Metro Rail News December 2017 by Metro Rail News

December 2017 / Monthly / Vol. I / Issue 12

A Symbroj Media Publication

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CONTENTS 10 News Highlights

14 Hyderabad Metro : World’s largest PPP Model Project (By Metro Rail News)

21Core

and Non-core CBTC Functions…. Which is more important (By Naeem Ali, Director, CBTC Solutions Inc.)

Meet NVS Reddy: Metro man of the Month (By Metro Rail News)

Editorial Advisory Board

Editor’s Note

Opportunities in Railway Signaling and Telecommunication (By Ajay Singh, Director, Ilex Academy)

34 How Pune can create a Unified Mass Transport Experience? (By Yogesh Dandekar, TATA Elexi Ltd.)

41 How politics affect Infrastructure Development in Country? (By G.S. Radhakrishna)

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EDITORIAL BOARD (December 2017)

Vol. I / Issue 12 | December 2017 Managing Editor Mamta Shah Group Editor Shashi Prabha IFS (Retd.) Kishor Dudani Advocate, Ex. Dy. Secretary Ministry of External Affairs, Govt. of India New Delhi (India)

Director Advertising Rajesh Maheshwari

Sunil Srivastava Member Governing Council Institute of Metro & Rail Technology Hyderabad (India)

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Editor’s Note

Dear Readers,

Seasonal greetings from Metro Rail News ! November 29, 2017 was a red-letter day for the city of Hyderabad. It was the day that the Hyderabad Metro Rail, a decade in the making, finally opened to the public. Officials said that at least 1 lakh people travelled on the Metro on Day 1. By all accounts, the city has embraced it with not just joyriders taking the 30 km journey—the longest stretch launched at a time in the country, according to the state government—but also office goers attempting to incorporate it into their daily commute. The journey of the project, the world’s largest public-private partnership, has not been as smooth as the 30 km ride experienced by most. The project was initiated in 2007 and in 2008, the then state of Andhra Pradesh signed the Concession Agreement with Maytas Metro Limited. Maytas was floated by Satyam Computers’ B Ramalinga Raju in what was considered a dubious venture. Delhi Metro’s E Sreedharan reportedly called the whole project a real estate venture aimed at enriching Raju’s family. In 2009, Raju confessed to accounting fraud and stepped down from Satyam. The agreement was scrapped that year, and L&T came on board as the new partner for the Metro Project in 2010. The project was further stalled by the bifurcation of Andhra in 2014, in addition to some 200 legal hurdles. Phase 1 of the project was finally formally launched by the PM Tuesday ahead of the Global Entrepreneurship Summit, a full 10 years after the formation of the Hyderabad Metro Rail Limited. While the teething troubles have been kept to a minimum so far, with helpful and well-trained staff available to help and guide commuters at every turn, it must also be noted that the 24 stations on the route are at varying stages of completion and parking facilities are not fully ready yet. Further, feeder services are nowhere near seamless at this point, begging the question of whether, having waited 10 years, waiting a few more months was out of the question. But considering how Hyderabadis have embraced the Metro since its opening, perhaps 10 years was enough. In this edition we have covered maximum information on Hyderabad Metro Rail Project. We have featured Hyderabad Metro Rail Project as “Metro Rail Project of the Month” and Mr. NVS Reddy, Managing Director of HMRL as “Metro Man of the Month”. 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 Managing Editor Metro Rail News (A Symbroj Media publication) E-mail: editor@metrorailnews.in

OPERATIONAL METRO RAIL PROJECTS IN INDIA As on December 7, 2017 (Metro Rail News) State/UT West Bengal

Project Kolkata Metro Rail Project (An Indian Railways initiative)

Date of Begin October 24, 1984

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 June 8, 2014 (PPP Project by MMRDA & Reliance Infra) Mumbai Mono Rail Project (An initiative by February 2, 2014 MMRDA) Jaipur Metro Rail Project (An initiative by State June 3, 2015 Government)

11.40

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

November 28, 2017

30.00

Rajasthan

Telangana

Hyderabad Metro Rail Project (PPP Project by State Govt. & L&T) Total operational length (in KM)

Length (km) 27.39

Â© METRO RAIL NEWS | DECEMBER 2017 | WWW.METRORAILNEWS.IN

9.00 9.60

413.35

NEWS HIGHLIGHTS NATIONAL NOV 2, 2017

• • •

NOV 3, 2017

• •

NOV 4, 2017

• •

NOV 6, 2017

•

Ministry of Housing & Urban Affairs selected Kochi Metro Rail Limited (KMRL) for best urban mobility project in India. Chennai Metro Rail Limited (CMRL) finished tunnelling work in North Chennai. Delhi Metro Rail Corporation (DMRC) electrocuted metro employee declared dead by Sir Ganga Ram Hospital. Indian Rly to get Chinese made air-conditioned coaches by February 2018 for Kolkata Metro Railway. Faridabad Police lodged FIR against two senior metro officers of Delhi Metro Rail Corporation on electrocution case. Lucknow Metro Rail Corporation (LMRC) baged Dun & Bradstreet Infra Award, 2017 in Metro Rail category Bangalore Metro Rail Corporation (BMRC) got poor response from construction companies on Reach 6 Delhi Metro Rail Corporation (DMRC) planed to start trial run of metro trains in Mundka-Bahadurgarh corridor from December 2017.

NOV 7, 2017

• • •

NOV 9, 2017

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Mumbai citizens decided to move court against elevated Metro 2B corridor of Mumbai Metro Rail Project. Noida Metro Rail Corporation (NMRC) completed the viaduct on Noida-Greater Noida corridor Kochi Metro Rail Limited (KMRL) planning to boost revenue from property and advertising business Korean firm Hyundai Rotem bags contact for supply of 96 metro cars to MEGA Metro. Mumbai Monorail halted services due to fire in a monorail, no casualties reported.

NOV 10, 2017

•

Bangalore Metro Rail Corporation (BMRC) to signed a € 300-m loan deal with AIIB for Phase-II projects

NOV 11, 2017

•

Hyderabad Metro Rail Limited (HMRL) expected inaugurate metro rail services on November 28 by PM Narendnra Modi. Haryana Government asked for report on Gurugram-Faridabad Metro link. Chennai Metro Rail Limited (CMRL) started land survey for 2nd phase of metro rail project Mumbai Metro Rail Corporation (MMRC) started tunnelling work for Metro 3 project at Naya Nagar

• • • NOV 13, 2017

•

CMRS started inspection of Botanical Garden-Kalkaji Mandir section of Line-8 of Delhi Metro’s Phase-III Project.

NOV 14, 2017

•

DMRC Chief Mangu Singh conferred with Sat Paul Mittal National Award for the year 2017

NOV 16, 2017

•

Maha Metro planning to interlink four Indian Railways stations with Pune Metro Rail Project. Judicial committee reported Bombay High Court about 30-35% transplanted trees nearly dead in Mumbai Metro 3 project Reliance Infra led Mumbai Metro One launched mobile ticketing facility with PayTM Indian Railway Station Development Corporation (IRSDC) issued request for empanelment for providing architectural and engineering services.

• • • NOV 17, 2017

• •

Experts suggest three corridors interlink at Gandhipuram under Coimbatore Metro Rail Project. Hyundai Rotem to supply 96 metro coaches for Ahmedabad Metro Rail Project

NOV 19, 2017

• Hyderabad Metro Rail (HMRL) made some special features for Differently-Abled commuters

NOV 22, 2017

• Kochi Metro Rail Ltd. (KMRL) expected to reach Thripunithura| by December 2020

NOV 23, 2017

• Chennai Metro Rail Ltd (CMRL) planned to run driverless trains in phase 2 project

NOV 25, 2017

• Hyderabad Metro Rail Ltd (HMRL) to launched TSavaari’ Mobile App for metro rail commuters

NOV 25, 2017

• Delhi Metro Rail Corporation (DMRC) lost over 3 lakh commuters per day after metro fare hike • Kochi Metro Rail Ltd (KMRL) planning to re-launch public bike sharing scheme

NOV 27, 2017

• L&T seeking for two more years for Hyderabad Metro Rail Project • Iron pillar collapses at metro rail interchange site on Munje Square during construction in Nagpur Metro Rail project, no one hurt. • Nagpur Metro Rail to get solar power at less than Rs4.50 a unit

NOV 28, 2017

• Hyderabad Metro Rail (HMRL) expecting over two lakh commuters every day • PM Narendra Modi flagged off Hyderabad Metro Train services, to be opened for public from November 29. • Next metro fare of Delhi Metro will be revised in January 2019 automatically

NOV 29, 2017

• Hyderabad Metro train services started run on track for the city people

NOV 30, 2017

• Lucknow Metro Rail Corporation (LMRC) using advanced telecommunication systems in metro rail network

Hyderabad Metro: World largest PPP Model Project started its train services in India

rban Transport systems in large developing cities face major challenges due to the continuous growth of urban population, private vehicle ownership, congestion, and the fragility of public transportation systems. And such strain on urban transport system directly impact households, businesses and urban community at large. Transport may become a binding constraint on both economic growth and social development and inclusion, along with increased negative impacts on health and environment.

Air pollution has become a serious problem these days and transportation has added much to it. Cities on the fast track towards urbanisation are no exception to this problem. Industrial pollution, automobile pollution, commercial pollutants, and pollutants from manufacturing units and biomass combustion are affecting the overall well-being of the residents and also impacting productivity levels of the employed and business profits tend to go downhill on account of this.

ÂŠ METRO RAIL NEWS | DECEMBER 2017 | WWW.METRORAILNEWS.IN

As cities become the engines of economic growth, city officials and decision makers face a challenging task of developing and maintaining efficient urban transport systems. These systems has a herculean task of addressing issues like severe congestion, deteriorating air quality, energy sustainability, and increasing numbers of road accidents. Planning for the right urban transport management is complex. It involves more than choosing technologies and considering a

variety of factors such as affordability, local culture, environmental issues, financing, energy use, and impacts on special populations such as the women, children, senior and differently abled citizens. It has to understand linkages with land use, human behavior, affordability, and the environment, and needs to ensure financial sustainability.

Greater Hyderabad is a mega city that covers 625 sq. km. of municipal corporation area and 6,852 sq. km. of metropolitan area. It is fast emerging as the hub of IT/ITES, Biotech, Pharma and Tourism sectors. Its strategic geographical location, multilingual and cosmopolitan culture, tremendous growth potential and investment-friendly economic policy are all making it an attractive destination for corporate, entrepreneurs, academicians and homemakers alike.

An overview of Hyderabad City • Hyderabad is the capital city of newly formed state Telangana. • Hyderabad city’s population stands at 9.5 million and is projected to touch 13.5 million by 2021. • Currently, over 5.4 million personalized vehicles ply on Hyderabad roads, with an addition of 0.60 million vehicles every year. • 7.3 million motorized trips are made every day, of which, only about 3.2 million or 40% are made by the Public Transportation System (PTS) i.e. buses and local trains. That means the rest of the trips are made by personal vehicles leading to traffic bottlenecks, high pollution levels and a steep increase in fuel consumption. • A people-friendly city is that which provides a good quality of life. An efficient, safe, reliable and comfortable public transportation system is one of the pre-requisites of good living. • The increasing pressure of the burgeoning population is putting Hyderabad’s Transportation System under constant pressure. The need of the hour is a robust system that is dependable, comfortable, affordable and sustainable.

Hyderabad Metro Rail Project There are about 200 Urban Mass Rapid Transit (MRT) systems across the globe. But for about half a dozen built in PPP mode, all the other mass transit systems world over have been built by Governments utilising tax payers’ money and are capital intensive projects. Though they have been making losses, they are essential for better air quality, liveability and competitiveness of cities. And out of these only 4 (Singapore, Hong Kong, Tokyo and Taipei) metro projects are making profits, as these successful systems get a substantial part of their revenue from property development at Metro stations and depots.

Hyderabad Metro Route Map (Source: HMRL Official Website)

of the city, The station design is unique with special emphasis on sleek look, natural ventilation and energy conservation. The project is being implemented not as a simple ‘Transit’ project but ‘Transit +’ project transform Hyderabad into an efficient city with low carbon footprint.

Covering three high density traffic corridors of the city spanning 72 km., the project is being executed in Public Private Partnership (PPP) mode on design, build, finance, operate and transfer (DBFOT) basis. Of the total cost of Rs. 14,132 crore (USD 2.36 bn), Government of India has sanctioned Rs. 1,458 crore (USD 0.24 bn) (10%) as one time capital grant on the basis of competitive bidding. The remaining Rs. 12,674 crore (USD 2.12 bn) is being invested by the Concessionaire M/s L&T Metro Rail Hyderabad Ltd., a special purpose company of the Indian Infrastructure and Manufacturing giant L&T.

To address the increasing traffic congestion and pollution levels in Hyderabad city, Government of Telangana has undertaken the Hyderabad Metro Rail project . Covering three high density traffic corridors of the city spanning 72 km., the project is being executed in Public Private Partnership (PPP) mode on design, build, finance, operate and transfer (DBFOT) basis. Of the total cost of Rs. 14,132 crore (USD 2.36 bn), Government of India has sanctioned Rs. 1,458 crore (USD 0.24 bn) (10%) as one time capital grant on the basis of competitive bidding. The remaining Rs. 12,674 crore (USD 2.12 bn) is being invested by the Concessionaire M/s L&T Metro Rail Hyderabad Ltd., a special purpose company of the Indian Infrastructure and Manufacturing giant L&T. The project works are being executed as per international standards with emphasis on design innovation, high quality and stringent safety standards. The pillars, viaduct and stations of this completely elevated Metro Rail are being designed aesthetically to enhance the beauty

The project will also transform this dynamic city Hyderabad into a people friendly green city with emphasis on inter-modal connectivity to main rail terminals, bus stations and dedicated feeder bus services for ‘seamless travel’. The pedestrian facilities, bicycle tracks, walkways and street furniture incorporated in this project will enhance the quality of life in Hyderabad and make it a globally competitive city. Largest PPP Model Project Financial innovation is a key element in the conversion of Hyderabad Metro Rail project from Government model to PPP model. The Detailed Project Report (DPR) for the Project which was originally conceived as a government project indicated a total land requirement of 269 acre (109 hectare) for establishment of three Depots and creation of Parking and Circulation (P&C) areas at select Metro stations. Without increasing the land requirement, the PPP format allowed commercial exploitation of air space over the land parcels identified for the Depots and P&C areas through financial and engineering innovation. The Concession Agreement allows development of property over land parcels up to a maximum of 18.5 million Sq. ft. of built up area within the local municipal bye-laws. Whilst the ground floor at P&C areas of the stations shall be exclusively used for P&C purpose, the

Concessionaire is permitted to commercially exploit air space for property development. Similarly, while 70% of the ground space of the three Depots shall be exclusively used for constructing the rail facilities, the remaining 30% of the Depot lands can be used for property development by the Concessionaire. The Concessionaire cannot sell the properties so developed by him, but can only enjoy the lease rentals during the Concession Period which is 35 years and extendable by another 25 years. As per the revenue model, broadly 50% of the revenue comes from passenger fares, 45% from property development and 5% from advertisements and other miscellaneous sources. Special provisions have been incorporated in the local municipal bye-laws to incentivize densification along the mass transit corridors to encourage Transit Oriented Development (TOD). The Hyderabad Metro stations and Depots will have mega shopping malls, multiplexes, office / commercial spaces, hotels, restaurants, clinics / diagnostic centres, convention centres, entertainment centres, bank branches, ‘A to Z’ shops etc., and will become hubs of activity in the city. Practically everything that is required for the day to day needs of the people will be available at the Metro locations and these will substantially increase the ridership; and the high foot falls in turn will increase the rental values of the property being developed at the metro facilities.

Ridership expected The Hyderabad Metro Rail project is designed to cater to 85,000 PHPDT across all the three corridors. The two tracks (up and down lines) are built on a deck erected on pillars in the central median of the road, without obstructing the road traffic and each track is equivalent to 7 bus lanes or 24 car lanes in terms of capacity. Stations are located at an average interval of 1KM – elevated stations with passenger access through staircases, escalators and lifts. Each station has adequate parking space and circulating areas are being provided for multi modal integration. Pedestrian facilities from the road to the concourse/car park and/or to the ticket counters and back shall have been provided to enable unhindered smooth flow of pedestrians using the Metro and making the commuting experience comfortable. Facilities for disabled are provided at all stations for their safe movement from parking areas to the platforms and back. Lifts and escalators are also provided at Stations for the use of passengers including the physically challenged.

With a frequency of 3 to 5 minutes during peak hours, the system is expected to carry about 17 lakh passengers per day by 2017 and 22 lakh by 2024. As against the current average vehicular speed of 8 kmph, the Metro Rail is capable of a maximum speed of 80 kmph and the average speed of the trains will be 34 kmph – an international standard for MRT systems. Owing to this speed, the travel time by metro rail from one end to another will be as: • 45 minutes for Corridor I (Miyapur-L.B.Nagar – 29Kms) as against 1 hr 46 minutes by bus. • 22 minutes for Corridor II (Jubilee Bus StationFalaknuma-15 Kms) as against 1 hr 10 minutes by bus. • and 39 minutes for Corridor III (NagoleRaidurg-28 Kms) as against 1 hr 26 minutes by bus.

Metro Ticketing System

The ticketing solution proposed for Hyderabad Metro Rail is a state of the art Automated Fare Collection System based on Contactless Fare Media Technology featuring technologies best suited for MRTS and recognised world-over. The system is integrated to web application to top-up the contactless smart card through internet. The System accepts banknotes, coins, bank cards (credit/debit) and smart cards as a payment mechanism. The Ticket Vending Machines (TVMs) are facilitated with Coin recyclers and Bank Note recyclers. Near field communication (NFC) protocol is also featured enabling commuters access through smart phones.

Hyderabad Metro would be first in India to claim train control by CBTC technology. The advanced signalling & Train Control technology, Communication Based Train Control (CBTC), is adopted for Hyderabad Metro to control the trains. Advanced braking system in Metro Rail rolling stock enables 35% power

regeneration and feeding it back for utilization in the system, thereby further reducing carbon footprint. The trains running on three corridors will be controlled and monitored from state-of-the-art Operation Control Centre (OCC). The trains can run with headway of 90 Sec to tackle commuters during office peak hours in morning and in evening. The overview display panel will mimic all three corridors and indicate current locations of all trains running on these corridors. The OCC shall be the primary control centre having a back-up control centre at Uppal depot to take over the operation if the OCC to be evacuated due to unforeseen situation.

People Friendly Hyderabad Metro Rail is designed in a robust way to provide socioeconomic benefits and equal opportunities in public spaces to all citizens, thereby facilitating equitable and sustainable improvements to the overall living

standards of the citizens. Hyderabad Metro Rail offers multiple advantages like minimising the number of road accidents, elimination of travel related stress & fatigue and reduces dust & pollution. The project provides skywalks below the elevated viaduct to give direct landing into schools, colleges, hospitals, offices and other public and private buildings to provide safety and security; safe FoBs for Junction crossing; thereby building one Hyderabad at road level and another Hyderabad at elevated level. “Merry-go-round” dedicated feeder bus services, bicycles and other non-polluting last mile connectivity facilities at Metro stations, pedestrian facilities, aesthetic Metro station surroundings with lots of greenery, street furniture, public art etc., will be HMR’s contribution to the efforts to make Hyderabad a GLOBAL CITY as being envisioned by the Chief Minister of Telangana, Mr. K. Chandrasekhar Rao.

“

Building a project of this scale in the highly congested roads of Hyderabad is a great challenge. Tackling sensitive structures, carefully handling different interest groups, persuading property owners to part with the affected properties for widening of roads to create right of way for the project are the main nonengineering challenges. Engineering challenges are resolved by converting 85% of the project works into “precast” mode. Most of the works are done at the casting yards on the outskirts of the city (at Uppal and Qutbullapur casting yards) and are brought to the site during night time to manage traffic during Metro construction. The station construction also has been made “pre-casting” type. For the first time

the entire elevated Metro station is being precast elsewhere and is being brought and fixed during night time at the station locations. Taking inspiration from a bird, the station design is built in “spine and wings” method. The State Government and its single window agency the Hyderabad Metro Rail Limited (HMRL) intend to utilize a mass transit project as an urban redesign instrument.

Metro Rail project of the year 2013 & 2014 by the Construction Week India, Mumbai and ‘American Concrete Institute (ACI) Award’ for the year 2013 at Mumbai, India, International Safety, Quality and Environment Management Awards” for the year 2015 by ISQEM at UK, SKOCH Platinum Award and Best Upcoming Metro Rail” for 2016 by ITP Publishing.

Being still in execution stage, the project has already won several prestigious national and global awards including “The Global Engineering Project of the Year Award” at the Global Infrastructure Leadership Forum at New York in 2013, ‘RoSPA (Royal Society for Prevention of Accidents) Gold’ Award at Glasgow consecutively for 2013, 2014 & 2015,

Hyderabad Metro project is shaping up to establish several global benchmarks and the project is converted from an engineer-centric transportation project to a people-centric innovation project and an urban rejuvenation effort.

Core or Non-Core CBTC Functions… Which is More Important

perationally critical functions must be understood when deploying a CBTC solution. These functions define how a railroad operates once the solution is deployed and if neglected the Operator can expect service disruptions, longer recovery times and irate commuters. Laser-focus on the CBTC solution’s operational functions will ensure that the operational requirements of the Operator are satisfied. Functions that define a CBTC solution are split into two broad categories; core functions and noncore functions (Figure 1). Core functions handle the basic Automatic Train Protection (ATP), Automatic Train Operation (ATO) and Automatic Train Supervision (ATS) functionality such as positioning, train tracking, propulsion & braking control, routing, movement authority, interlocking, regulation, scheduling and communications.

Naeem Ali, P. Eng, Director & Principal Consultant CBTC Solutions Inc., Toronto, Canada,

Suppliers generally refuse to change core functions from project to project due to complexity and cost (there are exceptions). Therefore, Operators have no choice but to accept these functions as is, otherwise they should seek another CBTC solution.

encountered when running Service such as Service build up, diagnostics & maintenance, recovery from Service affecting faults or passenger information and announcement systems. Only then can the Operator create a design framework for a CBTC solution that a Supplier can follow. Of the numerous non-core CBTC functions, seven are key because of the multiple implementation options available or their importance is not appreciated by most Operators. They are as follows:

Figure 1 - Core CBTC functions vs non-core functions

However, Operators have influence over the design of non-core functions because the Operator’s personnel and the riding public interact directly with these functions and the Suppliers recognize this. Non-core functions must meet the Operator’s unique operational needs otherwise the inadequate functions will hamper the Operator’s ability to deliver satisfactory Service. For example, a Supplier developed a work zone protection function on a previous project for Operator A and would like to implement this function with no changes on Operator B’s property. This function may have been applicable to Operator A but due to the unique operating environment of Operator B, this function must be modified to fit. The Supplier will resist but the Operator must push. Ignoring non-core functions means blindly accepting the Suppliers proposed solution. Understanding the operating environment is crucial to understanding the everyday scenarios

Key Function #1: Train recovery In a signalling system with no secondary train detection (track circuits or axle counters), this is a critical function when a train is unable to communicate with the wayside (considered the worst-case failure in this paper). There are three train recovery options and each one increasing in complexity and cost; the Operator must select an option based on their operating environment. Key Function #2: Work zone protection Creating a safe corridor for workers at track level while maintaining Service level is a critical concern for all Operators. In a CBTC application, the work zone function takes on greater importance because the trains are either driverless or operating in an automated mode. A vital SIL4 (Safety Integrity Level 4) design is required to inform the CBTC system of workers at track level, while maintaining Service. Key Function #3: Equipping Work Cars with CBTC equipment Equipping work cars with CBTC equipment is not a function but a decision and operationally, a critical one. Work cars must coexist with passenger carrying trains either by equipping work cars to follow the same rules as passenger carrying trains (consistency) or by applying special rules to unequipped work cars. Operators with a fleet of 60 or 70 work cars may opt for rule book consistency and

equip work cars whereas small Operators may opt for special rules and operate with unequipped work cars.

Service. The Operator must have an approach in mind so the Supplier can design a solution that supports the strategy.

Every railroad property is unique and how they operate their work cars in a CBTC environment is no different.

Note: Each key function is described in my white paper. The download link is provided above.

Key Function #4: Diagnostics Effective diagnostics allow a CBTC system to localize and pinpoint problems, permitting the Operator to quickly recover from Service affecting faults. A proper diagnostic architecture has three levels and each level increases the resolution of the problem. All suppliers utilize a level 1 architecture, most implement a rudimentary level 2 but no Supplier has successfully implemented a level 3 diagnostics architecture.

CBTC Suppliers have developed very good core CBTC functionality but the non-core functions are generally lacking. Unfortunately, non-core functions are critical to operations and therefore the Operator must have an operational focus within a CBTC context when deploying a CBTC solution; the Operator must translate their existing operational philosophy, procedures or methods into a CBTC design framework the Supplier can understand and implement.

Key Function #5: Fallback mode Fallback mode is a mechanism to track trains using secondary detection devices such as track circuits or axle counters. It is a legitimate mode of operation, but avoid it when possible. The cost of implementing a fallback mode will outweigh the marginal benefits this function provides. The Operator must take a methodical approach when evaluating the need for fallback because the consequence of making the wrong decision is costly.

If the operator has a grasp of the seven key non-core CBTC functions described above, the Operator will have greater control over CBTC solution deployed on their property. Note: Over the next several months, I will write about each key function in more detail. ***

About the Author Key Function #6: Launching trains Transit authorities planning to transition from conventional to CBTC signaling must treat the depot and mainline as a single entity, otherwise the boundary becomes a barrier for launching trains into service. A CBTC solution is effective only when it has control over all aspects that affect mainline operations; the time it takes to launch trains from the depot is a factor. Key Function #7: Cutover strategy The Operator must select the right cutover strategy to transition from conventional signalling to CBTC with minimum impact to

Naeem Ali is CBTC specialist working with CBTC technologies for 15+ years. He has deployed 7 CBTC projects around world including Jacksonville Monorail, Newark Airport People Mover, Las Vegas Monorail, Busan Gimhae Monorail in South Korea, Makkah Metro in Saudi Arabia, Singapore NSEW and he is currently providing CBTC consulting services to Toronto Transit Commission (TTC) YUS line. Naeem works as an independent consultant providing CBTC expertise. You can follow his blog at www.CBTCSolutions.ca

ÂŠ METRO RAIL NEWS | DECEMBER 2017 | WWW.METRORAILNEWS.IN

Meet N.V.S. Reddy: The Metro Man of the Month

here’s been one question N.V.S. Reddy has been asked a hundred times over the last 10 years “When will the Metro Rail come?” The senior IAS officer and MD of Hyderabad Metro Rail can now rest easy. The Metro dream has finally been realised (on November 29). And here’s how it all unfolded.

Apparently, it was a casual conversation between two visionaries in 2006 that sparked this idea. “I was talking to my batchmate S.P. Singh (then Secretary, Urban Development) and I said ‘Arey metro banayenge Hyderabad mein.’ He said, ‘Haan, theek hai.’ The then Chief Minister Y.S.R. Reddy too accepted the idea and said, ‘Ok, do whatever you want. But don’t ask for money’,” he recalls. “After several brainstorming sessions with Gajendra Haldea (who introduced PPP and brought several reforms in our country) and other team members, we eventually came up with the standardised Model Concession Agreement,” he says.

While the response to the Metro has been good, the design is being criticised as many people are getting down from the Metro and are directly coming onto the roads!. “The city is for people and not for cars. We have widened the sidewalks so that commuters can walk and more importantly, burn their calories. We shall soon guide them to a nearby transport station,” he smiles. Despite the Metro Rail, traffic still hasn’t eased out. “It takes time and the Metro is not the only solution. We are trying for inter-model integration, where we can integrate with bus and trains,” he retorts. He had to endure several challenges over the last decade and experts even wrote off the project. “Luckily, I had the most efficient team that stood by my side. I motivated them by telling inspiring stories of Hungarian rifle shooter Károly Takács and how he won an Olympic medal even after he lost his right hand. If you look at the famous battles in history – even though the commander of the team knows that he will lose, he stills keep saying that they are winning.” So, we have to snatch victories from the jaws of defeat.” It’s a social project Life has completely changed for the East Godavari-born after taking up the Metro challenge. “Earlier I was very short-tempered, but this project made me patient and has mellowed me down. Also, when my effigy was burnt, environmentalists did dharnas, and agitations were held by religious leaders, I took these in my stride. My stint in Konkan Railways taught me how to

resist political agitations. I started interacting with people from different walks of life and focused on greenery (planting 5 lakh saplings), women’s safety measures, 360-degree camera coverage, etc. So today, the Metro has become a better project because of the criticism. It is no more an engineering project, but a social project.” Family time Did he regret losing out on family time? “Luckily, my family understands me and my wife took care of the children (two sons). But I would not bring work home.” Meanwhile, Mrs Reddy (Prathima) joins in the conversation and shares, “We all knew how dear and important the Metro project is to him. I took leave on the day of the Metro launch and watched it live on TV. I got goose bumps when I saw the crowd. I know the kind of pressure he was under. During a crisis, I could see the change in the way he talked and walked. I was worried about his health and even advised him to quit. But he persisted. So whenever he came home, I ensured things were smooth. We changed our habits to suit his

“

style. His diet comprises one dosa or idli for breakfast, boiled vegetables, salads, greens, dal (for lunch) and a little rice during dinner.”

I Earlier I was very short-tempered, but this project made me patient and has mellowed me down. Also, when my effigy was burnt, environmentalists did dharnas, and agitations were held by religious leaders, I took these in my stride. My stint in Konkan Railways taught me how to resist political agitations. I started interacting with people from different walks of life and focused on greenery (planting 5 lakh saplings), women’s safety measures, 360degree camera coverage, etc. So today, the Metro has become a better project because of the criticism. It is no more an engineering project, but a social project. _______________________

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Prathima Reddy adds, “Earlier, I was a homemaker. But it was he who encouraged me to go to work. He didn’t want me to be a stereotypical wife waiting for her husband to come home. I am now the Principal of Kasturba College and I leave for work before him.” They also come across as friendly parents. “We gave freedom to our kids to pursue their dreams. But I have asked them to pursue engineering first,” he reveals, while Mrs. Reddy adds, “The elder son is doing MBA at Oxford University while the younger son recently completed MS from the US. They earlier used to complain that we weren’t spending holidays with them. So we are trying to change that now.” So is it all work and no play for Mr Reddy? “I enjoy watching sitcoms like the Yes Minister series and do a bit of gardening. I like listening to Telugu

classics, but I don’t watch films. The last film I saw was Shankarabharanam. I love reading books, but unfortunately I’m not getting enough time for it now,” he reveals. Interestingly, Mr Reddy considers himself a Delhite. He says, “That’s because the best part of my life was in JNU. We used to have intellectual debates with Seetharam Yechuri, Nirmala Sitharaman, Prakash and Brinda Karat, etc. These intellectual debates changed the way I thought. Also, Professor Rashid (nominated member of the Rajya Sabha from Hyderabad) was the one who made me think innovatively.” Mr Reddy recently walked in as the chief guest for an event at his wife’s college. “People were calling him ‘The Metro Man’ and mobbing him for selfies. I was shocked and didn’t know that my husband was such a big celebrity,” she guffaws. And what are his plans after retirement? “I wonder

whether he will ever retire! But I keep asking him to take it easy,” jokes Mrs Reddy, while he adds, “I have many ideas, but I haven’t thought of anything specific as of now.”

“

We gave freedom to our kids to pursue their dreams. But I have asked them to pursue engineering first. -

Mrs. Prathima Reddy (wife of NVS Reddy) ____________________________

Opportunities in Railway Signaling & Telecommunications

orld class development in transport sector be it Highways, Shipping, River Transport, Railways or Air Transport are top priorities of the Modi Government. The Development agenda of Prime Minister Modi emphasized on encashing in on 4D i.e. Democracy, Demography, Demand, and Deregulation which are taking place to take the country on a fast track of progress. Further to take Demographic benefits of the youths of the country, a highly ambitious agenda of Skill Development was put in place by creating a Ministry of Skill Development exclusively to train manpower in various skills required by the indigenous industry and those of other countries too.

Ajay Singh Director Ilex Academy Noida, India

Among the means of transport, the railways are the lifeline for the Indians. Being the most economical mode of transport for the common man and the largest employer in the Government sector it has a high priority for development. In

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the past decade, there has been a rapid expansion in Metro Railways as a prominent means of transport in cities like Delhi, Mumbai, Hyderabad, and Bengaluru, etc. The target of the making of 100 smart cities in the country cannot be possible without developing smart urban transport which is fast, clean, safe, secure, economical and comfortable. Development of the Railway Freight Corridors and the Bullet trains are also going to be a reality in few years. Therefore the demand for infrastructure, skilled manpower and opportunities for Make in India are enormous in the Railway sector. In the Rail Budget of 2015, a Railway University was proposed so that the growing demands for the specialized manpower of railway sector could be catered to. Good Signaling and Telecommunications facilities are the core of a smart railway system. Since this is a very specialized subject, practically it is difficult to train manpower in large numbers as demanded by the industry. The Honorable Minister for Railways while addressing a seminar organized by IRSTE at Vigyan Bhavan, New Delhi in April 2017 had shown keen interest and given a Vision and Roadmap to train the manpower as below: • Prepare Course Curriculum in consultation with Industry to cater to the need of the industry. • Private Universities be encouraged to launch such training program of short-term duration and long-term duration. • Practical be allowed in the Training Institutes of the Railways for which the infra is already available at affordable cost. These Training Institutes may work on enhanced working hours, and additional manpower may be recruited in case the capacity of Training Institutes is fully utilized.

•

Ministry of Railways may recognize such courses and may give preference in the promotion and new recruitments. Senior and retired people should take a keen interest in providing training and share their experiences so that they may remain useful to the society and live purposeful life even after retirement. Senior and retired people should also share their experience in blog/ writing articles addressing workshops, etc. Their experience is valuable and it is not available through textbooks.

Niche Skills Training of Signaling and Telecommunications The need for training has considerably increased over the years due to technical advancements in Signal & Telecommunication Systems and the challenges to meet growing demand for new services & capacity building. According to the survey conducted for the Rail projects, nearly 1600 to 2000 new people will be required every day in next five years in signaling and telecommunication alone with more than 30% of these people to be of technical level. (Source: www.indianmanpower.com) In line with above requirement few prominent institute like IIIT Hyderabad, IIT Kharagpur and Osmania University College of Engineering, Hyderabad have already begun a Master course in Signal and Telecommunications. Besides few private institutes like Institute of Metro & Rail Technology (IMRT), Hyderabad and Rayat-Bahra

According to the survey conducted for the Rail projects, nearly 1600 to 2000 new people will be required every day in next five years in signaling and telecommunication alone with more than 30% of these people to be of technical level.

There is a huge exponential growth in Signal & Telecom sector, Digitization has created new dimensions in Signal & Telecom. Identifying Right technology is important. Make in India is an important program of Government of India. The railway is playing a big role in Make in India program. Loco Production in Bihar is a big part of Global Supply under Make in India program. Through Make in India, jobs, as well as supply chain, is created. The need for technological advancement is an imperative. Railways investment shall lead to spin off benefits to other sectors. India is a big market for the Global suppliers of technology at the same time it is important to understand that Make in India is one part and Develop in India is another. The focus is to codevelop technology in India. India will then become the hub of technology. Railways are looking for co-operation from the Global suppliers of technology and would welcome their solution if they are feasible and costeffective in the Indian context. - Suresh Prabhakar Parbhu Former Rail Minister of India

University, Mohali in Chandigarh have launched Post Graduate program for Railway Signaling and Telecommunications under Guidance of IRSE (India Section). The students are trained by the domain and industry experts. Practical training is imparted by the companies working in the field. The students after training are employment ready by the companies working in Signal and Telecommunications field.

important. Make in India is an important program of Government of India. The railway is playing a big role in Make in India program. Loco Production in Bihar is a big part of Global Supply under Make in India program. Through Make in India, jobs, as well as supply chain, is created. The need for technological advancement is an imperative. Railways investment shall lead to spin off benefits to

Make in India And Startup opportunities: Besides skill training the other priority area where Modi Government is focusing is opportunities to Make in India and Startups. The scope for Make in India opportunity is huge. Speaking in a seminar in May 2016 on technological advancement, Shri Suresh Prabhakar Prabhu said, "There is a huge exponential growth in Signal & Telecom sector, Digitization has created new dimensions in Signal & Telecom. Identifying Right technology is

other sectors. India is a big market for the Global suppliers of technology at the same time it is important to understand that Make in India is one part and Develop in India is another. The focus is to co-develop technology in India. India will then become the hub of technology. Railways are looking for co-operation from the Global suppliers of technology and would welcome their solution if they are feasible and cost-effective in the Indian context."

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A report in the Times of India states that it's not just the private sector that has recognized the need for new and creative solutions to make the 163-year-old Indian Railways more flexible. In his Budget speech of 2016, Railway Minister Suresh Prabhu declared a Rs.50-crore innovation fund for startups set up by its employees to solve problems relevant and pertinent to the organization. The ministry is also thinking of setting up an incubator to promote and encourage the startups for passenger services in railway sector. There are many startups already working to facilitate railway passengers. Websites like trainman.in have implemented complex machine learning algorithms that predict about reservation possibilities. Ixigo.com is also one such startup that acts as a "Go-to" option for a traveler, search for your query .Khanaonline.in provides food on-the-go. Web site like railyatri.com, travelkhana.com are startups providing help to the passengers in need.

About IRSE The IRSE is the professional institution for all those engaged in, or associated with, railway signaling, telecommunications and allied professions and is active in the UK, Europe and world-wide. Founded in 1912, the Institution aims to advance, for the public benefit, the science and practice of signaling and telecommunications engineering within the industry and to maintain high standards of knowledge of the profession amongst the membership. The Indian Section was established in 2009.

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How Pune can create a Unified Mass Transport Experience?

he Metro Rail Policy 2017 has emphasized the need for integration of transport. Metros are good but not the only or best solution. The authorities have to be nimble footed, versatile and design mobility solutions which fit the situation instead of thinking the other way around. The Metro rail progress in India has brought a welcome change in the governmentâ&#x20AC;&#x2122;s attitude towards design, implementation and operations of urban transport systems. And as the technological progress is pushing itself through the roof, these systems have to be able to catch-up very quickly and also learn to adapt.

Yogesh Dandekar Sr. Manager - Design TATA Elexi Ltd. Pune, India I belong to the city of Pune and having travelled its undervalued bus system, I have my views on setting foundation for the integrated transport for the increasingly expanding metropolitan region. I am very optimistic and hopeful that the basic idea of thinking of transport as an integrated city-wide service in unified manner will be realized. Pune has this opportunity to

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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 reader may find these suggestions very radical but â&#x20AC;&#x201C; Post 8 November 2016, India and Indians are accepting such radical changes taken in the best interest of the people and the nation.

do it well and differently. The recent news in the daily newspapers in Pune has raised my hopes more that the development is happening in right direction.

Pune metro is on a positive track and will be a reality very soon (may be 4-6 years if things work well). After a long debated argument over many years, it seems to be moving forward. _____________________

It would be a great pleasure to play active part in this unification of transport across Pune and a seamless passenger experience. I would like to share this note through this magazine to a wider community of likeminded people working towards a common goal. Making urban travel in Indian cities Comfortable, Convenient and Connected. Wish to connect with like-minded professionals to seek their views, advice, ideas and probably help in connecting to the right people. The note takes liberty in proposing some ideas, which may sound radical, but they are worth giving a thought. Pune metro is on a positive track and will be a reality very soon (may be 46 years if things work well). After a long debated argument over many years, it seems to be moving forward.

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I have seen many metro projects being implemented and worked for them, it seems Pune metro will not be an exception and would be executed in same manner. What we read and hear are the same stories, which have appeared in news across all other cities where Metro system is being implemented. Typically a metro project will go through all the same phases: Start a SPV with new structure, look for funding, appoint GC and detailed design consultants (DDCâ&#x20AC;&#x2122;s) or seek funds through PPP model for complete project D&B/DBOT. Similar tenders will be reformatted and issued, arguments will last long over architecture design of stations, brand will be done by crowd-sourcing and engraved in concrete all across the station sites, station naming will call for month long debates and consultants will be appointed for recommending non-fare-box revenue and probably a whole station will be sold/lent including its name to a sponsor for getting funds. Innovation will come as new ideas after the key SPV teams do their overseas case-studies or some vendors or consultants bring new technology, 5D-BIM being the talk of town will play a role here and the same consultants and vendors will line up for the tenders. Land acquisition will be a bottleneck, and positioning metro as green project will be high on

cards, banks will be at door for the fare collection system, political debates on getting credits and much more will start. Every metro project team and the system go through the same learning curve. Some metros like Jaipur, Lucknow and Kochi to some extent shortened this by handing over key project design, project management and implementation to DMRC. This helps to get fast track work, as, DMRC brings their learning and their station designs with specifications to reduce the time spent in deliberation, diligence and design process. Delhi Metro definitely works efficiently and there is nothing wrong in it if the end result is only an efficient standalone metro system. There are NGO’s, local groups, citizen participation who would challenge, question or debate the design intervention, and would work as check, be interested in rehabilitation and compensation for those affected with new development, help in improving first and last mile connectivity and get involved representing people welfare, green citizens, heritage conservation and activism etc. But debates will continue. We are building an infrastructure, which is going to lead a change in experience of Pune city and thus becomes part of the “Brand called Pune”. I feel that Mobility and infrastructure becomes key to the image of the city anywhere you go. I very much appreciate and respect the democratic approach to the project implementation and have my trust in the system.

My proposition to begin the integration of the transport in Pune city:•

•

I propose to reform PMPML local bus transport system as a Pune Mass Transit Authority (PMTA) and execute the Pune metro under a new reformed organisation with new life. There is a high likely possibility that such a thought must have occurred to some at the core teams planning the project. If yes, then I feel I am thinking in the right track at a strategic level and we should still consider and open the topic for discussion, which was probably was lost or over-ruled. There will be debates about delaying the process. But what I am proposing is not waiting for making a train run on tracks but is getting a better transport system for people much in advance. Foremost requirement is to restructure the current PMPML organisation and bring it under the more empowered central government reporting structure with result oriented administration and liability to deliver. Such a structure is well tested in all SPV's created for design and implementation of Metro project across the country. In short, don't make another new entity of “Pune Metro Corporation Limited”. A new entity within the city will increase complications and create added coordination leading to delays. This will create one less power Center in city building and infrastructure development.

I feel that Mobility and infrastructure becomes key to the image of the city anywhere you go. I very much appreciate and respect the democratic approach to the project implementation and have my trust in the system. •

The existing operational staff of PMPML gets transferred to new company. Their transformation will be done in a phased manner. As a common practice, the Metro organization starts recruiting the operational staff as it nears the opening @ 8-9 months before the test runs of train starts. But here we have experienced staff, who, would under the new company keep managing the buses and over a period of time get transformed to a new culture and new role and people transformation will drive system transformation.

•

A metro organization, by default hires professional consultants for design and construction. Bringing bus operations under such a revised structure, will, revitalized the organization and instill professionalism. The staff will be inspired to look into the future and be inspired and driven towards a new life. Bus system will benefit and people will see a change faster.

I have seen metro teams in the process of getting operational systems in place as it looks for new people. Debates start, when the system is being handed over by Design & Build team to Operations team, as there are many gaps during operational reviews of various system elements as some features are missed out/ scenarios changed during the duration of design. Here, with PMPML staff, we are ready with operations and management teams and staff, (though working with buses) but with experience of the citizens and knowing the city, its demography, the problems areas, delivery of service and know-how of managing a transport service. Off-course, we know they are not up to the mark and we will need to screen them, train them and realign them for working in a new culture and more customer oriented service delivery system for a larger organization and more technically complex system. It is prudent and right choice and long-term development of Human Resource and in turn helps the society. Setting process and investing into training, people development would be required and it is relatively less expensive than setting up massive new organisations.

•

“

The core idea is to solve the transport problem. Metro is one of the solution of high capacity. It is an idea to disconnect metro with a train but connect it more with urban mobility.

•

The PMPML building at Swargate can be converted and eventually rebuilt into a Head quarter for the new authority and the design and project teams can be accommodated at available places elsewhere and eventually relocated in this rebuilt building, The metro definitely has budgeted for building their headquarter. PMPML has a lot of land and right of access to many locations across city. This way the stations can be developed as integrated interchanges between buses and metro trains. These things don’t come naturally to the Metro teams across and are done as after thoughts because the budget gets locked with the DPR. Having bus operations included as part of the same authority, with immediate effect, introduce buses on the same routes where metro will operate, start buses branded with new authority visual signature and better experience and a frequency of 5-10 mins. A simple calculation would be a requirement of @ 100 buses on 2 routes. These will function till the trains start. It is like operating a service on the metro route later to be replaced by a train. The Vajra 2 route introduced few years ago is actually very close to the Vanaz – Ramwadi line. The integrated ticketing can be fast - tracked and implemented on these buses. If I understand correctly, the PMPML team is in advance

stage for introducing smart card ticketing. This unified brand of transport authority and service will be connected to people very early before the train runs. The core idea is to solve the transport problem. Metro is one of the solution of high capacity. It is an idea to disconnect metro with a train but connect it more with urban mobility. •

•

Having bus operations included as part of the same authority, with immediate effect, introduce buses on the same routes where metro will operate, start buses branded with new authority visual signature and better experience and a frequency of 5-10 mins. A simple calculation would be a requirement of @ 100 buses on 2 routes. These will function till the trains start. It is like operating a service on the metro route later to be replaced

by a train. The Vajra 2 route introduced few years ago is actually very close to the Vanaz – Ramwadi line. •

•

The integrated ticketing can be fast - tracked and implemented on these buses. If I understand correctly, the PMPML team is in advance stage for introducing smart card ticketing. This unified brand of transport authority and service will be connected to people very early before the train runs. The core idea is to solve the transport problem. Metro is one of the solution of high capacity. It is an idea to disconnect metro with a train but connect it more with urban mobility. I know and believe that, A Rail based mass transit on few routes is very much justified in Pune. Why not create a model, which many other cities can start where you don’t alienate the existing bus system but upgrade it into a much efficient orgainsation. And I know there are lots of hurdles on the administrative levels, policy, reporting structures, constitution of the organization, city, state and centre level role of involvement and multiple issues. But I firmly believe that this is a good model worth exploring and testing out. We run our country and we can change things for good. The MD/Leadership should come with a background of successfully managing a multimodal transport system. He should ideally come with a

passion and prior experience of working on transport. I am not an expert to comment on this neither have a capability to judge. But firmly believe in a strong leadership with a vision. I have seen senior management on one end-driven to the core with passion and vision to make a difference and on other end, reluctant to welcome new features and changes and only present to execute orders from political establishments. The biggest advantage is that people will welcome this initiative. The comparison between the buses and metro will happen the day metro is announced. But this comparison will cease to exist, as they become one entity and the Metro is not a train but urban mobility system.

transport, TOD is core to the success of urban mobility across cities globally. City of Pune does not get just an isolated metro system but a revitalized transport authority which will later be also setting standards for the para-transit, special services and generally would have control on service delivery in urban mobility.

•

promises better system and solve all problems (at-least this is how metros are promoted and implemented). Metro will come and talk about solving problems of transport but it is very slow to realize the effect, and definitely is handicapped without a capable support from the buses and

Pune metro as new urban transport authority can be first system in India to start generating operational revenues. People of Pune are anyway demanding to upgrade the Bus system and they will welcome this approach. Integrated

Buses are currently running and it has a big staff. Once the Metro starts, this comparison will become evident and the Bus employee moral will go down as metro will be positioned to bring change. Let us not disregard the years of service and dedication of all the bus transport employees, officers and the management by bringing in Metro as a new solution which

integrated transport which includes making roads walking friendly, connected bus feeder networks making efficient interchange. The current BRT system and existing bus network buses have to work in coordination with the trains eventually in the future, then why not from beginning. •

•

The need for coordination is also the core idea behind the recent joint agreement between the Ministry of Railways and Ministry of Urban Development for redevelopment of railway stations. This synergy will ease out the hurdles in creating a seamless and comfortable interchange at Pune station. I can easily imagine the plight of a passenger to navigate through the maze at the Pune station after the metro comes and it becomes a more busy interchange. Combining Bus and Train as single authority – we have one less level off coordination and arguments for right of way and space.

the policy makers should believe that this is possible because it is evident that such an approach will be in the interest of people bringing benefits in form of better lifestyle in the city. I believe and feel confident that this note would reach the right authority and definitely give me a chance to explore this approach by making it heard at the right forum. •

As Pune is becoming a Smart city, I feel this is a SMART idea and a solution in the quest for implementing better mobility for cities in India.

I am quite confident and believe this will work. It will surely need good debate, advice from higher and capable authorities, policy makers and leadership. Finetuning, right approach, making right decisions, questioning and modifying existing decorum’s is critical. Willingness to question current processes would be must to realize this. But foremost point is the government; the leadership, the administrative services and

As users, they are not interested how it happens or who does it, they need a more coordinated and seamless travel experience. An experience, similar to Singapore, Tokyo or London is possible in Pune. Goal is to create an organization focused on delivering customer focused service and institute a “Passenger experience Design” team as part of the Unified transport Authority. In Indian cities, If we make daily commute stress-free, I am sure, it will positively contribute to increase GDP and better lifestyle.

How politics affect Infrastructure Development in Country?

rime Minister Narendra Modi inaugurated on November 28, 2017 the first leg of the Hyderabad Metro rail project from the Miyapur rail station. The 30 km-long first phase of the project between Miyapur and Nagole. Hyderabad Metro rail project is considered world’s largest PPP model project.

This comes as a great relief for the core management team of L&T MRH, its chairman SN Subramanyam and MD Shivanand Nimbargi who, over almost a decade, went through several ups and downs caused by successive political interventions, social activism leading to delays, PILs and cost hikes. “Thank God, we are rolling finally,” said a representative of the L&T MRH, which is the concessionaire, spending almost 90% of the project cost of Rs 16,375 crore at Rs 13,000 crore.

It will not only change travel patterns but also behavioral patterns of people in the Nizam’s town.

- NVS Reddy, MD (HMRL)

The L&T MRH, which is implementing the project with Hyderabad Metro Rail (HMR) (a Telangana government entity) and the Government of India, enjoys the concession for 35 years. The company laments that it has already lost two years since the appointment date of June 2012 set during Congress Chief Minister Kiran Kumar Reddy as the real work picked up only after the formation of Telangana in 2014. Even after resolving the issue of diversion and re-routing with the current Telangana Rashtra Samiti (TRS) government, they have been able to complete only 30 km of the 72 km route for which they originally inked the PPP deal and need an extension of 2 more years. The TRS Roadblock The scene changed in 2014 after the TRS government took over the reins of the project and its Chief Minister K Chandrasekhar Rao declared that Hyderabad would have a 200 km metro and that it would not be allowed to pass over historic locations like the Assembly and Sultan Bazaar. As if on cue, its political ally MIM also raised its voice against the Metro crisscrossing 12 historical locations in the Old City and sought realignment of the route. L&T group chairman AM Naik wrote several detailed letters to KCR in a bid to resolve the issues and also called for caution about the legal aspect. The letter of February 2017 was part of a huge correspondence with the government to resolve challenges in execution of the project. The letter of Naik sought to relieve L&T from the project as

there were “unusual” terms from the Telangana government and adverse economic conditions contributed to unforeseen cost escalation which made the project incapable of performance. “The letter seeking termination of the project was wrongly highlighted by the newspapers, it was only a “gesture” and not final,” said VB Gadgil, Chief Executive of L&T Hyderabad Metro Rail in a media interaction in September. L&T had allegedly lashed out at the government interference and delay in finalisation of routes and corridors. Politically, the Centre which had put in 10% of the cost at Rs 1458 crore was also wary of the Telangana government’s unsteady approach. It is alleged that the Centre finally cautioned that such an unclear approach by the Telangana government would only cause setbacks to other projects and subsequent central support cum guarantees. “We kept mum and Telangana finally saw the light, and GoI intervention also helped,” said a spokesman of the L&T HMR requesting anonymity.

The issue was discussed at a cabinet meet and finally the CMO which had initially leaked the letter of the ‘L&T threat to walk out’ worked out a compromise and dropped its demand for realignment and rerouting and asked the concessionaire to complete the project as scheduled. But the builder had lost two precious years already and the Telangana government kept dismissing L&T’s demand for an extension of the deadline by a year or two, insisting instead on completion of at least the first phase by hook or crook. “We wanted to showcase the Metro during the Global summit at Hyderabad,” said the CM who also holds the industry portfolio. A Tunnel of Woes The Metro Rail, Outer Ring Road and PV Expressway were part of the ‘Vision 2020’ document released by the Chandrababu Naidu government as urban infrastructure initiatives to support the IT explosion that began in early 2000. The Naidu government had done its homework on land acquisition from Wakf and endowment departments for development, and also the estimated Metro Rail cost at around.

Rs 10,000 crore. But his successor, YS Rajashekhara Reddy, with his focus on welfare schemes, put the Metro project in cold storage. After his 2008 electoral victory for a second innings, YSR finally brought the Metro Rail project out for bids.

and the project would be fully operational by December 2018 for the 72 km stretch of initial bidding.

The first bids of the PPP project took place in 2008 and was awarded to the consortium of Maytas, a wing of Satyam group. This was cancelled after the unraveling of the massive Satyam scam involving its founder Ramalinga Raju and the failure of Maytas to raise funds. YSR died in a chopper crash the following year and the Metro Rail project was back in cold storage in the political anarchy that followed.

Stage of The Hyderabad Metro

As per the projections of L&T and HMRL the travel time is 45 minutes on Corridor 1 from Miyapur–L B Nagar (29 km) as against 144 minutes by road, 22 minutes for Corridor 2 from Jubilee Hills to Falaknuma (15 km) as against 140 minutes by road and 39 minutes for Corridor 3 (28 km) from 126 minutes on road.

The L&T MRH is ready to roll out six car trains with capacity to carry 2000 passengers at a frequency of 15 minutes each on its 24 stations between Miyapur – Ameerpet Nagole, the maiden corridor being unveiled on November 28. It also has plans to install over 670 escalators at a cost of Rs 400 crore. The Telangana government has also invited Ivanka Trump for a journey with the Prime Minister, but US government officials have not approved it yet.

In September last year, Congress leaders went to visit the works, but were stopped by the police on the directions of Metro officials and the government. Leader of Opposition in Telangana legislative council Mohammed Ali Shabbir says that the delay was deliberately caused by the TRSMIM combine for political gains in the Hyderabad civic polls of 2016 by influencing Muslims voters of old city. “Both TRS and MIM played to the gallery as protectors

The last Congress Chief Minister of undivided Andhra Pradesh N Kiran Kumar Reddy relaunched the process and awarded it to L&T in 2010 for Rs 12,132 crore and after preparatory work the launch date was set as June 2012 with a deadline for 2017 to complete the project. The Telangana agitation then intensified and work was hit once again. When the project was finally flagged off in 2014, after the creation of the new Telangana state, the government wanted the project to be completed in three years

At present there are over 200 court cases including 12 public interest litigations (some of them filed by TRS supporters in 2010 protesting against Wakf land acquisitions for Metro) pending against the Hyderabad Metro Rail. The officials of HMRL and L&T claim that work is gathering pace

If the government is keen to take up other corridors, the project will have to go back to the negotiation table with the concessionaire.

PM Modi took first ride in Hyderabad Metro train on November 28, 2017

of Hyderabad heritage and put roadblocks in L&T works,” he charged. Shabbir has sought PM Narendra Modi’s intervention at the Metro inaugural to assure that the Old City circuit of 5.5 km from Imliban to Falaknuma would be completed at the earliest in the interests of the development and progress of Muslim community. “The political elements of MIM, who are scared of their (Muslims) growth and empowerment of youth and women in Old City, are opposing the Metro,” he added.

The Congress has also charged the TRS and MIM combine as responsible for the hike in project cost by a whopping Rs 4000 crore as a result of their political dillydallying. “Now the people of Hyderabad who have already gone through hell due to the traffic jams during the construction of Metro rail have to bear the brunt of high tariffs,” he said. L&T HMR now seeks a further extension of the deadline by a year or two along with the concession so that they can reap the benefits of their huge investments in the PPP. They have already projected the revenue as 40% from passenger tariff, 50% from malls and shops at Metro stations and only 10% from advertisements over 30 years i.e. till 2047. “As of now L&T has invested 90% of the project cost at Rs 13,000 crore and may have to put in more for the final stage,” said an L&T spokesman. The government of Telangana pitched in a mere Rs 300 crore

towards land cost and the GoI is picking up 10% at Rs 1458 crore. “As on date, we have put in Rs 9,000 crore which includes Rs 2700 crore equity, Rs 600 crore from VGF and the rest is debt,” said J Ravikumar, Chief Financial Officer of L&T MRHL.

As the future of the Metro Rail in the 400-year-old ramparts of Hyderabad city still hangs in confusion, the project shows why politics of development, votes and heritage should not be mixed up.

The ball is also in the Telangana government’s court now as L&T has made it conditional for extension of both deadline for construction and also the concession. The concession is for 35 years, including 5 years of construction period, which ended in June 2017. Only 30 kilometres have been completed in the scheduled 72 km and 42 km of construction activity remains, of which nearly 78% of works are already complete. “The developer has requested the government for extension of schedule for a year or two and it is under consideration of the Chief Minister K Chandrasekhar Rao,” said Chief Secretary SP Singh.

***

But there is not enough light at the end of the tunnel. L&T will have a tough task in building the Old City corridor of Metro Rail. As many as 145 heritage structures including 15 listed heritage structures have been identified, though the builders contend that it will pass through only nine heritage structures. The convener of ‘Forum for Better Hyderabad’ Veda Kumar who has filed a PIL on the issue wants the L&T and HMR to dig tunnels as in Delhi and Bengaluru to protect heritage townships and monuments instead of overhead tracks. “The tunnel will cost Rs 600-700 crore per km,” say the builders.

(By GS Radhakrishna)

As of now L&T has invested 90% of the project cost at Rs 13,000 crore and may have to put in more for the final stage. The government of Telangana pitched in a mere Rs 300 crore towards land cost and the GoI is picking up 10% at Rs 1458 crore. ______________________

LIVE TENDER NOTICES Company Name & Location

Description of Work

Tender Cost (INR)

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for license out exclusive advertisement rights of Delhi Metro Trains on Line No. 7 & 8 in DMRC Network.

11.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Comprehensive Annual Maintenance Contract (CAMC) of ACs (Split ACs, Window ACs, Packaged Units and VRVs) installed in DMRC Airport line.

11.12.2017

Delhi Metro Rail Corporation Ltd, New 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

11.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Comprehensive Annual Maintenance Contract for Notifier make Fire detection and Alarm system of Airport Express Line for three years.

12.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Annual Repair and Maintenance Contract of Metro Enclave at Pushp Vihar, New Delhi.

13.12.2017

Maharashtra Metro Rail Corporation Ltd, 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.

13.12.2017

ÂŠ METRO RAIL NEWS | DECEMBER 2017 | WWW.METRORAILNEWS.IN

Closing Date

Company Name & Location

Description of Work

Delhi Metro Rail Corporation Ltd, New Delhi, 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).

14.12.2017

Delhi Metro Rail Corporation Ltd, New Delhi, India

NIT for Annual Maintenance Contract of all Fire fighting system and borewells in Line-3 and Line-4 section.

14.12.2017

Maharashtra Metro Rail Corporation Ltd, Nagpur, India

NIT for Design, Manufacture, Supply, Installation, Testing & Commissioning of Rail cum Road Vehicle for Nagpur Metro Rail project and Training of Personnel.

15.12.2017

Mumbai Metropolitan Region Development Authority, Mumbai, India

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-ThaneKasarvadavali of Mumbai Metro Rail Project of MMRDA.

547.63 Crore

20.12.2017

Mumbai Metropolitan Region Development Authority, Mumbai, India

Part Design and Construction of elevated viaduct and 7 elevated stations viz. Mulund Fire Station, Mulund Naka, Teen Haath Naka Thane, RTO Thane, Mahapalika Marg, Cadbury Junction and majiwada Excluding Architectural Finishing and Pre-engineered steel roof structure of Stations from Chainage 18935.299 m to 25035.251 m of Line - 4 Corridor Wadala-Kasarvadavali of Mumbai Metro Rail Project of MMRDA.

529.67 Crore

20.12.2017

Mumbai Metropolitan Region Development Authority, Mumbai, India

Part Design and Construction of elevated viaduct and 7 elevated stations viz. Garodia Nagar, Pant Nagar, Laxmi Nagar, Shreyes Cinema, Godrej Company, Vikhroli Metro, and Surya Nagar Excluding Architectural Finishing and Pre-engineered steel roof structure of Stations from Chainage 5844.038 m to 12250.746 m of Line - 04 Corridor Wadala-Kasarvadavali of Mumbai Metro Rail Project of MMRDA.

546.08 Crore

20.12.2017

Jaipur Metro Rail Corporation, Jaipur, India

BID for cleansing, wax polishing & floor polishing of rolling stock and housekeeping of Mansarovar depot

20.12.2017

Delhi Metro Rail Corporation, New Delhi, India

NIT for the work “ Facility Management Service at IT Park (Block-1,2&3), Shastri Park”

21.12.2017

Tender Cost (INR)

Closing Date

UPCOMING EVENTS Event Date

Event Name

Location

Dec. 4, 2017

ET Smart Mobility Summit 2017

NEW DELHI, India

Dec. 7-8, 2017

2nd Annual Future Rail India Summit 2017

NEW DELHI, India

Dec. 11-12, 2017

E-Mobility & Charging Infrastructure

NEW DELHI, India

Dec. 14, 2017

Developing a transport strategy for the Midlands: Devolution, Infrastructure and Local Growth

BIRMINGHAM, United Kingdom

Dec. 15-16, 2017

UITP India Seminar on Metro Rail Projects 2017

NEW DELHI, India

Jan. 10-11, 2018

11th Annual of City Rail Summit

SHENZHEN, China

Jan. 10-13, 2018

National Railroad Contractors Annual Conference

LOS ANGELES, United States

Jan. 25-26, 2018

20th International Conference on Railway Engineering and Transportation Management

PARIS, France

Metro Rail Job Openings Organization & Location

Position Name

Last Date

Bangalore Metro Rail Corporation, Bangalore, India

•

Graduate Engineer (Civil) – 80 posts

15.12.2017

Delhi Metro Rail Corporation, New Delhi, India

•

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

22.12.2017

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