Metro Rail News November 2017

November 2017 / Monthly / Vol. I / Issue 11 

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CONTENTS 

11 News Highlights 16 Mass Transit System – Security 

Challenges 

(By Onkar Thakur, Chief Security Expert, PADECO) 

24 Smart Ticketing System in 

Metro Rail 

(By IJAREEIE) 

31 Hyperloop Technology : Future 

of Smart Public Transport 

(By Matthew Field, The Telegraph) 

3 Metro Rail News Magazine Subscription Form 

7 Editorial Advisory Board 

8 Editor’s Note 

4 

© METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN

35 First Bullet Train in India: All 

features you must know 

(By Metro Rail News) 

39 New Metro Rail Policy : 

Setting Credible Goals? 

(By Pooja Chatterjee, ELP) 

43 Meet Annie Roy : The Only 

Women Tunnel Engineer in India 

(By Metro Rail News) 

45 Live Tender Notices 

47 Upcoming Events 

48 Metro Rail Current Job Openings 

49 Metro Rail News Print/Digital Advertising Booking Form 

© METRO RAIL NEWS | NOVEMBER 2017 | WWW.METRORAILNEWS.IN 

5

EDITORIAL BOARD 

(November 2017) 

Vol. I / Issue 11 | November 2017 

Managing Editor 

Mamta Shah 

Group Editor 

Shashi Prabha 

Director Advertising 

Rajesh Maheshwari 

Director Digital Media 

N. K. Shah 

Editorial In-charge 

Aradhana Patel 

IFS (Retd.) Kishor Dudani 

Advocate, Ex. Dy. Secretary 

Ministry of External Affairs, Govt. of India 

New Delhi (India) 

Sunil Srivastava 

Member Governing Council 

Institute of Metro & Rail Technology 

Hyderabad (India) 

Circulation In-charge 

Priyanka Sahu 

Editorial & Business Office 

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The Editorial Board may or may not concur with the views expressed 

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Printed, Published and Edited by Mamta Shah at Friends Digital 

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110019 on behalf of Symbroj Media Pvt. Ltd., 32B, J.P. Complex, 

Patparganj, Mayur Vihar Phase-I, New Delhi – 110091, INDIA 

Percy Bernard Brooks 

Project Management Specialist 

Faiveley Transport Rail Technologies 

Bengaluru (India) 

Haru Imam 

Project Control Engineer 

Persons Corporation 

Saudi Arbia (UAE) 

Ismail Sariman 

MEP Construction Manager 

Louise Berger Egis Rail JV 

Qatar (UAE) 

Yadav Bharanidharan 

Consultant 

Riyadh Metro Rail Project 

Riyadh (UAE) 

Ved Mani Tiwari 

President & COO 

Sterlite Power Transmission Ltd. 

New Delhi (India) 

Yogesh Dandekar 

Sr. Manager – Industrial Design 

TATA Elxsi Limited 

Pune (India) 

Journalist, Md. Tariq Khan 

Special Correspondent 

Hindustan Times 

Lucknow (India) 

Sanjay Kumar Agrawal 

Dy. General Manager 

Metro One Operations Pvt. Ltd. 

Mumbai (India) 


7

Editor’s Note 

Dear Readers, 

Seasonal greetings from Metro Rail News ! 

The government of India will spend Rs 2.5 lakh crore to implement metro rail projects in various Indian cities. The spending 

will be over the next five years, eventually helping not only the stressed infrastructure companies to present stronger 

financial results, but also companies involved in manufacturing and supply of rolling stock, said ratings agency ICRA. 

The government of India has standardized specifications for rolling stock and signalling systems for metro rail so that 

‘Make in India’ can be promoted. 

Prime Minister Narendra Modi, during the inauguration of Kochi Metro, had said that a number of initiatives have been 

taken to enhance public transport in the cities. Foreign investment has been invited in this sector. Fifty cities in India are 

ready to implement metro rail projects. 

In fact, in September 2017, the Union government also issued a new Metro Rail Policy to transform cities, from being 

transit dependent to being transit oriented. 

Due to differences between the government and private players over Concession Agreement clauses, PPP metro projects 

have had a failed start. 

In India, there have been five metro projects with private equity participation, namely Delhi Airport Metro Express (which 

is now managed by Delhi Metro Rail Corporation), Reliance Infrastructure-led Mumbai Metro One, Hyderabad Metro with 

majority owned by Larsen & Toubro and two wholly private Rapid Metro in Gurugram by IL&FS. 

There has also been a demand by certain sections of the state government, particularly, Maharashtra to amend the Metro 

Railways Act to make it more relevant for PPP metro rail projects. The existing regulation was formed with a view of 

government-owned metro lines, said a state official. Going by the developments in PPP metro projects, it is better to opt 

for EPC projects. Right of Way and clearances are among the major issues in executing such a project. 

Many large Indian construction companies have taken up metro rail projects. While ITD Cementation has bagged the 

highest number of EPC projects, Larsen & Toubro has exposure to both EPC and PPP contracts. Other companies like 

Afcons, NCC, IL&FS Group, Simplex Engineering, J Kumar, etc. also have sizeable metro contracts. 

Over the next three to five years, with a sizeable pipeline of projects in these segments, the order book of construction 

companies with strong track record and healthy balance sheet are expected to have sufficient order inflows. 

I would like to thank all the contributors and companies who are associated with the Metro Rail News. 

I highly appreciate your support and hope to continue our collaboration further. 

Mamta Shah 


Metro Rail News 

(A Symbroj Media publication) 


8 


OPERATIONAL METRO RAIL PROJECTS IN INDIA 

As on November 15, 2017 (Metro Rail News) 

State/UT Project Date of Begin Length (km) 

West Bengal Kolkata Metro Rail Project (An Indian Railways October 24, 1984 27.39 

initiative) 

Delhi & NCR Delhi Metro Rail Project December 24, 2002 217.90 

Karnataka Bengalore Metro Rail Project October 20, 2011 42.30 

Haryana 

Gurgaon Rapid Metro Rail Project (An initiative 

by IL&FS) 

November 14, 2013 11.60 

Maharashtra Mumbai Metro Rail Project (PPP Project by June 8, 2014 11.40 

MMRDA) 

Mumbai Mono Rail Project (An initiative by February 2, 2014 9.00 

MMRDA) 

Rajasthan Jaipur Metro Rail Project (An initiative by State June 3, 2015 9.60 

Government) 

Tamilnadu Chennai Metro Rail Project June 29, 2015 27.36 

Kerala Kochi Metro Rail Project June 17, 2017 18.30 

Uttar Pradesh Lucknow Metro Rail Project September 5, 2017 8.50 

Total operational length (in KM) 383.35 

Metro Rail Operational Network in India 

Total operational length (in KM) 

Uttar Pradesh 

Kerala 

Tamilnadu 

Rajasthan 

Maharashtra 

Haryana 

Karnataka 

Delhi & NCR 

West Bengal 

8.50 

18.30 

27.36 

9.60 

9.00 

11.40 

11.60 

42.30 

27.39 

217.90 

383.35 

0 100 200 300 400 500 


9

NEWS HIGHLIGHTS 

NATIONAL 

OCT 1, 2017 • UD Ministry to examine issues raised by CM Kejriwal on metro fare revision by 

Delhi Metro Rail Corporation (DMRC). 

OCT 2, 2017 • Maha Metro Rail Corporation’s Nagpur Metro reaches trial stage in two years. 

OCT 3, 2017 • Kochi Metro Rail Limited (KMRL) opened second reach for public, now cover 18 

km 

• Institution of Civil Engineers (ICE) awarded East West Metro Rail Project of 

Kolkata Metro Rail Corporation (KMRC). 

OCT 5, 2017 • Delhi Govt. wanted to stop metro fare hike of Delhi Metro Rail Corporation 

(DMRC). 

• Kochi Metro Rail Limited (KMRL) Board submitted Kochi development plan to 

Central Government for approval. 

• Uttar Pradesh housing board released Rs 31 crore fund to Delhi Metro Rail 

Corporation (DMRC) for Ghaziabad metro rail project. 

• Govt. of India signed contract with European Bank for lending of Rs2293 crore 

for Bangalore Metro Rail Project. 

• Central Government to review DPR of proposed Chandigarh Metro rail project. 


11

OCT 6, 2017 • Central Government shown their inability to put Delhi Metro fare hike on 

hold, said Union Housing & Urban Affairs Minister. 

OCT 7, 2017 • Hardeep Singh Puri said, Around 50% of India would be urban by 2030. 

OCT 9, 2017 • Delhi Govt ready to takeover DMRC project, CM Arvind Kejriwal said on 

Fare Hike issue. 

• Ambassador of Czech Republic to India visits Lucknow Metro and takes 

metro ride. 

• DMRC rejected Kejriwal’s request, fare hike to be effective from tomorrow. 

OCT 11, 2017 • Dr. E Sreedharan suggested Lucknow Metro Rail Corporation (LMRC) to cut 

down on operational cost. 

• Alstom started production of electric locomotive manufacturing in India. 

OCT 13, 2017 • DMRC’s Kalkaji-Botanical Garden Magenta Corridor (Line-8) ready for 

commissioning 

OCT 15, 2017 • PM Narendra Modi will inaugurate Hyderabad metro train services for 

public on Novemebr 28, 2017 

OCT 16, 2017 • China delayed India’s Chennai-Bangalore-Mysore high-speed rail project 

• Maha Metro Rail Corporation Ltd. sought latest tunneling technology for 

Pune metro rail project 

• Noida Metro Rail Corporation (NMRC) to received first metro train in end of 

December. 

OCT 17, 2017 • Chennai Metro Rail failed to ‘break through’ after long wait. 

OCT 21, 2017 • Amaravati Metro Rail Corporation (AMRC) canceled MoU signed with DMRC 

for Vijayawada metro rail project. 

OCT 22, 2017 • Lucknow Metro Rail Corporation (LMRC) planning to generate revenue from 

property business. 

• Pillar collapses during ongoing construction of Mumbai Metro Rail Project-7, 

one worker injured 

• IITian Silpy Agrawal helped map MEGA Metro rail project 

OCT 24, 2017 • Delhi Metro Rail Corporation (DMRC) planning to start clock room and porter 

facility at some metro stations 

OCT 26, 2017 • Maharashtra State cabinet approves Swami Samarth Nagar-Vikhroli Metro 

link of Mumbai Metro Rail Project. 

OCT 27, 2017 • NGT warns Delhi Metro Rail Corporation (DMRC) of halting metro services 

over extracting ground water without taking permission from competent 

authorities. 

OCT 29, 2017 • Delhi Metro employee came into electrocution grip at DMRC’s Faridabad RSS 

• Metroman Dr. E Sreedharan shown his pleasure with Hyderabad metro rail 

project works 

12 



13

OCT 29, 2017 • Mumbai Metro Rail Corporation (MMRC) planning to integrate Metro 3 with 

bullet train terminal at BKC 

• Dwarka expressway sectors residents sought metro rail connectivity in area 

• Delhi Metro Rail Corporation (DMRC) finalized DPR of Navi Mumbai Metro 

Rail project to connect two city airports with metro rail 

• DMRC staff demanded rectification of pending issues, threatens strike from 

Monday 

OCT 30, 2017 • Another Delhi metro employees came with electrocution grip at 

Indraprastha RSS 

• Delhi-Ghaziabad-Meerut Rapid Rail to get connectivity with three Delhi 

Metro stations 

OCT 31, 2017 • Bentley Systems planning to expand engineering and infrastructure business 

in India 

14 


Mass Transit System: Security challenges 

P 

rime Minister Narendra Modi and Japanese 

Prime Minister Shinzo Abe on September 14, 

2017, laid the foundation stone for India's first 

bullet train project, connecting Mumbai and 

Ahmedabad, in Ahmedabad. The 508-km Mumbai- 

Ahmedabad High Speed Rail Project will entail an 

estimated cost of Rs.1.10 Lakh Crores, thus by far 

the most expensive transit project in India. The 

508-km stretch will have 468 km of elevated track, 

27 km inside tunnel and the remaining 13 km on the 

ground. The distance of 508 km will be covered in 

two hours and seven minutes. According to railway 

ministry officials, the operating speed of the bullet 

train will be 320 kilometers per hour and maximum 

speed will be 350 kilometres per hour. The High 

Speed Rail Corporation of India Ltd (HSRC) has 

already planned for five more high speed corridors 

including a Diamond Quadrilatral (Delhi-Kolkata, 

Delhi-Mumbai & Mumbai-Chennai). 

- Onkar Thakur 

Chief Security Expert, PADECO 

After metro, the high speed corridor is next big 

thing is the Indian mass transit system. Currently 

there are 10 operational metro systems (also 

known as mass transit system) in 8 cities in India 

covering a distance of 370 km. A further 520 km 

of lines are under construction. In May 2015, 

union government approved the Union Urban 

Development Ministry's proposal to implement 

metro rail systems in 50 cities. The majority of 

the planned projects will be implemented 

through special purpose vehicles, which will be 

established as joint ventures between the Union 

and respective State Government. The Union 

Government will invest an estimated ₹5 Lakh 

Crore (US$78 billion). 

16 


In August’17, central government approved new 

metro policy, according to which, the Metro rail 

projects will be approved and aided by the Central 

government only if there is private 

participation and the projects ensures last-mile 

connectivity for commuters. The policy allows 

respective states to formulate rules and 

regulations and it empowers them to establish 

permanent fare fixation authorities. This opens up 

multiple avenues for investment by private players 

in mass transit systems. 

System Associated Challenges 

In all the metro systems, which are operational, in 

India we have different security agencies providing 

security cover, it’s pertinent to mention here that 

metro systems across the globe are the second 

most threatened entities after aviation industry. 

The level of security arrangements in all the 

metros in India are just secondary to airports on 

technical capabilities but when it comes to man 

guarding, baring DMRC, all the metros are secured 

by various private and state owned security forces 

with no unified command or well defined security 

regulation. 

There have been multiple attacks on metro 

systems across the globe, the most recent was in 

April 2017 at Saint Petersburg Metro Train in 

Russia, where a briefcase bomb packed with 

shrapnel exploded on a the train between 

Sennaya Ploshchad and Tekhnologichesky Institut 

stations. A total of 14 people were killed, and 64 

others were injured. While transportation security 

officials had been aware of the possible threat of 

terrorist attacks on transportation networks for 

some time, these tragic events exposed both 

vulnerabilities in security systems and the previously 

unimaginable consequences of such breaches. The 

extensive use of metro transit systems by many 

sections of the public makes them highly attractive 

targets for terrorists wanting to maximize 

commotion and destruction. Accordingly, concerns 

about metro transit security rank high among metro 

authorities and transit passengers. The vulnerability 

of metro systems lies in the fact that they are very 

open and accessible, with fixed, expectable routes 

and access points. Their openness and 

inconspicuousness make it easy for potential 

terrorists to fleece in crowds without arousing 

suspicion. Securing such open and public systems 

presents a series of problems. The volume of 

passengers makes it impossible for metro operators 

to employ many of the security procedures used in 

the aviation security. Preventive security measures 

on metro, such as the screening of passengers and 

luggage with X-ray scanners and metal detectors, 

hand searches, passenger profiling, sniffing dogs, 

and armed guards, lead to painful delays and costs. 

The need for metro operators to offer mass transit 

systems that are accessible, convenient, and 

affordable for daily users therefore conflicts with 

many security objectives. Attractive, convenient 

public metro transit systems help to mitigate many 

of the problems of widespread auto/bus/local train 

use, and provide mobility for those who do not have 

access to cars, including the young, elderly, disabled, 

and poor. Therefore, balancing metro riders’ desire 

for convenience, accessibility, and affordability with 

security measures presents a challenge to transit 

operators. 

International Security Scenario 

Security of mass transit systems is a global issue. 

Indeed, many transit systems around the world have 

been victimized by terrorists, including the metro 

systems of New York, London, Paris, Tokyo, Madrid, 

Saint Petersburg and Moscow. An analysis of 


17

terrorist attack trends indicates that their lethality 

has increased over time. In addition, the number 

of attacks against mass transit systems increased 

in the 1990s and 2000s. A 1997 survey sponsored 

by the Transportation Research Board (US) 

assessed both the perceptions of transit system 

managers regarding terrorism and security as well 

as the status of agencies’ existing emergency 

preparedness, planning, and response 

procedures. Metro systems ranked the highest in 

terms of the perceived risk as targets of terrorism. 

Detonation of explosive devices was perceived to 

pose the greatest threat to transit systems. 

International case studies of surface mass transit 

systems, mainly mass transit systems that have 

suffered terrorist attacks can offer examples of 

both vulnerabilities to terrorist threats, and 

effective measures for their prevention, 

mitigation, and response. Such case studies offer 

lessons on preparedness, response, and recovery 

that may apply to other transportation systems 

with similar physical and organizational 

characteristics. The existing literature on transit 

terrorism does not identify and compare the 

social and environmental characteristics of the 

mass transit systems that have been hit by 

terrorism, or the strategies that transit agencies 

around the world are adopting to offer protection 

to their riders. While intelligence systems have 

globalized rapidly in response to recent terrorist 

attacks, planning to prevent and mitigate terrorist 

attacks on transit systems is far more insular. 

Additionally, most research on transit terrorism 

has centred on the role of policing and technology 

in mitigating terrorist attacks. There has been far 

less investigation of how system design and public 

education may be employed to both reduce the 

likelihood of attacks and minimize the impact of 

attacks when they occur. 

Learning From Best Practices: 

• Open nature of Metro systems 

Public metro transit systems are an essential part 

of urban life. They are, by definition, open, 

dynamic systems that cannot be closed and 

regulated like the air transport system. The challenge 

is especially daunting given a growing wave of suicide 

bombers who are willing to risk capture or death to 

execute an attack. We must admit that there is an 

innate vulnerability to the system, and if you want to 

run an open mass transit system you live with the 

vulnerabilities and try to wrestle them through 

intelligence and stopping these people before they 

actually get in. At the very least, they reflect 

formidable challenges to security planning for open, 

accessible transit systems. 

• Return on Investment 

Metro operators are struggling to balance the costs 

and (uncertain) benefits of increased security against 

the costs and (certain) benefits of attracting 

passengers. Metro operators endeavour to provide 

safe, fast, and reliable service at a reasonable price. 

Thus, from the perspective of transit system planners 

and operators, safety and security are important, 

albeit intermediate, means to the end goal of carrying 

passengers. There comes a point at which the 

businessman (metro operator) will say that the 

security measures will cost him more than the 

revenues. The key issue for addressing risk is to get 

things down to ‘ALARP’ as we call it, ‘as low as 

reasonably practical.’ 

• Lack of Coordination 

Given the varying roles and mandates of agencies of 

the central government (MoUD & MHA), security 

agencies, intelligence services, police agencies, and 

metro operators on matters of security, close 

coordination and cooperation are critical to effective 

metro security planning. There is a need for a multilayered 

and multipronged system of security in which 

various agencies play very different roles. The mass 

transit industry, because it’s public, is very mutually 

supportive. Resilience is about coordinating and 

facilitating efforts of all the disparate, separate 

agencies to ensure better quality of performance, 

aiding and leading to a more effective prevention or 

recovery than might otherwise be the case. 


19

• Standardization of Security Plan 

An important benefit of improved coordination 

is standardization of security protocols, security 

technology, emergency training, security audits, 

and disaster preparedness procedures, and the 

issuance of common guidelines about security. 

While the airline industry has adopted common 

international security standards and procedures, 

many other modes—and in particular metro 

transit—have not done so. While many transit 

agencies typically operating in larger 

municipality areas have planned to develop 

reciprocal integrated fare (like national common 

mobility card – More developed by MoUD) and 

passenger information protocols, efforts to 

integrate and standardize security practices and 

procedures among metro systems in our country 

are relatively new. Standardizing safety 

guidelines and signage, the structure and 

content of security announcements, and the 

marking of emergency exits on trains and in 

stations can all help passengers avoid confusion 

in times of emergency. Likewise, standardizing 

security training of personnel—drivers, 

supervisors, and managers—can improve 

coordination with police, fire, and intelligence 

officials in times of emergency. 

• Significance of CPTED 

The role of Crime Prevention Through 

Environmental Design (CPTED) in security 

planning is growing. The importance of CPTED— 

which considers how the physical design of 

spaces can affect both the likelihood and impact 

of criminal or terrorist activity—as an important 

longer-term strategy to address both crime and 

terrorism on mass transit systems has to be 

understood by the planners. This classification of 

effectiveness is similar to both policing and 

security hardware and technology strategies, 

and well ahead of public education and 

outreach. Security is based on prevention, and 

prevention begins with design. A station 

designed without security criteria would be 

much more insecure and expensive to protect. 

Hence it’s imperative to bring on board security 

expert(s) during the detailed project report (DPR) and 

should be made part of the project planning and 

execution. 

• Controlling Petty Crimes 

Terrorist attacks on transit systems have increased in 

recent years in both frequency and severity. The fact 

remains, however, that metro passengers remain far 

more likely to be victimized by petty crime than a 

terrorist act. Further, studies have repeatedly shown 

that fear of crime is a significant deterrent to transit 

use for many people. So while political attention and 

public resources are currently focused on transit 

terrorism, reductions of personal and property crimes 

on public transit systems could prove to be a 

significant collateral benefit of safer, more secure 

public transit systems. Coincident with new security 

measures on the Tokyo Metro, both robberies and 

thefts are down substantially. Delhi Metro is planning 

to deploy security staff in plain clothes inside metro 

coaches to counter pick pocketing, harassing and 

other petty crimes. Likewise, fewer crimes were 

reported in the period following the implementation 

of random parcel inspections in Madrid. Such 

complementary benefits, however, are not assured 

without careful attention to congruency between 

anticrime and antiterrorism measures, anticrime and 

antiterrorism efforts worked very much hand in hand. 

It’s easier for a terrorist to operate in an environment 

that is disorderly, that does not give the appearance 

that someone is in charge; the area does not look 

secure. Actually taking care of the little things, and 

insuring that there is order and maintenance, sends a 

signal that it’s hard to operate illegally or carry out an 

attack in this environment, this creates a deterrent 

effect. 

Response Mechanism: 

1. Planning, Designing, and Construction: 

It is imperative to incorporate into the planning and 

physical design of a metro transit system the best 

current knowledge of terrorist threats, thereby 

minimizing through system design the probable 

damage of incidents that could happen at any time, 

even years later. The choice of materials for the 


21

(Picture: A typical underground metro station) 

construction of stations and trains, for example, 

should be made on the basis of full consideration of 

terrorist attacks; the provision of ventilation 

systems should include considerations of fire 

suppression, anthrax, and possible chemical attacks; 

the selection of computerized communications, 

CCTVs and control systems should be informed by 

their potential vulnerabilities and maximize their 

ability to continue functioning under difficult 

circumstances, and facilitate responses by 

emergency personnel. 

2. Incident Response Mechanism: 

The vulnerability of metro transit systems to 

terrorist attacks should be reviewed periodically 

throughout the operational life of a metro transit 

system so security officials can refine planning in 

response to evolving threats. For example, 

interagency cooperation should be encouraged and 

staff training should be updated. Sufficient 

information also must be provided to passengers so, 

in the event of an incident, they will know how to 

respond. In addition to the 

actions of metro transit 

operators and their funding 

agencies, police and 

intelligence efforts by local 

security agencies charged 

with counterterrorism 

should be on-going. If and 

when an incident occurs, the 

immediate response— 

including clearance, search, 

rescue, recovery, and the 

restoration of service— 

constitutes a critical stage. 

While these actions may last 

only a few weeks, they 

provide 

invaluable 

information for security 

planners as terrorist 

incidents are such infrequent 

events, deconstructing the 

role of system design and 

operations in worsening or minimizing the effects of 

the attack can be used to help plan and operate safer 

public metro transit systems in the future and 

provide for continuity of operations in emergency 

situations. 

3. Long-Term Recovery: 

The final stage in responding to a terrorist incident 

may last for years, and constitutes the redesign, 

reconstruction, and operation of the system under 

new rules and procedures that are influenced by the 

incident and what has been learned during the 

planning and rebuilding process. This stage also 

involves restoring public trust in the security of the 

transit system. 


23

Smart Ticketing System in Metro Rail 

R 

adio Frequency Identification (abbreviated 

as RFID) has been an emerging technology in 

recent years. RFID technology can be effectively 

employed in number of applications due to its 

penchant for efficiency. Radio Frequency 

Identification (RFID) is a generic term for 

technologies that use radio waves to 

automatically identify and track product, animal, 

or person by means of using RFID tags that are 

applied or incorporated on them. An RFID 

system consists of a tag, basically a microchip 

with an antenna and an interrogator or reader 

with an antenna. A fundamental system of RFID 

consists of two primary components: The 

reader circuit and tag. The RFID tag and the 

reader circuit set up communication via waves 

of electromagnetic nature. 

In most RFID tags contain at least two parts. 

i). First one is an integrated circuit for storing and 

processing information, modulating and 

demodulating a RF signal, and other specialized 

functions. 

ii). Second is an antenna for receiving and 

transmitting the signal. 

The data is stored in RFID tags which respond to 

the reader by transforming the energy of radio 

frequency queries from the reader and sending 

back the information. A computer hosting a specific 

RFID application pilots the reader and it processes 

the data it sends. 

24 


RFID TAG 

RFID tags are the components which are uses for 

the purpose of identification. The tag has a 

sequential arrangement of metal pins. The most 

significant feature of this, is the uniqueness 

exhibited by each of them. Depends on the power 

source applied to the tag and the maximum 

range, the tags are divided into: 

a) Active tag: An active tag has an internal 

battery circuit that supplies power to 

magnetize the tag. 

b) Passive tag: Passive tag is completely 

dependent on the reader for the required 

power. 

The major advantage of the use of this active tags 

is that these tags can broadcast the signals 

efficiently up to a distance of 100 feet whereas 

the latter is limited to a maximum distance of 200 

feet. The tags can further be classified depending 

on the signal transmitted. The active tags transmit 

signals independent of the reader, whereas 

passive tags are completely dependent on the 

signal from the reader to transmit information. 

RFID READER 

The unique digital data of the tag is decoded with 

the help of RFID reader. The RFID reader 

transmits an electromagnetic wave which is the 

input to the tag. The unique arrangement of 

metallic pins is energized due to these 

electromagnetic waves. It results in the 

production of a confined magnetic field. The 

confined magnetic field has an interference 

pattern which is again unique to each metallic 

arrangement of the tag. This interference pattern 

which when read by a RFID reader would produce 

the unique number assigned to the RFID tag and 

thus the address of the tag is obtained . It should 

be noted that the address defers from each RFID 

tag and hence it offers complete resistance to 

duplication. 

With respect to the concepts of RF Identification 

discussed above, the use of the same technology 

in the ticketing system would induce an enhanced 

transparency and offer a suitable platform for 

preventing any fraudulent practices. 

TERSE INTRODUCTION 

The primary requirements for the implementation 

of ticketing system using RFID are: 

i) RFID tags and reader circuit. 

ii) Database system 

iii) door controlled by the system. 

The main advantage of the RFID tag is that each tag 

has a unique sequence number and hence there is 

no possibility of duplication. Also, the cost of 

manufacturing a RFID tag is appreciably less. Hence 

it makes the availability of RFID Tags to the public a 

viable option. For the implementation of this 

ticketing system, a common database system 

should be maintained by the designated 

authorities. The common database has information 

about its entire registered users. The users should 

recharge their account with a certain “minimum” 

credit from any "Value added machine", that 

would be installed by the concerned authorities. 

The RFID tag is such designed that it has all the 

information regarding the users account which is 

being maintained in the database (which includes 

the credit). The deployment of the suggested 

system would also greatly reduce the prevalent 

malpractice and hence would discourage the 

authorities from any fraudulent practice. 

PROPOSED SYSTEM 

RFID 

Tag - 

Unique 

ID 

RFID 

reader 

reads 

the 

Unique 

ID and 

connec 

t it to 

the 

Databa 

se 

Passen 

ger ID 

Credit 

Other 

Info 

Table 1: Structure and precise working of RFID tag. 


25

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27

Passengers entering into the railway station, they 

need to swipe the RFID tag to open the gate to 

entering into the concern platform. Once the tag is 

placed in front of the RFID reader circuit, the latter 

energizes the tag and reads the unique digital data 

stored it. Then the tag reveals relevant information 

to the reader circuit. The RFID reader will have the 

internal memory, which stores the information 

about the RFID tag and it also links it to the 

Common Database. The Display in the RFID reader 

will display the Source and balance information. 

When the customer reaches the destination, they 

need to swipe the card to leave from the platform. 

If the customer have low balance in his card, there 

may be a "Value Added Machine" available in that 

platform itself can added the value. 

the reader circuit placed at the exit point. The 

platform door will open while entering and leaving 

from the platform. The cost equivalent to the 

distance travelled by the user is hence calculated 

and the same is updated in the common database 

system. The detailed operation of the system is 

further explained below. 

RFID 

Card 

RFID 

Reader 

Power 

Supply 

UART 

Micro 

Contr 

oller 

LCD 

Relay 

Drive 

In this proposed system, the passengers need not 

to wait in the ticket counter to get the ticket. It 

saves the time for the passengers. By this system, 

we can reduce the fraudulent activities and 

accidents. 

GENERAL LAYOUT OF RFID SYSTEM INSTALLED IN 

THE TRAIN 

Keypad 

Buzzer 

(Operational Principal) 

Relay 

DC 

Motor 

The RFID reader circuit is installed at the entry 

point and at the exit of the platform gate. When 

the passenger enters the platform gate, the 

passenger should display the tag in front of the 

reader circuit placed at the platform gate. 

Similarly, the passenger, while getting down at the 

desired station, should display the tag in front of 

The passenger entering the platform should 

display/place the RFID tag in front of the reader ). 

When the tag is placed before the reader circuit, the 

tag gets energized and the reader reads the unique 

digital data behind it. Hence the tag reveals relevant 

information to the reader circuit. The reader circuit 

stores this information in its internal memory 

temporarily and also links to the common database 

system which has all the details of the particular 

passenger. If the information's are correct then the 

door will open. If the user don’t have the enough 

balance then the alert tone will be given by the 

buzzer. 

Station 

Rupees 

1 A 

2 B 

3 C 

Table 2: Station Vs Rupees 

28 



29

As mentioned previously, instead of each and 

every user manually entering the point of entry 

and destination, the user just has to place the tag 

before the reader circuit while entering and 

getting down at the destination station. 

It should be noted that the database system has 

programmed information regarding the fare 

deduction corresponding to the distance travelled 

by the user . When the passenger displays the tag 

in front of the reader while getting down, the 

reader (which has previously stored the 

information regarding the same tag/user) equates 

the fare corresponding to the distance travelled by 

the passenger . Hence the fare corresponding to 

the distance travelled by the passenger is 

deducted from the user’s account and the same is 

updated in the common database. 

ACKNOWLEDGMENT TO THE USER 

The travel/transaction details will be instantly sent 

to the user with the use of GSM via Simple Mail 

Service (SMS). This notification is done with the 

help of the database system which has the contact 

details of all its registered users. Hence whenever 

a transaction is carried out using the tag, the 

database system automatically transfer the 

information to the concerned user. This would 

allows the user to know about their travel and 

transactions details. 

FOR LOST TAGS 

As mentioned previously, each RFID tag has a 

unique id. The proposed system is designed that 

the user can be assigned with a new unique id if 

the person loses the tag. This can be done by the 

information provided by the user to the 

authorities. The authorities restore the information 

of the user in the database system to the new 

unique RFID tag which the user can use for their 

future transactions. 

ADVANTAGES 

The proposed model of ticketing system would 

reduce the complexity of the passengers In this 

proposed system, the passengers need not to wait in 

the ticket counter to get the ticket. It saves the time 

for the passengers. By this system, we can reduce 

the fraudulent activities and accidents. .Because of 

the existing system the passengers faced more 

problems like waiting in the line, missing the train 

and so on. In the existing system, the users should 

manually enter the place of entry and destination. 

But in this proposed system, the users need not 

manually enter the place of entry and destination. 

Instead of that, the user just place his unique RFID 

tag in front of the reader while entering and leaving 

the platform and corresponding fare is deducted 

from the user’s account and the door will opened. 

Hence the whole system is fully automated and 

reduces the complexity. In comparison with the 

old system (printed tickets), the proposed model 

would induce several advantages. The conventional 

system uses tickets made by paper. These paper 

tickets are printed everyday on a large scale to meet 

the requirements. “Global warming” and 

deforestation is the primary reason behind it. The 

proposed model would greatly reduce these 

disadvantages and also would prevent the 

fraudulent practices which gives great losses to the 

government. Considering the advantages of RFID 

technology, the RFID tags have almost 100% read 

rate. It is known that the RFID tag and reader 

communicate via transmission of radio waves. 

CONCLUSION 

The proposed ticketing system is presented in this 

paper, the operation would be fully automated, 

efficient, enhanced and cost-effective. The proposed 

system can also be implemented in other places like 

toll gates , bus ticketing and others. The efficiency of 

the RFID system, as mentioned in this paper, would 

make the implementation practical and effective. 

This article is written by R. Valarmathi and G. Karthika, 

ME Communication Systems, Department of Electronics 

and Communication, Agni College of Technology Chennai, 

India and first published in International Journal of 

Advanced Research in Electrical, Electronics and 

Instrumentation Engineering (IJAREEIE). 

30 


Hyperloop Technology: Future of Smart Public Transport 

T 

he futuristic transport system Hyperloop has 

come a long way since entrepreneur Elon 

Musk proposed a "fifth mode of transport" in 

2012. The concept, in which commuters are 

whisked through a tube at speeds in excess of 

700mph, has developed rapidly with inventors 

and investors giving their backing. 

While it may have seemed like fantasy, and there 

are still lots of reasons to be skeptical about this 

"future of transport", plans for Hyperloop and the 

companies behind it are making progress 

towards their first operational tunnels. 

But what is a Hyperloop? Why does Musk back the 

idea? Who are the companies pushing the tech? 

Read on to get beyond the hype and see if you are 

a Hyperloop believer. 

- Matthew Field 

Technology Journalist 

The Telegraph, Tonbridge (UK) 

What is Hyperloop and how does it work? 

Hyperloop is a proposed system of transport that 

would see pods or containers travel at high 

speeds through a tube that has been pumped into 

a near-vacuum. The train pods would either float 

using magnetic levitation technology or float using 

air caster "skis", similar to how pucks travel across 

an air hockey table. 

With so little friction in the tunnel, the pods 

would be able to travel at immense speeds with a 

projected top speeds of 760mph. 


31

The pod would initially launch using an electric 

motor before levitation takes place and the pod 

can glide at cruising speed in the low-pressure 

environment. Tunnels for the Hyperloop would be 

built either above or below ground, at only 

around 3m in diameter, taking up a smaller 

ground footprint than traditional rail and road. 

Many of the current designs feature autonomous 

pods that can be launched on demand as 

frequently as every 20 seconds. Others suggest 

eco-friendly designs, powering the pressure 

pumps with clean energy such as solar. 

weather, twice the speed of a plane and have a 

lower power consumption. He later went on to 

describe his technology as a cross between a 

railgun, Concorde and an air hockey table. 

Musk claimed high-speed rail was too expensive 

and too slow in a paper he released in 2013. For 

distances of around 900 miles, a Hyperloop tube 

would be a more efficient means of transporting 

people and transport, he claimed. 

FAQ | Hyperloop 

What is Hyperloop? 

A mode of transport that propels a pod through a 

low-pressure tube at theoretical speeds of up to 

760mph. The low air resistance allows the pod to 

travel faster than conventional trains. 

Who invented it? 

Elon Musk popularised the idea in a white paper 

in 2013 although the idea of using air pressure to 

move transport has been around since the 18th 

century. 

When will it be built? 

One company, Hyperloop One, says it plans to 

build the first functioning Hyperloop systems by 

2021. It completed and tested its first 500m 

prototype track in the Nevada desert. 

Photo Credit: thenewsgeeks.com 

Will there be one in the UK? 

Possibly. Hyperloop One has proposed routes for 

the UK, although its first targets have been in the 

Netherlands, Finland and Dubai, where it has 

backing from the governments to explore the 

potential of the system. 

Where did the idea come from? 

The idea of travelling through a vacuum tube and 

been around for more than 100 years. In fact, 

some of the very first underground railways in the 

UK ran using an air pressure system. But the 

current idea for the Hyperloop came from Elon 

Musk, the entepreneur behind PayPal, Tesla and 

SpaceX in 2012. 

Speaking at an event in California, he proposed a 

system of transport that would be immune to 

From an early stage, Hyperloop's design was 

made open source. Musk's own commercial reusable 

rocket venture Space X would have input 

in researching and funding the ideas, but would 

not directly make the first Hyperloops. That 

would fall to private investors and entrepreneurs. 

Who is developing the first Hyperloop? 

There have been several companies looking to 

create the first commercial Hyperloop and 

competitions to develop the technology that will 

make the transport system a reality. 

32 


Space X has held initial design competitions for 

teams to build and test pods which could be used on 

the Hyperloop. Running since 2015, there have been 

more than 1,000 team entries to the competition to 

work on system, including a team from the 

University of Edinburgh which has reached the finals, 

to be held in August. 

Since the launch of the competition, companies have 

joined the race to develop the technology. The main 

runners include Hyperloop Transportation 

Technologies and Hyperloop One. 

Other proposed routes include a Hyperloop that 

would cut the time from London to Edinburgh 

to 50 minutes, while other speculated routes 

include several US Hyperloops and an Indian 

track. 

Some other proposed routes are: 

Hyperloop One 

• Estonia-Finland, 56 miles 

• Vienna-Budapest, 150 miles 

Where will the first tracks be built? 

There are tests already underway in Nevada from 

Hyperloop One, which built a 500m test track to 

launch its first pod. But the first Hyperloop may not 

be built in the US, as initial routes first suggested by 

Musk from Los Angeles to San Francisco have failed 

to take off. 

Much of the demand for Hyperloop development 

and testing has come from outside of the US. The 

Netherlands and Finland in Europe have expressed 

interest as becoming the next locations for testing 

tracks by Hyperloop One. Dubai and Abu Dhabi are 

also in the mix, as Dubai's DP World group is a major 

investor in the technology. 

• The Netherlands, 266 miles 

• Corsica-Sardinia, 280 miles 

• Helsinki-Stockholm, 300 miles 

• Liverpool-Glasgow, 339 miles 

• Spain-Morocco, 391 miles 

• London-Edinburgh, 414 miles 

• Poland, 415 miles 

• Cardiff-Glasgow, 657 miles 

• Germany round trip, 1,237 miles 

• Five proposed routes in India 

• 11 other proposed routes in the US 

Hyperloop Transport Technologies 

• Brno-Bratislava, 80 miles 

• Abu Dhabi-Al Ain, 107 miles 


33

SpaceX/Elon Musk 

San Francisco-Los Angeles, 380 miles 

How much will it cost? 

One of the main points stressed by Hyperloop 

converts is the potential cost saving of the 

technology. Compared to high-speed rail travel, 

Hyperloops potentially need far less ground 

space to construct their tunnels and far less 

energy to transport the pods than conventional 

trains. 

Musk projected that his proposed Los Angeles 

route would cost around $6bn, or $11.5m per 

mile, compared to $68bn for a high-speed rail 

link. However, leaked documents from 

Hyperloop One suggested even a shorter 107- 

mile loop in California would still cost up to 

$13bn, or $121m per mile. 

Will Hyperloop actually happen? 

While the project may seem far-fetched, ventures 

backed by Musk have gone surprisingly well so far. 

Plenty of people back the theory behind Hyperloop, 

which has support from several governments and 

funding from transport behemoth General Electric 

and French rail giant SNCF, but the potential cost 

and feasibility of the technology are still to be 

tested. 

In 2017, Hyperloop One began some of its first tests 

on the new technology, firing its pod down a 500m 

test track in Nevada which saw the module reach 

70mph in 5.3 seconds. 

The company's lofty ambitions include having three 

functioning Hyperloop systems in service by 2021. If 

the developers can keep to their schedule the first 

Hyperloop could be ready sooner than you think. 

34 


First Bullet Train in India: All features you must know ! 

I 

ndia’s first bullet train dream will soon be a reality with 

Prime Minister Narendra Modi and his Japanese 

counterpart Shinzo Abe laid the foundation stone for the 

ambitious project on September 14, 2017. Not just that, if 

Indian Railways has its way, you may get to travel on the 

Ahmedabad-Mumbai bullet train in less than 5 years time! 

The Narendra Modi government has set an ambitious 

deadline of starting the bullet train on August 15, 2022 – 

the day that India marks its 75th year of Independence. 

The gigantic infrastructure project that is going to cost 

India approximately Rs 1,10,000 crore. 

____________________ 

The Narendra Modi 

government has set an 

ambitious deadline of 

starting the bullet 

train on August 15, 

2022 - the day that 

India marks its 75th 

year of Independence. 

____________________ 


35

We are adding new columns in Metro Rail News Magazine 

upcoming editions to ensure your participation in growth of 

metro and rail fraternity 

Dear Metro & Rail Professionals and Readers, 

From next editions we are adding four new interesting column for you:- 

1. Metro Rail Project of the Month 

Under this column, we provide detailed coverage on a limelight metro rail 

project of India. This will provide you detailed information from project 

beginning to current development with reliable inputs. 

2. Allied industry of the Month 

Under this column, we provide detailed coverage on a limelight corporate / 

industry being involved in metro rail projects of India and abroad. This will 

provide you detailed information from company structure to current 

turnover including major milestone achieved by the Company. 

3. Interview with Industry Expert 

Under this column, we provide an exclusive media interview with the Industry 

Expert including CEO/MD/CMD/Directors of the various Metro Rail 

Authorities. 

4. Metro Rail Expert of the Month 

Under this column, we provide detailed information as well as professional 

journey of a metro and rail expert which inspire you to set your milestones. 

If you want to be get benefited with the above useful and interesting 

information, subscribe our Print or Digital Edition today! 

Interested to see your company profile in Magazine? 

If YES, please send a note on subject “participation in Metro Rail News 

Magazine’s Special Columns”, along with your company profile to 

editor@metrorailnews.in

The bullet train or high-speed train project was 

originally scheduled to be completed in 2023, but 

Railway Minister Piyush Goyal has been quoted as 

saying that PM Modi is confident that Indian 

engineers will achieve the feat in lesser time. The 

bullet train project, which has been in works for 

some years now, was given the clearance by Modi 

government in 2015. 

The unprecedented scale of the infrastructure 

projects assumes special significance given the fact 

that it comes under ‘Make in India’. Not only that, 

Piyush Goyal is confident that once India absorbs the 

technology of making bullet trains, it will be able to 

export to the world as well! That’s just one amazing 

fact about the project, though! From a 7 kilometre 

long under-sea tunnel to a maximum speed of 350 

kmph – we take a look at 10 mind-blowing facts 

about India’s first bullet train project:- 

officials, quoted by PTI, have said that the fare 

would be comparable to that of Rajdhani Express 

AC-2 tier. 

2. Seating capacity and frequency: 

Japan’s Shinkansen E5 series of bullet trains have 

been identified for the project. The bullet train – 

with executive and economy-class seats – will 

have 10 coaches that will be able to seat as many 

as 750 passengers. Later, Indian Railways 

proposes to add 6 more coaches to take the 

seating capacity to 1,250 passengers. Initially, 35 

bullet trains will be operated. By 2053 this 

number is likely to go up to 105. The bullet trains 

are expected to do 70 Ahmedabad-Mumbai 

sorties in a day. While 24 bullet trains will be 

imported from Japan, the rest will be 

manufactured in India, reported IANS. 

1. Cheaper than flights? 

The government, in its own words, aims to keep the 

bullet train ride “affordable for all”. Railways 

3. Train features: 

Earlier in the year, PTI had reported that 

Shinkansen bullet train for India will have two 


37

extra-spacious toilets for wheelchair-bound 

passengers, multi- purpose room for breast 

feeding and sick passengers, wall-mounted type 

urinals, baby toilet seats and western style 

toilets. 

4. Stations: 

Covering a distance of 508 kilometres, the bullet 

train between the two business hubs of 

Ahmedabad and Mumbai will cover a total of 12 

stations; Mumbai, Thane, Virar, Boisar, Vapi, 

Bilimora, Surat, Bharuch, Vadodara, Anand, 

Ahmedabad and Sabarmati. 

5. Travel duration and speed: 

Two trip options will be offered by Indian 

Railways. With stops at limited stations – Surat 

and Vadodara – the train will take 2 hours 7 

minutes to travel between Mumbai and 

Ahmedabad. However, the train that will stop at 

all stations will take 2 hours and 58 minutes. The 

bullet train will run at an operating speed of 320 

kmph and a maximum speed of 350 kmph! 

6. Under-sea tunnel: 

Passengers will get to travel in a 21-km long 

tunnel while riding the bullet train – 7km of 

which would be under the sea. 

7. Peter not paying for Paul? 

That’s what Indian Railways claims. The bullet 

train project is being made at a cost of Rs 1,10,000 

crore. Out of this, the Japanese government is 

providing a loan of Rs 88,000 crore at a “miniscule” 

interest rate of 0.1%. The loan can be repaid over a 

time span of 50 years, with the repayment 

beginning 15 years after disbursement. The loan 

interest ranges between Rs 7-8 crore a month and 

the government claims it will not put any strain on 

existing financial resources. “Clearly Peter is not 

paying for Paul,” the government claims. 

8. Make in India & Transfer of Technology 

objectives: 

One of the biggest benefits of the bullet train 

project will come from the fact that Indian 

engineers and labour will gain knowledge and skills 

to ‘Make in India’ the parts and rolling stock. This, 

in turn, would be beneficial for future high-speed 

rail projects that are being planned for other routes 

in the country – and as Railway Minister Piyush 

Goyal said – we may even start exporting! 

9. Jobs and Skill India: 

According to the Modi government, the project is 

likely to generate employment for about 20,000 

workers during the construction phase. These 

workers will be trained specially to take up 

construction of such projects in India. “Some of the 

new areas where construction skills would be 

developed are ballast-less track, under sea tunnel 

etc,” says the government, adding that a dedicated 

High-Speed Rail Training Institute is being 

developed at Vadodara. 

10. Safety: 

The train delay record of Shinkansen is less than a 

minute with zero fatality, says Japan. Not only that, 

the technology for disaster predictions and 

preventions will also be acquired. This would make 

sure safety is maintained in case of any natural 

calamity such as an earthquake etc. Modi 

government hopes that with this technology, India 

will leapfrog to the cutting edge of latest train 

developments. 

38 


New Metro Rail Policy: Setting credible goals? 

T 

he metro policy (Policy), released by the Ministry of Housing and 

Urban Affairs, offers a framework for urban rail projects in India. 

Drawing inference from the national urban transport policy, the 

Policy offers a brief, but important outline, of key expectations from 

metro rail projects. The comprehensive mobility plan finds its way 

into the Policy, serving as a prerequisite for metro rail projects in 

any city. Further, service providers involved in various kinds of 

transport are required to collaborate with each other through a 

memorandum of understanding, and a duty is cast on the State 

Government to constitute a unified metropolitan transport authority 

as a statutory body, which would not only prepare the 

aforementioned mobility plan but also manage an urban transport 

fund. Additionally, the Policy also discusses among other things the 

need for project reports, an analysis of alternate models for the 

transit mode selection, diverse opportunities for maximizing 

revenues and options for private sector participation and central 

assistance for metro rail projects. 

- Pooja Chatterjee 

Associate Manager 

Economic Laws Practice 

New Metro Rail Policy will focus on 

giving clarity on development of 

projects, collaborations, participation, 

standardizing norms, financing and 

creating a procurement mechanism so 

that the projects can be implemented 

effectively. 


39

In light of the above, it would appear that the 

Policy is a major step up from the metro policy of 

2013, which offered the bare minimum in terms of 

selection of metro projects, financing pattern, 

institutional mechanism, legislative cover and the 

approval procedure. The Policy is also beneficial, 

as it indicates the mindset of the Government 

towards metro rail projects; it wants traction but 

sustainable growth. This can be observed from its 

emphasis on development of a comprehensive 

mobility plan, urging transport service providers to 

work together and expecting an analysis of 

alternate models for transit mode selection to be 

included in the detailed project report. It would 

seem that these efforts may put the brakes on 

mindless urbanization of cities where a particular 

mode of transport, for example a metro rail 

project, may not be justified or even necessary. 

Private section participation in operation and 

maintenance has also been highlighted; this gives 

the Government (and the private players) the 

opportunity to cherry pick and allocate risks that 

each of these parties are best suited to manage. 

Having said that, India has had a chequered history 

in infrastructure projects. Although the 

Government has launched projects and continues 

to work with great enthusiasm, many of these 

projects end up languishing or distressed. 

Attempting to fit an infrastructure project within 

the four 

corners of a 

concession 

agreement has 

often lead to 

parties 

knocking on the 

door of 

renegotiation. 

Metro rail 

projects has 

also seen its fair 

share of 

disappointment 

and learning by 

trial and error. 

Therefore, it 

would be 

interesting to 

see whether 

the policy provides the necessary momentum or just 

remains an aggregator of ideas offering solutions for 

sustainable growth. There is a void in the metro rail 

sector in terms of policy or guidelines on bid 

structuring and documentation and project 

preparedness (such as land acquisition, right of way, 

clearances and approvals, public support and 

financial closure). It is important to have clarity on 

these issues given the Policy also focuses on 

commercial/ property development, value capture 

financing, transit oriented development and non-fare 

box revenue. 

These ideas read together would offer solutions to 

improve the image of metro rail projects as capital 

guzzlers and attract more private players. However, if 

the bids and the projects are not structured 

appropriately, the Government may still end up with 

bidders who may have the technical expertise but are 

not able to achieve financial closure or bidders who 

will play the odds and bet on real estate development 

around these projects, and then fail to achieve 

financial closure. Mumbai metro phase 1 and the first 

40 


ound of bidding in the Hyderabad metro projects 

serve as best examples of trial by fire. While these 

setbacks did not deter the development of metro 

rail projects in Mumbai and Hyderabad as well as 

other cities, an appropriate bidding framework 

and project preparedness would definitely go a 

long way in the smooth implementation of Public 

Private Partnership (PPP) projects. 

Speaking of PPP projects, the Government has 

made it compulsory for State Governments 

seeking central financial assistance to explore the 

possibility of having a PPP arrangement. The Policy 

gives an impression that the Central Government 

is more concerned about its money rather than 

the development of all types of metro projects; 

there is an emphasis throughout the Policy on the 

prerequisites of seeking central assistance. There 

might be a grey area where the metro project is 

entirely funded by the private sector or the State 

Government; it would appear that it is entirely at 

the discretion of such projects to comply with 

some of these requirements. 

While there are many questions that are yet to be 

answered and we use the wait and watch strategy 

for the bid documentation and (more) policies 

reforming infrastructure projects (the Public Utility 

(Resolution of Disputes) Bill and guidelines for 

renegotiation of PPP Concession Agreements, to 

name a few, are still in the pipeline), this Policy is a 

definitely a step in the right direction towards 

tackling one part of urban development. 

“ 

Speaking of PPP 

projects, the Government has 

made it compulsory for State 

Governments seeking central 

financial assistance to explore 

the possibility of having a PPP 

arrangement. 

_________________________ 

About the Author: 

Pooja Chatterjee is an Associate Manager at ELP and is focused on project 

development and M&A transactions in the energy, mining and infrastructure 

sectors. She graduated from Symbiosis Law School, Pune and also holds a masters 

degree in Energy Law and Policy from Centre for Energy, Petroleum, Mineral Law 

and Policy, U.K. She is also a member of the Nuclear Law Association, India and 

Association of International Petroleum Negotiators. 

42 


Meet Annie Roy: The Only Woman Tunnel Engineer of India 

S 

he must be a visitor. That's the murmur she heard 

when Annie Sinha Roy walked into the 

construction site of Delhi Metro on the first day of 

her job. "There were about 100 men, most of them 

labourers and a few engineers. They thought I 

would not last long. There were no toilets, no place 

to sit and debris all around," the country's first 

and only woman tunnel engineer recalls. 

"After a couple of hours, I was standing in front 

of a huge machine that had to break the ground 

but it was stuck. A German engineer and my 

boss asked me to get inside it and open a nut. 

Even before I realized what I was doing, my face 

was gushed by hydraulic oil. The colleague said 

my face would glow for the rest of my life. 

Today tunnelling is my life," says Annie, 35, 

ahead of the inauguration of Bangalore Metro. 

In Bengaluru, she alone steered Godavari, the 

tunnel-boring machine that recently finished 

boring underground from Sampige Road to 

Majestic. She calls it her tunnel because the 

machine had got damaged just when she joined 

as assistant engineer in Bangalore Metro Rail 

Corporation (BMRC) in May 2015. After that, 

she used to spend eight hours in the tunnel 

every day. "Sometimes when people see me 

with the helmet and jacket and learn that I work 

for Namma Metro, they would only ask when 

the work will get over," she says. Recalling her 

long journey, she said she wanted to pursue her 

masters after completing degree in mechanical 

engineering from Nagpur University. 

"But I lost my father and I had to get a job to bail 

out my family from financial crisis. I got a job 

offer from Senbo, a contractor with Delhi Metro 


43

Metro, and took it up in October 2007," says 

Annie, who hails from a middle class family in 

north Kolkata. 

In 2009, she joined Chennai Metro. And then 

went to Doha for six months in 2014. "My visa 

application was rejected thrice by Qatar 

because they do now allow unmarried women 

to go and work there. But the fourth time, I 

fought it out with them," she laughs. 

Annie is proud of her work in the tough male 

world around her, which has helped her "not 

bother about what is going to happen 

tomorrow". 

She wants women to break stereotypes and work in 

the male-dominated professions. "I want women to 

drive a tunnel boring machine. I want them to work 

in the tunnel," said Annie who lives in HSR Layout 

with her husband, a techie. 

“ 

I want women to drive a 

tunnel boring machine. I want 

them to work in the tunnel. 

__________________________ 

Contact for registration and sponsorship details: 

Terrapinn Holdings Ltd 

Wren House, 43 Hatton Garden, 

London, EC1N 8EL 

Tel: +44 (0)20 7092 1000 

Fax: +44 (0)87 1233 9263 

enquiry.uk@terrapinn.com 

For more details log on to https://www.terrapinn.com/conference/rail-festival 

44 


LIVE TENDER NOTICES 

Company Name & 

Location 

Description of Work 

Tender Cost 

(INR) 

Closing 

Date 

Delhi Metro Rail 

Corporation Ltd, New 

Delhi, India 

NIT for Facility Management Service at IT Park (Block- 

1, 2 & 3), Shastri Park 

04.12.2017 

Maharashtra Metro 

Rail Corporation Ltd, 

Nagpur, India 

NIT for Design, Manufacture, Supply, Installation, 

Testing & Commissioning of 4 Wheeler Catenary 

Maintenance Vehicle for Nagpur Metro Rail project 

and Training of Personnel. 




Delhi, India 

NIT for license out exclusive advertisement rights 

inside selected Metro Stations from Samaypur Badli to 

Arjangarh on Line-2 of DMRC network. 




Delhi, India 

NIT for Maintenance contract for controlling leakage / 

seepage in Viaduct, Tunnel & Stations section of 

Airport Line. 




Delhi, India 

NIT for cleaning/maintenance of façade and other 

miscellaneous civil works of Airport Line (NDRU –DSTO) 

including D-21, Corporate Park. 




Delhi, India 

NIT for Comprehensive Annual Maintenance Contract 

of 137 nos. Door Frame Metal Detector of Garrett 

Make for three years. 


Jaipur Metro Rail 

Corporation, Jaipur, 

India 

RFP for engaging placement agency for providing 

Manpower Services to JMRC 



45

Company Name & 

Location 

Description of Work 

Tender Cost 

(INR) 

Closing Date 



Delhi, India 

NIT for license out exclusive advertisement rights of 

Delhi Metro Trains on Line No. 7 & 8 in DMRC 

Network. 




Delhi, India 


(CAMC) of ACs (Split ACs, Window ACs, Packaged Units 

and VRVs) installed in DMRC Airport line. 




Delhi, India 

NIT for Annual Rate Contract for 

repairing/maintenance of Gas flooding system 

(SVS/Southern electronics make) installed at Line-3 

Extension Metro Stations between Yamuna Bank (YB) 

to Noida City Centre (NCC), Line-4 Metro Stations 

between Laxmi Nagar (LN) to Vaishali (VASI) and 

Yamuna Bank Depot (YBD) for three years 




Delhi, India 


for Notifier make Fire detection and Alarm system of 

Airport Express Line for three years. 




Delhi, India 

NIT for Annual Repair and Maintenance Contract of 

Metro Enclave at Pushp Vihar, New Delhi. 




Nagpur, India 

NIT for supply, installation, testing and commissioning 

of fans 1524mm (60 inches) diameter, 7353 CFM for 

03 stations of Nagpur Metro Rail project. 




Delhi, India 



Delhi, India 



Nagpur, India 

Mumbai 

Metropolitan Region 

Development 

Authority, Mumbai, 

India 

NIT for Maintenance contract for Fire Fighting system 

in Line-5 from Kirti Nagar-5/Inderlok-5 to Mundka 

Metro station of line-5 (including Mundka Depot and 

Mundka Staff Quarters & RSS building). 

NIT for Annual Maintenance Contract of all Fire 

fighting system and borewells in Line-3 and Line-4 

section. 

NIT for Design, Manufacture, Supply, Installation, 

Testing & Commissioning of Rail cum Road Vehicle for 

Nagpur Metro Rail project and Training of Personnel. 

NIT for Part Design and Construction of elevated 

viaduct and 6 elevated stations viz. Kapurbawdi, 

Manpada, Tikuji-Ni-Wadi, Dongari Pada, Vijay Garden 

and Kasarvadavali Excluding Architectural Finishing and 

Pre-engineered steel roof structure of Stations from 

Chainage 25035.251m to 31872.088 m of Line- 4 

Corridor Wadala-Ghatkopar-Mulund-Thane- 

Kasarvadavali of Mumbai Metro Rail Project of 

MMRDA. 




547.63 Crore 20.12.2017 

46 


UPCOMING EVENTS 

Event Date Event Name Location 

Nov. 13-15, 2017 World Rail Festival 2017 AMSTERDAM, The Netherlands 

Nov. 20, 2017 FICCI Smart Mobility Conference NEW DELHI, India 

Nov. 30, 2017 GMS Rail Expansion Summit 2017 NAIROBI, Kenya 

Dec. 4, 2017 ET Smart Mobility Summit 2017 NEW DELHI, India 

Dec. 7-8, 2017 2 nd Annual Future Rail India Summit 2017 NEW DELHI, India 

Dec. 11-12, 2017 E-Mobility & Charging Infrastructure NEW DELHI, India 

Dec. 15-16, 2017 UITP India Seminar on Metro Rail Projects 2017 NEW DELHI, India 


47

Metro Rail Job Openings 

Organization & Location Position Name Last Date 

Noida Metro Rail 

Corporation, Noida, India 

Bangalore Metro Rail 

Corporation, Bangalore, 

India 


Corporation, New Delhi, 

India 

• Company Secretary – 1 post 29.11.2017 

• Graduate Engineer (Civil) – 80 posts 15.12.2017 

• Director (Rolling Stock) – 1 post 22.12.2017 

Uttarakhand Metro Rail 

Corporation, Dehradun, 

India 

• General Manager (Civil, Project & Planning) – 1 post 

• Dy. General Manager (Civil) – 1 post 

• Dy. General Manager (Finance) – 1 post 

• Manager (Corporate Communications) – 1 post 

• Office Superintendent – 1 post 

• Accountant – 1 post 


48 


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50 


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