Metro Rail News June 2018 by Metro Rail News

A Symbroj Media Publication

June 2018 / Monthly / Vol. II / Issue 18

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India expanding Infrastructure projects very fast…

Pankaj Kumar Bansal MD – Chennai Metro Metroman of the Month

Delhi Metro Rail network reached 277 kms with 202 metro stations

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Main Topics of Conference • • • • • • • • • • •

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Invitation • We invite nominated smart cities and present urban transport operators to share their mobility challenges and to find solutions. • We invite the private sector and solution providers to present its solutions, ideas and technologies for future urban mobility. • We invite research institutions and think tanks to present their findings and to provide insight on technological mobility services. • We invite citizens’ groups to speak about their needs and requirements for a livable environment. Registration open till 30th September, 2018. Registration will be on ‘first come, first serve’ basis. Limited seats available! • Early Registration (up to 31 July 2018): INR 10000 | USD 500.00 • Late Registration (1 August 2018 onwards): INR 12500 | USD 625

For more information about sponsorship, association, speaking and media partnership opportunities please log on to www.urbanmobilityevents.com Narendra Shah Conference Director m: +91 9990454505 e: narendra.shah@urbanmobilityevents.com

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CONTENTS  Metro Rail News  June 2018  Vol. II  Issue 18

Pune Metro Rail Project – Overview & recent Development

Delhi Metro Magenta Line: All you need to know about ‘Knowledge Corridor’

Exclusive Interview with Faela Sufa & Shreya Gadepalli, ITDP

From the desk of Managing Editor

Editorial Board

Status of Metro Rail Projects in India

News Highlights

Conclusion of 4th Smart Cities India Expo 2018, New Delhi, India

From Transit Oriented Development to Development Oriented Transit in Indian cities (Ar. Priyanka Kumar)

Recent Contract Awarded

Live Tenders

Upcoming Industry Events

Metro & Railway Job Openings

IAS Pankaj Kumar Bansal: Metroman of the Month

From the desk of

MANAGING EDITOR

Mamta Shah Managing Editor

Dear Readers & Contributors,

Narendra Shah Director

Greetings from Metro Rail News !

India after extending the Magenta Line of Delhi Metro has increased the network of Delhi Metro. It will facilitate commuters who are travelling from Noida to South Delhi. At present India has a 6th largest metro network among the world, Shanghai has first largest metro network followed by Beijing and London. At the end of 2018 India will become 4th largest network among the world. Darshana Shukla Associate Editor

Indiaâ&#x20AC;&#x2122;s achievement in urban rail transport is increasing rapidly from last few years. We are pleased to share some of the recent development in metro railway projects. Some of those are Delhi Metro, a very good progress in Nagpur & Pune Metro, opening of two underground stretch namely Nehru Park to Chennai Central and Saidapet to AG-DMS of Chennai Metro. In order to bring India among one of the developed nation transport facility have to be managed, which could be possible by Metro projects in various part of the Country which reduces public in convenience, safe their time, transform India into smart country.

Reeta Shah Assistant Editor

As usually like previous issues, in this issue we are pleased to share great contribution of Shri Pankaj Kumar Bansal (IAS), Managing Director of Chennai Metro Rail Limited who has played a very crucial role in shaping the Chennai Metro in given period of time with successful performance. I would like to express my deepest appreciation to you, our valuable authors, reviewers, and readers, for your contributions, service, and interest.

I highly appreciate your support and hope to continue our collaboration further. Mamta Shah Director & Managing Editor E-mail: editor@metrorailnews.in

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ÂŠ METRO RAIL NEWS | JUNE 2018 | WWW.METRORAILNEWS.IN

EDITORIAL BOARD (June 2018)

Vol. II | Issue 18 | June 2018 Director & Managing Editor Mamta Shah editor@metrorailnews.in

Editorial Support Team

Darshana Shukla, Associate Editor darshana.Shukla@metrorailnews.in

Ved Mani Tiwari President & COO Sterlite Power Transmission Ltd. New Delhi (India)

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

Percy Bernard Brooks Project Management Specialist Faiveley Transport Rail Technologies Bengaluru (India)

Yogesh Dandekar Sr. Manager – Industrial Design TATA Elxsi Limited Pune (India)

Reeta Shah, Assistant Editor metrorailnews@gmail.com

Business Development

Narendra Shah, Director narendra.shah@metrorailnews.in

Advisory Board

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Sales & Circulation

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Sanjay Kumar Agrawal Dy. General Manager Metro One Operations Pvt. Ltd. Mumbai (India)

Ismail Sariman MEP Construction Manager Louise Berger Egis Rail JV Qatar (UAE)

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 Write for Metro Rail News Metro Rail News looking for authors. If you represent a public transport operator or authority that is taking part in a technology–led projects like MRTS & Smart Cities, we’d like to hear from you. Send your press release, articles, project updates, whitepapers or stories to editor@metrorailnews.in

STATUS OF METRO RAIL PROJECTS IN INDIA (As on May 31, 2018)

Operational Projects Total Length (km): 479.65 Hyderabad Metro (Telangana) Lucknow Metro (Uttar Pradesh) Kochi Motro (Kerala) Chennai Metro (Tamilnadu) Jaipur Metro (Rajasthan) Mumbai Metro (Maharashtra) Gurgaon Metro (Haryana) Bangalore Metro (Karnataka) Delhi Metro (Delhi-NCR) Kolkata Metro (West Bengal)

30.00 8.50 18.30 34.56 9.60 20.40 11.60 42.30 277.00 27.39 0

100

150

200

250

Length (km)

Under-construction Total Length (km): 462 Hyderabad Metro (Telangana) Lucknow Metro (Uttar Pradesh) Kochi Motro (Kerala) Chennai Metro (Tamilnadu) Jaipur Metro (Rajasthan) Ahamadabad Metro (Gujarat) Pune Metro (Maharashtra) Nagpur Metro (Maharshtra) Mumbai Metro (Maharashtra) Gurgaon Metro (Haryana) Bangalore Metro (Karnataka) Delhi Metro (Delhi-NCR) Kolkata Metro (West Bengal)

71.00 14.40 8.00

40.00 2.50 36.00 31.25 38.00 44.50 7.00 72.00 81.00 16.5 0

100

120

140

Under-consideration Projects: 700 km Delhi Metro Phase-IV, Kanpur, Meerut, Vijayawada, Indore & Bhopal, Kochi Metro Phase-II, Greater Chandigarh, Patna, Coimbatore, Ranchi, Surat, Dehradun, Guwahati and Gorakhpur. * The above data is inclusive of Monorail projects.

ÂŠ METRO RAIL NEWS | JUNE 2018 | WWW.METRORAILNEWS.IN

ROUND UP

MAY 2018 : HIGHLIGHTS MAY

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Team of German Development Bank KfW visited Nagpur Metro Rail Project to understand environmental and social impacts

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Japanese Parliamentary Vice Minister, Akimoto Masatoshi visited MumbaiAhmedabad High Speed Bullet Train & Ahmedabad Metro Rail Project sites

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Mumbai Metro Rail Corporation (MMRC) completed two kilometers tunneling work in Metro-3 project

MAY

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Revised DPR of Surat Metro Rail Project has been completed and put up for approval of local authorities Nine commuters injured due to reverse movement of elevator at a metro station

MAY

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4 MAY

5 MAY

Mumbai Metro One (MMOPL) achieved 400 million passengers mark within 4 years of operation of service Pacific India won INR 100 crore project from Delhi Metro Rail Corporation (DMRC) to develop Shopping Mall & Multi-Level Car Parking at Dwarka Delhi Metro Rail Corporation (DMRC) celebrated its 24th Foundation Day in Metro Bhawan, New Delhi J Kumar Infraprojects bags order worth Rs 222.33 crore from Maharashtra Metro Rail Corporation (Maha Metro) for Pune Metro Rail Project

Kochi Metro Rail Ltd (KMRL) planning to purchase 36 water metro (boats) worth INR 747 crore Noida Metro Rail Corporation started trial run between Depot and Noida Sec-149

MAY 2018 : HIGHLIGHTS MAY

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• •

Commissioner of Metro Railway Safety (CMRS) completed 3 days inspection of Delhi Metro’s Magenta Line between Janakapuri West – Kalkaji Mandir Delhi Metro Rail Corporation planning to close token counter at all metro stations and provide ticket vending machine Noida Police lodges FIR against General Manager of DMRC in power theft

• • •

Bihar Government plans to form Patna Metro Rail Corporation in line of DMRC Indian Railways and Nagpur Metro plans to run metro train on broad gauge track RITES completes DPR for metro rail project in Varanasi City

MAY

•

RITES completes DPR for Varanasi Metro Rail project, submits to VDA for approval Lucknow Metro Rail Corporation (LMRC) seeks NOC from Center to start Kanpur Metro construction work

MAY

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Safety inspection of CMRL’s Shenoy Nagar-Central Metro line begins by CMRS New controversy over demand for name change of DMRC’s city park metro station on Mundka – Bahadurgarh Corridor (Green Line) RITES to complete detailed project report (DPR) for Phase II of Nagpur Metro Rail Project by June-end After spending Rs 1.5 crores on survey, no work on Chandigarh metro rail project Gujarat Govt and Surat Municipal Corporation (SMC) will have equal participation in Surat Metro Rail Project DMRC feels 1st class metro coach may reduce carrying capacity in Mumbai Metro CMRS issues safety clearance to open remaining section of Magenta Line between Janakpuri West – Kalkaji Mandir of Delhi Metro Phase III project CMRS conducts safety inspection on Shenoy Nagar-Chennai Central & Chennai Central-Nehru Park Routes of Chennai Metro Rail proejcts BT Road Metro route of Kolkata Metro likely to be scrapped by State Govt. NHSRC plans to construct Mumbai-Ahmadabad High Speed Bullet train terminals close to highways Central Govt. approves extension of Delhi Metro’s Blue line from Noida City Center to Noida Sector 62 Power Grid inks pact with L&T Metro Rail Hyderabad to set up electric car charging points Alstom delivers 15th train set to Lucknow Metro Rail Corporation (LMRC) at Transport Nagar Metro Depot Maha Metro begins pile foundation construction work starts for central viaduct portion of Gaddigodam Metro station Train Operator of DMRC beaten badly, no action by Delhi Police and Metro Authority CMRS conducts safety inspection Chennai Metro’s Little Mount – AG DMS corridor Patna Metro Rail Project likely to get approval of Central Government by July 2018

MAY 2018 : HIGHLIGHTS MAY

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23 MAY

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Lucknow Metro Rail Corporation introduces facility to pay house tax using metro ‘GoSmart’ card National Highway Authority of India (NHAI) receives three bids, work on pod taxi or PRT project (Gurugram-Manesar Metrino Project) will start soon Kochi Metro Rail Limited (KMRL) to start metro services till SN Junction by end of 2020 Commuters complains on no mobile connectivity for Chennai Metro’s underground stretch Delhi Metro Rail Corporation (DMRC) reschedules opening of Kalkaji MandirJanakpuri West section on Magenta Line Kochi Metro Rail Limited inaugurates 2670kw solar power plant its Operations Control Centre, Muttom Maharashtra Government announces to set up largest metro rail network in State Lucknow Metro Rail Corporation (LMRC) receives ISO 14001 2015 certification for CCS Airport – Munsipulia section of Phase 1A corridor Ghaziabad Development Authority (GDA) plans to form Ghaziabad Metro Rail Corporation to operate metro rail system in the Ghaziabad District Alstom and partners launch Transport Decarbonisation Alliance at ITF 2018 Uber Taxi tie-up with Kochi Metro to provide last mile connectivity to commuters Axis Bank and 7 private Bus operating companies inks to implement common mobility card “Kochi1” L&T bags contract worth Rs 3,191 crore for construction of metro line of Dhaka Metro Rail Project Uttar Pradesh Govt approves DPR of Kanpur, Agra and Meerut Metro Rail projects Chennai Metro opens two new underground sections Chennai Central-Nehru Park and AG-DMS – Little Mount Station for public Kochi Metro plans to procure 36 boats (water metro) for its water metro project to connect Greater Kochi region Kochi Metro plans to facilitate commuters to make airline check-in via metro for flight users NCR Transport Corporation (NCRTC) starts road widening work of Delhi-Meerut RRTS corridor Delhi Metro Rail Corporation (DMRC) inaugurates 25km long section between Janakpuri (West) – Kalkaji Mandir of Magenta Line Vizag (Visakhapatnam) to get light metro rail soon after getting nod from the Centre Mumbai Metropolitan Region Development Authority (MMRDA) plans to link Thane, Bhiwandi and Kalyan with Mumbai Metro Rail Network Dr. E. Sreedharan visits progress of Lucknow Metro Rail Project and examined revised DPR of proposed East-West Corridor Central Govt approves Rs.8000 crore Visakhapatnam Light Metro Rail project under PPP model Delhi Metro train operation defers due to dispute between CISF and DMRC Staffs

PROJECT OF THE MONTH

PUNE METRO … project development work is on full pace Pune city is a vibrant and thriving metropolis with a glorious past and innovative present, a promising future with an excellent blend of culture. A city ready and all set for its own state of the art mass rapid transit system, in the form of Metro. The DPR for about 30 Kms of metro networks in the Pune Metropolitan city has been prepared by Delhi Metro Rail Corporation (DMRC). A total of 31 Kms metro corridor is planned to run throughout the city with a motive to connect the north of the city to south and east of the city to west.

eing a densely populated area, Pune’s traffic needs cannot be met by road-based system and additional flyovers. Pune Mahanagar Parivahan Manamadal Limited (PMPML), the public transport provider that operates buses and BRT services in Pune and Pimpri-Chinchwad, has failed to meet the transport needs of the twin cities. This has mainly contributed to an unhealthy growth of vehicles on roads. According to reports published in April 2018, the number of vehicles registered in the city stands at 3.62 million surpassing the population of the city. Such a high density of traffic has put the urban transport system in Pune under severe stress leading to longer travel time, increased air pollution and rise in number of road accidents. In light of this, a strong public transport system has been discussed in Pune since the early 2000s. Initially, Skybus Metro, a prototype suspended railway system developed by the Konkan Railways, was being considered on a 7.5-km route between Swargate and Pune Station. However, following a tragic mishap in September 2004, the project took a back seat. On 15th

August 2008, the preparation of DPR work was undertaken by the Delhi Metro Rail Corporation and submitted their report.In 2010, the Pune Municipal Corporation (PMC) delayed submitting the proposal to the Central Government to make provisions in the annual budget for the project. The initial project consisting of two lines with a combined length of 31.25 km was approved by the State in June 2012. However, it received the final approval from the Central Government only on 7 December 2016, almost 4.5 years later. PM Narendra Modi laid the foundation stone on 24 December 2016. Maharashtra Metro Rail Corporation (Maha Metro) is implementing the two lines, viz. the partly elevated and partly underground Line 1 from Pimpri-Chinchwad to Swargate and the completely elevated Line 2 from Vanaz to Ramwadi. Construction work has already been started for these 2 lines with 27% of the work done till May 2018. Maha Metro expects to complete the project in 2021.

Metro Rail Network

Line 1: PCMC – Swargate (16.59km) – 14 stations Line 2: Vanaz – Ramwadi (14.66km) – 16 stations Line 3: Shivajinagar – Hinjawadi (23.33km) – 23 stations

MAJOR PROGRESS / DEVELOPMENT ON THE PROJECT •

•

The foundation stone of the project was laid by Maharashtra Chief Minister Devendra Fadnavis on 24 December 2016 in presence of Prime Minister Narendra Modi and Geotechnical survey was commenced on 27 December 2016. To execute the Pune Metro Rail project, a SPV in name of Maharashtra Metro Rail Corporation Ltd. (Maha Metro) by reconstituting Nagpur Metro Rail Corporation was incorporated with effect from 23rd January 2017. The General Consultants were appointed on 13 February 2017.

The foundation of the first pillar was on 11th Jul 2017, the concrete footing for the first pillar of Pune Metro completed near Nashik Phata. On 25th October, 2017, Pune Metro's First pillar work for Reach 1 PCMC to Range Hills completed near Vallabh Nagar. Foundation of the First Pier for Pune Metro’s Line 2 (Vanaz to Ramwadi route) done on 28 November, 2017. On 2 December 2017, Geotech work started for the Station construction On 14 December 2017, First Viaduct Segment launched at Kharalwadi for Reach 1 PCMC-Range Hill between P349-P348 span.

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Route Map Corridor

Project Cost

Line 3 (PPP Model)

INR 8313.00 Crore

Funding Pattern: Private

60%

PMRDA + State + Central

40%

Major Contract Awarded LKT Engg. Consultants and Architect Hafeez Contractor appointed as Detailed Design Consultants NCC – Construction of elevated viaducts on the Pimpri-Chinchwad to Range Hill station of Line 1 NCC – Construction of elevated viaducts on the Vanaz to Civil Court (Shivajinagar) station of Line 2 HCC-AI Fara – Construction of 9 elevated stations of Line 1 J Kumar Infraprojects – contract for tunneling shafts at Agriculture College and Swargate as well as for the metro station and inter-modal hub at Swargate.

• •

ESTIMATED PROJECT COST Corridor

Project Cost

Line 1 & Line 2

INR 11522.00 Crore

• • •

Funding Pattern: PMC + PCMC

10%

State Government

20%

Central Government

20%

From external loan

50%

Proposed Lines • •

Nashik Phata – Moshi – Chakan Corridor Civil Court – Chaiytanya Colony, Hadapsar

IN DEPTH FOCUS

Delhi Metro Magenta Line Line-8 of Delhi Metro now open to Public: All you need to know about the 'Knowledge Corridor' The Janakpuri West – Kalkaji Mandir section of the Magenta line will be the longest stretch opened so far in Delhi Metro’s Phase 3. The 24.82 kilometer long section comprises of 16 stations including interchange facilities at Hauz Khas (with yellow line) and Janakpuri West (With Blue Line) and is part of the Magenta Line from Janakpuri West to Botanical Garden in NOIDA. The entire Delhi Metro network will then increase to 277 kilometers with 202 Metro stations after this section opens. The 25.6-kilometre-long corridor, which will directly link west Delhi to Noida, was flagged off by Union Minister for Housing and Urban Affairs Hardeep Singh Puri and Delhi Chief Minister Arvind Kejriwal from the Nehru Enclave station of the corridor. The corridor, which is a part of Delhi Metro's Phase III, is its longest stretch so far. It consists of 16 stations, of which 14 are underground and two are elevated.

THE MAIN FEATURES OF MAGENTA LINE   

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

Length- 24.82 kms (Underground: 21.8 kms, Elevated: 2.9 kms) Stations- 16 (14 underground, 2 elevated) Names of stations- Janakpuri West, Dabri Mor, Dashrathpuri, Palam, Sadar Bazar Cantonment, Terminal 1 – IGI Airport, Shankar Vihar, Vasant Vihar, Munirka, RK Puram, Hauz Khas, IIT, Panchsheel Park, Chirag Delhi, Greater Kailash, Nehru Enclave. Colour Code- Magenta Depot- Kalindi Kunj Interchange Stations- Janakpuri West (With the Dwarka – NOIDA/ Vaishali Blue Line) and Hauz Khas (With the Samaypur Badli – HUDA City Centre Yellow Line). Three stations of this corridor have been taken up for co-branding. These are Terminal 1 – IGI Airport, IIT and GK Enclave.

Delhi Metro Phase III progress details ▪

▪

Phase III network opened so far: 87 kilometers

Corridor

Length in Kms

Connectivity highlights

Central Secretariat – Kashmere Gate

9.37

Badarpur – Escorts Mujesar

13.975

Jahangirpuri – Samaypur Badli

4.489

Durgabai Deshmukh South Campus – Majlis Park

21.56

Botanical Garden – Janakpuri (West)

37.64

The opening of the Janakpuri West – Kalkaji Mandir section of the Delhi Metro will immensely improve the connectivity of the national capital. With the opening of this corridor west Delhi, south Delhi and the satellite city of NOIDA will get interconnected like never before. The entire Magenta Line from Janakpuri West to Botanical Garden will be served by four interchange stations – Janakpuri West (with Blue Line), Hauz Khas (With Yellow Line), Kalkaji Mandir (with Violet Line) and Botanical Garden (with Blue Line). The main connectivity highlights will be as follows-

Phase III network yet to be opened after the opening of this section: 72 kilometers (excluding NOIDA – Greater NOIDA section) Corridor to be opened

Length in Kms

Durgabai Deshmukh South Campus – Shiv Vihar

37.036

Mundka – Bahadurgarh

11.182

Noida City Centre – Electronic City

6.8

Dwarka – Najafgarh

4.295

Escorts Mujesar – Ballabhgarh

3.2

Dilshad garden – New Bus Adda

9.41

Hauz Khas to emerge as vital Metro hub

The Hauz Khas Metro station has been turned into an interchange station to facilitate interconnectivity between the HUDA City Centre –

Samaypur Badli (Line 2) and the This new line will, therefore, Janakpuri West – Botanical Garden significantly help in reducing Metro corridors. congestion on Line 3 as well as the Rajiv Chowk Metro station as the The passengers coming from journey from Janakpuri West to Gurugram on Line 2 will be able to Botanical Garden by both the get down at Hauz Khas and take a corridors will almost take the same direct train to Botanical Garden in time NOIDA. Through this connectivity, the travelling time between Improved connectivity for IT Hub Gurugram and NOIDA will be Nehru Place brought down by at least half an hour. Nehru Place, a locality in south Delhi, which houses one of India’s After the inauguration of this vital largest information technology link, the approximate time to markets, already has a Metro commute between HUDA City station, on the Kashmere Gate – Centre and Botanical Garden will Escorts Mujesar corridor of the be about 50 minutes. Presently, a Delhi Metro network. Metro journey from HUDA City Centre to Botanical Garden in NOIDA takes about one and a half hours with the interchange at Rajiv Chowk. There will be paid area to paid area connectivity between the new and the old Hauz Khas stations. West Delhi Connect The Janakpuri West Metro station on the Dwarka - NOIDA Metro corridor (Line 3) has also been converted into an interchange station to provide additional connectivity to areas in south Delhi and NOIDA from west Delhi. The interchange station will be the first station of the Janakpuri West – Botanical Garden corridor of DMRC Chief Mangu Singh briefing Union Housing & Urban Affair Minister Hardeep Singh Puri Phase 3 which will connect Line 3 and Delhi Chief Minister Arvind Kejriwal about India’s largest Escalator installed at Janakpuri with important locations such as (West) Metro Station of Magenta Line. (Photo: DMRC) the Terminal 1 of the IGI Airport, Munirka, Hauz Khas, Nehru Place Now, Nehru Enclave, the new Metro and Botanical Garden in NOIDA. station, on the Janakpuri West – Botanical Garden corridor will The entire Janakpuri West – directly connect the area with the Botanical Garden corridor will also satellite town of NOIDA in Uttar act as a feeder for the presently Pradesh, the domestic terminal of operational Line 3 as both the the Indira Gandhi International originating stations of this corridor Airport as well as tremendously – Janakpuri West and Botanical reduce travel time to other Garden are important stations of prominent locations of NCR such as Line 3. Gurgaon.

Domestic Airport to be on the Metro • Network The domestic terminals of the Indira Gandhi Airport are also going to get Metro connectivity in Phase 3.

The presently operational Airport Express Link provides Metro connectivity to the new T3 terminal of the Airport from which all international carriers and all premium domestic airlines fly. However, there is no Metro connectivity for the domestic terminals from which the low cost operators fly. The station will help the domestic passengers in a major way. Let us take a look: • From South Delhi: Direct connectivity from Kalkaji, Nehru Place, Hauz Khas, Munirka etc. • From East Delhi: Passengers coming from Vaishali (Ghaziabad), Anand Vihar, Lakshmi Nagar etc can take Line 3 and 4 and change at Janakpuri West. • From West Delhi: Passengers coming from Punjabi Bagh, NS Place etc can take the new Majlis Park – Durgabai Deshmukh South Campus corridor, change at Rajouri Garden, then take Line 3 and reach Janakpuri West to avail the services on this corridor.

•

From North and Central Delhi: Passengers coming from Vishwavidyalaya and Central Delhi areas can take Line 2, reach Hauz Khas and board the train to the Terminal 1 – IGI Airport.

From NOIDA: Direct connectivity from Botanical Garden in NOIDA (Approx 35 minutes from Botanical Garden).

Delhi Metro to provide connectivity to four universities of Delhi for the first time

The Magenta line will be a boon for the student community of the city in a major way and can be called the Delhi Metro’s ‘Knowledge Corridor’. The new corridor will connect four major universities of the National Capital Region (NCR), which were not connected by the Metro so far. The Jawaharlal Nehru University (JNU) and Indian Institute of Technology (IIT) are the institutions which will get Metro connectivity. Jamia Milia Islamia University and Amity University in NOIDA have already got Metro connectivity with the opening of the Botanical Garden – Kalkaji Mandir section in December last year.

While IIT will have a dedicated station by the same name, the Munirka station will cater to JNU which will be within a distance of about two kilometres. The Jamia Milia Islamia station caters to the Jamia Milia Islamia University and Amity University has a station adjacent known as Okhla Bird Sanctuary. COMMUTER AMENITIES Besides the above mentioned connectivity benefits, this section will also have many facilities for the convenience of the passengers. 9 Subways on Outer Ring Road for pedestrian movement Delhi Metro has constructed nine subways on the Outer Ring Road Munirka, R.K.Puram, IIT, Panchsheel Park, Chirag Delhi, Greater Kailash, Nehru Enclave (2 subways) These subways will work as entry/exit structures and also as independent free subways for the pedestrians. All subways will have stairs, escalators and lifts for commuters. To make such subways Delhi Metro has used Box Pushing technology instead of conventional cut and cover to avoid traffic diversion and disruption on the road during construction.

auto and car drop off points have Green Building Certification been created at the entry points. • All Underground & Elevated All the stations also have bus stations of Janakpuri West – stands within 100 metres of the Nehru Enclave section of entry/exit points. DMRC Line-8 are “Platinum” rated by Indian Green At Vasant Vihar, Panchsheel Park Building Council (IGBC). and Nehru Enclave, auto stand • More than 65 stations & 3 facilities have also been created Receiving Sub Stations (RSS) while at IIT, cycle paths have of DMRC Phase-III been created so that the students commissioned so far are also from IIT can cycle to the station. “Platinum” rated by IGBC. At all stations, there will be • All these platinum rated provision for the parking of buildings are designed with vehicles of handicapped specific provisions for the passengers near the lifts which conservation of energy as well will be connected with the help of as better CO2 saving, water a ramp. Adequate signage will be saving, waste management, put up at all drop off points, auto energy management and parking stands, handicapped optimized building design to parking spaces for the reduce the size of station box convenience of the passengers. and hence lesser use of construction materials. DMRC is committed to ensuring that the opening of these stations Engineering Challenges does not cause any impact on the flow of traffic on Outer Ring Road. On this section, DMRC’s engineers encountered a number All necessary design changes of engineering challenges as despite space constraints have well. The alignment from been brought to make space for Janakpuri West to Palam was drop off points for autos, cars, converted from elevated to intermediate public transport etc. underground because elevated In order to reduce the chaos and construction would have entailed congestion near station entry/exit a lot of road diversions and points, it is planned to install demolitions. Similarly, the Hauz railing judicially at the venerable Khas station was constructed 29 locations. meters below the surface. Some

Multi Modal Integration (MMI) at stations On all the upcoming stations of the Magenta Line from Vasant Vihar to Nehru Enclave, which will be located in the vicinity of the Outer Ring Road, adequate arrangements have been made for traffic management at the entry and exit points of the stations as per UTTIPEC guidelines and availability of space. Separate

of the engineering challenges are as follows: Janakpuri West – Palam stretch made underground The stretch from Janakpuri West to Palam was originally conceived as an elevated corridor. The stretch, roughly six kilometers in length was designed to pass through extremely congested residential as well as commercial areas of west Delhi. In addition, the construction of an elevated interchange facility at Janakpuri West on the busy Najafgarh Road would have been another major challenge for the Delhi Metro team.

The initially proposed elevated Metro stretch from Janakpuri West to Palam was converted into an underground stretch keeping in view the following constraints: • The elevated alignment included construction of five sharp curves of radius 223 meters between Dashrathpuri and Janakpuri West involving permanent speed restrictions at these locations. • The proposed elevated alignment between Dashrathpuri and Palam required construction of a ramp in the middle of a 20 meters wide road and there was no alternative space left to compensate for the loss of width of the busy road. • There were a large number of properties involved in the elevated alignment which would have been demolished and rehabilitated. • The elevated stations at Dabri Mor and Janakpuri West were proposed to be constructed at a height of nearly 16 mtrs and 23 mtrs respectively. Construction of station structures at such height without hampering road traffic below and the operational station at Janakpuri West would have been difficult.

•

Construction of an elevated Janakpuri West interchange station would have been a massive challenge without obstructing traffic on the busy and congested Najafgarh Road below. In addition, it would have been very difficult to block any of the entry/exit points of the currently operational station there since the station on the blue line is one of the main Metro stations of that area.

Building settlement markers, Inclinometers, Surface settlement markers were installed to monitor the condition of the buildings and ground, during boring. The Tunnelling team was also constantly monitoring the Earth Pressure, quantity of Grouting and Muck Disposal quantity during tunnelling to ensure that boring was completed without any adverse effect to the structures.

The tunnelling on the stretch was also fraught with many challenges. At Janakpuri West, two 676 metre long tunnels for up and down movement were proposed to be constructed up to Vikaspuri for the reversal facility of trains using Tunnel Boring Machines (TBMs). The tunnels were to pass below the operational Janakpuri West Metro station as well as about 50 structurally sensitive labour hutments in the area which were of very weak built.

As a result, there was no requirement to hamper the services on the busy blue line, which is one of the arterial corridors of the Delhi Metro network and carries about eight lakh people every day. The stretch also included a Crossover Tunnel Section of 100 metres which was to be constructed using conventional methods. Therefore, in order to transfer the TBM from one end of the Crossover to the other, 2 no. push ram cylinders were used to push the TBM shield (approx wt. 400 MT) for the stretch of 100 mtrs.

To counter this challenge and ensure the safety of the station and the hutments above, a detailed building condition survey of the elevated station and hutments were carried out. Subsequently, a monitoring plan was prepared.

This was another engineering landmark since the TBM shield was dragged from one point to the other. Generally, TBMs are retrieved through custom made retrieval shafts and then re-inserted through launching shafts in the new

location. But such conventional engineering would have involved construction of separate retrieval and launching shafts, which would have required more land and displacement of properties above. In addition, the process would have required a month each approximately for the retrieval and then the launching of the TBM. To avoid these hassles, the TBM shield was dragged using push ram cylinders.

ramp. The present Hauz Khas station starts near the Laxman Public school and proceeds up to almost the median of the Outer Ring Road. The present station at Hauz Khas is 17 meters deep. For the construction of the new station, it was not possible to go below the existing station, as the foundation is 32 meters and there is the foundation of the flyover on Outer

has been converted into a paid subway connecting the old and the new stations. It is about 40 metres long and 12 metres wide. The AFC Gates, located at the concourse at the earlier station have been brought to the ground level in the new interchange station. There is a two metre level difference on the ramp between the old and the new station. To prevent disturbance to the residents, sound barriers were installed at Hauz Khas. These sound barriers are continuing all along the station box. These barriers lead to about 32 to 35 percent reduction in noise. The adjacent residential area is Sarvapriya Vihar. As sound barriers, puff sheets, which are sound absorbing material are installed at on the inner side of the barricades. Similar barriers have also been put up at Vasant Vihar. Tunnel below a tunnel another engineering landmark

The Hauz Khas interchange: Ring Road also. Delhi Metro’s deepest station Therefore, if the new station had to Construction of the Hauz Khas be constructed below the existing station was a massive challenge station, we would have to go deep for the Delhi Metro team. Since it up to about 42 meters, which would was an interchange facility, the have been very difficult. So, the engineers also had to ensure that new station has been built adjacent the inter connectivity between the to the existing station at a depth of old and the new portions of the 29 meters with a length of 265 Hauz Khas station was seamless meters. and comfortable. It has been designed as a five level Like all other interchange stations station (rail – platform – of the Delhi Metro network, this intermediate – intermediate station also has paid area to paid concourse). Generally interchange area connectivity between the new stations have three or in some and the old Hauz Khas stations. cases four levels only. The new station has been A subway is connecting the new connected with the presently and the old stations. An old subway operational station through a in the unpaid area of the station

Along with the interchange station, the underground corridor of the Janakpuri West – Botanical Garden line also crisscrossed with the already operational Yellow Line of the Delhi Metro network at Hauz Khas. Therefore, the tunnels of the new line are also passing below those of the functional line. In Phase 2, the tunnel of the Airport Express Line had passed below the two tier Rajiv Chowk Metro station at a depth of about 45 meters. However, that apart such a feat had never ever been achieved in Delhi Metro in its first two phases. In Phase 3, apart from Hauz Khas, tunnels have been constructed below operational tunnels at three other locations. The new Metro tunnel at Hauz Khas is about 29 meters deep at a point just after the station. We have

passed three meters below the existing tunnel. Proper measures were taken to prevent any movement of the existing tunnel. Settlement chances were prevented through grouting. D Wall was constructed around the existing tunnel to provide support while the new tunnel was being created. Adequate instrumentation to monitor the movement of the existing tunnel was also done.

was specially planted for the installation of these escalators.

nursery in the vicinity of the station where many butter flies hover over the plants.

Artwork at Metro stations Like the other Metro stations of the Delhi Metro network, the stations on this corridor have also been decorated with artworks and paintings. Different themes have been used at different stations and a number of artists have been roped in to execute the work. For example, at Chirag Delhi, an artwork depicting butterflies has been installed since there is a

Interestingly, the artwork at GK Enclave depicts the many trends in fashion. A special kind of print has been installed on the ceilings of some of the stations which are also contributing to their overall look and feel. For example, at Palam, the ceiling of one of the entry/exit points has been decorated with special prints which depict the blue skies. This new innovation has enhanced the beauty of the stations in a major way. OPERATIONAL DETAILS

Escalators with the highest elevation in India have been installed at Janakpuri West The escalators installed at the new Janakpuri West Metro station have the highest elevation for any escalator in India. These escalators have a height of 15.65 meters which surpasses the escalators installed at the Kashmere Gate Metro station which have a height of 14.575 meters. The horizontal length of the escalators are 35.32 meters. The height of these escalators are equal to a five storey building. The weight of each escalator was 26 tonnes and a 250 tonne crane

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After the Magenta line fully opens, the corridor will operate with 24 trains which will gradually increase to 26 apart from the operating reserves. The frequency will be 5 minutes and 15 seconds during peak hours through the whole section and if passenger traffic demands shorter intermediate loops with higher frequency will be introduced after studying the traffic pattern. While the services will start from 6 AM on all days, on Sundays, the services will begin at 8 AM. The total running time between Botanical Garden and Janakpuri West will be one hour.

WHITEPAPER

From Transit Oriented Development to Development Oriented Transit in Indian cities

and use development and Transportation both are inter linked with each other and make different types of urban forms. Globally, there are many cities whose forms were shaped by transportation and land use. However, there is neither a systematic approach nor empirical method to understand which kinds of transportation factor should connect land use and which kinds of land-use factor should connect transportation. There is a school of thought either development should be oriented

to transit or transit should orient to development. Therefore, this paper aims at reviewing whether development should come first or Transit. Finally, this paper will focus on Development Oriented Transit. Introduction Land use and Transportation both are connected with each other. Transport is the most essential component for shaping development of a city. Land use is one of the prime determinants of movement and activity which means land use determines the

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Ar. Priyanka Kumar Urban Planner (School of Planning and Architecture, New Delhi) Regional Centre for Urban & Environmental Studies (RCUES), Lucknow established by the Ministry of Housing and Urban Affairs

demand for transport. Land use may change because of increase or decrease in accessibility. Integration of land-use and transit is very essential. National Urban Transport Policy (NUTP) also emphasizes on integrated land use and transport planning. Types of development with relation to transit The Integration of land-use and transit may carry out in many ways such as Transit Adjacent Development (TAD), Transit Joint Development (TJD), Transit Supportive Development (TSD) or Transit Oriented Development (TOD) and Development Oriented Transit (DOT). In 19th Century there were concepts like Transit Adjacent Development (TAD), a development which is physically near transit but fails to capitalize upon this proximity to promote transit riding and other economic benefits, which lacks in functional connectivity to transit/ with transit, in Integration of Land use with Transit, in means of station access, and in economic and fiscal benefits. Fremont is a city in California used to be a good example of Transit Adjacent development. As time passes Transit Adjacent Development gradually changed into Transit Joint Development (TJD) is that development which is joint with transit neither before nor after transit. Tokyo is one of the best examples for Transit Joint Development which did not restrict itself to Transit Joint Development but expanded as a Transit Oriented Development (TOD) as well. Transit Joint Development (TJD) also states that a type of development which occurs because of any formal agreement or arrangement between a public transit agency and a private individual or organization. Hong-Kong is one of the good examples of this type of development. In Early 20th Century, A San Franciscobased Architect, Urban designer and urban planner “Peter Calthorpe”, coined a term Transit Oriented Development (TOD) which defines “A mixed use community

within an average 2000-foot walking distance of a transit stop and core commercial area. TODs mix residential, retail, office, open space, and public uses in a walk able environment, making it convenient for residents and employees to travel by transit, bicycle, foot or car”. Transit Oriented Development (TOD) also known as Transit Supportive Development (TSD).One of the earliest and most successful examples of Transit Oriented Development TOD is Curitiba, Brazil. Now Development Oriented Transit (DOT) is defined as a process in which transit is incorporated after development. DOT defines as put development first whereas TOD defines as put transit first. For example Electric streetcar systems evolved after the development of the electric traction motor in the 1890’s in network. But this term little bit explained by Dittmar H. and Ohland G in 2004 as Development Oriented Transit (DOT) is built to serve the development. Here transit follows the development rather than vice-versa. Different Ways

As time passes Transit Adjacent Development gradually changed into Transit Joint Development (TJD) is that development which is joint with transit neither before nor after transit. Tokyo is one of the best examples for Transit Joint Development which did not restrict itself to Transit Joint Development but expanded as a Transit Oriented Development (TOD) as well.

Time

Statement

Example

Transit Adjacent Development (TAD)

1800

Fremont is a city in California

Transit Joint Development (TJD)

1980

Transit Oriented Development (TOD)

1993

Development Oriented Transit (DOT)

2004

Development that is physically near to transit; it fails to capitalize upon this proximity, however, to promote transit riding. and No functional connectivity to transit whether in terms of land-use composition, means of station access, or site design -Formal agreement or arrangement between a public transit agency and a private individual or organization TJD is that development which is joint with transit neither before nor after Development around the transit station within 1 – 2 sq km of area Here transit follows the development

Tokyo

Curitiba (Brazil), Santiago (Chile) Portland Streetcar Systemis an example of DOT.

Table - 1: Different Types of development with relation to transit

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Development Oriented Transit •

•

The fist phase, the early 20th century, development-oriented transit (DOT) more aptly describes these places than does Principal Tess Jordan, Senior TOD, since private developers Economic Planner , 2008) built transit to serve their • With TOD, transit is essentially development rather than vicein the driver’s seat with the goal versa. (Source: Belzer and Autler of development adapting to be ,Transport Planner, 2002) transit supportive. With DOT, Development Oriented Transit’ the impetus is essentially (DOT) where the transit is reversed – with transit shaped to located in a way that “welcomes serve the needs and expectations and facilitates development” and of current and planned then to incorporate Transit, development. This is essentially ensuring that development in the the way that transit line transit precinct is decisions were made in the early complementary to the transit. days of transit in the U.S. (Source: Dittmar and Ohland, Queensland Government 2004)

•

The term is also used by GB Arrington (2007) who provides a check list for DOT which • considers the transit planning process and asks. (Source: GB Arrington,Transport Planner,2007)

•

development catalyst – not just at station area nodes but along an entire transit corridor- entire city the more appropriate term may be development oriented transit. (Source: Eric Hovee,

- If the station is located in an area with development potential? - If the design allows for pedestrian connections? - Is the transit well connected into the community? The idea of Development Oriented Transit (DOT) which looks beyond the entrenched paradigm of modernist transit planning practice which treats transport as the end rather than the means to better land use outcomes. DOT puts the focus back onto the transit planning process and outcomes to ensure transit decisions that support sustainable urban planning and development outcomes.(Source: By

Instead of transit-oriented development, we should have development-oriented transit: Identify places where things are happening now and then connect them with the lowest level of viable transit possible. Make sure those places allow the next increment of development by right (without extensive permitting). This will ensure that the transit is viable and that it supports that next level of growth and expansion.

Portland’s streetcar experience has demonstrated the importance of looking beyond transit oriented development. Because of streetcar’s role as a

When that next level of growth and expansion happens, everything moves up a notch. Upgrade the transit to the next level from jitney to shuttle bus, from shuttle bus to city bus, from city bus to streetcar, from streetcar to light rail, from light rail to subway — and repeat. (Source: Chuck Marohn, President of Strong Towns, 2018)

•

TOD typically refers to designing development to take advantage of existing transit and DOT typically refers to building transit into a relatively undeveloped area to induce development. (Source: Rick Rybeck, Transport Planner,

2018)

•

(Source: Eric Hovee, Principal Tess Jordan, Senior Economic Planner, 2008)

David Neil Mepham Bond University Institute of Sustainable Development and Architecture School of Sustainable Development, 2013)

•

Transit-Oriented Development is building development that serves existing transit corridors in cities. There's already a rail or bus line, focus on building around it. Development Oriented Transit is building a transit line into the weeds and figuring out how to get something to pop up. (Source :

The Overhead Wire, Planning Firm ,2018)

•

It’s the development pattern that will determine. A walk able place doesn't need transit absolutely. Connecting it to other walk able places is great, but the development is the key. American cities have developed completely dependent on sprawl, federal subsidies, state tax benefits to large corporations, and a growth scheme. By removing these factors, and allowing development to work, we will see sustainable communities emerge.(Source:

Development Pattern Grid Linear Radial & Concentric Finger or Star Galaxy form Ring

William Clark Transport Planner , 2018)

•

The only sense in which development-oriented transit is different from serving the transit market as it exists would be building transit on the basis of planned development, rather than waiting for the development to be built, and only then building transit to serve it. One example that comes to mind is London’s Barking Riverside, where a rail line is being extended into a new development as part of the original construction – the developers needed the transit link because their property wouldn’t sell without. (Source : Richard Gadsden Transport Planner April 27, 2018)

•

Most land use planners have a lot of support for transit, and transit oriented development. But, there is a tendency among professionals, elected officials and the public to think of rail transit as useful, and buses as inconvenient. So the word TOD tends to mean dense, neotraditional development patterns within 500 meters or so of a rail station (Robert Cervero has lots of good advice on this idea in Transit Villages for the 21st.Century. (Source: Sean Gillis

Features

Example

- High Accessibility & Excellent psychological orientation, Minimum disruption of flow Development in longitudinal along major transport corridors

Chandigarh, India

High Density, vital centrality, surrounding development is dominant character, Economics of Single Centralized facility Coe city with many linear radials Multi –Nucleated Series of core at functional distances Combination of Linear form which closes up itself

Mumbai, Maharashtra India Delhi, India

Copenhagen, Denmark Cities of Ohio , North Germany Rajkot, Gujarat ,India

Table - 2: Different Types of development patterns

•

Build the place first and transit becomes the logical, inevitable next step. No more transitoriented development schemes. What we need is developmentoriented transit. (Source:

Rachelquednau, April 25, 2018 ). Development Patterns

The spatial pattern of individual elements such as buildings, green spaces, streets etc. collectively recognized as the development pattern or urban form of the city. Transport connectivity of a city highly depends upon the development pattern of a city. For example Radial and Concentric urban form may provide direct line of travel but it may create core congestion where as Grid form has high accessibility. Comparison between two concepts: TOD & DOT

Transit Oriented Development (TOD) is a nodal development which focuses more around Metro/BRTS Station where as Development Oriented Transit (DOT) is an area Land use Planner April 27, based approach which may include 2018) road, rail, and metro/BRTS Great places need a train less depending upon the existing than a train needs a great place. development pattern/form.

As we discussed above Transit Oriented Development means putting the transit first it means TOD is appropriate for Greenfields areas or newly develop areas where as Development Oriented Transit means putting development first it means this shall be appropriate for existing areas such as Brownfield areas, areas with very high density, very old areas etc. Both Transit Oriented Development and Development Oriented Transit focus on creating vibrant, livable, and sustainable communities. Mixeduse communities which should oriented to Pedestrian and NonMotorized Development. But Development Oriented Transit shall more focus on sustainable mobility, use of public transport, non-motorized transport incorporated in existing developed patterns. Transportation and Urban Development both follow each other as like the chicken and egg story as same TOD and DOT shall follow each other.

INDEX Define

TOD Nodal development -Consider TRANSIT first where Development is invited around a transit station

Focus

Focus on Traffic and then People

Focal Point

Transit Station

Spatial Structure Norms Financial Feasibility Area

Transit decides the spatial structure of the urban area MoUD guidelines are available Costly Greenfield areas, newly develop areas

DOT Area based development -Consider DEVELOPMENT first where Transit Station/roads/rail etc are invited around the existing development. Focus on People and then Traffic Any famous building/monument/ landmark/node etc Spatial structure of the urban area decides the mode of Transit. No Norms as Such available Tax Minimizes Brownfield areas, old develop areas.

Table - 3: Difference between TOD and DOT

Benefits of DOT in Portland •

•

A streetcar extended the pedestrian environment up to approximately 3 to 4 miles, Limited Parking and excellent pedestrian amenities have combined to create a new urban living option in existing areas of Portland. Properties located closest to the streetcar line have experienced the largest share of development (FAR). Dense, mixed-use development with good transit access results in reduced auto trips. 45 percent reduction in the carbon footprint and 60 percent reduction in greenhouse gas emissions.

Case Study: Portland

Portland is the largest city in the U.S. state of Oregon .The Portland Streetcar is great example of DOT initiated by the city of Portland to connect two major redevelopment areas.70 acres of abandoned rail yards and a contaminated Brownfield site just north of Downtown (the river District) with another 128 acres of largely underused or vacant industrial land requiring environmental remediation at the opposite end of downtown (the south waterfront).

Principles of DOT • • •

Use available ROW (Rights of way) Less investment (use construction methods that minimize costs) Develop Metro / Rail Station similar to bus station to reduce system costs Map 1: Map Showing Route of Streetcar in Existing Development

•

Access to an affordable society in terms of transportation, recreation, health care, housing and jobs. A study by E. D. Hovee & Company, LLC proved that from 1997-2004, properties situated within one block of streetcar captured 55% of all new development within neighborhoods through which the streetcar line passed.

The experience of Portland explains the value of turning the traditional TOD model on its head. As it is very clear that residential, employment and mixed use development responds to transit investment, it has become even more apparent that the transit for best investments are intentionally located, designed and operated to better facilitate property owner and development authorities. E. D. Hovee & Company, LLC stated “In effect, this public-private feedback loop shifts the emphasis from transit as the sole driver to a developmentfirst paradigm - as the most opportune mechanism to maximize public and private return on investment”.

Figure 1: Portland Streetcar at State Unit

Conclusion A transport service is meant to cater for travel demand that is generated by urban development. But on the other hand urban development cannot start on its own without kind of transport system. For new developments ,a Transit is must that we call Transit Oriented Development (TOD).But in existing areas for old developments Transit comes in mind only when there is enough travel demand to justify its

need. So in this case transit comes in existing development .It has to be present to necessitate transit development and where travel demand precedes or leads to a transit service that is called Development Oriented Transit (DOT). This practice must be adopted for cities such as Delhi and Mumbai in India. ***

About the Author Priyanka Kumar is a notable Architect and Urban Planner. She completed B.Arch. (Bachelor in Architecture) from Kurukshetra University in 2016 and M.Plan (Masters in Planning Specialization in Urban Planning) from School of Planning and Architecture New Delhi, an "Institution of National Importance" under an act of Parliament(Ministry of HRD. Govt of India) in 2018. She had worked in Indian Institute of Public Administration, New Delhi and done internship at Ministry of External Affairs, New Delhi. Currently she is working in the capacity of Urban Planner at the Regional Centre for Urban & Environmental Studies (RCUES), Lucknow, established by the Ministry of Housing and Urban Affairs. Author can be contacted at priyanka.kumar275@gmail.com

MEDIA INTERVIEW

Exclusive Interview with Faela Sufa, Deputy Director and Shreya Gadepalli, Regional Director at Institute for Transportation and Development Policy (ITDP)

Ms. Faela Sufa is Deputy Director of the Institute for Transportation and Development Policy (ITDP) in Indonesia, a global non-profit organisation working across the world to promote sustainable modes of public transportation, and Ms. Shreya Gadepalli leads ITDPâ&#x20AC;&#x2122;s initiatives in the South Asia region, including India.

Ms. Faela Sufa and Ms. Shreya Gadepalli have shared their ideas on smart public transportation with Metro Rail News. Here are the experts of interaction with them. Ms Gadepalli, on your daily trip to work, which means of transportation do you use? Gadepalli: I live in the city of Chennai, the fourth largest in India with a population of about 10 million. My office is just two and a half kilometres away from home. I often walk to work or take an auto rickshaw, a threewheeled mini taxi. On my way back, I walk or take a bus, depending on the weather.

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Could you give a quick overview of the challenges that transportation faces in India? Gadepalli: With less than a third of all urban trips on personal motor vehicles, less than 10% by personal cars, and more than two thirds by sustainable modes like walking, cycling, and public transport, Indian cities look great on paper – just like a brilliant sustainable transportation heaven. But, the reality on the ground is different. Formal public transport is poor or non-existent. Uncomfortable, unsafe, and polluting paratransit services fill the gap in most cities. Walking and cycling infrastructure are completely missing, or unusable if they exist. People use ‘sustainable’ modes out of financial compulsion, not out of choice. Cities are choked with traffic

Ms. Shreya Gadepalli, Regional Director, ITDP (Photo: ITDP)

Street Design in Chennai´s NSC Bose Road (Before); Photo: ITDP India

and pollution. Road fatality rates are 20-25 times that of developed countries. Ms Sufa, what is the situation like in Indonesia?

Sufa: Development and jobs in Indonesia are still centralised in

Jakarta. Every year graduates from universities around Indonesia come to Jakarta to search for opportunities for employment. This situation makes Jakarta one of the largest cities in the world. Housing and transportation has

Our goal is to help cities and state governments that play an important role in urban affairs embrace a lowcarbon and equitable mobility paradigm. We provide technical support for the creation of appropriate standards and planning methodologies, and developing the rationale for an increase in budgetary allocation towards sustainable modes of transportation. - Shreya Gadepalli

become one of the biggest issues. The skyrocketing house price increase in Jakarta makes people have to live on the outskirts of the city, which will create urban sprawl. In the morning, people travel from the outskirts of Jakarta into the city centre, and after work the traffic pattern is reversed. Jakarta itself has around 10 million inhabitants, but during the day, the population increases to around more than 12 million.

developing the rationale for an increase in budgetary allocation towards sustainable modes of transportation. We also help cities in the use of the planning methodologies and standards in developing best practices on the ground. Pune, Chennai and other cities are already creating highquality footpaths for access to public transportation with our technical support. We are also helping these cities in creating efficient and attractive bus-based rapid transit systems that can

Ms Sufa, which challenges does the IKI project in Indonesia tackle? Sufa: We still see a lot of opportunity for the public buses. The Transjakarta network currently is 250 kilometres long and actually covers all of the main streets in Jakarta, whereas MRT and LRT, which are still under construction, only cover a few kilometres of passenger journeys. Minibuses, which are individually owned and operate on their own, providing a service which mostly serves smaller

So how do people in Jakarta get to their office every day? To get to the office, people who live outside the city heavily depend on the commuter rail system. If they do not use a private vehicle, people also rely on the Transjakarta bus transit system, which carries around 450,000 passengers per day. But with the boom phenomenon of the online taxi and loose regulation from the government, online motorcycle taxis have become the favourite mode of transport. With the size of the vehicle [motorcycle], which has the flexibility to squeeze through traffic, it has the advantage of bringing the passenger more quickly to their destination. Moreover, the accessibility of the Transjakarta station is still very poor, such as no sidewalk facilities and bad integration with the feeder system. Ms Gadepalli, what is the goal of your IKI project? Gadepalli: Our goal is to help cities and state governments that play an important role in urban affairs embrace a low-carbon and equitable mobility paradigm. We provide technical support for the creation of appropriate standards and planning methodologies, and

Transjakarta and minibuses running side by side without any proper integration. (Photo: ITDP Indonesia)

provide service quality similar to metro rail or light rail [trams], but at a fraction of the cost and with greater operational flexibility. Our technical support also goes to national institutions like the Indian Roads Congress in developing appropriate urban road planning, design, regulation, and management guidelines and standards. Lastly, our goal is to build the capacity of urban transport practitioners, both within and outside the government, in being able to use the planning methodologies and design standards and processes.

ÂŠ METRO RAIL NEWS | JUNE 2018 | WWW.METRORAILNEWS.IN

or local roads, are still the predominant mode of public transportation in Jakarta. These services have huge potential to become a feeder for the Transjakarta service. If these services are included in the Transjakarta system, not only will it increase the capacity of Transjakarta, but it will also bring closer and better services to the passengers. First mile and last mile, which can be translated into sidewalk and cycling to access the bus station, is also a major issue of mobility in

Jakarta. The sidewalk is being used as a car park or is full of street vendors, which leaves no space for pedestrians. As a cyclist in Jakarta, besides no dedicated cycle lane, they have to compete with buses and other general traffic. They also sometimes have to cycle behind the regular bus [non-Transjakarta buses, which are more than 20 years old], which has a very bad exhaust system. Is there a high consciousness among citizens or the government for the consequences of transportation regarding pollution? Sufa: Travel time has become the priority when selecting the transportation mode for the people in Jakarta. But since pollution caused by motor vehicles has become worse, most people have started using

Around 150,000 people die every year in road crashes. But more than anything else, people are just frustrated by time lost on transportation in cities and a lack of efficient and accessible mobility options. People aspire to move to personal motor vehicles first a motorcycle and then maybe a car because they are being seen as more convenient, and to some, also as a status symbol. - Faela Sufa

Ms.Faela Sufa, Deputy Director, ITDP (Photo: ITDP)

masks to protect themselves from air pollution. Not only for motorcycle riders, who are directly impacted by inhaling the fumes from the vehicle exhausts, but pedestrians are starting to use a mask because they also feel disturbed by the air pollution.

Street Design in ChennaiÂ´s West Avenue; Photo: ITDP India

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Ms Gadepalli, what about India and the consciousness of the people regarding emissions or climate change?

Gadepalli: I would definitely say there is a growing consciousness about emissions not so much from a climate change perspective but from a local pollution perspective. It affects people every day and they can see that connection. There are, of course, also other factors that do matter to people, like safety. India has one of the worst track records in road safety. Around 150,000 people die every year in road crashes. But more than anything else, people are just frustrated by time lost on transportation in cities and a lack of efficient and accessible mobility options. People aspire to move to personal motor vehicles first a motorcycle and then maybe a car because they are being seen as more convenient, and to some, also as a status symbol.

and continues to expand its bus technical guidance. rapid transit (BRT) system. Chennai is developing plans for Ms Sufa, how do you foster the an extensive BRT system. cooperation with cities in Indonesia? What services do you offer to cities? Sufa: We come and talk to them and ask them about their plans. Gadepalli: First, we inspire cities Normally by showing them what is possible they have their own plans so we and how they will benefit. work together with them. For Second, we help them in example, in Jakarta, we work in the planning and implementing public service office on their plan for projects. Third, we provide sidewalks. We give them assistance technical assistance in on the design and priority locations developing appropriate policy and work day by day with them. We and financing tools. Lastly, we also give suggestions about the expand the reach through budget. Pedestrians are very capacity building for wide-scale important, but cities have a limited implementation. Our work budget. As a result, we propose includes developing strategic setting the priorities for sidewalk plans that provide overarching improvements within the next guidance, conduct project budgeting term. In Jakarta, we are feasibility studies, and create developing a design that can be conceptual designs. For example used to implement all sidewalks in for Chennai we developed a BRT the city. The authorities can use it feasibility plan. Then, we created and give it to their consultants. the terms of reference for the city Regarding the budget, we encourage to hire consultants to develop a them to do more on improving detailed plan. Now, we are sidewalks. assisting the public agency to review the plans developed by the consultants and provide

How can you stop the trend to more personal transportation? Gadepalli: There is now some consciousness about needing to have cleaner modes of transportation. But a lot of people think that the only good quality public transportation is the metro. Every single city in the country, big or small, wants to have a metro system, even if they have few or no city buses operating. They want to jump from nothing to a metro system. However, we have had success in the states that we are working with. Pune announced last year that it plans to double the number of its buses from currently 1,500 to 3,000 buses

A worker painting the blind tactile paving as part of sidewalk improvement in Medan assisted by ITDP. (Photo: ITDP Indonesia)

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You work together with four length. These are trips that cities. How do you approach easily could be made using smaller cities? bicycles or even on foot. And if you do not have pedestrian Sufa: Normally we find one infrastructure, people do not champion to work with us. For access public transport. Often it example in is the last mile that is missing Medan, we found a champion and people do not want to put who is the head of the local themselves in an unsafe or agency and who supports our uncomfortable situation to reach ideas. He connects us to the other the public transportation. Nearly agencies and to the mayor. Medan has two to three million inhabitants but no public mass transit at all. Through our champion, we developed our relationship with other agencies. If they have a plan, for example for a parking system, they ask for our suggestions. We also work on Non-Motorised Transport [NMT] and give suggestions on how to construct the sidewalk along the bus corridors and in the city centre.

half of all the deaths that happen in urban areas are pedestrians or cyclists. Good public transport is not sufficient; safe walking is essential for the public transport to succeed. It is an ecosystem where public transport, walking, and cycling come together to provide an alternative means of convenient, safe, and affordable transport for everybody.

We also used the head of the department of sidewalk improvement at the public works of Jakarta to be our spokesperson as she has a lot of experience on sidewalk improvement in Jakarta. She can speak on behalf of ITDP but also from local government to local government. She shares her experience on how to improve the sidewalks in Jakarta, about her difficulties and how she dealt with them. Ms Gadepalli, within your project you also design and implement new and appealing public footpaths. Which role do pedestrians play in public transportation in India?

Sidewalk improvement in Jakarta assisted by ITDP. (Photo: ITDP Indonesia)

Gadepalli: Pedestrian access is important from multiple perspectives. Many trips in Indian cities are short. Even in mega-cities like Bombay and Delhi, more than half of the total trips are under five kilometres in Street Design in ChennaiÂ´s NSC Bose Road (Before and After); Photo: ITDP India

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INDUSTRY EVENT

Experts and government delegates call for a collaborative approach to building futureready sustainable and smart cities at the 4th Smart Cities India 2018 Expo, New Delhi Discussions among speakers in various conferences emphasised the challenges and opportunities ahead for adoption of smart technologies, battling climate and pollution issues, and holistic improvement of citizen’s quality of life

As per the 2011 Census, 31 percent of the population lives in urban areas, and by 2030, 50 percent of India's population would reside in urban areas. This will create a massive need for intelligent urban transport networks, smart energy, safe and secured public spaces, upgraded water supply, waste disposal facilities, and environmentally compatible buildings. The 4th Smart Cities India 2018 expo, which was held in Pragati Maidan, New Delhi, from 23rd to 25th May, featured some of the most prominent leaders and experts discussing ways to harness

technology to make the next generation of urban spaces resilient, sustainable, and inclusive. Organised by the India Trade Promotion Organisation (ITPO), the NASSCOM Centre of Excellence – IoT and Exhibitions India Group, the 4th Smart Cities India 2018 expo co-locates five major verticals that make up our smart city framework – buildings, solar, smart cities, transport and water. The state-of-the-art exhibition floor enabled participants to explore the latest smart city projects and technologies, products, services, design, and solutions that fit urban lifestyles and needs perfectly.

Commenting on the vision behind the event, Mr. Prem Behl, Chairman, Exhibitions India Group, said, “The 4th Smart Cities India 2018 expo aims to empower cities and collectivise urban innovation. The expo shared insights and priorities that support investment, innovation and growth in order to establish India as a global hub for smart city skills and knowledge and technology. We are extremely proud of organising an event of such importance for the future, and look forward to facilitating the kind of synergy and collaboration we need to begin planning for a sustainable future for our citizens in earnest.” Shri Durga Shanker Mishra, Secretary, Ministry of Housing and Urban affairs reiterated that with more people migrating to cities in coming decades, urbanisation presents many challenges. He said, “Given the huge opportunities present within the challenges, the PM launched three schemes, namely Swachh Bharat Abhiyan, Skill India and ‘Housing for All’ to address them.” Under the Housing for All scheme, 46 lakh houses have already been sanctioned; 7 lakh houses have been completed; and 23 lakh houses are being sanctioned every month. He further added that every household in India will get a proper toilet and the entire country will be open-defecation free (ODF) by October 2018. Dr. Namrita Kalsi, Joint GM, DMRC, India, believes that urban planning strategies must focus on the future. Emphasising on the need to upgrade traditional urban planning with technology, she says, “Across the world, one of the most accepted models in urban development is Smart Cities. India too is following this route. But the paradox is that conventional city planners should be actively engaged in collaboration and

aggregation. But that is not the case. It is the technologists who have leapfrogged and are at the forefront of most aspects of a smart city”. Dr. Kalsi further added that urban planning needs a new methodology. “A methodology involving people, process, technology and citizen participation, and facilitating enterprises,” she said. Mr. Rana Kapoor, MD & CEO – YES BANK, and Chairman – YES Global Institute, “Infrastructure is a vital component of economic

Given the huge opportunities present within the challenges, the PM launched three schemes, namely Swachh Bharat Abhiyan, Skill India and ‘Housing for All’ to address them.” Under the Housing for All scheme, 46 lakh houses have already been sanctioned; 7 lakh houses have been completed; and 2-3 lakh houses are being sanctioned every month. - D S. Mishra

development and growth. As Indian cities currently contribute 63% to the national GDP, focused efforts by the Government towards shaping urban India will go a long way in fostering economic growth and ultimately achieve the anticipated figure of 75% contribution to GDP by 2030.” Mr. Georg Jahnsen, Urban Planner, GIZ, India, “A clear vision is critical for sustainable development. Moreover, data collection and visualisation is indispensable as data is undoubtedly among the many pillars of planning and developing smart cities. Cities need to look in the mirror and identify their history, challenges, contradictions, and complexities. There can’t be one silver bullet or a one-size-fitsall model. A multiscale, speciallytailored approach is the key and cross-sectoral planning is the need of the hour.”

Should smart city only be synonymous be ground-breaking technology and smart be the buzzword of technological capability? Well, I believe that smart should not merely be about digital enablement, but equally about policy mechanisms, governance, and a systematic approach. - Ms. Shonali Rastogi

Mr. Peter Vangsbo, Business Developer Director, EIT Climate, Denmark, said, “Smart city development, meeting sustainable development and climate change mitigation goals should go hand-inhand. Combatting pollution strains our cities we simply cannot risk neglecting this important aspect. Focusing more on education and knowledge sharing, innovation and inspiring start-ups to export ideas and engage in dialogues with global experts can help countries tackle pollution. Encouraging the germination of new ideas, fasttracking processes, throwing new light on challenges is the way forward.”

The City Leaders’ Conclave, a dynamic and exciting business programme for industry and government, was held during where multiple stakeholders addressed the needs of urban sustainability. Panelists at the discussion emphasised that smart city development need to be truly holistic, encompassing everything from technology to policy to enablement to government action and citizen participation.

Ms. Shonali Rastogi, Founder Partner, Morphogenesis, said, “Should smart city only be synonymous be ground-breaking technology and smart be the buzzword of technological capability? Well, I believe that smart should not merely be about digital enablement, but equally about policy mechanisms, governance, and a systematic approach.”

during a panel discussion that urban policies are needed for urban challenges. He reinforced the idea that smart city solutions begins with keeping citizens at the heart of design. GDMA raises funds locally and has received no external funding. The idea of making Gurugram smart is planned at city, sub-city and sector level. This process ensures that city wide development takes place rather

Shri V. Umashankar, Commissioner, Municipal Corporation Gurugram & Additional CEO, GDMA, stated

than that of only specific areas or localities. Many government representatives from both city and state levels at the conclave mentioned that approximately INR 20,000 crore worth of investments are being allocated to develop the Integrated Command and Control Centres across 100

smart cities in India and how the centre will monitor the entire city through cameras and function as one-stop urban assistance solution for its citizens. The last day of the three-day expo also saw the Smart Cities India Awards, an annual event designed to felicitate, recognise and encourage individuals, policy makers, companies, government bodies and associations working towards developing over 100 smart cities and rejuvenating 500 cities in India. The Smart Village Conclave served as a platform to bring together village heads (pradhans, sarpanches), MPs, innovators, influencers, NGOs, etc., working towards developing smart villages in India.

Shri Ram Kripal Yadav, Hon’ble Minister of State for Rural Development, Government of India, said during the Smart Village Conclave, “India is a huge nation and has shown accelerated growth in the past years. Unfortunately, the growth has not happened at all levels. Where cities have shown

Shri Yadav added, “To enhance connectivity between cities and villages, road building projects have been given sincere focus and today, around 134 kms of roads are being built every day. We aim to accelerate it to 166 kms of road construction per day. It is also worth noting that we are using green technology keeping conservation of the environment.” The 4th Smart Cities India 2018 expo offered a platform for key decision makers, industry experts, and thought leaders from around the world to connect and engage in constructive dialogue to lead sustainable development. The expo also helped attendees access funding, business, and partnership opportunities, with participants from over 40 countries and the biggest brands in the space attending the event, spread over 20,000 square metres in the heart of New Delhi. The expo initiate conversations around new-age technologies such as Internet-of-Things (IoT), renewable energy, artificial intelligence, Big Data, and VR/AR, which are expected to be immense leaps of growth, the instrumental in creating the villages have not been the same Smart Cities of the future. story. 70% of India’s population resides in villages. However, rural *** dwellers in the country have not witnessed a significant increase in earning opportunities and quality of life. We witnessed unsurpassed migration to urban areas. This is leading to cities being overcrowded and burdened. To combat this issue, we need to focus on making villages smarter along with our cities. To this end, the central government has increased the spends from INR 54,000 crores to INR 1,12,000 crores. In the Housing for All scheme, 44.54 lacs houses have been built to date and by end of 2019, one crore houses are expected to be built.

METROMAN OF THE MONTH

IAS, Pankaj Kumar Bansal: developing Chennai Metro for comfort mobility in South India… A 1997 batch IAS officer of the Tamil Nadu cadre, Bansal has worked in various capacities at the district and grassroots levels. He has held the posts of sub-collector, additional collector and collector, and has experience in fields such as land records, education, health, rural and urban development, law and order, and general administration. Besides, he has also worked as project director in various multilateral agencies, including the Danish International Development Agency, the World Bank and the Japan International Cooperation Agency. Prior to joining CMRL, he worked with various state-level departments including health and family welfare, urban development, planning, and water supply and sewerage. Though all his assignments have been memorable, some in particular have given him immense satisfaction. These comprise rehabilitation works and rural development initiatives, including livelihood rehabilitation works after the tsunami in the Nagapattinam region, flood control with relief and rehabilitation in Thiruvallur district, coverage of 6,577 rural habitations under the mega water supply scheme, strengthening of health systems across all verticals, and the introduction of a health insurance scheme for poor families in Tamil Nadu.

I Chennai Metro Rail Corporation (CMRL) is a Special Purpose Vehicle (SPV) created for the smooth implementation and operations of the metro rail system in Chennai, Tamilnadu. It is a joint venture of Govt. of India & Govt. of Tamilnadu, with 50:50 equity. Chennai Metro shall be solely responsible for the successful and timely completion of these project and their operations subsequently.

t was a challenge that elicited guffaws from construction goliaths and international consultants roped in by Chennai Metro Rail Limited. But it could not be ignored, coming as it did, not from a rookie engineer but the top boss. Barely six months after Pankaj Kumar Bansal took over as the Managing Director in December, 2013, he wondered why platforms of 240 metres needed to be constructed when the train required only 140 to 145 metres to park at the station. Soon, there were reasons galore, like the necessity of more space to accommodate separate rooms for various departments. Digging in his heels, the 1997 batch IAS officer, ensured that in two years, his team came up with a ‘Yes, We Can’ answer to his 145 metre challenge, arguably “for the first time in the world.” Two key lines were flagged off recently, with passengers now able to travel from Chennai

Central to the Airport, with a frequency of a train every 5 minutes, likely to go up to one every two and a half minutes, at just seventy rupees. Underground station construction, with traffic flowing above, was beset with problems. The construction industry was in the doldrums. “A Russian firm suddenly vanished from the scene.” Tunnelling was cumbersome with many buildings in the vicinity complaining of cracks developing. “We overcame this issue by doing a detailed survey, sharing it with the building owners and closely monitoring the work at every point.” Each underground station would cost 400 to 500 crore but by thinking out of the box, he was able to deliver the goods “at a third of the cost, with less land acquisition” and at an express pace. “Of the 33 stations in the first phase, 27 are operational and we hope to complete the remaining in about six months.” That’s some signal contribution!

Examination. What propelled him to change tack from engineering to administration? “That’s an identical question I was asked in the UPSC interview! And my answer remains the same. Whether you are a specialist or a generalist, my credo has always been to create an impact.”

survive on roots, which was their staple. And had to walk more than 10 kilometres to their habitation. I ensured that they got 35 kilograms of rice. Initially, my entire team of officials would trudge there every morning, take care of their basic facilities and leave the areas only around 4 pm.”

Defying odds and getting his way has been the common thread that runs through Bansal’s career. Actually, right throughout his life itself. A small town boy from Beswan in Uttar Pradesh and the son of a humble businessman Kishan Swaroop Bansal and homemaker Dayawati, he made it to IIT (BHU) Varanasi for a B Tech in Mechanical Engineering and to IIT Delhi for M Tech in Thermal Engineering. The financial heat forced him to first join the private sector with Blow Plast India as a Management Trainee and later a Senior Engineer, before his third shot at the Civil Services

Not an empty smart alec retort but the proof of the impact is in the implementation in seven districts and other assignments. In one of his early postings as the Additional Collector of Ooty, the Hill Area Development Programme came under his sway. “I quite lapped up work in sustainable development, tourism and tribal welfare.” Handpicked to deal with naxal issues in Dharmapuri, Bansal decided to “counter it with development.” The risk it entailed necessitated a security cover. But he declined it and went about establishing a sort of Mobile Collectorate in the district! “I focussed on water supply, schools, building motorable roads and food for tribal areas. Many tribals used to

As the Collector of Thiruvallur during the 2005 floods, I remember interviewing Bansal on NDTV. My first encounter with him began with a stiff “water has entered people’s homes. What are you doing?” He shot back: “homes have entered lakes” and went on to explain the cause of flooding – encroachments, before spelling out relief measures. The Sivaganga stint is known more for the high profile election photo finish of former Union Finance Minister P .Chidambaram from the constituency. Bansal insists that the real highlight of his tensure there was busting a 1000 acre land fraud in Karaikudi. “Some land sharks entered into a criminal conspiracy with officials, fabricated pattas and got hold of the vast land there. We

IAS Pankaj Kumar Bansal with Durga Shankar Mishra, Secretary Ministry of Housing & Urban Affairs (Govt. of India) and other senior officers after launching Chennai Metro Rail for public. (Photo: CMRL)

develop his leadership skills.

took control of it and built a good district hospital and other facilities on the site.”

I bet the private sector would rue the year it lost this resource to the government! What with all his aces, even away from the tennis court, which, incidentally, is a place he unwinds, apart from a dash of yoga and quality time with friends. Bansal who is preparing to go out of town the day after this interview, has given his driver an off day. “I will take the Metro to the Airport. It’s much faster than my car”, he gushes with his disarming smile, before chugging along for a spot of meditation.

The Hogenekkal Water Scheme was one of the biggest in Tamil Nadu at the time. “The 2000 crore scheme in 2009 involved supplying water to Dharmapuri and Krishnagiri. This was due to the flouride issue and water scarcity. Water was pumped from the Hogenekkal Falls for over 6000 habitations. I suspected that a few private players had formed a cartel and quoted higher rates but with a free hand given to me by my bosses, I managed to save a whopping 900 crore rupees.” All this was despite his additional charge as the Commissioner of Town & Country Planning. Bansal’s foray into the Health Department in 2011, as a Special Secretary, coincided with the renewal of the State Government’s Health Insurance Scheme benefitting 1.3 crore poor families with mediclaim of a lakh and a half each. “The premium was in the range of 700 to 800 crore and only 1.5 per cent payout went

to Government Hospitals!” Convinced that it had to change, Mr.Challenger went about offering upto “25 per cent incentives to our dedicated government doctors and nurses, a 60 per cent allocation for implants and equipment and the balance for infrastructure. This resulted in a 35 per cent diversion to government hospitals.” Bansal has a mechanical engineering degree from the Indian Institute of Technology (IIT) (Banaras Hindu University), Varanasi. He also has a master’s in thermal engineering from IIT Delhi. Determination, diligence and being target-oriented are his main attributes. He says, “I regularly inspect work on site, review work with contractors and periodically discuss the progress with stakeholders. This provides me with first-hand information to take timely decisions and corrective action.” He gives credit for his personal development and growth to the Tamil Nadu government as it has given him great exposure and helped

About the Contributor

Sanjay Pinto is an Advocate practicing at the Madras High Court, a Columnist, Author, TV Political Analyst & Former Resident Editor – NDTV 24×7.

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Contract Package CA-11: Design & Construction of Viaduct from Garodia Nagar to Surya Nagar with 7 stations

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LIVE TENDER NOTICES Agra Metro Rail Project, Agra, Uttar Pradesh, India Description of Work

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Closing Date

Issuing Authority

Supply, installation, testing and commissioning of ballast less track work of standard gauge from Kamraj Nagar (excluding)(ch.8579.434) to DN Nagar (ch. 18174.417) elevated sections of Line 2A corridor of Mumbai Metro Rail project.

46.79 Crore

18.06.2018

Mumbai Metropolitan Region Development Authority (MMRDA)

Design, detail engineering, supply, installation, testing and commissioning of 110 KV receiving cum-25 KV AC traction cum- 33 KV Auxiliary Main Sub Stations at two locations -DN Nagar and Charkop depot (Line 2A) of Mumbai Metro Rail Project.

127.89 Crore

18.06.2018

Mumbai Metropolitan Region Development Authority (MMRDA)

ÂŠ METRO RAIL NEWS | JUNE 2018 | WWW.METRORAILNEWS.IN

LIVE TENDER NOTICES Mumbai Metro Rail Project, Mumbai, Maharashtra, India Description of Work

Tender Cost (INR)

Closing Date

Issuing Authority

Design, Fabrication, Supply and Erection of Prefabricated Steel Roof Structures Including Roof Sheating etc. for Eight elevated Stations of Line 2A, Dahisar (East) to DN Nagar corridor of Mumbai Metro Rail Project, Mumbai.

25.80 Crore

25.06.2018

Mumbai Metropolitan Region Development Authority (MMRDA)

Design, Manufacture, Supply, Installation, Testing and Commissioning of Train Control and Signalling and Telecommunication system for Mumbai metro line 2A, 2B and 7

64.94 Crore

09.07.2018

Delhi Metro Rail Corporation (DMRC)

Design, Manufacture, Supply, Installation, Testing and Commissioning of Half Height Platform Gates System for Mumbai Metro line 2A, 2B and 7

28.38 Crore

23.07.2018

Delhi Metro Rail Corporation (DMRC)

Description of Work

Tender Cost (INR)

Closing Date

Issuing Authority

Miscellaneous Works from Sahibabad to Duhai including Duhai Depot for Delhi â&#x20AC;&#x201C; Ghaziabad - Meerut RRTS Corridor

9.00 Crore

17.07.2018

National Capital Region Transport Corporation (NCRTC)

Delhi-Ghaziabad-Meerut RRTS Project, India

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JUNE

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JUNE

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Singapore

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London, UK

Metro & Railway Job Openings Organization & Location

Position Name

Last Date

Maharashtra Metro Rail Corporation (Maha Metro), Nagpur, India

• •

19.06.2018

• • • • • • • •

Additional General Manager (IT) – 1 post Additional Chief Project Manager / Underground (Ventiliation, Lifts and Escalators) – 1 post Joint General Manager (IT) – 1 post Senior Deputy General Manager (IT) – 1 post Deputy Chief Project Manager (E&M) – 1 post Deputy General Manager (IT) – 2 posts Manager (Traction) – 2 posts Assistant Manager (IT) – 1 post Senior Section Engineer (Electrical) – 1 post Section Engineer (Electrical) – 1 post

IRCON International Limited, New Delhi, India

•

Supervisor Company Affairs – 1 post

20.06.2018

Chennai Metro Rail Corporation, Chennai, India

• • • • • • •

General Manager (Finance) – 1 post Structural Design Expert – 1 post Architectural Expert – 2 posts MEP Expert – 1 post Asst. Manager /Manager (Track) – 2 posts Asst. Manager /Manager (Finance & Accounts) – 1 post Executive Trainee – 25 posts

28.06.2018

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Metro Rail News | June 2018

Published from New Delhi (India) on 15th June 2018

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