase this number to reach all buildings in Dubai by 2030.