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.