India

Urban Metro Rail Transport Systems

Swiss Business Hub India

August 2010

1.

Indias Move Towards Urbanisation

growth projections. MGI projects that India "will have to build between 700 million and 900 million square meters of residential and commercial space a year (adding two Mumbais or one Chicago). In transportation, India needs to build 350 to 400 kilometres of metros and subways every year, more than 20 times the capacity building of this type that India has achieved in the past decade. In addition, between 19000 and 25000 kilometres of road lanes would need to be built every year (including lanes for busbased rapid transit systems), nearly equal to the road lanes constructed over the past decade." About the infrastructure financing requirements, the MGI report states, "Today, in per capita terms, India's annual capital spending of US$ 17 is only 14% of Chinas US$ 116 and less than 6% of New York's US$ 292. MGI estimates that India needs to invest US$ 1.2 trillion just in capital expenditure in its cities over the next 20 years, equivalent to US$ 134 per capita per year, almost eight times the level of spending today

Indias Gross Domestic Product (GDP) trajectory has seen an average growth rate of more than 7% in the last decade. In the last quarter of the present financial year (2010 2011)1, the GDP expanded at an annual rate of 8.60%, amounting to US$ 12172 billion or 1.96% of the world economy, according to the World Bank. A recent McKinsey Global Institute (MGI) report claims that India's urban population could rise from 340 million (30% of population) in 2008 to 590 million in 2030 (40% of population) and "cities could generate 70% of net new jobs created by 2030, produce around 70% of Indian GDP and drive a near fourfold increase in per capita incomes across the nation". It estimates that Tamil Nadu, Gujarat, Maharashtra, Karnataka and Punjab will have more population living in cities than villages by 2030. The report finds that across all major qualityof-life indicators Indian cities fall short of delivering even a basic standard of living. It argues that if current investment trends persist, cities could actually become stumbling blocks to the country achieving its ambitious

Opportunity in Indias Urbanisation by 2030

70% of net new employment will be generated in cities 270 million Indians net increase in working-age population 5 times the number by which GDP will have multiplied by 2030 91 million urban households will be middle-class, up from 22 million today 68 cities will have a population of 1 million plus, up from 42 today; Europe has 35 today US$ 1.2 trillion capital investment is necessary to meet projected demand in Indias cities 590 million Indians will live in cities nearly twice the population of the United States today 2.5 billion square meters of roads will have to be paved, 20 times the capacity added
the past decade

in

7400

kilometres of metros and subways will need to be constructed - 20 times the capacity added in the past decade

700900
1 2

million square meters to be built - or a new Chicago every year

of

commercial

and

residential

space

needs

Financial year in India = 1 April to 31 March. Exchange rate throughout this report: US$ 1 = INR 45

2. Metro Rail Systems in India

As concerns urban transportation, present day India is confronted with enormous difficulties to manage the traffic congestion in most of her big cities caused mostly due to the increasing private vehicle ownership and increasing population. The country faced similar problems in the past but these were concentrated only in the four metropolises of Mumbai, Delhi, Kolkata and Chennai. Today, however, even cities like Kanpur, Lucknow, Ahmedabad, Pune, Hyderabad, Bangalore and Kochi seem to face the same problems and are in need of immediate attention and solutions. Urbanisation in these cities is, therefore, on a phenomenal upswing as can be seen from the graphic below: The various modes of public transport in these cities have been overworked way beyond capacity and under immense pressure. To decongest the traffic in these over-populated urban areas and provide faster and smoother travel to the commuters, various projects have been/will be put in place incorporating underground and elevated railways (including mono-rails), surface railways and dedicated city bus systems. Most of these urban transport systems are administered by the local municipalities assisted and partly financed by the concerned State, mostly based on the public-privatepartnership (PPP) model. In the Metro Race, India is about a hundred years behind the developed world including Germany, France and Japan, while lagging far behind China as well. China has been working on a plan to run 20 more metro rail lines over the next two years adding to its existing fleet of 15 metros. The estimates of the Planning Commission of India predict that Indias urban population will increase to about 473 million in 2021 and 820 million by 2051 as against only 285 million in 2001 with no great increase in the urban area. From 1981 to 2001, the population of six major metropolises in India (Delhi, Mumbai, Kolkata, Chennai, Bangalore and Hyderabad) increased by 1.9 times, while the number of motor vehicles

went up by over 7.75 times. In the same period, the number of road accidents jumped from 160000 to more than 390000 in the six cities. Why did Delhi build the metro? The fact is that the national capital, Delhi, experienced phenomenal growth in population in the past decades; Its population increased from 5.7 million in 1981 to 16.2 million in 2006. With growth in middle classes purchasing power, the number of vehicles in Delhi increased from 540000 in 1981 to 5.1 million in 2007 and is increasing at the rate of 6.21% per annum. The number of motor vehicles in Delhi is now more than that of Mumbai, Kolkata, and Chennai put together! This has made the implementation of the urban metro rail transport systems imperative. Five major cities Mumbai, Kolkata, Chennai, Bangalore and Delhi - are executing metro rail projects. About 12 others want to join the bandwagon. This matter has seen investments worth US$ 17.16 billion - the cost of building nineteen 1000 MW power plants - being committed. Projections are that twice that amount will be pumped in over the next few years as Tier II centres (million plus population) including Pune, Ahmedabad, Jaipur and Ludhiana start building metros. Besides Delhi, the Bangalore, Kolkata, Chennai, Hyderabad and Mumbai metros are at various stages of implementation. Estimates indicate that about 25 Indian cities with a population of more than 3 million need metros. These include Ahmedabad, Chandigarh, Gurgaon, Jaipur, Kanpur, Kochi, Lucknow, Navi, Mumbai and Pune. So far, the DMRC has prepared detailed project reports (DPRs) for the Kochi and Ahmedabad metros, while project reports for other cities are under preparation. Some state governments have also hired independent consultants to conduct feasibility studies.

However, present reports from across the country are not too encouraging. Metro projects in most states continue to struggle with unresolved issues relating to proposed financial and operational models; of pending bureaucratic clearances involving the central and state governments - besides problems relating to personal agendas/ego hassles of the politico-bureaucrat combine. Most other metro rail projects have also accumulated huge time and cost overruns. In

July last year, the Andhra government cancelled the Maytas contract and called for fresh bids. Meantime, the project cost has climbed from US$ 888 million in 2002 to US$ 2.7 billion. The Kochi project cost has escalated from US$ 677 million to US$ 955 million in the past four years. In the last seven years, the cost of Mumbai metro has jumped from US$ 4.3 billion to more than US$ 11.1 billion. Other inherent problems also remain. For example, ticketless travel is rampant in Kolkata and the Kolkata Metro turnover was only US$ 14.4 million in 2008-09. Its operating ratio was 1:1.95 meaning that for every dollar it earned, it spent US$ 1.95. On the other hand, in 200708, Delhi Metro Rail Corporations (DMRCs)

revenue was US$ 103.2 million, with a profit before tax of US$ 4.1 million. A very recent setback is the Central Governments recently passing of the Delhi Metro Railways (Amendment) Bill (2009) to amend the Delhi Metro (Operation & Maintenance) Act (2002) and the Metro Railways (Construction of Works) Act (1978). The said Bill allows the Central Government owned Indian Railways to take complete control over the planning, construction and functioning of metro projects in the States. This means, for example, that the Indian Railways would take control of the Mumbai Metro project and not the State Government of Maharashtra or the implementing agency, i.e. Mumbai Metropolitan Region Development Authority (MMRDA). The work on the Mumbai Metro project is presently regulated under the Bombay Tramway Act (1874). This issue could lead to uncertainty and further delays in

upcoming metro projects, till it is resolved in the mutual interest of all stake holders concerned. This report attempts to examine the metro transport projects in the main Indian cities (Bangalore, Chennai, Delhi, Hyderabad, Kolkata and Mumbai) which come into consideration, as already having an operational metro rail system in place or there being a project under construction and/or implementation. A general write up on the other cities with planned metros (Ahmedabad, Chandigarh, Gurgaon, Jaipur, Kanpur, Kochi, Lucknow, Navi Mumbai and Pune) also finds a mention at the end of the report with the basic information on each project provided therein. The cities are listed in alphabetical order.

2.

Bangalore

2.1

Namma Bangalore
The objective of this was to connect the Metro to the Outer Ring Road at both ends, as also cover the industrial areas of Peenya in the North-West, thereby providing better connectivity and increasing passenger traffic. In October 2008, the Government of Karnataka approved this extension, which would cost an additional US$ 318.4 million.

Namma Metro (meaning Our Metro, in Kannada3) is the under-construction masstransit rail system for Bangalore. With nearly 70% of the work completed as of February 2010, the first stretch between Bayappanahalli to M.G. Road is scheduled to open already in December 2010. The agency responsible for its implementation is the Bangalore Metro Rail Corporation Ltd. (BMRCL). Mass transit for Bangalore had been in consideration for over two decades. Following a detailed project report prepared by the DMRC and RITES, which envisaged a 33 km elevated and underground standard gauge rail network with 32 stations, construction work for Phase-1 of the project was scheduled to start in 2005. It was only in April 2006 that the Indian cabinet approved the project, which was then budgeted at about US$ 1.1 billion. Construction on Reach-1 of the project commenced in 2007 and work on Phase-1 of the project is scheduled to be completed by 2012. The first line is scheduled to open in December 2011. In 2007, BMRCL announced that it would incorporate a northern extension and part of the southern extension in Phase I, thus extending the length of Phase I network to about 42 km, with 40 stations.
3

2.2

Technical

The specification for rolling stock is based on stainless steel-bodied, 3-car formations; a trailer between two DMCs. Trains will be airconditioned throughout with designated space for disability access. Although with many automated functions, trains will be under driver control. The capacity per train will be approximately 1000 through longitudinal seating, giving a high proportion of the floor area to standing passengers. The maximum attainable speed will be 80 km/h.

Kannada is the local and official language of the State of Karnataka

Initially the bids by Bombardier and Siemens, Alstom Projects India Ltd and Indian company BEML in a consortium with Mitsubishi and Rotem were shortlisted to supply the rolling stock and coaches. In February 2009, the consortium led by BEML was awarded the contract to supply 150 coaches and rolling stock for the first phase of the project. While Mitsubishi would supply the traction for the coaches, Korean rolling stock manufacturer Hyundai Rotem would supply the rolling stock and BEML would supply the coaches for the first phase of the project. The power for the system will be 750 V DC bottom contact third rail supply. In December 2009, the ABB Group was awarded the contract to provide power solutions for the first phase of the planned metro network. ABB will design, supply, install and commission four substations that receive and distribute electricity, each rated at 66/33 kV, as well as the auxiliary and traction substations. ABB will also provide an integrated network management, or SCADA (Supervisory Control and Data Acquisition), system to monitor and control the installations.

In September 2009, the consortium led by Alstom Project India Limited (APIL)4 was awarded a contract worth US$ 120 million to provide the design, manufacture, supply, installing, testing and commissioning of the train control and signalling system for the first phase of the metro system. It includes the Urbalis 200 Automatic Train Control system which will ensure optimal safety, flexible operations and heightened passenger comfort.

2.3

Rail Network Corridors

Phase 1 of the Bangalore Metro, consisting of two corridors of double line electrified, will cover a total of 42.30 km of which 8.822 km. will be underground while the rest will be elevated. It will be segregated into two lines, i.e. Green Line and the Purple Line as detailed below: Purple Line: East-West corridor From Baiyappanahalli Terminal to Mysore Road 18.10 km 17 stations 3.4 km underground section with the rest being elevated Green Line: North-South corridor From from Hesaraghatta Cross to Puttenahalli Terminal 24.20 km 24 stations 3.3 km underground section with the rest being elevated Future extensions to the existing lines are planned as under: Madavara to Hesarghatta - 4.02 km Puttenahalli to Anjanapura - 6.79 km Mysore Road to Kengeri - 7.70 km Byappanahalli to ITPL - 11.60 km IIM-B to Nagavara - 21 kms

The integrated control centre will have direct communication with trains and stations which will also be CCTV fitted with visual and audio service information. Trains will be Wi-Fi enabled and passengers will have emergency voice communication with train staff.

The consortium is led by APIL and composed of Alstom Transport SA, Thales Security Solutions & Services Portugal and Sumitomo Corporation.

3.

Chennai

3.1

Chennai Metro Rail

Japan in November 2008. The Central Government will contribute 15% of the project cost as equity and 5% as subordinate debt. The remaining share of the cost (21%) will be met by the State Government in the form of equity (15%) and subordinate debt (6%).

The Chennai Metro is a rapid transit rail system with Phase I of the project consisting of two corridors under construction which started in early 2009 and is expected to be fully completed by 2015. The first section to be opened will be in operation by 2013 and the entire project is scheduled to be completed by the financial year 2014-2015. About 55% of the corridors in Phase I is underground and the remaining elevated. The elevated stretch is scheduled to be operational already by 2011. The city already has a suburban railway network run by the Southern Railway. However, after the success of the Delhi metro, a similar system was mooted for Chennai by the DMRC. The metro rail project was included in the State Government's 2007-08 budgets and an amount of US$ 10 million was sanctioned for preliminary works, which included a DPR to be prepared by the DMRC. The project approval was finally sanctioned by the state cabinet in November 2007 and was executed by a special purpose vehicle, i.e. the Chennai Metro Rail Limited (CMRL), which has been converted into a joint venture between the Governments of India and Tamil Nadu, with equal equity holding. The Government of India approved the project in January 2009. The project is estimated to cost around approximately US$ 3.5 billion for the two corridors totalling 50.1 km. 59% of the cost will be met by a concessional Official Development Assistance (ODA) loan from the Government of Japan (JICA5). The loan agreement was signed between the Governments of India and
5

Japan International Cooperation Agency

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

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

3.2

Technical

3.3

Rail Network Corridors

CMRL has appointed DMRC as the Prime Consultant (PC) for Phase-1 of the project. The Prime Consultant will assist CMRL in an advisory role in the execution of the project. At the same time CMRL has selected a five member consortium led by Egis Rail S.A., France, as General Consultants in February 2009. The other members of the consortium are Egis India Consulting Engineers Private Ltd., Maunsell Consultants Asia Ltd., Hong Kong, Balaji Rail Road Systems Ltd., India and Yachiyo Engineering Co. Ltd., Japan. The General Consultants will assist CMRL in design, supervision, quality control, safety and contract management for the project. Ballast-free slab track is proposed to reduce maintenance, with a 750V DC+ third rail power supply. Depending on location, metro stations will be a mix of island and side platform types. Interest in supplying electric multiple units is likely from international manufacturers such as Bombardier, Siemens, Rotem, Alstom or Mitsubishi, with a probable demand for a degree of domestic content in materials and production. Beyond reference to the Delhi Metro stock, CMRL is yet to detail rolling stock requirements beyond four and six-car sets with dimensions of driver motor cars at 21.64m, motor/trailer cars at 21.34 m, with a 2.9 m width. On Corridor 2, 'Koyambedu Depot-cumWorkshop' is designated as the primary maintenance facility, with a second at Minambakkam on Corridor 1 for stabling and inspections. The network will have a single centralised operation control centre and automatic train protection (ATP) and automatic train supervision (ATS) will be installed. The telecommunication system will be multifunctional embracing information, security and safety aspects. To avoid problems experienced on present operations and to

Phase I of the project foresees a total of 45.1 km and is tentatively scheduled for completion by 2014-2015. According to the DPR submitted by the DMRC, there are two lines planned: Corridor 1: Washermanpet - Chennai International Airport - 23.085 km (14.3 km underground) Corridor 2: Chennai Central - St Thomas Mount - 21.961 km (9.7 km underground)

A total of 32 stations have been planned along the two corridors. As many as 19 stations are underground and 13 are elevated. Of these, the Chennai Central (underground) and St. Thomas Mount (elevated) are common for both the corridors and serve as interchange stations. An approximated 9 km proposed extension is being considered from Washermanpet to Thiruvottiyur. Other proposed phases may consist of the following corridors: Corridor 3: Ambathur Industrial Area (Mogapair) - Tiruvanmiyur Corridor 4: Porur - Kamrajar Salai Corridor 5: Ring road Corridor 6: Radhakrishnan Salai - KMC Corridor 7: Along NH 5 Road

4.

Delhi

4.1

Delhi Metro
completed in 2006, on budget and almost three years ahead of schedule. This was followed by the branch of the Blue Line in 2009 and the Green Line in 2010 and, as of June 2010, the whole of Phase-I and parts of Phase-II are complete, with the network comprising five lines with 107 metro stations and a total length of 125.67 km. New lines are under construction in Phase II of the project, including the Delhi Airport Metro Express and the Violet Line, which are scheduled to be completed by September 2010. Phase III (112 km) and Phase IV (108.5 km) are planned to be completed by 2015 and 2021 respectively, with the network spanning 413 km by then. As of April 2010, DMRC runs 99 trains operating over 1900 services daily and the number of trains is expected to increase to 153 with 900 coaches by September 2010, just before the Commonwealth Games in October 2010.

The Delhi Metro is a rapid transit system serving Delhi and Noida in the National Capital Region of India. It has a combination of elevated, at-grade and underground lines and uses both broad gauge and standard gauge rolling stock. Delhi Metro is built and operated by the Delhi Metro Rail Corporation Limited (DMRC). As of April 2010, DMRC operates more than 100 trains daily between 6:00 - 23:00 with a frequency of 3 to 4.5 minutes. The trains have four to six coaches and the power output is supplied by 25-kilo volt, 50 Hz AC through overhead catenaries. The metro has an average daily ridership of over a million commuters, and has carried over a billion commuters in seven years since its inception.[6] The Government of India and the Government of Delhi jointly set up the Delhi Metro Rail Corporation (DMRC) in 1995 and construction began three years later in 1998. The first section on the Red Line - opened in 2002, followed by the Yellow Line in 2004, the Blue Line in 2005; the first phase of the project was

4.2

Technical

The Metro uses rolling stock of two different gauges. Phase I lines use 1676 mm broad gauge rolling stock, while three Phase II lines will use 1435 mm standard gauge rolling stock. The broad gauge rolling stock is manufactured by two major suppliers. For the Phase I, the rolling stock was supplied by a consortium of companies comprising Hyundai Rotem, Mitsubishi Corporation and Mitsubishi Electric Company (MELCO). The coaches were initially

built in South Korea by Rotem then in Bangalore by BEML, through a technology transfer arrangement. These trains consist of four 3.2 metre wide stainless steel lightweight coaches with vestibules, permitting movement throughout their length and can carry up to 1500 passengers with 50 seated and 330 standing passengers per coach. The coaches are fully air conditioned, equipped with automatic doors, microprocessor-controlled brakes and secondary air suspension and are capable of maintaining an average speed of 32 km/h over a distance of 1.1 km. The system is extensible up to eight coaches and platforms have been designed accordingly. The rolling stock for Phase II is being supplied by Bombardier Transportation, which received an order for 498 cars worth US$ 828 million. While initial trains were made in Germany and Sweden, the remainder will be built at Bombardier's Indian factory in Savli, near Vadodara. The standard gauge rolling stock is manufactured by BEML at its factory in Bangalore. The trains are four-car with a capacity to accommodate 50 seated and 292 standing passengers in each coach. These trains will have CCTV cameras in and outside the coaches, power supply connections inside coaches to charge mobiles and laptops, better humidity control, microprocessor-controlled disc brakes and will be capable of maintaining an average speed of 34 km/h over a distance of 1.1 km. The Delhi Metro uses cab signalling along with a centralised automatic train control system consisting of automatic train operation, automatic train protection and automatic train signalling modules. A 380 MHz digital trunked Tetra radio communication system from Motorola is used on all 3 lines to carry both voice and data information. For Line 3, Siemens Transportation Systems has supplied the electronic interlocking Sicas, the operation control system Vicos OC 500 and the automation control system LZB 700 M. An integrated system comprising optical fibre cable, on-train radio, CCTV, and a centralised clock and public address system is used for telecommunication during train operations as well as emergencies.

4.3

Rail Network Corridors

The details of the two Phases of the Delhi Metro are as follows: Phase I Network: Line 1: Shahdara-Tri Nagar-Rithala 22.06 km 18 stations Line 2: Vishwa Vidyalaya-Central Secretariat - 10.84 km - 10 stations Line 3: Indraprastha-Barakhamba Road-Dwarka Sub City - 32.10 km - 31 stations Total: 65.00 km - 59 stations Phase II Network: Shahdara Dilshad Garden - 3.09 km 3 stations Indraprastha Noida Sector 32 City Centre - 15.07 km - 11 stations Yamuna Bank Anand Vihar ISBT 6.17 km - 5 stations Vishwavidyalaya Jahangir Puri - 6.36 km - 5 stations Inderlok Kirti Nagar -Mundka - 18.46 km - 15 stations Central Secretariat Sushant Lok 27.45 km - 19 stations Dwarka Sector 9 to Dwarka Sector 21 2.76 km - 2 stations New Delhi Airport - 19.20 km - 4 stations Anand Vihar KB Vaishali - 2.57 km 2 stations Central Secretariat Badarpur - 20.04 km - 15 stations Total 121.17 km - 81 stations

5.

Hyderabad

5.1

Hyderabad Metro Rail

fresh global pre-qualification bids were reinvited. The project was awarded, on August 6, 2010, to the successful lowest bidder, Larsen & Toubro Limited at their quoted grant amount of US$ 324 million which represents 12% of the project cost.

The Hyderabad Metro Rail (HMR), a planned mass rapid transit approved by the Union Government in April 2008 under a PublicPrivate Partnership project, envisages the Phase I including 3 lines covering a distance of around 71 km. The Project Report for HMR, established by Delhi Metro Rail Corporation, resulted in an extensive study of the geophysical features of routes, international best practices and economics and pegged the estimated cost at US$ 2.7 billion. The public private partnership (PPP) Project was offered on a design, build, finance, operate and transfer (DBFOT) basis. Up to 40% of the project cost, i.e., a maximum of US$ 1.08 billion is foreseen as viability gap funding by the Central and State Governments together, subject to competitive bidding and the Government of India has already sanctioned US$ 525 million as its share.

5.2

Technical

The Hyderabad Metro will be an elevated system with a 9m-wide bridge structure. The bridge will run from the central median of the road. The HMR foresees two-track standard gauge (1435mm) up and down lines on an elevated viaduct with stations set apart at 1 km distances. With a frequency of 3 to 5 minutes, the HMR is expected to carry about 1.47 million passengers p/day by 2015 and 2.21 million passengers p/day by 2025. The trains will run on continuously welded rails (minimizing noise levels) at average speeds of 34 km/h (80 km/h maximum). The airconditioned coaches will receive power supply through third rail bottom collection. The complete system will possess automatic train control (ATC), automatic train protection (ATP) with possibility of up-gradation to automatic train operation (ATO). The system's electrical traction will be of DC 750V and power will be supplied through the third rail. The locomotives will be air-conditioned and will include automatic doors and other safety features. Systems including smart card-based automatic ticketing and gate systems are planned to be incorporated.

A Concession Agreement with a previous concessionaire, Maytas Metro Ltd., was terminated by Government in July 2009 and

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

Green Line: Miyapur - LB Nagar (28.87 km - 27 stations, all elevated) Blue Line: JBS (Secunderabad) Falaknuma (14.78 km - 16 stations) Orange Line: Nagole - Shilparamam (26.51 km - 23 stations, all elevated). Total: 70.16 km; 66 stations.

5.3

Rail Network Corridors

The Hyderabad Metro will have three corridors/lines. Corridor-1/Line 1 will be 28.87 km long and will connect 27 stations on a stretch between the south-east region of the city and the north-west. Corridor-2/Line 2 is planned to be an east-west line and will be 14.78 km long, connecting 16 stations. Corridor-3 will be a north-south line that will be 26.51 km long, connecting 23 stations. The first line of the system will connect Miyapur and L. B. Nagar, the second line will connect Secunderabad to Falaknuma and the third line will connect Nagole and Shilparamam. All three lines will interconnect at common stations. Lines 1 and 3 will interconnect at Ameerpet while lines 1 and 2 will meet at the Medical College. Lines 2 and 3 will interconnect at the Parade Grounds. All of the stations will be separated by an average distance of 1 km. The project covers the following three high density traffic corridors of Hyderabad:

6. Kolkata

6.1

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

The Kolkata Metro or Calcutta Metro is the underground rail network in Kolkata (Calcutta) with the status of a zonal railway since it is operated by the Indian Railways. It was the very first underground railway to be built in India, with first operations starting in 1984. In 1971, a Master Plan was designed which foresaw 5 rapid transit lines (totalling 97.5 km) of which the north-south route was considered the busiest and most important one. Construction - mainly cut-and-cover - began in 1973 but the first section of 3.4 km opened for public service only in 1984. In 1995, the Kolkata Metro Railway reached its completed total length of 16.5 km and remained unchanged for the next 14 years. Along the route there were 17 stations (15 underground, 1 elevated and 1 on surface), with 160 m long platforms designed for 8-car-trains capable of carrying 2356 passengers. Eventually in 2009, the first 5.9 km section of a long-planned elevated southern extension was brought into service from the former southern terminus Tollygunge to Kavi Nazrul.

6.2

Technical

As far as rolling stock is concerned, the whole rake has vestibule coaches and is unique in that these rakes are the only ones in India with end-mounted cab doors specifically designed and constructed by Integral Coach Factory (ICF), Chennai. The electrical equipment is sourced from NGEF, Bangalore. There are plans to replace, part-by-part, the present rakes with modern air-conditioned stocks by 2010- 2011. In place in these indigenously designed coaches is third rail current collection system (750v DC), automatic door opening/closing and continuous monitoring of the transit, automatic train protection (ATP) and automatic operation of the train (driver exercising only a supervisory function). A public address system announces approaching stations and a central controller can contact the train crew and also make important announcements directly to passengers over this system. The air-conditioned trains in Line 2 would use standard gauge (1435 mm) unlike Line 1, which uses broad gauge. Between Mahakaran and Howrah Railway Station, the Metro will run under the Hoogly River. It will run elevated between along the eastern section through Salt Lake City. Completion of Line 2 is forecast for November 2014.

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

The first contract for KMRCs East-West corridor has been awarded to the domestic

subsidiary of Italian-Thai Development in a US$ 1 billion deal. Under the contract ITD will construct the first underground section starting from Subhas Sarobar to Central Metro station at a cost of around US$ 198 million. The contracts for the construction of the viaducts and elevated stations have already been given to Gammon India and Simplex, respectively. In March 2010, Afcons Infrastructure, the infrastructure arm of Shapoorji Pallonji group, bagged a US$ 208 million contract from KMRC for a critical stretch of the US$ 1.04 billion East-West Metro that includes three underground stations and a section under the river Hooghly. This is the first time that a transportation tunnel running 20 metre below a river will be built in India. Mumbai-based Afcons, which recently completed a job for the Delhi Metro Railway Corporation, grabbed the contract through competitive bidding. Others in the fray included

Senbo-Shanghai Urban, CEC-Simplex , IVRCL and L&T.

6.3

Rail Network Corridors

Line 1 (North - South): Kavi Nazrul - Dum Dum 16.5 km Line 2 (East - West): Salt Lake Sector 5 - Howrah Maidan - 14.67 km

7. Mumbai

7.1

Mumbai Metro
recommended extension of the AndheriGhatkopar section to Versova as part of the master plan and identified it as the priority corridor for implementation. The State government designated MMRDA as the Project Implementation Agency to undertake the first MRTS project in India being implemented on a Public Private Partnership (PPP) format. In January 2004, a master transit plan was proposed by the MMRDA which integrated a 146 km long metro system - of which 32 km would be underground with a total cost of US$ 43.39 billion. Phase I was to be implemented on a BuildOperate-Transfer (BOT) basis for the period of 35 years. This phase includes construction of three metro lines. Besides the VersovaGhatkopar corridor, the other corridors are the Colaba-Mahim-Charkop and the Bandra-KurlaMankhurd routes. June 2004 saw the State government approve a 13-station elevated light rail line between Versova and Ghatkopar. A Special Purpose Vehicle (SPV), Mumbai Metro One Private Limited - a joint venture between Reliance Energy Limited, Veolia Transport (France) and the MMRDA - was especially incorporated in December 2006 to implement the VersovaGhatkopar corridor. The Engineering and Project Management Consultants, a consortium of Parsons Brinkerhoff (USA) and Systra SA (France) joined the team in February 2007.

Mumbai (Bombay), Indias commercial capital, has always had the distinction and advantage of a high modal share (88%) in favour of a public mass transport system, mainly trainbased. However, with the now antiquated rail and road networks, commuter transport has become hazardous with severe overcrowding and the greater resort to road use. This has created an urgent need for a suitable highcapacity rapid transit system to keep pace with the burgeoning population. In this context, a detailed feasibility study was carried out under the Indo-German Technical Co-operation by entrusting the consultancy work to TEWET in association with DE-Consult & TCS, during 1997-2000.

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

This consortium bagged the contract for US$ 524 million and work on this corridor began on 8 February 2008. The Indian Government

furnished US$ 144.4 million as viability gap funding and financial closure was completed in October 2008. Phase II, which will connect Charkop, Bandra and Mankhurd, has been awarded to the consortium again made up of RIIL, SNC Lavolin Inc. (Canada) and Reliance Communication. The contract, in which the consortium was the only bidder, was awarded in August 2009, at a fee of approximately US$ 2.3 billion. RIIL expects the Phase II route to be operational by 2015, although the execution plan indicates project completion for 2016.

The signalling and train control systems used will be based on LZB 700M technology. The traction would be 25 Kv AC overhead electrification and train control being with the driver. The 4/6 coach trains would have an average speed of 33 km/h and a top speed of 80 km/h. Each rake would have a capacity of 1500 passengers and it is estimated that the system would serve 60000 passengers per hour daily. An automatic collection ticketing system is foreseen.

7.2

Technical

Major rolling stock builders were consulted for the new train fleet for Mumbai Metro and finally CSR Nanjing (China) was selected as the supplier of rolling stock. Kawasaki, Alstom, Siemens and Bombardier were the other potential suppliers to be considered. For passenger comfort, the trains will feature air-conditioning, and the aim is to develop trains capable of carrying up to 1500 passengers in a four-car unit. With the input of the Delhi Metro Corporation and Hong Kong MRT, the new trains are likely to follow similar standards to those already in operation in those cities. A fleet of 18 locomotives from CSR Nanjing Puzhen Rolling Stock is being delivered in 2010. The 16 trains (of 4-cars each) will be supplied as part of a US$ 100 million contract signed in May 2008. These will be the first domestically produced Chinese trains delivered to India. Mumbai Metro will feature the latest signalling technology, including automatic train protection (ATP), cab signalling, and automated signalling to control the highvolume of train movements on the 11km route. A four-minute interval service is anticipated on the route. Siemens will supply the signalling systems required for the project, while Thales will supply the required communication systems.

7.3

Rail Network Corridors

Phase I (2006 2011) Versova - Andheri Ghatkopar - 11.07 Km Colaba - Bandra Charkop - 38.24 Km Bandra - Kurla Mankhurd - 13.37 Km Total - 62.68 Km Phase II (2011 2016) Charkop - Dahisar - 7.5 Km Ghatkopar Mulund - 12.4 Km Phase III ( 2016 2021) BKC - Kanjur Marg via Airport - 19.5 Km Andheri(E) - Dahisar(E) - 18 Km Hutatma Chowk Ghatkopar - 21.8 Km Sewri Prabhadevi - 3.5 Km Total Length: 146.5 km

8.

Other Metro Projects

give a major boost also to the regional rail project which aims to connect the peripheral areas of Ahmedabad with the planned dedicated metro rail link. The said metro rail will be designed to provide high frequency services both during peak hours and off peak hours. Short trains, consisting of three coaches each are proposed at the interval of 5 minutes during peak hours and 15 minutes during off-peak hours. Three more coaches can be added to these trains with increase in demand.

The following section deals with other metro projects in India, some of the twenty-plus similar projects in the country. Some of these projects have just been implemented while others are in the planning stage. Surat, Patna, Vishakhapatnam, Agra, Varanasi, Meerut and Jabalpur are other cities whose names are doing the rounds for future metro rail system plans. From an investors/businessmans point of view these should be seen as potentially promising projects since they appear to be at the stage of finalisation/implementation which would be the right time to contact the relevant authorities to begin initial discussions and market products and/or technology.

8.2

Chandigarh Metro

8.1

Ahmedabad Metro

In 2003 work on this project began with the preparation of a Detailed Project Report (DPR) mandated by the Gujarat Infrastructure Development Board (GIDB) to Delhi Metro Rail Corporation (DMRC) and RITES, as consultants. The DPR was completed by June 2005. Nevertheless, it was decided not to go ahead with the metro rail project, but to give priority to the Bus Rapid Transit System (BRTS) and Regional Rail System projects. However, by 2008, considering the impending growth in and around Ahmedabad and Gandhinagar, it was decided to go ahead with the metro rail. To make the project viable, it was suggested to provide linkages between the metro rail and Sardar Vallabhbhai Patel International Airport as also to Gujarat International Finance-Tec (GIFT) City. In December 2009, the State Government set up, a US$ 44 million company for the execution of an urban metro rail project. Named MetroLink Express for Gandhinagar and Ahmedabad (MEGA), its cost is estimated at around US$ 1.6 billion. The 100 km partially-elevated, partiallyunderground metro rail project is expected to

In January 2010, Chandigarh, Punjab and Haryana selected the DMRC to prepare a detailed project report. The three stakeholders also approved the comprehensive mobility plan (CMP) for a mass rapid transit system (MRTS), a pre-requisite set by the ministry of urban development for funding most of the project. Prepared by RITES, the CMP draws a broad outline of the project, extending Metro Rail to Panchkula in Haryana and Mohali in Punjab. Besides, passengers from catchment areas of the two states and Himachal Pradesh will also be ferried to the nearest Metro station. The mega project will need an investment of Rs.150 billion and has a deadline of four years. According to the reports of RITES, metro rail will cover a distance of 52.4 km, out of which 40.4 km would be in Chandigarh and the remaining 12 km will be in Mohali. The Metro will consist of corridors, including a 5-km-long stretch into Panchkula and another 12-km link for Mohali, connecting Sector 104 to Chandigarh's Sector 52. The other three corridors are Khuda Lahora-IT Park on Madhya Marg, Sector 1-ISBT 43-Sector 52 on the Himalaya Marg and Sector 26-Sector 38Dadumajra covering Purva Marg and Vikas Marg.

Solutions to traffic congestion offered by RITES include a large network of mediumlevel mass transport system such as bus rapid transit (BRT) to cover areas beyond Metro network and overloaded corridors. Besides, there are provisions of land use adjustments, densification along mass transport corridors and commuter rail system up to Ambala, Pinjore-Kalka, Ludhiana and Baddi-Nalagarh.

30000 passengers per hour and can operate at a minimum interval of 90 seconds.

8.4

Jaipur Metro

The proposed metro rail project here will be planned, executed and managed operationally by an entity that has been registered under the name of Jaipur Metro Rail Corporation (JMRC). In its first independent project outside the National Capital Region since its inception, the DMRC signed an agreement, at the beginning of August 2010, with the Rajasthan government to construct the Jaipur Metro by 2013. The Jaipur Metro proposes to have two corridors - the east-west corridor from Mansarovar to Badi Choupar and north-south corridor from Ambabari to Pratap Nagar and a total of 29 stations. The entire project is expected to cost US$ 2.02 billion and the Union Ministry for Urban Development has assured a grant of 20% (US$ 404 million) of the cost. The Rajasthan government would allocate financing of nearly US$ 133 million through the Jaipur Metro Fund. Initially, the DMRC would construct the first phase of 9.25 km long metro corridor between Mansarover and Chandopole consisting of eight elevated and one underground station at a cost of US$ 277 million. DMRC proposes to begin work on Phase-1 by October-November 2011. The proposed second phase of the project, between Ambabari and Pratap Nagar at a length of nearly 27 km, will be constructed at a cost of US$ 1.7 billion and is likely to be operational from 2014. The Jaipur Metro will run on standard gauge which, along with the technical advantages, also increases the options of suppliers to choose from

8.3

Gurgaon Metro

The Rapid Metro Rail Gurgaon (RMRG) is a planned rapid transit system in Gurgaon (Haryana) linked with the Delhi Metro. The system will be India's first privately owned and operated metro and its second awarded public-private partnership metro project after the Hyderabad Metro[ The line was originally tendered, in 2007, by the Haryana Urban Development Authority (HUDA) as a point-to-point 3.2 km link between Sikanderpur and National Highway 8. However, DLF a major property developer in the area owning many properties near the proposed metro stations - wanted to expand it to provide connectivity to its Cyber City. The project, which is expected to cost approximately US$ 220 million, has ILFS as 74% equity share-holder and DLF the remaining 26%. A new tender was issued in July 2008, with the DLF-ILFS consortium emerging as the only bidder. While HUDA initially objected to a private company making profit from public transport, an agreement was eventually reached for the consortium to pay HUDA US$ 1.7 billion over 35 years in "connectivity charges" as well as 5-10% of advertising and property development revenue. The contract for the US$ 185m project was awarded in July 2009, with completion scheduled in 30 months' time with the foundation stone being laid in August 2009. In April 2010, Siemens announced that it had been awarded a turnkey contract to build the metro line, including five 3-car metro vehicles. The system will have a maximum capacity of

8.5

Kanpur Metro

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

Darashaw and Co., was to study the feasibility of the proposal - areas in the city to identify where metro rail lines could be laid - and come up with guidelines before the State government; this with the assistance of DMRC, besides taking into account the feasibility study earlier done by the RITES. However, the state government later dropped the idea of the project. However, in September 2008, the DMRC was asked to prepare a detailed project report (DPR) for a mass rapid transit system for Kanpur. This project would, in all probability, be executed by the Kanpur Development Authority. In Phase-1, the Kanpur metro foresees five lines with approximately 63 stations enroute. Planned to start in 2014, the metro will be of standard gauge and the traction supplied will be via third rail 750V DC. The proposed five lines are the Green Line (Panki Paraav to Jarib Chauki - 12 km), Orange Line (Jarib Chauki to Ghanta Ghar - 4 km), Pink Line (Naramau to Ramadevi - 20 km), Brown Line (Jarib Chauki to Ramadevi 10 km) and Red Line (Panki Paraav to Shuklaganj - 20 km). 8.6 Kochi Metro

metro and for which it would be paid 6% of the cost of the works, as its fee. DMRC has also recently submitted a proposal for the metro rail project to be extended till the Cochin International Airport at Nedumbassery. The Metro will run along an elevated 26 km stretch between Petta-Tripunithura and Aluva in Kochi and the estimated cost is now pegged at around US$ 955 million (as against initial estimates of US$ 677 million). The construction of the project should be completed within a time frame of three years. According to DMRC's feasibility study, conducted five years ago, the peak hour traffic demand on the Aluva-Petta corridor would be around 13681 persons per hour per direction during the year 2011 and is likely to increase to 23621 persons per hour per direction by 2025. The Metro trains are expected to run every five minutes at peak time and eight minutes in the non-peak period. The coaches of the Kochi Metro trains will most probably be standard gauge with each train carrying four coaches designed to carry a daily passenger load of 350000 commuters (600526 in 2025). However, perceiving future developments the stations will already be built to accommodate seven coach trains.

The Kochi Metro - one of the first proposed in India has recently moved onto the fast track after the initial alignment was created by the DMRC. The project is planned on a buildoperate-transfer (BOT) basis. The nodal agency for the project is the Kerala Industrial Infrastructure Development Corporation (KINFRA) while a new body, i.e. Kochi Metro Rail Corporation (KMR) - a joint venture between the state and the Centre - will operate the metro. In March 2010, the project received general clearance from the Centre although some specific clearances have to be obtained in due course. Thereafter, the State Government gave the green signal to the DMRC to start preparatory works for the Kochi Metro Rail Project. In the initial stages, the DMRC would undertake works such as widening of roads and construction of road over-bridges for the

8.7

Lucknow Metro

The proposed Lucknow Metro, is to be built and operated by the Lucknow Metro Rail Corporation Limited (LMRC). Stretching on two corridors North-South and East-West, just the construction of railway tracks would come up at a cost of approximate US$ 1.9 billion without considering the cost of trains, other related infrastructure and the cost of land which would be acquired for the purpose further pushing the costs to well over US$ 2.2 billion. The cost of constructing an elevated track would cost US$ 44.4 million per km, while the one being constructed underground would cost double at US$ 88.8 million per km. After conducting soil tests at the end of 2009, the DMRC proposed 12 stations on the east-

west corridor stretching a distance of around 14 km between Gomtinagar to Rajajipuram. Of the 12 stations, seven would be constructed underground, while five would come up on an elevated platform. The detailed project report prepared by the DMRC has also projected that the fullyelevated north-south corridor, which stretches for a distance of 27 km between Amausi airport and Munshipulia, would require at least 20 stations which would all be on elevated platforms. However, the DMRC has now proposed to develop a tri-section at the Polytechnic crossing by which one section will end at Munshipulia and another section will be turned towards Gomti Nagar.

Phase II shall be from Khandeshwar to Taloje MIDC with a total length of 8.15 km and having 7 stations, with an additional two stations in the MIDC area. The execution of the second should also start soon. once the Maharashtra Industrial Development Corporation (MIDC) officially ties up with CIDCO confirming their participation. Under Phase III, two corridors shall be joined together between Pendhar and MIDC by a link of 2.2 km. This link shall form a loop from Belapur to Khandeshwar. The peak hour per direction traffic is expected to be around 11000 and the trains will run at a speed of maximum 80 km/h will initially have three coaches.

8.8

Navi Mumbai Metro

The suburban railway in Navi Mumbai was commissioned in 1992 with the commissioning of Mankhurd-Vashi railway line which was then extended up to Belapur in 1993, and thereafter up to Panvel in 1998. The other rail corridor, i.e. Thane-Turbhe-Nerul-Vashi rail corridor was commissioned in 2004. The work of preparation of master plan of the Metro rail Project was entrusted to DMRC which identified six rail corridors: Uran - Nerul (28.3 km), Belapur - New International Airport (21 km), Vashi - Panvel (25 km), Ranjanpada Seawoods (14 km), Dighe - Belapur (20 km) and Vashi - Mhape (9 km). DMRC has suggested to City & Industrial Development Corporation of Maharashtra Ltd. (CIDCO), the project executing authority, to hand over the project to them on a turnkey basis. In Phase I, construction shall be from Belapur to Taloja consisting of 10.79 km with 10 railway stations. CIDCO has already approved the Belapur - New International Airport route which is estimated to cost US$ 400 million and it has been decided to start the construction by January 2011. Tenders for this have already been floated in July 2010 with the closing due in September 2010. CIDCO will spend US$ 177 million to lay the tracks and build the stations, while the rolling stock and the signalling system would be run and maintained by another company, yet to be selected.

8.9

Pune Metro

The preparation of the project report work for the Pune Metro was undertaken by DMRC in 2007; it has, since then, identified three prospective routes in the area. The project is expected to be commissioned by 2013.. In June 2010, the Pune Municipal Corporation (PMC) passed the resolution on the Pune Metro in spite of a huge protest from several NGOs and citizens' groups against the DMRC's Detailed Project Report (DPR). The Standing Committee of PMC accepted the detailed project report prepared by DMRC earlier in January 2010. The metro project envisages a network of 75.5 km at a conservative US$ 4 billion although antimetro activists claim the cost will go up to US$ 6.7 billion. To begin with, the PMC is going ahead with just one of the two routes in Phase1. Since Phase I is likely to cost around US$ 1.1 billion, the DMRC has suggested a public private partnership model for the Pune Metro. Thus, the project specific special purpose vehicle (SPV) - under the already proposed SPV for providing the infrastructure for the city - would be set up for managing the metro rail. It is foreseen that the PMC would fund 10% of the total cost, while the rest would be borne by the State and Central government and other

sources. The foundation stone for the 14.93 km metro corridor is to be laid in December 2010. The foreseen phases for the Pune Metro are: First phase: - Pimpri - Chinchwad - Swargate (16.5 km, elevated/under ground from Range Hills) - Vanaz - Ramwadi, (14.9 km, elevated) Second phase - ASI to Hinjewadi via Aundh (18 km elevated) New line from Vishrantwadi to Swargate (13 km under ground)

Extension of lines from Chinchwad to Nigdi and Swargate to Katraj (11.5 km elevated) Extension of lines from Aundh to Hinjewadi and Kalyani Nagar to Kharadi Naka (13 km elevated) Extension of line from Swargate to Hadapsar (9 km elevated)

Third phase Agriculture college - Warje (9 km elevated)

9.

Concluding Remarks & Further Steps

Itochu, Mitsubishi Corporation, Rotem and Siemens. Metro projects have been traditionally awarded to French, German and Japanese companies who have similar systems within their home countries. Bombardier Transportation India, a fully-owned subsidiary of Canadas Bombardier has established a manufacturing facility near Vadodra to manufacture rolling stock and bogies for Indian Railways as well metro rail systems like the Delhi Metro Rail Corporation. Siemens Transportation System has also tied with public sector enterprise RITES for railway wagon production in addition to providing signalling and electronic systems. The barriers for foreign rail companies in India are so extensive that entry into the rail sector is recommended by using local companies as a starting-step. Thereafter - in the medium term depending on the India Experience, it is advisable for foreign suppliers to establish a joint venture or to acquire a holding in a local manufacturer, Some actual identified opportunities open to foreign firms in metro projects in India6: To instigate interest in the Indian urban metro transport market, an organization such as the Swissrail Industry Association should consider working with Osec Business Network Switzerland (Osec) - and by extension the Swiss Business Hub India (SBHI) to formulate specific strategies for the Indian market. Here, two strategies could be considered. Firstly, a supply-driven approach which would be reliant on general assumptions about what the Swiss rail industry considers it does well; this rather than having a detailed strategic matching of proven Swiss capabilities (products, technologies and services) linked to specific project opportunities in India. Such a supply-driven approach could look like this.
6

For many decades post independence, the rail transport industry in India was largely reserved for the State as a state-owned monopoly. Foreign investment was mainly permitted in some non-core areas/activities such as hospitality, construction and management of freight terminals, etc. However, in recent years, the demand to improve operational safety and update the rail infrastructure is getting more and more imminent instigating the Government to make some changes to the legislative system thereby expanding the opportunities for international railway suppliers to enter into the Indian rail market The market for light rail vehicles and metro vehicles is relatively open with strong growth demand, especially for metro vehicle systems. This is driven by the governments incentive to provide the larger cities with environmentally friendly mobility. Besides, there is strong market demand for control, command and signalling equipment, train maintenance technology as well as IT specialists. India has import licensing requirements and certain technical requirements for transport equipment, machinery engineering, mechanical engineering, as well as electrotechnical standards. The success of the Delhi metro project has proved an impetus for other metro projects throughout the country. Most cities around 20 - are currently considering integrating metro systems into their urban transport infrastructure as has been reported above in this report. To accelerate the expansion of infrastructure for growth, public-private partnerships (PPPs) have been given a larger role in attaining strategic goals, such as increasing private capital in areas where PPPs can improve efficiency and control costs. Whilst domestic Indian companies are strong and export their own products, a number of foreign companies are also active in India, including Alstom, Bombardier Transportation,

As listed by GHD Meyrick, Canberra, Australia. Some of these projects may already be tendered for.

Supply-driven Strategy A Define Swiss capabilities B Undertake a market analysis C Identify/address trade impediments D Enter the Indian market This approach is characterized by taking products, technology or services into a vast and price-sensitive - market like India without first doing the necessary deskwork to effectively target opportunities and thus entering the unprepared market too early which could lead to initial failures and frustration in the already difficult market. Against this supply-driven approach, the other possibility would be more a marketdisciplined, capability-driven approach driven by specifically identified core opportunities matched with specific capabilities of the Swiss rail industry.

Market-disciplined, Capability-driven Strategy A Identify, audit and rank market opportunities

B1 Match opportunities with proven capabilities of the Swiss rail industry

B2 Engage with OsecSBHI to assess market practicalities and address trade impediments

C Form clusters to offer packaged solutions. D Begin targeted India engagement in collaboration with Osec-SBHI In this second capability/market matching approach, the importance of B2 should be emphasized. Engaging in the early stages with Osec-SBHI in developing specific strategies to address associated market practicalities in India is a very important and necessity step. The experience of the SBHI, being on the spot and enjoying an extensive network of expert consultants and official contacts, is a very vital input for the final success of the end market entry strategy for India. Some actual identified opportunities open to foreign firms in metro projects in India7:

As listed by GHD Meyrick, Canberra, Australia. Some of these projects may already be tendered for.

Name of Project Chennai Metro Project Chennai Metrol Rail Limited

Project Description Financed by the Government of India, State Government and Japans JICA. Two Corridors with a combined length of 45 km will be constructed in the first phase of which 24 km will be underground. Completion scheduled for 2014-15.

Current Status Metro Rail Corporation (DMRC) appointed as Prime Consultant (Owners Engineer) for Phase-1. A five member consortium led by Egis Rail S.A., France, appointed as General Consultants in February 2009. Other members of the consortium are Egis India Consulting Engineers Private Ltd., India. Maunsell Consultants Asia Ltd., Hong Kong, Balaji Rail Road Systems Ltd., India and Yachiyo Engineering Co. Ltd., Japan. The bidding process was completed in July 2008 and the bid was awarded to a consortium led by Maytas Infra. As the consortium has been unable to bring about financial closure of this transaction, the project will likely be retendered. Project approved by central government. Procurement yet to commence.

Opportunities Opportunities for supply of rolling stock, detailed engineering, construction and supervision contracts, signalling, power systems and trackwork. Significant design and engineering opportunities under subsequent phases of project.

Hyderabad Metro Project Hyderabad Metro Rail Limited

This 71 km metro system was to be undertaken under a PPP transaction.

Opportunities for feasibility, design and detailed engineering, supply of rolling stock, signalling systems, power supply traction, communication system, trackwork and civil works.

Kochi Metro Project Kochi Metro Rail Corporation

To be financed by the Central and State Governments, the project will cover a 26 km stretch between Tripunithura and Aluva and is expected to be completed in three

Opportunities for feasibility, design and detailed engineering, supply of rolling stock, signalling systems, power supply traction, communication system, trackwork and

years. Delhi Metro Rail Project Delhi Metro Rail Corporation Phase III of the metro involving an additional 112 km proposed under the third phase starting 2010. Phase I and II involved 186 km of an underground and elevated rail system. Phase II will be completed by October 2010. Phase III (112 km) and IV (108.5 km) are planned to be completed by 2015 and 2020 respectively, with the network spanning 413.8 km by then, making it larger than Londons Underground (408 km). For VAG section Engineering and Project Management Consultants, a consortium of Parsons Brinkerhoff (USA) and Systra S.A. (France) appointed. Rolling stock to be supplied by CSR Nanjin, China. Signalling by Siemens and Power Systems and SCADA by ABB. Trackwork by VNC Rail One.

civil works. Rail management, consulting and engineering services, track construction, maintenance systems, repair and workshop services.

Mumbai Metro Rail Project Mumbai Metro One Pvt. Ltd.

Metro system of 146.6 km to be implemented over 2006-2021. First section of 11 km (Versova-AndheriGhatkopar)(VAG section) being developed as a BOOT project by Mumbai Metro One Pvt. Ltd., a Joint Venture Company formed by Reliance Energy Limited, Veolia Transport, France and Mumbai Metropolitan Region Development Authority (MMRDA) Financed by the Government of India and the State Government, this involves a 33 km metro system of which 6.76 km will be underground.

Tendering phase for all the major systems and sub-systems for VAG section completed. Opportunities for subsequent sections (about 135 km) including design and detailed engineering, supply of rolling stock, signalling systems, power supply traction, communication system, trackwork and civil works.

Bangalore Metro Project Bangalore Mass Rapid Transit Limited

RITES is providing General Consultancy Services for Phase 1 of the Bangalore Metro Project jointly with PCI (Japan), PBI (US) and SYSTRA (France). Coaches are being supplied by Indias

Opportunities for subsequent Phases including feasibility studies, design and detailed engineering, supply of rolling stock, signalling systems, power supply traction, communication

BENL. First phase scheduled for completion in 2011. East-West Corridor of Kolkata Metro Rail System Kolkata Metro Rail Corporation This project seeks to expand the existing metro system by constructing an eastwest line of 13.7 km of which 8 km will be underground. Jointly funded by the Government of India and State Government. Seven corridors being considered involving a total of 52.4 km of which 40.4 km will be in Chandigarh and the rest in Mohali. Pre-qualification of consultants and suppliers is in progress.

system, trackwork and civil works.

Opportunities include supply of rolling stock, signalling systems, power supply traction, communication system, trackwork and civil works. Consultant selection in progress.

Chandigarh Metro

Detailed project report prepared by RITES. Government of India gives its in-principle approval in June 2008. Formal confirmation of government financing awaited. The Delhi Metro Rail Corporation has prepared a detailed project report consideration by state and central agencies. Likely to be financed by state and central governments.

Feasibility study and design, detailed engineering-related opportunities likely during immediate preparation stages.

Pune Metro Project

Proposed project will involve two routes totalling 31.5 km as elevated track with a small underground component. The first route is scheduled for completion in 2014. Second and third phases involve an additional 43 km of track connectivity.

Feasibility study and design, detailed engineering-related opportunities likely during immediate preparation stages.

Annexure 1: Metro Maps

Route Map: Bangalore Metro

Route Map: Chennai Metro

Route Map: Delhi Metro

Route Map: Hyderabad Metro

Route Map: Kolkata Metro

Route Map: Mumbai Metro

Annexure 2: Important Contact Co-ordinates8

Bangalore Metro Rail Corporation Ltd. 3rd Floor, BMTC Complex K.H. Road Shanthinagar Bangalore 560 027 Phone: Fax: Email: Web: +91 80 2296 9300 2296 9301 +91 80 2296 9222 bmrcl@dataone.in http://www.bmrc.co.in

Contact: Mr. N. Sivasailam Designation: Managing Director Email: md@bmrc.co.in Contact: Designation: Direct: Email: Contact: Designation: Direct: Email: Mr. D.D. Pahuja Director (RSE) +91 80 2296 9231 pahuja@bmrc.co.in Mr. B.S. Sudhir Chandra Director (Project & Planning) +91 80 2296 9206 sudhirchandra@bmrc.co.in

Chennai Metro Rail Limited 11/6, Seethammal Road Alwarpet Chennai 600 018 Phone: Fax: Email: Web: +91 44 2431 0174 +91 44 2431 2430 chennaimetrorail@gmail.com http://chennaimetrorail.gov.in/index.html

Contact : Mr. K. Rajaraman Designation: Managing Director Email: mdcmrl2010@gmail.com Contact: Mr. R. Sundarajan Designation: Chief General Manager Operations and Maintenance Email: cgmo.cmrl@tn.gov.in Contact: Mr. Mr. V. Somasundaraman Designation: Chief General Manager Construction Email: cgmt.cmrl@tn.gov.in

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

Contact: Mr. V. Carmelus Designation: Chief General Manager Systems Email: cgms.cmrl@tn.gov.in

Delhi Metro Rail Corporation Ltd. Metro Bhawan Fire Brigade Lane Barakhamba Road New Delhi 110001 Phone: Fax: Web: +91 11 2341 7910 12 +91 11 2341 7921 http://www.delhimetrorail.com/index.htm

Contact: Dr. E. Sreedharan Designation: Managing Director Contact: Mr. Kumar Keshav Designation: Director (Project & Planning) Direct: +91 11 2341 8307 Contact: Mr. Raj Kumar Designation: Director (Operations) Direct: +91 11 2341 8304

Hyderabad Metro Rail Ltd. Metro Rail Bhavan Saifabad Hyderabad 500 004 Phone: Fax: Email: Web: +91 40 2338 8580 81 +91 40 2338 8582 info@hyderabadmetrorail.in http://hyderabadmetrorail.in/home.html

Contact: Mr. N. V. S. Reddy Designation: Managing Director Email: nvsreddyiras@gmail.com Contact: Mr. Ziauddin Designation: Chief General Manager Email: cehmr2008@gmail.com

Kolkata Metro Rail Corporation Ltd. 4th Floor, HRBC House Munsi Premchand Sarani Kolkata 700 021 Phone: Tele/Fax: +91 33 2213 4345 +91 33 2213 4347 80

Email: Web:

ce.kmrc@gmail.com http://www.kmrc.in/home.php

Contact: Mr. Sumantra Choudhury Designation: Managing Director Direct: +91 33 2213 4346 Contact: Mr. Tarun Kumar Designation: Chief Engr. (Civil) Mobile: +91 98309 08666 Contact: Designation: Direct: Mobile: Mr. G.G. Biswas Chief Engr. (Sig. & Telecom.) +91 33 2213 4349 +91 90513 99335

Mumbai Metropolitan Region Development Authority (MMRDA) MMRDA Building Behind Family Court Building Bandra - Kurla Complex Mumbai 400 051 Phone: Fax: Email: Web: +91 22 2659 0001 02 03 04 +91 22 26591264 mmrda@giasbm01.vsnl.net.in http://www.mmrdamumbai.org/index.htm

Contact: Mr. S R Nandargikar Designation: Chief Engineer MMRDA Email: nandargikar@mmrdamumbai.org Contact: Mr. G R Madan Designation: Director, Mass Rapid Transit System (MRTS) Email: madan@mmrdamumbai.org

Mumbai Metro One Private Limited 2nd Floor, Satellite Silver Andheri-Kurla Road Marol, Andheri (E) Mumbai 400 059 Phone: +91 22 3009 1410 +91 22 3009 1560 (Ms. Latika, PA to Director) +91 22 3009 1368 contact@mumbaimetro1.com http://www.mumbaimetro1.com

Fax: Email: Web:

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