bbf omo india report urban metro rail transport systems

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India

Urban Metro Rail Transport Systems

Swiss Business Hub India

August 2010



1. India’s Move Towards Urbanisation

India‟s Gross Domestic Product (GDP)

trajectory has seen an average growth rate ofmore than 7% in the last decade. In the lastquarter of the present financial year (2010 – 2011)1, the GDP expanded at an annual rateof 8.60%, amounting to US$ 12172 billion or1.96% of the world economy, according to theWorld Bank.

A recent McKinsey Global Institute (MGI)report claims that India's urban populationcould rise from 340 million (30% of population)in 2008 to 590 million in 2030 (40% of

population) and "cities could generate 70% ofnet new jobs created by 2030, produce around70% of Indian GDP and drive a near fourfoldincrease in per capita incomes across thenation" . It estimates that Tamil Nadu, Gujarat,Maharashtra, Karnataka and Punjab will havemore population living in cities than villages by2030.

The report finds that across all major quality-of-life indicators Indian cities fall short ofdelivering even a basic standard of living. It

argues that if current investment trendspersist, cities could actually become stumblingblocks to the country achieving its ambitious

1 Financial year in India = 1 April to 31 March.

2 Exchange rate throughout this report: US$ 1 = INR 45

growth projections.

MGI projects that India "will have to buildbetween 700 million and 900 million squaremeters of residential and commercial space ayear (adding two Mumbais or one Chicago). Intransportation, India needs to build 350 to 400kilometres of metros and subways every year,more than 20 times the capacity building ofthis type that India has achieved in the pastdecade. In addition, between 19’000 and25’000 kilometres of road lanes would need tobe built every year (including lanes for bus-

based rapid transit systems), nearly equal tothe road lanes constructed over the pastdecade."

About the infrastructure financingrequirements, the MGI report states, "Today, in per capita terms, India's annual capitalspending of US$ 17 is only 14% of China’sUS$ 116 and less than 6% of New York's US$292. MGI estimates that India needs to investUS$ 1.2 trillion just in capital expenditure in itscities over the next 20 years, equivalent to

US$ 134 per capita per year, almost eighttimes the level of spending today ”

Opportun i ty in India’s Urbanisation by 2030

70% of net new employment will be generated in cities

270 million Indians net increase in working-age population

5 times – the number by which GDP will have multiplied by 2030

91 million urban households will be middle-class, up from 22 million today

68 cities will have a population of 1 million plus, up from 42 today; Europe has 35 today

US$ 1.2 trillion capital investment is necessary to meet projected demand in India‟s cities

590 million Indians will live in cities – nearly twice the population of the United States today

2.5 billion square meters of roads will have to be paved, 20 times the capacity added in

the past decade

7’400 kilometres of metros and subways will need to be constructed - 20 times the

capacity added in the past decade

700 –900 million square meters of commercial and residential space needs

to be built - or a new Chicago every year



2. Metro Rail Sys tems in India

As concerns urban transportation, present day

India is confronted with enormous difficulties tomanage the traffic congestion in most of herbig cities caused mostly due to the increasingprivate vehicle ownership and increasingpopulation. The country faced similar problemsin the past but these were concentrated only inthe four metropolises of Mumbai, Delhi,Kolkata and Chennai. Today, however, evencities like Kanpur, Lucknow, Ahmedabad,Pune, Hyderabad, Bangalore and Kochi seemto face the same problems and are in need ofimmediate attention and solutions.

Urbanisation in these cities is, therefore, on aphenomenal upswing as can be seen from thegraphic below:

The various modes of public transport in these

cities have been overworked way beyondcapacity and under immense pressure. Todecongest the traffic in these over-populatedurban areas and provide faster and smoothertravel to the commuters, various projects havebeen/will be put in place incorporatingunderground and elevated railways (includingmono-rails), surface railways and dedicatedcity bus systems.

Most of these urban transport systems areadministered by the local municipalities

assisted and partly financed by the concernedState, mostly based on the public-private-partnership (PPP) model.

In the “Metro Race”, Indiais about a hundred yearsbehind the developedworld including Germany,France and Japan, whilelagging far behind Chinaas well. China has beenworking on a plan to run

20 more metro rail linesover the next two yearsadding to its existing fleetof 15 metros.

The estimates of thePlanning Commission ofIndia predict that India‟surban population willincrease to about 473million in 2021 and 820million by 2051 – asagainst only 285 million in2001 – with no greatincrease in the urbanarea.

From 1981 to 2001, thepopulation of six majormetropolises in India(Delhi, Mumbai, Kolkata,Chennai, Bangalore andHyderabad) increased by

1.9 times, while thenumber of motor vehicles



went up by over 7.75 times. In the sameperiod, the number of road accidents jumpedfrom 160‟000 to more than 390‟000 in the sixcities.

Why did Delhi build the metro? The fact is thatthe national capital, Delhi, experiencedphenomenal growth in population in the pastdecades; Its population increased from 5.7million in 1981 to 16.2 million in 2006. Withgrowth in middle classes‟ purchasing power,the number of vehicles in Delhi increased from540‟000 in 1981 to 5.1 million in 2007 and isincreasing at the rate of 6.21%per annum. The number of motorvehicles in Delhi is now more than

that of Mumbai, Kolkata, andChennai put together!

This has made theimplementation of the urbanmetro rail transport systemsimperative. Five major cities -Mumbai, Kolkata, Chennai,Bangalore and Delhi - areexecuting metro rail projects. About 12 others want to join thebandwagon. This matter has seen

investments worth US$ 17.16billion - the cost of buildingnineteen 1‟000 MW power plants- being committed.

Projections are that twice thatamount will be pumped in overthe next few years as Tier II centres (millionplus population) including Pune, Ahmedabad,Jaipur and Ludhiana start building metros.Besides Delhi, the Bangalore, Kolkata,Chennai, Hyderabad and Mumbai metros are

at various stages of implementation.

Estimates indicate that about 25 Indian citieswith a population of more than 3 million needmetros. These include Ahmedabad,Chandigarh, Gurgaon, Jaipur, Kanpur, Kochi,Lucknow, Navi, Mumbai and Pune.

So far, the DMRC has prepared detailedproject reports (DPRs) for the Kochi and Ahmedabad metros, while project reports forother cities are under preparation. Some stategovernments have also hired independentconsultants to conduct feasibility studies.

However, present reports from across thecountry are not too encouraging. Metroprojects in most states continue to strugglewith unresolved issues relating to proposedfinancial and operational models; of pendingbureaucratic clearances involving the centraland state governments - besides problemsrelating to personal agendas/ego hassles ofthe politico-bureaucrat combine.

Most other metro rail projects have alsoaccumulated huge time and cost overruns. In

July last year, the Andhra governmentcancelled the Maytas contract and called forfresh bids. Meantime, the project cost hasclimbed from US$ 888 million in 2002 to US$2.7 billion. The Kochi project cost hasescalated from US$ 677 million to US$ 955million in the past four years. In the last sevenyears, the cost of Mumbai metro has jumpedfrom US$ 4.3 billion to more than US$ 11.1billion.

Other inherent problems also remain. Forexample, ticketless travel is rampant in Kolkataand the Kolkata Metro turnover was only US$14.4 million in 2008-09. Its operating ratio was1:1.95 meaning that for every dollar it earned,it spent US$ 1.95. On the other hand, in 2007-

08, Delhi Metro Rail Corporation‟s (DMRC‟s)



revenue was US$ 103.2 million, with a profitbefore tax of US$ 4.1 million.

A very recent setback is the CentralGovernment‟s recently passing of the DelhiMetro Railways (Amendment) Bill (2009) toamend the Delhi Metro (Operation &Maintenance) Act (2002) and the MetroRailways (Construction of Works) Act (1978).The said Bill allows the Central Governmentowned Indian Railways to take completecontrol over the planning, construction andfunctioning of metro projects in the States.

This means, for example, that the IndianRailways would take control of the Mumbai

Metro project and not the State Government ofMaharashtra or the implementing agency, i.e.Mumbai Metropolitan Region Development Authority (MMRDA). The work on the MumbaiMetro project is presently regulated under theBombay Tramway Act (1874). This issue couldlead to uncertainty and further delays in

upcoming metro projects, till it is resolved inthe mutual interest of all stake holdersconcerned.

This report attempts to examine the metrotransport projects in the main Indian cities(Bangalore, Chennai, Delhi, Hyderabad,Kolkata and Mumbai) which come intoconsideration, as already having anoperational metro rail system in place or therebeing a project under construction and/orimplementation.

A general write up on the other cities withplanned metros (Ahmedabad, Chandigarh,Gurgaon, Jaipur, Kanpur, Kochi, Lucknow,

Navi Mumbai and Pune) also finds a mentionat the end of the report with the basicinformation on each project provided therein.The cities are listed in alphabetical order.



2. Bangalore

2.1 Namma Bangalore

Namma Metro (meaning Our Metro, in

Kannada3) is the under-construction mass-

transit rail system for Bangalore. With nearly

70% of the work completed as of February

2010, the first stretch between Bayappanahalli

to M.G. Road is scheduled to open already in

December 2010.

The agency responsible for its implementationis the Bangalore Metro Rail Corporation Ltd.(BMRCL).

Mass transit for Bangalore had been inconsideration for over two decades. Followinga detailed project report prepared by theDMRC and RITES, which envisaged a 33 kmelevated and underground standard gauge railnetwork with 32 stations, construction work forPhase-1 of the project was scheduled to startin 2005.

It was only in April 2006 that the Indian cabinetapproved the project, which was thenbudgeted at about US$ 1.1 billion.

Construction on Reach-1 of the projectcommenced in 2007 and work on Phase-1 ofthe project is scheduled to be completed by2012. The first line is scheduled to open inDecember 2011.

In 2007, BMRCL announced that it wouldincorporate a northern extension and part ofthe southern extension in Phase I, thusextending the length of Phase I network toabout 42 km, with 40 stations.

3 Kannada is the local and official language of the State

of Karnataka

The objective of this was to connect the Metroto the Outer Ring Road at both ends, as alsocover the industrial areas of Peenya in theNorth-West, thereby providing better

connectivity and increasing passenger traffic.In October 2008, the Government ofKarnataka approved this extension, whichwould cost an additional US$ 318.4 million.

2.2 Technical

The specification for rolling stock is based onstainless steel-bodied, 3-car formations; atrailer between two DMCs. Trains will be air-conditioned throughout with designated spacefor disability access. Although with manyautomated functions, trains will be under drivercontrol.

The capacity per train will be approximately1‟000 through longitudinal seating, giving ahigh proportion of the floor area to standingpassengers. The maximum attainable speedwill be 80 km/h.



Initially the bids by Bombardier and Siemens, Alstom Projects India Ltd and Indian companyBEML in a consortium with Mitsubishi andRotem were shortlisted to supply the rollingstock and coaches. In February 2009, theconsortium led by BEML was awarded thecontract to supply 150 coaches and rollingstock for the first phase of the project.

While Mitsubishi would supply the traction forthe coaches, Korean rolling stockmanufacturer Hyundai Rotem would supply therolling stock and BEML would supply thecoaches for the first phase of the project.

The power for the system will be 750 V DCbottom contact third rail supply. In December2009, the ABB Group was awarded thecontract to provide power solutions for the firstphase of the planned metro network. ABB willdesign, supply, install and commission foursubstations that receive and distributeelectricity, each rated at 66/33 kV, as well asthe auxiliary and traction substations. ABB willalso provide an integrated networkmanagement, or SCADA (Supervisory Controland Data Acquisition), system to monitor and

control the installations.

The integrated control centre will have directcommunication with trains and stations whichwill also be CCTV fitted with visual and audioservice information. Trains will be Wi-Fi

enabled and passengers will have emergencyvoice communication with train staff.

In September 2009, the consortium led by Alstom Project India Limited (APIL)4 wasawarded a contract worth US$ 120 million toprovide the design, manufacture, supply,installing, testing and commissioning of thetrain control and signalling system for the firstphase of the metro system. It includes theUrbalis 200 Automatic Train Control systemwhich will ensure optimal safety, flexibleoperations and heightened passenger comfort.

2.3 Rail Network Corridors

Phase 1 of the Bangalore Metro, consisting oftwo corridors of double line electrified, will

cover a total of 42.30 km of which 8.822 km.will be underground while the rest will beelevated. It will be segregated into two lines,i.e. Green Line and the Purple Line as detailedbelow:

Purple Line: East-West corridor From Baiyappanahalli Terminal to

Mysore Road 18.10 km – 17 stations 3.4 km underground section with the

rest being elevated

Green Line: North-South corridor From from Hesaraghatta Cross to

Puttenahalli Terminal 24.20 km – 24 stations 3.3 km underground section with the

rest being elevated

Future extensions to the existing lines are

planned as under:• Madavara to Hesarghatta - 4.02 km• Puttenahalli to Anjanapura - 6.79 km• Mysore Road to Kengeri - 7.70 km• Byappanahalli to ITPL - 11.60 km• IIM-B to Nagavara - 21 kms

4 The consortium is led by APIL and composed of AlstomTransport SA, Thales Security Solutions & ServicesPortugal and Sumitomo Corporation.



3. Chennai

3.1 Chennai Metro Rail

The Chennai Metro is a rapid transit railsystem with Phase I of the project consisting oftwo corridors under construction which startedin early 2009 and is expected to be fully

completed by 2015. The first section to beopened will be in operation by 2013 and theentire project is scheduled to be completed bythe financial year 2014-2015.

About 55% of the corridors in Phase I isunderground and the remaining elevated. Theelevated stretch is scheduled to be operationalalready by 2011.

The city already has a suburban railwaynetwork run by the Southern Railway.However, after the success of the Delhi metro,a similar system was mooted for Chennai bythe DMRC. The metro rail project was includedin the State Government's 2007-08 budgetsand an amount of US$ 10 million wassanctioned for preliminary works, whichincluded a DPR to be prepared by the DMRC.The project approval was finally sanctioned bythe state cabinet in November 2007 and wasexecuted by a special purpose vehicle, i.e. theChennai Metro Rail Limited (CMRL), which has

been converted into a joint venture betweenthe Governments of India and Tamil Nadu,with equal equity holding. The Government ofIndia approved the project in January 2009.

The project is estimated to cost aroundapproximately US$ 3.5 billion for the twocorridors totalling 50.1 km. 59% of the cost willbe met by a concessional Official Development Assistance (ODA) loan from the Governmentof Japan (JICA5). The loan agreement wassigned between the Governments of India and

5 Japan International Cooperation Agency

Japan in November 2008. The CentralGovernment will contribute 15% of the projectcost as equity and 5% as subordinate debt.The remaining share of the cost (21%) will be

met by the State Government in the form ofequity (15%) and subordinate debt (6%).



It is expected that a single six-coach metrotrain will run every 5 minutes and that it willmove 1.3 million passengers per day by 2026.

3.2 TechnicalCMRL has appointed DMRC as the PrimeConsultant (PC) for Phase-1 of the project.The Prime Consultant will assist CMRL in anadvisory role in the execution of the project.

At the same time CMRL has selected a fivemember consortium led by Egis Rail S.A.,France, as General Consultants in February2009. The other members of the consortiumare Egis India Consulting Engineers Private

Ltd., Maunsell Consultants Asia Ltd., HongKong, Balaji Rail Road Systems Ltd., India andYachiyo Engineering Co. Ltd., Japan. TheGeneral Consultants will assist CMRL indesign, supervision, quality control, safety andcontract management for the project.

Ballast-free slab track is proposed to reducemaintenance, with a 750V DC+ third rail powersupply. Depending on location, metro stationswill be a mix of island and side platform types.

Interest in supplying electric multiple units islikely from international manufacturers such asBombardier, Siemens, Rotem, Alstom orMitsubishi, with a probable demand for adegree of domestic content in materials andproduction.

Beyond reference to the Delhi Metro stock,CMRL is yet to detail rolling stockrequirements beyond four and six-car sets withdimensions of driver motor cars at 21.64m,motor/trailer cars at 21.34 m, with a 2.9 mwidth. On Corridor 2, 'Koyambedu Depot-cum-Workshop' is designated as the primarymaintenance facility, with a second atMinambakkam on Corridor 1 for stabling andinspections.

The network will have a single centralisedoperation control centre and automatic trainprotection (ATP) and automatic trainsupervision (ATS) will be installed. Thetelecommunication system will be multi-

functional embracing information, security andsafety aspects. To avoid problemsexperienced on present operations and to

facilitate cross-mode ticketing from the outset,CMRL proposes a computer-based automatedfare collection system

3.3 Rail Network CorridorsPhase I of the project foresees a total of 45.1km and is tentatively scheduled for completionby 2014-2015.

According to the DPR submitted by the DMRC,there are two lines planned:

Corridor 1: Washermanpet - ChennaiInternational Airport - 23.085 km (14.3km underground)

Corridor 2: Chennai Central - St

Thomas Mount - 21.961 km (9.7 kmunderground)

A total of 32 stations have been planned alongthe two corridors. As many as 19 stations areunderground and 13 are elevated. Of these,the Chennai Central (underground) and St.Thomas Mount (elevated) are common forboth the corridors and serve as interchangestations.

An approximated 9 km proposed extension isbeing considered from Washermanpet toThiruvottiyur.

Other proposed phases may consist of thefollowing corridors:

Corridor 3: Ambathur Industrial Area(Mogapair) - Tiruvanmiyur

Corridor 4: Porur - Kamrajar Salai Corridor 5: Ring road Corridor 6: Radhakrishnan Salai - KMC Corridor 7: Along NH 5 Road



4. Delhi

4.1 Delhi Metro

The Delhi Metro is a rapid transit system

serving Delhi and Noida in the National CapitalRegion of India. It has a combination ofelevated, at-grade and underground lines anduses both broad gauge and standard gaugerolling stock.

Delhi Metro is built and operated by the DelhiMetro Rail Corporation Limited (DMRC). As of April 2010, DMRC operates more than 100trains daily between 6:00 - 23:00 with afrequency of 3 to 4.5 minutes. The trains havefour to six coaches and the power output is

supplied by 25-kilo volt, 50 Hz AC throughoverhead catenaries. The metro has anaverage daily ridership of over a millioncommuters, and has carried over a billioncommuters in seven years since itsinception.[6]

The Government of India and the Governmentof Delhi jointly set up the Delhi Metro RailCorporation (DMRC) in 1995 and constructionbegan three years later in 1998. The firstsection – on the Red Line - opened in 2002,followed by the Yellow Line in 2004, the BlueLine in 2005; the first phase of the project was

completed in 2006, on budget and almostthree years ahead of schedule.

This was followed by the branch of the BlueLine in 2009 and the Green Line in 2010 and,as of June 2010, the whole of Phase-I andparts of Phase-II are complete, with thenetwork comprising five lines with 107 metrostations and a total length of 125.67 km.

New lines are under construction in Phase II ofthe project, including the Delhi Airport MetroExpress and the Violet Line, which arescheduled to be completed by September

2010. Phase III (112 km) and Phase IV (108.5km) are planned to be completed by 2015 and2021 respectively, with the network spanning413 km by then.

As of April 2010, DMRC runs 99 trainsoperating over 1‟900 services daily and thenumber of trains is expected to increase to 153with 900 coaches by September 2010, justbefore the Commonwealth Games in October2010.

4.2 Technical

The Metro uses rolling stock of two differentgauges. Phase I lines use 1‟676 mm broadgauge rolling stock, while three Phase II lineswill use 1‟435 mm standard gauge rollingstock.

The broad gauge rolling stock is manufacturedby two major suppliers. For the Phase I, therolling stock was supplied by a consortium ofcompanies comprising Hyundai Rotem,

Mitsubishi Corporation and Mitsubishi ElectricCompany (MELCO). The coaches were initially



built in South Korea by Rotem then inBangalore by BEML, through a technologytransfer arrangement. These trains consist offour 3.2 metre wide stainless steel lightweightcoaches with vestibules, permitting movementthroughout their length and can carry up to1‟500 passengers with 50 seated and 330standing passengers per coach. The coachesare fully air conditioned, equipped withautomatic doors, microprocessor-controlledbrakes and secondary air suspension and arecapable of maintaining an average speed of 32km/h over a distance of 1.1 km. The system isextensible up to eight coaches and platformshave been designed accordingly.

The rolling stock for Phase II is being suppliedby Bombardier Transportation, which receivedan order for 498 cars worth US$ 828 million.While initial trains were made in Germany andSweden, the remainder will be built atBombardier's Indian factory in Savli, nearVadodara.

The standard gauge rolling stock ismanufactured by BEML at its factory inBangalore. The trains are four-car with acapacity to accommodate 50 seated and 292

standing passengers in each coach. Thesetrains will have CCTV cameras in and outsidethe coaches, power supply connections insidecoaches to charge mobiles and laptops, betterhumidity control, microprocessor-controlleddisc brakes and will be capable of maintainingan average speed of 34 km/h over a distanceof 1.1 km.

The Delhi Metro uses cab signalling along witha centralised automatic train control systemconsisting of automatic train operation,

automatic train protection and automatic trainsignalling modules. A 380 MHz digital trunkedTetra radio communication system fromMotorola is used on all 3 lines to carry bothvoice and data information. For Line 3,Siemens Transportation Systems has suppliedthe electronic interlocking Sicas, the operationcontrol system Vicos OC 500 and theautomation control system LZB 700 M. Anintegrated system comprising optical fibrecable, on-train radio, CCTV, and a centralisedclock and public address system is used fortelecommunication during train operations aswell as emergencies.


The details of the two Phases of the Delhi

Metro are as follows:Phase I Network: Line 1: Shahdara-Tri Nagar-Rithala -

22.06 km – 18 stations Line 2: Vishwa Vidyalaya-Central

Secretariat - 10.84 km - 10 stations Line 3: Indraprastha-Barakhamba

Road-Dwarka Sub City - 32.10 km - 31stations

Total: 65.00 km - 59 stationsPhase II Network:

Shahdara – Dilshad Garden - 3.09 km -

3 stations

Indraprastha – Noida Sector 32 City

Centre - 15.07 km - 11 stations

Yamuna Bank – Anand Vihar ISBT -

6.17 km - 5 stations

Vishwavidyalaya – Jahangir Puri - 6.36

km - 5 stations

Inderlok – Kirti Nagar -Mundka - 18.46

km - 15 stations

Central Secretariat – Sushant Lok -


Dwarka Sector 9 to Dwarka Sector 21 -


New Delhi – Airport - 19.20 km - 4

stations

Anand Vihar – KB Vaishali - 2.57 km -

2 stations

Central Secretariat – Badarpur - 20.04

km - 15 stations

Total 121.17 km - 81 stations



5. Hyderabad

5.1 Hyderabad Metro Rail

The Hyderabad Metro Rail (HMR), a plannedmass rapid transit approved by the UnionGovernment in April 2008 under a Public-

Private Partnership project, envisages thePhase I including 3 lines covering a distance ofaround 71 km.

The Project Report for HMR, established byDelhi Metro Rail Corporation, resulted in anextensive study of the geophysical features ofroutes, international best practices andeconomics and pegged the estimated cost atUS$ 2.7 billion. The public private partnership(PPP) Project was offered on a design, build,finance, operate and transfer (DBFOT) basis.

Up to 40% of the project cost, i.e., a maximumof US$ 1.08 billion is foreseen as viability gapfunding by the Central and State Governmentstogether, subject to competitive bidding andthe Government of India has alreadysanctioned US$ 525 million as its share.

A Concession Agreement with a previousconcessionaire, Maytas Metro Ltd., wasterminated by Government in July 2009 and

fresh global pre-qualification bids were re-invited. The project was awarded, on August 6,2010, to the successful lowest bidder, Larsen

& Toubro Limited at their quoted grant amountof US$ 324 million which represents 12% ofthe project cost.

5.2 Technical

The Hyderabad Metro will be an elevatedsystem with a 9m-wide bridge structure. Thebridge will run from the central median of theroad. The HMR foresees two-track standardgauge (1435mm) up and down lines on an

elevated viaduct with stations set apart at 1 kmdistances. With a frequency of 3 to 5 minutes,the HMR is expected to carry about 1.47million passengers p/day by 2015 and 2.21million passengers p/day by 2025.

The trains will run on continuously welded rails(minimizing noise levels) at average speeds of34 km/h (80 km/h maximum). The air-conditioned coaches will receive power supplythrough third rail bottom collection. Thecomplete system will possess automatic train

control (ATC), automatic train protection (ATP)with possibility of up-gradation to automatictrain operation (ATO).

The system's electrical traction will be of DC750V and power will be supplied through thethird rail.

The locomotives will be air-conditioned and willinclude automatic doors and other safetyfeatures. Systems including smart card-basedautomatic ticketing and gate systems are

planned to be incorporated.



Signalling systems including automatic traincontrol (ATC), automatic train protection (ATP)and automatic train operation (ATO) will beincluded. As part of the Concession Agreement, theautomatic systems have to be constructed,operated, maintained and transferred at theend of the concession period.


The Hyderabad Metro will have threecorridors/lines. Corridor-1/Line 1 will be 28.87km long and will connect 27 stations on astretch between the south-east region of the

city and the north-west. Corridor-2/Line 2 isplanned to be an east-west line and will be14.78 km long, connecting 16 stations.Corridor-3 will be a north-south line that will be26.51 km long, connecting 23 stations.

The first line of the system will connectMiyapur and L. B. Nagar, the second line willconnect Secunderabad to Falaknuma and thethird line will connect Nagole andShilparamam.

All three lines will interconnect at commonstations. Lines 1 and 3 will interconnect at Ameerpet while lines 1 and 2 will meet at theMedical College. Lines 2 and 3 willinterconnect at the Parade Grounds. All of thestations will be separated by an averagedistance of 1 km.

The project covers the following three highdensity traffic corridors of Hyderabad:

Green Line: Miyapur - LB Nagar(28.87 km - 27 stations, all elevated)

Blue Line: JBS (Secunderabad) -Falaknuma (14.78 km - 16 stations)

Orange Line: Nagole - Shilparamam(26.51 km - 23 stations, all elevated). Total: 70.16 km; 66 stations.



6. Kolkata

6.1 Kolkata Metro

The Kolkata Metro or Calcutta Metro is theunderground rail network in Kolkata (Calcutta)with the status of a zonal railway since it isoperated by the Indian Railways. It was the

very first underground railway to be built inIndia, with first operations starting in 1984.

In 1971, a Master Plan was designed whichforesaw 5 rapid transit lines (totalling 97.5 km)of which the north-south route was consideredthe busiest and most important one.Construction - mainly cut-and-cover - began in1973 but the first section of 3.4 km opened forpublic service only in 1984. In 1995, theKolkata Metro Railway reached its completedtotal length of 16.5 km and remained

unchanged for the next 14 years. Along theroute there were 17 stations (15 underground,1 elevated and 1 on surface), with 160 m longplatforms designed for 8-car-trains capable ofcarrying 2‟356 passengers. Eventually in 2009,the first 5.9 km section of a long-plannedelevated southern extension was brought intoservice from the former southern terminusTollygunge to Kavi Nazrul.

March 2009 saw the start of the construction ofLine 2 which will run from Salt Lake Sector 5

(east) to Howrah Railway Station (west).Unlike Line 1, which is operated by the IndianRailways, Line 2 will be operated by a newcompany - Kolkata Metro Rail Corporation(KMRC).

6.2 Technical

As far as rolling stock is concerned, the wholerake has vestibule coaches and is unique inthat these rakes are the only ones in India withend-mounted cab doors – specificallydesigned and constructed by Integral CoachFactory (ICF), Chennai. The electricalequipment is sourced from NGEF, Bangalore.There are plans to replace, part-by-part, thepresent rakes with modern air-conditioned

stocks by 2010- 2011.

In place in these indigenously designedcoaches is third rail current collection system(750v DC), automatic door opening/closingand continuous monitoring of the transit,automatic train protection (ATP) and automaticoperation of the train (driver exercising only asupervisory function). A public address systemannounces approaching stations and a centralcontroller can contact the train crew and also

make important announcements directly topassengers over this system.

The air-conditioned trains in Line 2 would usestandard gauge (1‟435 mm) unlike Line 1,which uses broad gauge. Between Mahakaranand Howrah Railway Station, the Metro will rununder the Hoogly River. It will run elevatedbetween along the eastern section throughSalt Lake City. Completion of Line 2 is forecastfor November 2014.

The first contract for KMRC‟s East-Westcorridor has been awarded to the domestic



subsidiary of Italian-Thai Development in aUS$ 1 billion deal. Under the contract ITD willconstruct the first underground section startingfrom Subhas Sarobar to Central Metro stationat a cost of around US$ 198 million. Thecontracts for the construction of the viaductsand elevated stations have already been givento Gammon India and Simplex, respectively.

In March 2010, Afcons Infrastructure, theinfrastructure arm of Shapoorji Pallonji group,bagged a US$ 208 million contract from KMRCfor a critical stretch of the US$ 1.04 billionEast-West Metro that includes threeunderground stations and a section under theriver Hooghly. This is the first time that a

transportation tunnel running 20 metre below ariver will be built in India.

Mumbai-based Afcons, which recentlycompleted a job for the Delhi Metro RailwayCorporation, grabbed the contract throughcompetitive bidding. Others in the fray included

Senbo-Shanghai Urban, CEC-Simplex , IVRCLand L&T.


Line 1 (North - South):Kavi Nazrul - Dum Dum – 16.5 km

Line 2 (East - West):Salt Lake Sector 5 - Howrah Maidan - 14.67km



7. Mumbai

7.1 Mumbai Metro

Mumbai (Bombay), India‟s commercial capital,has always had the distinction and advantageof a high modal share (88%) in favour of apublic mass transport system, mainly train-

based. However, with the now antiquated railand road networks, commuter transport hasbecome hazardous with severe overcrowdingand the greater resort to road use. This hascreated an urgent need for a suitable high-capacity rapid transit system to keep pace withthe burgeoning population.

In this context, a detailed feasibility study wascarried out under the Indo-German TechnicalCo-operation by entrusting the consultancy

work to TEWET in association with DE-Consult& TCS, during 1997-2000.

In the mean time, DMRC prepared the masterplan for Mumbai metro, wherein they

recommended extension of the Andheri-Ghatkopar section to Versova as part of themaster plan and identified it as the prioritycorridor for implementation. The State

government designated MMRDA as theProject Implementation Agency to undertakethe first MRTS project in India beingimplemented on a Public Private Partnership(PPP) format.

In January 2004, a master transit plan wasproposed by the MMRDA which integrated a146 km long metro system - of which 32 kmwould be underground – with a total cost ofUS$ 43.39 billion.

Phase I was to be implemented on a Build-Operate-Transfer (BOT) basis for the period of35 years. This phase includes construction ofthree metro lines. Besides the Versova-Ghatkopar corridor, the other corridors are theColaba-Mahim-Charkop and the Bandra-Kurla-Mankhurd routes.

June 2004 saw the State government approvea 13-station elevated light rail line betweenVersova and Ghatkopar. A Special Purpose

Vehicle (SPV), Mumbai Metro One PrivateLimited - a joint venture between RelianceEnergy Limited, Veolia Transport (France) andthe MMRDA - was especially incorporated inDecember 2006 to implement the Versova-Ghatkopar corridor. The Engineering andProject Management Consultants, aconsortium of Parsons Brinkerhoff (USA) andSystra SA (France) joined the team inFebruary 2007.

This consortium bagged the contract for US$

524 million and work on this corridor began on8 February 2008. The Indian Government



furnished US$ 144.4 million as viability gapfunding and financial closure was completed inOctober 2008.

Phase II, which will connect Charkop, Bandraand Mankhurd, has been awarded to theconsortium again made up of RIIL, SNCLavolin Inc. (Canada) and RelianceCommunication. The contract, in which theconsortium was the only bidder, was awardedin August 2009, at a fee of approximately US$2.3 billion. RIIL expects the Phase II route tobe operational by 2015, although the executionplan indicates project completion for 2016.

7.2 Technical

Major rolling stock builders were consulted forthe new train fleet for Mumbai Metro and finallyCSR Nanjing (China) was selected as thesupplier of rolling stock. Kawasaki, Alstom,Siemens and Bombardier were the otherpotential suppliers to be considered.

For passenger comfort, the trains will featureair-conditioning, and the aim is to developtrains capable of carrying up to 1‟500passengers in a four-car unit.

With the input of the Delhi Metro Corporationand Hong Kong MRT, the new trains are likelyto follow similar standards to those already inoperation in those cities.

A fleet of 18 locomotives from CSR NanjingPuzhen Rolling Stock is being delivered in2010. The 16 trains (of 4-cars each) will besupplied as part of a US$ 100 million contractsigned in May 2008. These will be the firstdomestically produced Chinese trainsdelivered to India.

Mumbai Metro will feature the latest signallingtechnology, including automatic trainprotection (ATP), cab signalling, andautomated signalling to control the high-volume of train movements on the 11km route. A four-minute interval service is anticipated onthe route.

Siemens will supply the signalling systems

required for the project, while Thales willsupply the required communication systems.

The signalling and train control systems usedwill be based on LZB 700M technology.

The traction would be 25 Kv AC overheadelectrification and train control being with thedriver. The 4/6 coach trains would have anaverage speed of 33 km/h and a top speed of80 km/h. Each rake would have a capacity of1‟500 passengers and it is estimated that thesystem would serve 60‟000 passengers perhour daily. An automatic collection ticketing system isforeseen.


Phase I (2006 – 2011) Versova - Andheri – Ghatkopar - 11.07

Km Colaba - Bandra – Charkop - 38.24 Km Bandra - Kurla – Mankhurd - 13.37 Km Total - 62.68 Km

Phase II (2011 – 2016) Charkop - Dahisar - 7.5 Km Ghatkopar – Mulund - 12.4 Km

Phase III ( 2016 – 2021) BKC - Kanjur Marg via Airport - 19.5

Km Andheri(E) - Dahisar(E) - 18 Km Hutatma Chowk – Ghatkopar - 21.8 Km Sewri – Prabhadevi - 3.5 Km

Total Length: 146.5 km



8. Other Metro Projects

The following section deals with other metro

projects in India, some of the twenty-plussimilar projects in the country. Some of theseprojects have just been implemented whileothers are in the planning stage.

Surat, Patna, Vishakhapatnam, Agra,Varanasi, Meerut and Jabalpur are other citieswhose names are doing the rounds for futuremetro rail system plans.

From an investor‟s/businessman‟s point ofview these should be seen as potentially

promising projects since they appear to be atthe stage of finalisation/implementation whichwould be the “right time” to contact therelevant authorities to begin initial discussionsand market products and/or technology.

8.1 Ahmedabad Metro

In 2003 work on this project began with thepreparation of a Detailed Project Report (DPR)mandated by the Gujarat InfrastructureDevelopment Board (GIDB) to Delhi Metro RailCorporation (DMRC) and RITES, asconsultants. The DPR was completed by June2005. Nevertheless, it was decided not to goahead with the metro rail project, but to givepriority to the Bus Rapid Transit System(BRTS) and Regional Rail System projects.

However, by 2008, considering the impendinggrowth in and around Ahmedabad andGandhinagar, it was decided to go ahead withthe metro rail. To make the project viable, it

was suggested to provide linkages betweenthe metro rail and Sardar Vallabhbhai PatelInternational Airport as also to GujaratInternational Finance-Tec (GIFT) City.

In December 2009, the State Government setup, a US$ 44 million company for theexecution of an urban metro rail project.Named MetroLink Express for Gandhinagarand Ahmedabad (MEGA), its cost is estimatedat around US$ 1.6 billion.

The 100 km partially-elevated, partially-underground metro rail project is expected to

give a major boost also to the regional rail

project which aims to connect the peripheralareas of Ahmedabad with the planneddedicated metro rail link.

The said metro rail will be designed to providehigh frequency services both during peakhours and off peak hours. Short trains,consisting of three coaches each are proposedat the interval of 5 minutes during peak hoursand 15 minutes during off-peak hours. Threemore coaches can be added to these trainswith increase in demand.

8.2 Chandigarh Metro

In January 2010, Chandigarh, Punjab andHaryana selected the DMRC to prepare adetailed project report. The three stakeholdersalso approved the comprehensive mobilityplan (CMP) for a mass rapid transit system(MRTS), a pre-requisite set by the ministry ofurban development for funding most of theproject.

Prepared by RITES, the CMP draws a broadoutline of the project, extending Metro Rail toPanchkula in Haryana and Mohali in Punjab.Besides, passengers from catchment areas ofthe two states and Himachal Pradesh will alsobe ferried to the nearest Metro station. Themega project will need an investment ofRs.150 billion and has a deadline of fouryears.

According to the reports of RITES, metro rail

will cover a distance of 52.4 km, out of which40.4 km would be in Chandigarh and theremaining 12 km will be in Mohali.

The Metro will consist of corridors, including a5-km-long stretch into Panchkula and another12-km link for Mohali, connecting Sector 104to Chandigarh's Sector 52. The other threecorridors are Khuda Lahora-IT Park onMadhya Marg, Sector 1-ISBT 43-Sector 52 onthe Himalaya Marg and Sector 26-Sector 38-Dadumajra covering Purva Marg and Vikas

Marg.



Solutions to traffic congestion offered byRITES include a large network of medium-level mass transport system such as bus rapidtransit (BRT) to cover areas beyond Metronetwork and overloaded corridors. Besides,there are provisions of land use adjustments,densification along mass transport corridorsand commuter rail system up to Ambala,Pinjore-Kalka, Ludhiana and Baddi-Nalagarh.

8.3 Gurgaon Metro

The Rapid Metro Rail Gurgaon (RMRG) is aplanned rapid transit system in Gurgaon(Haryana) linked with the Delhi Metro. Thesystem will be India's first privately owned and

operated metro and its second awardedpublic-private partnership metro project afterthe Hyderabad Metro[

The line was originally tendered, in 2007, bythe Haryana Urban Development Authority(HUDA) as a point-to-point 3.2 km linkbetween Sikanderpur and National Highway 8.However, DLF – a major property developer inthe area owning many properties near theproposed metro stations - wanted to expand itto provide connectivity to its Cyber City.

The project, which is expected to costapproximately US$ 220 million, has ILFS as74% equity share-holder and DLF theremaining 26%.

A new tender was issued in July 2008, with theDLF-ILFS consortium emerging as the onlybidder. While HUDA initially objected to aprivate company making profit from publictransport, an agreement was eventuallyreached for the consortium to pay HUDA US$1.7 billion over 35 years in "connectivitycharges" as well as 5-10% of advertising andproperty development revenue.

The contract for the US$ 185m project wasawarded in July 2009, with completionscheduled in 30 months' time with thefoundation stone being laid in August 2009.

In April 2010, Siemens announced that it hadbeen awarded a turnkey contract to build the

metro line, including five 3-car metro vehicles.The system will have a maximum capacity of

30‟000 passengers per hour and can operateat a minimum interval of 90 seconds.

8.4 Jaipur Metro

The proposed metro rail project here will beplanned, executed and managed operationallyby an entity that has been registered under thename of Jaipur Metro Rail Corporation(JMRC).

In its first independent project outside theNational Capital Region since its inception, theDMRC signed an agreement, at the beginningof August 2010, with the Rajasthangovernment to construct the Jaipur Metro by

2013.

The Jaipur Metro proposes to have twocorridors - the east-west corridor fromMansarovar to Badi Choupar and north-southcorridor from Ambabari to Pratap Nagar and atotal of 29 stations. The entire project isexpected to cost US$ 2.02 billion and theUnion Ministry for Urban Development hasassured a grant of 20% (US$ 404 million) ofthe cost. The Rajasthan government wouldallocate financing of nearly US$ 133 million

through the Jaipur Metro Fund.

Initially, the DMRC would construct the firstphase of 9.25 km long metro corridor betweenMansarover and Chandopole consisting ofeight elevated and one underground station ata cost of US$ 277 million. DMRC proposes tobegin work on Phase-1 by October-November2011.

The proposed second phase of the project,between Ambabari and Pratap Nagar at alength of nearly 27 km, will be constructed at acost of US$ 1.7 billion and is likely to beoperational from 2014.

The Jaipur Metro will run on standard gaugewhich, along with the technical advantages,also increases the options of suppliers tochoose from

8.5 Kanpur Metro

The idea of a metro rail project for Kanpurbegan in 2007. The appointed consultant,

http://en.wikipedia.org/wiki/Rapid_transit

http://en.wikipedia.org/wiki/Gurgaon

http://en.wikipedia.org/wiki/Haryana

http://en.wikipedia.org/wiki/Delhi_Metro

http://en.wikipedia.org/wiki/Public-private_partnership

http://en.wikipedia.org/wiki/Hyderabad_Metro




http://en.wikipedia.org/wiki/Public-private_partnership

http://en.wikipedia.org/wiki/Delhi_Metro

http://en.wikipedia.org/wiki/Haryana

http://en.wikipedia.org/wiki/Gurgaon

http://en.wikipedia.org/wiki/Rapid_transit



Darashaw and Co., was to study the feasibilityof the proposal - areas in the city to identifywhere metro rail lines could be laid - and comeup with guidelines before the Stategovernment; this with the assistance of DMRC,besides taking into account the feasibility studyearlier done by the RITES. However, the stategovernment later dropped the idea of theproject.

However, in September 2008, the DMRC wasasked to prepare a detailed project report(DPR) for a mass rapid transit system forKanpur. This project would, in all probability,be executed by the Kanpur Development Authority.

In Phase-1, the Kanpur metro foresees fivelines with approximately 63 stations enroute.Planned to start in 2014, the metro will be ofstandard gauge and the traction supplied willbe via third rail 750V DC.

The proposed five lines are the Green Line(Panki Paraav to Jarib Chauki - 12 km),Orange Line (Jarib Chauki to Ghanta Ghar - 4km), Pink Line (Naramau to Ramadevi - 20km), Brown Line (Jarib Chauki to Ramadevi -

10 km) and Red Line (Panki Paraav toShuklaganj - 20 km).

8.6 Kochi Metro

The Kochi Metro - one of the first proposed inIndia – has recently moved onto the fast trackafter the initial alignment was created by theDMRC. The project is planned on a build-operate-transfer (BOT) basis. The nodalagency for the project is the Kerala IndustrialInfrastructure Development Corporation

(KINFRA) while a new body, i.e. Kochi MetroRail Corporation (KMR) - a joint venturebetween the state and the Centre - will operatethe metro.

In March 2010, the project received generalclearance from the Centre although somespecific clearances have to be obtained in duecourse. Thereafter, the State Governmentgave the green signal to the DMRC to startpreparatory works for the Kochi Metro RailProject. In the initial stages, the DMRC wouldundertake works such as widening of roadsand construction of road over-bridges for the

metro and for which it would be paid 6% of thecost of the works, as its fee. DMRC has alsorecently submitted a proposal for the metro railproject to be extended till the CochinInternational Airport at Nedumbassery.

The Metro will run along an elevated 26 kmstretch between Petta-Tripunithura and Aluvain Kochi and the estimated cost is now peggedat around US$ 955 million (as against initialestimates of US$ 677 million). Theconstruction of the project should becompleted within a time frame of three years.

According to DMRC's feasibility study,conducted five years ago, the peak hour traffic

demand on the Aluva-Petta corridor would bearound 13‟681 persons per hour per directionduring the year 2011 and is likely to increaseto 23‟621 persons per hour per direction by2025.

The Metro trains are expected to run every fiveminutes at peak time and eight minutes in thenon-peak period. The coaches of the KochiMetro trains will most probably be standardgauge with each train carrying four coaches -designed to carry a daily passenger load of

350‟000 commuters (600‟526 in 2025).However, perceiving future developments thestations will already be built to accommodateseven coach trains.

8.7 Lucknow Metro

The proposed Lucknow Metro, is to be builtand operated by the Lucknow Metro RailCorporation Limited (LMRC).

Stretching on two corridors North-South andEast-West, just the construction of railwaytracks would come up at a cost of approximateUS$ 1.9 billion without considering the cost oftrains, other related infrastructure and the costof land which would be acquired for thepurpose – further pushing the costs to wellover US$ 2.2 billion. The cost of constructingan elevated track would cost US$ 44.4 millionper km, while the one being constructedunderground would cost double at US$ 88.8million per km.

After conducting soil tests at the end of 2009,the DMRC proposed 12 stations on the east-



west corridor stretching a distance of around14 km between Gomtinagar to Rajajipuram. Ofthe 12 stations, seven would be constructedunderground, while five would come up on anelevated platform.

The detailed project report prepared by theDMRC has also projected that the fully-elevated north-south corridor, which stretchesfor a distance of 27 km between Amausiairport and Munshipulia, would require at least20 stations which would all be on elevatedplatforms. However, the DMRC has nowproposed to develop a tri-section at thePolytechnic crossing by which one section willend at Munshipulia and another section will be

turned towards Gomti Nagar.

8.8 Navi Mumbai Metro

The suburban railway in Navi Mumbai wascommissioned in 1992 with the commissioningof Mankhurd-Vashi railway line which was thenextended up to Belapur in 1993, and thereafterup to Panvel in 1998. The other rail corridor,i.e. Thane-Turbhe-Nerul-Vashi rail corridor wascommissioned in 2004.

The work of preparation of master plan of theMetro rail Project was entrusted to DMRCwhich identified six rail corridors: Uran - Nerul(28.3 km), Belapur - New International Airport(21 km), Vashi - Panvel (25 km), Ranjanpada -Seawoods (14 km), Dighe - Belapur (20 km)and Vashi - Mhape (9 km). DMRC hassuggested to City & Industrial DevelopmentCorporation of Maharashtra Ltd. (CIDCO), theproject executing authority, to hand over theproject to them on a turnkey basis.

In Phase I, construction shall be from Belapurto Taloja consisting of 10.79 km with 10railway stations. CIDCO has already approvedthe Belapur - New International Airport routewhich is estimated to cost US$ 400 million andit has been decided to start the construction byJanuary 2011. Tenders for this have alreadybeen floated in July 2010 with the closing duein September 2010.CIDCO will spend US$ 177 million to lay thetracks and build the stations, while the rolling

stock and the signalling system would be runand maintained by another company, yet to beselected.

Phase II shall be from Khandeshwar to TalojeMIDC with a total length of 8.15 km and having7 stations, with an additional two stations inthe MIDC area. The execution of the secondshould also start soon. once the MaharashtraIndustrial Development Corporation (MIDC)officially ties up with CIDCO confirming theirparticipation.

Under Phase III, two corridors shall be joinedtogether between Pendhar and MIDC by a linkof 2.2 km. This link shall form a loop fromBelapur to Khandeshwar.

The peak hour per direction traffic is expected

to be around 11‟000 and the trains will run at aspeed of maximum 80 km/h will initially havethree coaches.

8.9 Pune Metro

The preparation of the project report work forthe Pune Metro was undertaken by DMRC in2007; it has, since then, identified threeprospective routes in the area. The project isexpected to be commissioned by 2013..

In June 2010, the Pune Municipal Corporation(PMC) passed the resolution on the PuneMetro in spite of a huge protest from severalNGOs and citizens' groups against theDMRC's Detailed Project Report (DPR).

The Standing Committee of PMC accepted thedetailed project report prepared by DMRCearlier in January 2010. The metro projectenvisages a network of 75.5 km at aconservative US$ 4 billion although antimetroactivists claim the cost will go up to US$ 6.7billion. To begin with, the PMC is going aheadwith just one of the two routes in Phase1.

Since Phase I is likely to cost around US$ 1.1billion, the DMRC has suggested a publicprivate partnership model for the Pune Metro.Thus, the project specific special purposevehicle (SPV) - under the already proposedSPV for providing the infrastructure for the city- would be set up for managing the metro rail.

It is foreseen that the PMC would fund 10% ofthe total cost, while the rest would be borne bythe State and Central government and other



sources. The foundation stone for the 14.93km metro corridor is to be laid in December2010.

The foreseen phases for the Pune Metro are:

First phase:- Pimpri - Chinchwad - Swargate (16.5 km,

elevated/under ground from Range Hills)- Vanaz - Ramwadi, (14.9 km, elevated)

Second phase- ASI to Hinjewadi via Aundh (18 km

elevated)- New line from Vishrantwadi to Swargate

(13 km under ground)

- Extension of lines from Chinchwad toNigdi and Swargate to Katraj (11.5 kmelevated)

- Extension of lines from Aundh toHinjewadi and Kalyani Nagar to KharadiNaka (13 km elevated)

- Extension of line from Swargate toHadapsar (9 km elevated)

Third phase- Agriculture college - Warje (9 km

elevated)



9. Conc ludin g Remarks & Further Steps

For many decades post independence, the rail

transport industry in India was largely reservedfor the State as a state-owned monopoly.Foreign investment was mainly permitted insome non-core areas/activities such ashospitality, construction and management offreight terminals, etc. However, in recentyears, the demand to improve operationalsafety and update the rail infrastructure isgetting more and more imminent instigating theGovernment to make some changes to thelegislative system thereby expanding theopportunities for international railway suppliers

to enter into the Indian rail market

The market for light rail vehicles and metrovehicles is relatively open with strong growthdemand, especially for metro vehicle systems.This is driven by the government‟s incentive toprovide the larger cities with environmentallyfriendly mobility. Besides, there is strongmarket demand for control, command andsignalling equipment, train maintenancetechnology as well as IT specialists.

India has import licensing requirements andcertain technical requirements for transportequipment, machinery engineering,mechanical engineering, as well as electro-technical standards.

The success of the Delhi metro project hasproved an impetus for other metro projectsthroughout the country. Most cities – around20 - are currently considering integrating metrosystems into their urban transport

infrastructure as has been reported above inthis report.

To accelerate the expansion of infrastructurefor growth, public-private partnerships (PPPs)have been given a larger role in attainingstrategic goals, such as increasing privatecapital in areas where PPPs can improveefficiency and control costs.

Whilst domestic Indian companies are strongand export their own products, a number of

foreign companies are also active in India,including Alstom, Bombardier Transportation,

Itochu, Mitsubishi Corporation, Rotem and

Siemens. Metro projects have beentraditionally awarded to French, German andJapanese companies who have similarsystems within their home countries.

Bombardier Transportation India, a fully-ownedsubsidiary of Canada‟s Bombardier hasestablished a manufacturing facility nearVadodra to manufacture rolling stock andbogies for Indian Railways as well metro railsystems like the Delhi Metro Rail Corporation.Siemens Transportation System has also tied

with public sector enterprise RITES for railwaywagon production in addition to providingsignalling and electronic systems.

The barriers for foreign rail companies in Indiaare so extensive that entry into the rail sectoris recommended by using local companies asa starting-step. Thereafter - in the mediumterm – depending on the “India Experience”, itis advisable for foreign suppliers to establish a joint venture or to acquire a holding in a localmanufacturer,

Some actual identified opportunities open toforeign firms in metro projects in India6:

To instigate interest in the Indian urban metrotransport market, an organization such as theSwissrail Industry Association should considerworking with Osec Business NetworkSwitzerland (Osec) - and by extension theSwiss Business Hub India (SBHI) – toformulate specific strategies for the Indian

market.

Here, two strategies could be considered.Firstly, a “supply-driven” approach which wouldbe reliant on general assumptions about whatthe Swiss rail industry considers it does well;this rather than having a detailed strategicmatching of proven Swiss capabilities(products, technologies and services) linked tospecific project opportunities in India. Such a„supply-driven‟ approach could look like this.

6 As listed by GHD Meyrick, Canberra, Australia. Some of

these projects may already be tendered for.



“Supply -driven Strategy”

This approach is characterized by takingproducts, technology or services into a vast -and price-sensitive - market like India withoutfirst doing the necessary deskwork toeffectively target opportunities and thus

entering the “unprepared” market too earlywhich could lead to initial failures andfrustration in the already difficult market.

Against this “supply-driven” approach, theother possibility would be more a “market-disciplined, capability-driven” approach drivenby specifically identified core opportunitiesmatched with specific capabilities of the Swissrail industry.

“Market -disciplined, Capability-driven Strategy”

A

Identify, audit andrank marketopportunities

B1Match

opportunities withproven capabilities

of the Swiss railindustry

B2Engage with Osec-

SBHI to assessmarket practicalitiesand address trade

impediments

C

Form “clusters” tooffer packaged

solutions“.

D

Begin targetedIndia engagement

in collaboration

with Osec-SBHI

In this second capability/market matchingapproach, the importance of B2 should beemphasized. Engaging in the early stages withOsec-SBHI in developing specific strategies toaddress associated market practicalities inIndia is a very important and necessity step.The experience of the SBHI, being on the spotand enjoying an extensive network of expertconsultants and official contacts, is a very vital

input for the final success of the end marketentry strategy for India.

Some actual identified opportunities open toforeign firms in metro projects in India7:

7 As listed by GHD Meyrick, Canberra, Australia. Some of

these projects may already be tendered for.

A

Define Swisscapabilities

BUndertake a

market analysis

CIdentify/address

trade impediments

DEnter the Indian

market



Name of Project Project Descript ion Current Status Oppor tunit ies

Chennai Metro

Project

Chennai Metrol Rail

Limited

Financed by the

Government of India,

State Government and

Japan‟s JICA. Two

Corridors with a

combined length of 45

km will be constructed

in the first phase of

which 24 km will be

underground.

Completion scheduledfor 2014-15.

Metro Rail Corporation

(DMRC) appointed as

Prime Consultant

(Owners Engineer) for

Phase-1. A five

member consortium

led by Egis Rail S.A.,

France, appointed as

General Consultants in

February 2009. Other

members of theconsortium are Egis

India Consulting

Engineers Private Ltd.,

India. Maunsell

Consultants Asia Ltd.,

Hong Kong, Balaji Rail

Road Systems Ltd.,

India and Yachiyo

Engineering Co. Ltd.,

Japan.

Opportunities for

supply of rolling stock,

detailed engineering,

construction and

supervision contracts,

signalling, power

systems and

trackwork. Significant

design and

engineering

opportunities undersubsequent phases of

project.

Hyderabad Metro

Project

Hyderabad Metro Rail

Limited

This 71 km metro

system was to be

undertaken under a

PPP transaction.

The bidding process

was completed in July

2008 and the bid was

awarded to a

consortium led by

Maytas Infra. As the

consortium has been

unable to bring about

financial closure of this

transaction, the project

will likely be re-

tendered.

Opportunities for

feasibility, design and



signalling systems,

power supply traction,

communication

system, trackwork and

civil works.

Kochi Metro Project

Kochi Metro Rail

Corporation

To be financed by the

Central and State

Governments, the

project will cover a 26

km stretch between

Tripunithura and Aluva

and is expected to becompleted in three

Project approved by

central government.

Procurement yet to

commence.

Opportunities for

feasibility, design and



signalling systems,


communicationsystem, trackwork and



years. civil works.

Delhi Metro Rail

Project

Delhi Metro Rail

Corporation

Phase III of the metro

involving an additional

112 km proposedunder the third phase

starting 2010.

Phase I and II involved

186 km of an

underground andelevated rail system.

Phase II will be

completed by October

2010. Phase III (112

km) and IV (108.5 km)

are planned to be

completed by 2015

and 2020 respectively,

with the network

spanning 413.8 km bythen, making it larger

than London‟s

Underground (408 km).

Rail management,

consulting and

engineering services,track construction,

maintenance systems,

repair and workshop

services.

Mumbai Metro Rail

Project

Mumbai Metro One

Pvt. Ltd.

Metro system of 146.6

km to be implemented

over 2006-2021. First

section of 11 km

(Versova-Andheri-

Ghatkopar)(VAG

section) beingdeveloped as a BOOT

project by Mumbai

Metro One Pvt. Ltd., a

Joint Venture

Company formed by

Reliance Energy

Limited, Veolia

Transport, France and

Mumbai Metropolitan

Region Development Authority (MMRDA)

For VAG section –

Engineering and

Project Management

Consultants, a

consortium of Parsons

Brinkerhoff (USA) and

Systra S.A. (France)appointed. Rolling

stock to be supplied by

CSR Nanjin, China.

Signalling by Siemens

and Power Systems

and SCADA by ABB.

Trackwork by VNC Rail

One.

Tendering phase for all

the major systems and

sub-systems for VAG

section completed.

Opportunities for

subsequent sections

(about 135 km)including design and



signalling systems,


communication


civil works.

Bangalore Metro

Project

Bangalore Mass

Rapid Transit Limited

Financed by the

Government of India

and the State

Government, this

involves a 33 km metro

system of which 6.76

km will be

underground.

RITES is providing

General Consultancy

Services for Phase 1 of

the Bangalore Metro

Project jointly with PCI

(Japan), PBI (US) and

SYSTRA (France).

Coaches are being

supplied by India‟s

Opportunities for

subsequent Phases

including feasibility

studies, design and



signalling systems,


communication



BENL. First phase

scheduled for

completion in 2011.


civil works.

East-West Corridor ofKolkata Metro Rail

System

Kolkata Metro Rail

Corporation

This project seeks toexpand the existing

metro system by

constructing an east-

west line of 13.7 km of

which 8 km will be

underground. Jointly

funded by the

Government of India

and State Government.

Pre-qualification ofconsultants and

suppliers is in

progress.

Opportunities includesupply of rolling stock,

signalling systems,


communication


civil works. Consultant

selection in progress.

Chandigarh Metro Seven corridors being

considered involving a

total of 52.4 km of

which 40.4 km will be

in Chandigarh and the

rest in Mohali.

Detailed project report

prepared by RITES.

Government of India

gives its in-principle

approval in June 2008.

Formal confirmation of

government financing

awaited.

Feasibility study and

design, detailed

engineering-related

opportunities likely

during immediate

preparation stages.

Pune Metro Project Proposed project will

involve two routestotalling 31.5 km as

elevated track with a

small underground

component. The first

route is scheduled for

completion in 2014.

Second and third

phases involve an

additional 43 km of

track connectivity.

The Delhi Metro Rail

Corporation hasprepared a detailed

project report

consideration by state

and central agencies.

Likely to be financed

by state and central

governments.

Feasibility study and

design, detailedengineering-related

opportunities likely

during immediate

preparation stages.



Annexure 1: Metro Maps

Route Map: Bangalore Metro



Route Map: Chennai Metro



Route Map: Delhi Metro



Route Map: Hyderabad Metro



Route Map: Kolk ata Metro



Route Map: Mumbai Metro



Annexure 2: Important Con tact Co-ord inates 8

Bangalore Metro Rail Corporation Ltd.

3rd Floor, BMTC ComplexK.H. RoadShanthinagarBangalore – 560 027

Phone: +91 80 2296 9300 – 2296 9301Fax: +91 80 2296 9222Email: [email protected] Web: http://www.bmrc.co.in

Contact: Mr. N. SivasailamDesignation: Managing Director

Email: [email protected]

Contact: Mr. D.D. PahujaDesignation: Director (RSE)Direct: +91 80 2296 9231Email: [email protected]

Contact: Mr. B.S. Sudhir ChandraDesignation: Director (Project & Planning)Direct: +91 80 2296 9206Email: [email protected]

Chennai Metro Rail Limited11/6, Seethammal Road AlwarpetChennai – 600 018

Phone: +91 44 2431 0174Fax: +91 44 2431 2430Email: [email protected] Web: http://chennaimetrorail.gov.in/index.html

Contact : Mr. K. RajaramanDesignation: Managing DirectorEmail: [email protected]

Contact: Mr. R. SundarajanDesignation: Chief General Manager – Operations and MaintenanceEmail: [email protected]

Contact: Mr. Mr. V. SomasundaramanDesignation: Chief General Manager – ConstructionEmail: [email protected]

8 All contact co-ordinates have been authenticated by phone calls.

mailto:[email protected]


http://www.bmrc.co.in/










http://chennaimetrorail.gov.in/index.html




















Contact: Mr. V. CarmelusDesignation: Chief General Manager – SystemsEmail: [email protected]

Delhi Metro Rail Corporation Ltd.Metro BhawanFire Brigade LaneBarakhamba RoadNew Delhi – 110001

Phone: +91 11 2341 7910 – 12Fax: +91 11 2341 7921Web: http://www.delhimetrorail.com/index.htm

Contact: Dr. E. Sreedharan

Designation: Managing Director

Contact: Mr. Kumar KeshavDesignation: Director (Project & Planning)Direct: +91 11 2341 8307

Contact: Mr. Raj KumarDesignation: Director (Operations)Direct: +91 11 2341 8304

Hyderabad Metro Rail Ltd.Metro Rail BhavanSaifabadHyderabad – 500 004

Phone: +91 40 2338 8580 – 81Fax: +91 40 2338 8582Email: [email protected] Web: http://hyderabadmetrorail.in/home.html

Contact: Mr. N. V. S. ReddyDesignation: Managing Director

Email: [email protected]

Contact: Mr. ZiauddinDesignation: Chief General ManagerEmail: [email protected]

Kolkata Metro Rail Corporation Ltd.4th Floor, HRBC HouseMunsi Premchand SaraniKolkata – 700 021

Phone: +91 33 2213 4345Tele/Fax: +91 33 2213 4347 – 80



http://www.delhimetrorail.com/index.htm




http://hyderabadmetrorail.in/home.html














Email: [email protected] Web: http://www.kmrc.in/home.php

Contact: Mr. Sumantra Choudhury

Designation: Managing DirectorDirect: +91 33 2213 4346

Contact: Mr. Tarun KumarDesignation: Chief Engr. (Civil)Mobile: +91 98309 08666

Contact: Mr. G.G. BiswasDesignation: Chief Engr. (Sig. & Telecom.)Direct: +91 33 2213 4349Mobile: +91 90513 99335

Mumbai Metropolitan Region Development Authority (MMRDA)MMRDA BuildingBehind Family Court BuildingBandra - Kurla ComplexMumbai – 400 051

Phone: +91 22 2659 0001 – 02 – 03 – 04Fax: +91 22 26591264Email: [email protected] Web: http://www.mmrdamumbai.org/index.htm

Contact: Mr. S R NandargikarDesignation: Chief Engineer – MMRDAEmail: [email protected]

Contact: Mr. G R MadanDesignation: Director, Mass Rapid Transit System (MRTS)Email: [email protected]

Mumbai Metro One Private Limited2nd Floor, Satellite Silver

Andheri-Kurla RoadMarol, Andheri (E)Mumbai – 400 059

Phone: +91 22 3009 1410+91 22 3009 1560 (Ms. Latika, PA to Director)

Fax: +91 22 3009 1368Email: [email protected] Web: http://www.mumbaimetro1.com



http://www.kmrc.in/home.php




http://www.mmrdamumbai.org/index.htm








http://www.mumbaimetro1.com/












Disclaimer

The information in this report was gathered and researched from secondary sources (internet, print

and electronic media, reference documents, etc.) believed to be reliable and are written in good faith.Osec and its network partners cannot be hold liable for data, which might not be complete, accurateor up-to-date; nor for data which are from internet pages/sources on which Osec or its networkpartners do not have any influence. The information in this report does not have a legal or juridicialcharacter, unless specifically noted.

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