Вы находитесь на странице: 1из 64


Project Report


“A Study of the Non-Fare Revenues of HMRL"

Submitted to:

As a Partial Fulfillment of the Requirement for the Award of Bachelor of Business

Administration Programme BBA (Class of 2016-2019)

Under the Guidance & Supervision


Dr. Sweta Kumari

Faculty Guide

AGBS Hyderabad

Summer Assignment Project

Submitted by:

Ravindra Veladi

Enrollment No - A30606416098


College Certificate

This is to certify that Mr Ravindra Veladi student of Semester II Class of BBA

2016-2019 has completed the Summer Internship Project titled “A Study of the
Non-Fare Revenues of HMRL "in under my guidance has worked sincerely for
the partial fulfillment of Bachelor of Business Administration for the year 2016
to 2019 to the best of my knowledge and wish him/her success for the future

Dr Sweta Kumari

AGBS Hyderabad

Date: - 28.5.18

Place: - Hyderabad



I Ravindra Veladi, Student of Amity Global Business School, Hyderabad hereby

declare that the Project titled “A Study of the Non-Fare Revenues of HMRL " is the
record of authentic work done by me for submission of the Summer Assignment
Project as a partial fulfillment and has not been submitted in any other university or
Institute for the award of any other Degree. An attempt has been made by me to
provide all relevant and important details regarding the topic to support the
theoretical aspect and practical evidence related to the topic.

Ravindra Veladi - A30606416098

Date: - 28.5.18


My heartfelt sincere Thanks to Dr P Prasada Rao, Director General, Amity Global

Business School Hyderabad for giving me this opportunity.

My sincere and grateful thanks to Mr. C. Vijayananda for providing me this

opportunity to work in L&T HMRL.

My sincere & grateful thanks to my Faculty Guide Dr. Sweta Kumari for guiding
me throughout my Project.

My sincere thanks to my Family members who stood by me motivating me to

complete my project successfully.

Ravindra Veladi - A30606416098

Date: - 28.5.17

Table of Contents
Contents Page
1 Executive Summary
2 Objective of the Study
3 Research Methodology

1. Primary Data
2. Secondary Data
3. Data Collection tools
4. Limitations of Study
4 Literature Review
Chapter- A Study of the Non-Fare Revenues of HMRL
Chapter- HMRL - A Detailed Profile
Chapter- Comparative analysis between Metro Projects
III in India
Chapter- Data Analysis

Chapter- Findings, Learning’s & Conclusion


1. Article
2. Case Study
Executive summary
Hyderabad is the fourth largest metropolitan city in India and 6th largest in terms of
population after Delhi, Mumbai, Kolkata, Chennai and Bangalore. However, the area under
roads is a meagre 6% of the total city as against the norm of 20-30% for cities in the
developed countries. Hyderabad has the highest density of road vehicles per Km. amongst
the 6 metropolitan cities of the country. The increasing pressure of the burgeoning population
is putting Hyderabad's transportation system under constant pressure. this had necessitated
the development of a Mass Rapid Transit System (MRTS). Thus, Hyderabad metro rail was
approved which covered 72 km covering 3 major high-density traffic corridors of
Hyderabad. The project is being developed under DBOFT (Design, Built, Finance, Operate,
Transfer) basis on Public Private Partnership (PPP) mode.

In accounting, revenue is the income that a business has from its normal business activities,
usually from the sale of goods and services to customers. Revenue is also referred to as sales
or turnover. Other revenue (a.k.a. non-operating revenue) is revenue from peripheral (non-
core) operations. For example, a company that manufactures and sells automobiles would
record the revenue from the sale of an automobile as "regular" revenue. If that same
company also rented a portion of one of its buildings, it would record that revenue as “other
revenue” and disclose it separately on its income statement to show that it is from something
other than its core operations.

The HMRL project will have three revenue sources Fare revenues, Non-Fare revenues and
Transit-Orient Development. The non-fare revenue sources are additional revenue sources
which are generated from the assets of the metro project. They generate a small portion of
income to the project. They are divided into two departments, Advertising and other non-fare
revenues department. The report will showcase the benefits of the various sources. It will
provide a detailed report on each non-fare revenue source.
Objectives of study

1. To understand the different type of Non-Fare revenue sources.

2. To understand the income generated from the Non-Fare revenue sources.
3. To understand the measures to be taken to increase the revenue generated through
Non-Fare revenue sources.

Primary data

It is the first-hand data, which is collected by the researcher itself. Primary data is collected
by various approaches so as to get a precise, accurate, realistic and relevant data. the main
tool in gathering primary data was investigation and observation. Primary data collected
through structured questionnaire. Primary data has not been altered or changed by human
beings, therefore its validity is greater than secondary data.

Importance of Primary data

1. Primary data cannot be neglected

2. A research cannot be conducted without secondary data. But a research based on only
secondary data is least reliable and may have biases

3. In statistical surveys it is necessary to get information from primary sources and work on
primary data

Secondary data

Data collected from a source that has already been published in any form is called secondary
data. the review of literature in any research is based on secondary data. Secondary data is
collected through journals, websites and from any other published sources

Data collection

The data were collected through primary and secondary sources.

Literature Review

This report focuses on selected issues associated with alternative sources of transportation
funding. This report: presents a list of funding options, discusses the advantages and
disadvantages of each option, explores public attitudes towards selected options, and
investigates how certain funding option might alter transportation behavior. A relatively
comprehensive list of transportation funding options is presented, and the advantages and
disadvantages of each are discussed. The public’s acceptability of a few of these options is
then explored, first, through a review of existing public opinion surveys of funding
alternative, and second, by a large opinion survey that was conducted in Georgia. The report
then explores how some of the revenue options might alter transportation behavior. First, a
review of existing studies of the effect of revenue sources on transportation behavior is
presented, including both surveys of what individuals say they would do in the face of
changes in transportation taxes and fees and econometric studies of how individuals react.
Second, the results of Georgia survey questions regarding how the respondent would alter his
or her transportation behavior if certain transportation taxes and fees were increased are
presented. Third, the results of a laboratory experiment that explores the transportation
choices of the subjects when confronted with different level of congestion fees are discussed.

2. Alternate Revenue Sources for the Bank (with special reference to IDBI Bank)

Sanjay Payasi and Amar Singh Rathore

Alternate revenue sources form a vital part of income for banks and banks are therefore
looking forward towards increasing their profitability through these sources. Some sources of
fee income have been available to institutions for many years but have recently taken on a
more dominant position in the overall financial management strategies of banks. These
include deposit service charges, credit card fees, fees associated with electronic funds
transfer, demat etc. Although banks have made significant headway in generating traditional
fee income, for banks to remain competitive with other financial institutions, they need to
expand their product breadth and to improve sales, relationships, servicing, and investment



While attempting to answer the research questions noted in the introduction, this paper will
first examine the current condition of the roads and bridges infrastructure within the County
of Peterborough. As noted in the previous section, there is significant infrastructure
consisting of 733 kilometres of road and 139 structures. Prior to examining the potential
alternative revenue sources available to the County of Peterborough it is necessary to
establish whether in fact there is a need for any additional or alternative funding. Chapter 2
will determine if there is a need for change to the existing-system. The method to be used
will involve examining the existing financial needs to bring the County of Peterborough
infrastructure system up to an acceptable standard. How much would it cost to repair every
road and bridge that needed repairs today? The next step will be to examine the existing
revenue stream to determine the funds that are being allocated for the maintenance of the
transportation infrastructure. The final step is simply to compare and analyze the costs and
revenues and determine if the revenues are adequate to ensure that the County of
Peterborough will have a well-maintained transportation system in future years. Once a
determination of needs is established, this paper will analyse the numerous alternative
revenue sources that might be available to the County of Peterborough to improve the
existing funding mechanism. As previously noted, the primary source of funds for
infrastructure maintenance is the local property tax. There are numerous other potential
4. Insight into Revenue Trends - Other Hotel Revenue Sources

by: Robert Mandelbaum, February 2007

As the lodging industry goes through its cycles, the major sources of revenue (room, food,
beverage) for U.S. hotels fluctuate dramatically. For example, rooms revenues during the
recent industry recession declined 16.1 percent from 2000 to 2003. On the other hand, some
of the “minor” revenue sources for hotels show more stability over the long term. During the
same 2000 to 2003 period, the combined revenue from Other Operated Departments and
Rental and Other Income declined just 2.7 percent. Given the relative consistency of sales
generated by such outlets as health clubs, movie rental, parking, and commercial leases,
managers can depend on these departments to provide the hotel with a more predictable
source of revenue. In 2005, rooms revenue represented 68.0 percent of total revenue at the
typical U.S. property, while the Other Operated Departments and Rental and Other Income
contributed just 6.0 percent. Naturally, hotel managers should devote the majority of their
time and efforts to the rental of guest rooms. However, given the consistency of revenue
from these alternative sources, as well as the 53.5 percent combined average profit margin,
the minor operated departments of a hotel should not be overlooked.

5. Gambling on an alternative revenue source: The impact of riverboat gambling on

the charitable gambling component of nonprofit finances

Drew A. Dolan Jim Landers

This article examines the impact of casino gambling in and around Illinois on charitable
gambling in that state. The research targets the impact of casino gambling on one of the vital
revenue sources of many nonprofit organizations. Charitable gambling represents the most
widespread form of legalized gambling in the United States. Net income from charitable
gambling totaled an estimated $1.3 billion in 1997. Despite its apparent importance in
providing an alternative revenue stream to nonprofit organizations, in a growing number of
states charitable gambling operations must compete with an increasing number of private
for‐profit gambling enterprises, including riverboat and land‐based casinos, Indian gambling
operations, and pari‐mutuel wagering venues. As a result, there is interest in the extent to
which forprofit gambling is crowding out charitable gambling—and in the process reducing
funds (such as receipts from gambling operations) available to nonprofit organizations. The
data analysis presented in this article suggests that spending on casino gambling in Illinois
and in bordering areas of Indiana, Iowa, and Missouri may be displacing consumer
expenditures on charitable gambling.

6. Colleges Explore Alternative Revenue Streams

To supplement tuition income, colleges are looking at everything from high-demand

graduate courses to real estate deals

by Francesca Di Meglio

At Lasell College in the Boston suburb of Auburndale, there is a retirement community that
essentially constitutes a campus within a campus. But the community of 230 who live there
and take courses is more than just an experiment in seniors engaging in lifelong learning. For
Lasell, the retirees are a source of alternative revenue that will help protect the college's
bottom line from fiscal and demographic trends that are making the college business more
challenging. Increasingly, colleges and universities, especially publicly funded state schools
and those with small endowments (BusinessWeek.com, 10/22/07), are turning to alternative
revenue streams—including grants, private donations, patents, real estate, and money-
making graduate courses—to make ends meet. Administrators at these schools say it is the
only way they can compete with wealthy private schools, such as Harvard, that have brand
names and hefty endowments.
7. Alternative Revenue Generation in Vermont Public Schools: Raising funds outside
the tax base to support public education

Thomas Downes, Jason Steinman

Nationwide, public school districts are increasingly seeking revenue from non-tax sources,
through a variety of direct fund-raising strategies and through affiliated fund-raising
organizations (local education foundations, parent teacher associations, parent teacher
organizations and booster clubs). The growing importance of private funds in public schools
raises a number of questions. This paper uses the intriguing case of Vermont to shed light on
two of them: How sensitive is school district fund-raising to policy changes that create
incentives for the generation of private revenue? Why do some school districts and
supporting organizations raise private funds more effectively than others? We find
compelling evidence that the extent to which districts substitute nontraditional revenues for
property tax revenues depends on the local tax price. We also document links between
variation in the use of nontraditional revenues and variation in factors that are likely to be
correlated with the median voter’s tax price. Finally, we find that the success of local
education foundations depends both on the environment in which they operate, particularly
the wealth of the community, and on the scope of their solicitation activities.

8. Planning a revenue stream system in an e-business environment

Kenton B. Walker, Eric N. Johnson

Many organizations are adopting an integrated approach to implementing and managing

important elements of their revenue stream activities, particularly as applied to conducting
business on the Internet. Integrated information systems are an important part of this effort to
improve service to customers. Describes what management can expect from recent advances
in integrated revenue software applications, outlines major system deliverables, and reports
critical success factors for traditional and e-business revenue stream system projects.
Limitation of study

1. Time was a major constraint as it was only for 2 months.

2. Lack of experience and knowledge of the researcher.
3. Lack of availability of data.
4. The project cannot be compared to other metro projects as it not fully functional yet.
Chapter 1 – A study of Non-Fare Revenues of HMRL

An Introduction

In accounting, revenue is the income that a business has from its normal business activities,
usually from the sale of goods and services to customers. Revenue is also referred to as sales
or turnover. Some companies receive revenue from interest, royalties, or other fees. Revenue
may refer to business income in general, or it may refer to the amount, in a monetary unit,
earned during a period of time, as in "Last year, Company X had revenue of $42 million".

Other revenue (a.k.a. non-operating revenue) is revenue from peripheral (non-core)

operations. For example, a company that manufactures and sells automobiles would record
the revenue from the sale of an automobile as "regular" revenue. If that same company also
rented a portion of one of its buildings, it would record that revenue as “other revenue” and
disclose it separately on its income statement to show that it is from something other than its
core operations. The combination of all the revenue generating systems of a business is
called its revenue model.


The reason that why revenue is so important because the essence of profitability is the
revenue. And in order to get greater profits, revenues must be raised. There are times when
revenue growth is more important than profits. A profitable business does not necessarily
mean it is generating enough cash flow. Even if does, it may be short term of temporary cash
flow. Hence, it is important to look at revenues and finding the ways to raise revenues, so
that a business may attain efficiency, profitability and sustainable success.
Types of Other Revenues


Advertising is an audio or visual form of marketing communication that employs an openly

sponsored, non-personal message to promote or sell a product, service or idea. Sponsors of
advertising are typically businesses wishing to promote their products or services.
Advertising is differentiated from public relations in that an advertiser pays for and has
control over the message. Advertising is communicated through various mass media,
including traditional media such as newspapers, magazines, television, radio, outdoor
advertising or direct mail; and new media such as search results, blogs, social media,
websites or text messages. The actual presentation of the message in a medium is referred to
as an advertisement or "ad" for short.


Advertising is a prime source of revenue for publishers of mass media like newspapers, TV
channels, magazines, websites, so on. Advertising is the best way to communicate to the
customers. Advertising helps informs the customers about the brands available in the market
and the variety of products useful to them. Advertising is for everybody including kids,
young and old. It is done using various media types, with different techniques and methods
most suited. Advertising plays a very important role in today’s age of competition.
Advertising is one thing which has become a necessity for everybody in today’s day to day
life, be it the producer, the traders, or the customer. Advertising is an important part.


 T.V, Cinemas and other media.

 Hoardings and other Physical advertisement forms.
 Newspaper, Magazines and other print media
 Mobile phones
 Apps, Websites
 Social media


 Cut through the clutter

 Top of the mind recall

 Competitive edge

 Varied Reach

 Awareness & Exposure

 Deeper Market Penetration

 Growth of Brand

Naming Rights

Naming rights are a financial transaction and form of advertising whereby a corporation or
other entity purchases the right to name a facility or event, typically for a defined period of
time. For properties like a multi-purpose arena, performing arts venue or an athletic field, the
term ranges from three to 20 years.

Naming rights is very profitable for the business as it is not only additional revenue, but it is
also free exposure. They promote the brand and keep them relevant in the consumers mind.
If a station is named after your brand it registers a memory in the sub conscious of the
consumer to remember the station by brand.

Parking is the act of stopping and disengaging a vehicle and leaving it unoccupied. Parking
on one or both sides of a road is often permitted, though sometimes with restrictions. Some
buildings have parking facilities for use of the buildings' users. Countries and local
governments have rules for design and use of parking spaces.

Parking provides minimal but constant flow of revenue. It will always be necessary. The
parking fees can be hiked accordingly to maximize revenue. They require proper
construction and maintenance. They help the users a lot.

Station Retail

The metro stations will have commercial spaces which can rented or leased for conducting
business. It will be a good place for conducting business. These spaces can be used for these
following categories:

Retail: Convenience, grocery, vegetable, daily needs & accessory stores

F&B: Quick service restaurants, large format food courts

Service: ATM, medical stores, laundry centres etc.

The retail area at a station ranges from 2500 Sq. ft to 9000 Sq. ft.

Partnerships, Tie-Ups

A partnership involves two or more individuals, groups, companies or corporations. Each

partner participates in business operations and is liable for company actions. Business debts
and profits pass through to the partners. In a general partnership each partner is individually
liable for the company’s actions and debts. In a limited partnership the general partner is the
managing partner with full responsibility and liability for the company’s actions while the
limited partner has limited liability and usually only provides capital and shares in the profit
without participating in management of the business.
Leasing & Rent

It is a contract renting land, buildings, etc., to another; a contract or instrument conveying

property to another for a specified period.

The periodic payment made to the owner of a property for the use of said property, as
determined by a lease (rental) agreement.

In real estate, a lease is the contractual agreement that defines the terms of the use of a
property. This includes what is being rented, for how long, and other stipulations that both
parties agree to (e.g., whether pets are allowed on the property).

Rent is the periodic payment made to the owner of a property (often called "landlord") for the
use of said property, which could be a building, residential space (house, apartment, etc.),
commercial space (office, store, warehouse, etc.), or land. In other business cases, rent is the
payment or series of payments made to the owner of a property for the use of that property,
such as equipment, vehicles, industrial machinery, and so on.
Chapter 2 - HMRL - Company Profile

Hyderabad is the fourth largest metropolitan city in India and 6th largest in terms of
population after Delhi, Mumbai, Kolkata, Chennai and Bangalore. However, the area under
roads is a meagre 6% of the total city as against the nom of 20-30% for cities in the
developed countries. Hyderabad has the highest density of road vehicles per Km. amongst
the 6 metropolitan cities of the country. The increasing pressure of the burgeoning population
is putting Hyderabad's transportation system under constant pressure. this had necessitated
the development of a Mass Rapid Transit System (MRTS). Thus, Hyderabad metro rail was
approved which covered 72 km covering 3 major high-density traffic corridors of
Hyderabad. The project is being developed under DBOFT (Design, Built, Finance, Operate,
Transfer) basis on Public Private Partnership (PPP) mode.

The then Government of AP had invited global bids after the cancellation of bid by M/s
Maytas Metro Ltd. Bidding was re initiated in late 2009. L&T Ltd. was declared the
successful bidder quoting the grant (1458 Crores). The Bidder with the highest amount and
the lowest grant requirement was declared winner in this auction. Thus "L&T Hyderabad
Metro Rail Private Limited (L&T HMRL)", a Special-Purpose Vehicle (SPV), was
incorporated to undertake the Implementation of the Hyderabad Metro Rail Project. The SPV
is promoted by L&T Ltd (1%) and L&T Infrastructure Development Projects Limited (L&T
IDPL) (99%).

Concession Agreement

The Concession Agreement was signed between Government of AP and L&T HMRL on 4th,
September 2010. The Government has entrusted the project to L&T HMRL on a long-term
Concession of 35 years, with an option for an extension of the concession period further by
another 25 years. The project is being developed under DBOFT (Design, Built, Finance,
Operate, Transfer) basis. So, after 35 years the project will be transferred to the control of the
Project Finance

The project is being funded by a mix of debt and equity in 70:30 debt equity ratio (including
Equity Support).

Means of Finance of L&T HMRL

Funded by: Amount (Rs Crores) Amount (Rs Crores)

Promoters' Contribution
Equity 2439
Mezzanine Debt / Unsecured 1000
Total Equity 3439
Equity Support (Grant) 1458
Senior Debt 11478
Total 16375


L&T Hyderabad Metro Rail Private Limited (L&T HMRL) is a Special-Purpose Vehicle
(SPV), incorporated to undertake the implementation of this project. L&T HMRL will also
be the entity raising the required funds for the project.

Shareholding Pattern of L&T HMRL

Promoter Share (%)

L&T Limited 99.99%
Incorporation Details of L&T HMRL

Date of Incorporation 24th August, 2010

Constitution Private Limited Company
Sector Infrastructure - Railways
Registered Office Hyderabad Metro Rail Administrative
Uppal Main Road,
Nagole, Hyderabad
Telangana- 500039
Board of Directors S.N. Subrahmanyam, Shivanand Nimbargi,
R. Shankar Raman, Sheela Bhide, Ajit
Rangnekar, N.V.S. Reddy, M.R. Prasanna.

Capital Structure of L&T HMRL

Authorized Share Capital Rs. 243,900,000,000

Number of shares 24,390,000,000
Paid-Up Capital Rs 20,621,931,780

Note: The Authorized Share capital will be suitably increased at the appropriate time to be in
line with the means of finance.

The Company seeks long term loan assistance from banks and Financial institutions for
Rs11478 Crores to part fund the project cost and BG limits of Rs 360 Crores towards
Performance Security. An additional facility of revolving Letter of Credit for Rs 2500 Crores
is also sanctioned. A consortium of 10 banks led by State Bank of India has sanctioned the
entire debt requirement of the project.

Name of the Rupee Lender Term Loan Amount Letter of Credit

(Rs. Crores) (Rs. Crores)
Canara Bank 3000 225
Indian Bank 750 250
Indian Overseas Bank 2000 225
Jammu & Kashmir Bank Ltd 500 -
Punjab & Sind Bank 350 75
State Bank of Hyderabad 500 50
State Bank of India 3100 1425
State Bank of Patiala 153 -
Syndicate Bank Ltd 1000 250
State Bank of Mysore 125 -
Total 11478 2500

Escrow Account

An escrow is a contractual arrangement in which a third party receives and disburses money
or documents for the primary transacting parties, with the disbursement dependent on
conditions agreed to by the transacting parties, or an account established by a broker for
holding funds on behalf of the broker's principal or some other person until the
consummation or termination of a transaction; or, a trust account held in the borrower's name
to pay obligations such as property taxes and insurance premiums.
Organizational Structure

The company is built up of a strong team for the construction, supervision, operation and
maintenance of the project. The following is the Organization Structure
Project Development / Overview

As cities grow, the number of vehicles on road systems also increases. This necessitates a
shift in policy to discourage private modes and encourage public transport. Buses can
optimally carry about 10000 Peak Hour Peak Direction Traffic (PHPDT). when the traffic
density of a corridor exceeds 20000 PHPDT, a Mass Rapid Transit System (MRTS) becomes
a necessity. Metro Rail System is a rail based MRTS used for public transportation. Metro is
a electric rail public transportation system used in an urban area with high capacity and
frequency. Metros operate in tunnels, on elevated structures, or at surface level but are
physically separated from other traffic.

Hyderabad is the fourth largest metropolitan city and sixth largest in terms of population.
The city has experienced an enormous growth in the past 5 years. Hyderabad’s population
stands at 13.6 million as per current estimates. The total share of the public transportation
system is less than 44%. Rest of the vehicles are private modes (four and two wheelers). The
increasing pressure of the burgeoning population has necessitated the development of an
MRTS in the city.

The Hyderabad Metro Rail Network will cover a total distance of around 72 Km across three

 Corridor I: Miyapur to LB Nagar

 Corridor II: JBS to Falaknuma

 Corridor III: Nagole to Shilparamam

The Project will be integrated with existing railway stations, suburban railway network
(MMTS) and bus stations to ensure seamless and comfortable travel. It will ensure
commuters reach their destination without any grievances. The metro are connected to ensure
last-mile connectivity.
Salient Features

 Green eco-friendly mode of travel – reduces carbon emission and pollution by using
regenerative braking technology and modal shift from high-emission road transport.

 With a frequency of 3 to 5 minutes during peak hours, the system is expected to carry
about 17 lakh passengers per day by 2017 and 22 lakhs by 2024.
 Faster, safer and comfortable air-conditioned travel with reduced travel time
 Seamless commuting, with ultra-modern coaches
 Connects major offices, retail and residential areas
 Integration with existing rail terminals, MMTS and bus stations along the corridor
 High frequency of trains – reduced waiting time
 User-friendly elevated world-class stations with escalator, staircases and facilities for the
 Parking facility at strategic locations along the route in the designated P&C areas
 Automatic ticket vending machines and automatic fare collection system
 Feeder buses to stations from different areas of the city have been planned by
 Commuter-friendly facilities at the concourse level at stations


AECOM is a global provider of professional technical and management support services to a

broad range of markets, including transportation, facilities, environmental, energy, water and
government. With approximately 45,000 employees around the world, AECOM is a leader in
all of the key markets that it serves. AECOM provides a blend of global reach, local
knowledge, innovation and technical excellence in delivering solutions that create, enhance
and sustain the world`s built, natural, and social environments.

Feedback Infrastructure Services Private Limited, more commonly known as Feedback Infra,
is a leading professional and technical services company in the infrastructure sector in India.
From concept to commissioning.
Appointed jointly by Hyderabad Metro Rail Limited & L&T Metro Rail (Hyderabad)
Limited. The Louis Berger Group is an internationally recognized consulting firm that
provides engineering, architecture, program and construction management, environmental
planning and science, and economic development services. It has a resource base of 5,000
dedicated employees and affiliate employees in more than 90 countries.


Parsons Brinckerhoff is a global consulting firm assisting public and private clients to plan,
develop, design, construct, operate and maintain critical infrastructure. Founded in New
York City in 1885, Parsons Brinckerhoff is a diverse company of 14,000 people in more than
150 offices on five continents.


Keolis Group develops tailor-made mobility solutions to suit individual local requirements.
The Keolis Group is a market leader in France and a major player on the public transport
spectrum in Europe and worldwide. Established in 12 countries, the Group generated revenue
of 4.4 billion euros in 2011 and employs 50,150 people.

Halcrow delivers planning, design and management services for developing infrastructure
and buildings worldwide. They contribute to the construction, operation and maintenance of
the built environment, and the protection, enhancement and maintenance of the natural
environment. Halcrow is a CH2M HILL company, operating through a network of around 90
offices around the world with a turnover of 465 million in 2010 employing around 6,000


Ernst & Young is a global leader in assurance, tax, transaction and advisory services.
Worldwide, our 152,000 people are united by our shared values and an unwavering
commitment to quality.
Technical Overview of Metro Rail Systems

Metro projects are characteristically large infrastructure projects and are complex in nature
involving construction and integration of facilities like Viaduct, permanent way, stations
including Electrical & Mechanical Systems, traction, Power supply, Rolling stock, Signaling
& Train Control, Communications Systems, Automatic fare collection System and Depot.
Typically, gestation period for these projects is 4-5 years. The main components of the metro
project are discussed below.


Viaducts are elevated civil structures constructed so that the Metro systems run above the
road level allowing road-based traffic to continue to move on road without much obstruction.
The viaducts typically occupy a small footprint on the existing roads.

The metro system planned for Hyderabad is will be completely elevated and will have a
viaduct for the entire length of 72 Km. The alignment will typically run on the centre of the

Metro stations are facilities created along the route for the passengers to board and alight
from the trains. The stations in this project are all elevated and the spacing between them is
around one km. This is done to reduce the walking distance, so as to increase the
convenience of the passengers. They will be provided with amenities such as escalators and
elevators to reach the stations, announcement boards, electronic display systems among
others for passengers. Commercial will also be provided on stations. Hyderabad metro
stations will also have service roads underneath them to provide last mile connectivity by
allowing other public transportation systems use it for dropping/picking passengers right in
front of the stations and ensure uninterrupted traffic. The signboards of Hyderabad Metro are
displayed in Telugu, English, Hindi and Urdu at metro stations. There are going to be 66

Section Length (km.) Stations

Corridor-1 Miyapur – L.B Nagar 28.87 27
Corridor-2 Jubilee Bus Stand – 14.78 16
Corridor-3 Nagole – Shilparamam 27.51 23
Total 71.16 66

Rolling Stock (Train)

On 12 September 2012, Larsen and Toubro Metro Rail Hyderabad Ltd (LTMRHL)
announced that it has awarded tender for supply of rolling stock to Hyundai Rotem. The ₹18
billion (US$280 million) tender is for 57 trains consisting of 171 cars which will be delivered
in phases at least 9 months before the commencement of each stage. On 2 October 2013,
LTMRHL unveiled its train car for Hyderabad Metro. A model coach which is half the size
of the actual coach, was on public display at Necklace Road on the banks of Hussain Sagar in
the heart of Hyderabad. The trains will be 3.2m wide and 4m high. There will be 4 doors on
each side of each coach.

 Safe, efficient and reliable for operations.

 Lightweight and elegant Stainless Steel/Aluminum
 High Technological standard
 Modular design
 Trains will be air conditioned
 Automatic Train Protection (ATP)/ Automatic Train Operation (ATO)
 CCTV in cars
 Energy regeneration during electro dynamic braking.
 Mobile and Laptop Charging Points
 Dedicated space to accommodate wheelchair (for people with reduced mobility)

On 10 April 2014, the first metro train for HMR rolled out of Hyundai Rotem factory at
Changwon in South Korea and reached Hyderabad in May 2014. On 31 December 2014,
Hyderabad Metro Rail successfully conducted a training run in Automatic Train Operation
(ATO) mode for the first time between Nagole and Mettuguda.
Automatic Fare Collection System

The ticketing solution proposed for Hyderabad Metro Rail is a state of the art Automated
Fare Collection System based on Contactless Fare Media Technology. Samsung Data
Systems provides the systems and software.

The fare collection system divides the Metro Stations in two areas namely 'paid' and 'un-paid'
areas. The paid and unpaid areas are separated by automatic entry / exit gates and fencing. It
ensures only person having valid ticket enters the system. The system is designed as a closed
one with ticket checking at entry and exit, hence ensuring 100% ticket check in the system.

AFC System Key Features:

 State of the art Automatic Fare Collection System

 Technologies best suited for MRTS and recognized world-over

 Web application to top-up the contactless smart card through internet

 System accepts banknotes, coins, bank cards (credit/debit) and smart cards as a
payment mechanism

 TVMs facilitated with Coin recyclers and Bank Note recyclers

 Integrated Parking Solution for future implementation

The tickets are of two types: Contactless Smart Card (CSC) and Contactless Smart Token
(CST). Contactless Tokens are pre-paid fare media for journey between fixed set of stations.
Token can be purchased for single trip or return trip and are more suitable fare media option
for non-frequent users.

Contactless Smart Cards are stored value cards and are available in the form of either
monetary (e-Purse) or non-monetary (Pass) or combination of both with various options to
attract the regular and frequent users. Money Value equal to fare between any two stations is
deducted from the stored value at the exit Gate.

General Operation:

The fare media either can be procured from the Ticket Offices or Ticket Vending Machines.
Patron then proceeds to automatic Entry Gate Arrays and present the fare media to the
contactless reader writer located on Automatic Gate. If the authentication is valid the gate
will permit the patron pass through the gate to enter from unpaid area to paid area, else gates
will restrict the entry.

In case of exit, patron using the contactless token will deposit his/her token at Exit Gate and
passenger using a contactless smart card will present the card to contactless reader writer on
the Automatic Gate. If all the conditions for a proper exit are met, flaps of the Automatic
Gate will be opened to allow access to the passenger.

Hyderabad Metro Rail has planned three maintenance facilities (train depots) for stabling and
maintenance of trains, rail systems and engineering maintenance vehicles.

Each line has a supporting depot where all the trains of that line shall be stabled in night.
These maintenance depots are manned round the clock and are equipped with all facilities
and resources required for efficient and effective maintenance of rail system assets.

The three depots planned in 72 km rail network of Hyderabad Metro Rail are located at:

 Miyapur for Corridor 1 (Miyapur –LB Nagar)

 Falaknuma for Corridor 2 (JBS – Falaknuma)

 Uppal for Corridor 3 (Shilparamam – Nagole)

The Uppal depot is the main depot cum workshop where the overhaul and corrective
maintenance facilities for whole fleet are planned. The other two depots have basic facilities
for scheduled preventive maintenance and minor corrective maintenance.
Major facilities planned in these depots are:

 Automatic train wash plant

 Inspection and workshop bays

 Offices

 Depot control center

 Covered & open Stabling lines

 Infrastructure maintenance facilities

 Electrical & Mechanical workshops

 Electronic repair shops

 Open and outdoor storage facilities

 Wheel profiling lathe

 M&P for repair & overhaul

 Training, conference rooms, Cafeteria etc.

The maintenance workshops are managed by a team of managers who plan, coordinate and
manage various activities in depot to ensure that the trains are well maintained and cleaned
for daily passenger service.

Every night when trains return from revenue services the trains are thoroughly washed at
train wash plant before it is stabled on stabling lines. Daily internal cleaning is carried out
before inducting trains in service to provide clean environment and ambience to passengers.

The trains are inspected, checked and certified 'fit-for-service' to allow train service in
passenger service. This requires thorough analysis of data downloaded from train, visual
inspection by team of engineers & technicians, successful completion of on-board test of
vital safety systems and other comfort functions of trains.

The revenue stream for the project comprises of

 Fare revenues from Metro rail system

 Non-fare revenues like advertising, parking, station retail, etc.
 Revenues from Transit Orient Development (TOD).

Fare Revenues

In line with the Central Metro Act, the Metro Rail Administrator (Concessionaire – L&T
Metro Rail (Hyderabad) Limited) has fixed the fare as below:

Revision of Fare

The basic fares shall be increased as provided in the concession agreement. The basic fares
shall be increased annually without compounding by 5% for a period of 15 successive years
commencing from April 1, 2014.

Advertising on HMR Spaces is all about emotional connect with the target group - The
Hyderabad Metro Rail Project will transform the city of Hyderabad into one of India's most
futuristic cities with a new urban landscape marking the beginning of an era of seamless
commuting in India.

Hyderabad Metro Rail, with its potential is not only a boon for the people of Hyderabad, but
also for Brands/Companies looking for smart & unique Advertisement opportunities that will
fetch them.

 Cut through the clutter

 Top of the mind recall

 Competitive edge

 Varied Reach

 Awareness & Exposure

 Deeper Market Penetration

The new city of Hyderabad offers unique advertising opportunities for Individual
Brands as well as Advertising & Media companies, positively impacting life style

 Rights Business:

o Station Naming Rights: List of Stations.

Eg: “XYZ” (brand name) Ameerpet (station name) station, “Invesco Prakash

o Corridor Naming Rights: An Individual corridor to be named after a Brand.

Eg: Line crossing “XYZ” (brand name) Corridor (either 1, 2 or 3)

o Pouring Rights on stations: A leading beverages brand shall be entitled to sell its
range of beverages across stations. LTMRHL signed the agreement with
Hindustan Coca-Cola Beverages Pvt Ltd (Coke) for pouring rights of all 64
stations on HMR for the first seven years.

o Broad casting Rights: Rights to air only a channel on station (s). The agreement
with Shreyas Broadcasting Pvt Ltd was signed during the early construction phase
of the project giving TV5 the exclusive right to be played at the metro stations.

o Experiential Marketing Rights: Rights to sample a product (s) on station (s)

 Advertising on Smart Card & Tokens:

o The Smart Cards & Tokens will be available four months prior to Commercial
Operations Date

o Initial Smart Card launch will be for # 10,00,000

o Initial Token launch will be for # 8,00,000

 Standalone Advertising Possibilities:

o Outside the stations

o Inside the stations

o On the train exteriors – Train wrap

o Inside the trains – Static & Digital

o On the piers/pillars

o On the portals

o On the viaduct

o On the Transit Oriented Development spaces


HMRL will provide ample four and two-wheeler vehicle parking spaces. In the initial phases,
users wouldn’t be charged. Every station will have parking for two wheelers but only few
stations will have parking for four wheelers. 12 stations will have multi-level parking units
built for parking space for more commuters. An integrated smart parking system will be
implemented across all stations.

The parking charges are announced by Hyderabad Metro Rail and said these are temporary
only to avoid the loss for the contractor. The parking charges will be revised later.

Metro Parking Charges Hours At Miyapur Other Metro Stations

Bike First 2 Hours 6/- Rupees 5/- Rupees

After 2 hours 2/- Rupees Per hour 2/- Rupees Per hour

Car First 2 Hours 12/- Rupees 10/- Rupees

After 2 hours 6/- Rupees per hour 5/- Rupees per hour
Station Retail

The typical characteristic of any metro station is that it is used by its adjoining/adjacent
neighborhoods not only for a seamless travel but also to fulfil their daily needs. In line with
today’s fast paced lifestyles, retail opportunities at stations have been developed to cater to
the daily requirements of commuters making the metro their one stop solution.

Businesses today reach out to consumers and deliver products at their homes or at any other
convenient place on their way back home or place of work – the metro model is ideally
suited for this kind of a distribution model.

Hyderabad Metro Rail, as a seamless and a comfortable mode of travel is not only a boon to
the commuters but also to retailers who are encouraged to set up various types of retail stores
at the stations.

At HMR, we have developed each station as an independent centre catering to the needs of
the traffic plying through it daily. Each centre is slated to have the following categories:

Retail: Convenience, grocery, vegetable, daily needs & accessory stores

F&B: Quick service restaurants, large format food courts

Service: ATM, medical stores, laundry centres etc.

Total No: of Stations: 64

Type of stations:

Typical Stations: 55

Interchange Stations: 3 (Ameerpet, MGBS & Parade Grounds)

Special Stations: 4 (Hi-Tech City, Punjagutta, Shilparamam/Raidurgam & Begumpet)

Station Retail in a nutshell:

 A typical station has retail space ranging from 2,500 s.ft. to 9,000 s.ft. at two different
locations at a concourse level:

1. Station Retail Box: Stores sizes ranging from 100 s.ft. to 350 s.ft.

2. Entry Exit Retail Area: Store sizes ranging from 1000 s.ft. to 2500 s.ft.

 Interchange and special stations have retail spaces ranging from 10,000 s.ft. to 40,000
s.ft. with store sizes ranging from 1500 s.ft. to any maximum possible size. These
stations will eventually become destination stations with electronic stores,
entertainment themes.

 Space will be allocated on ‘first come first served’ basis

Ola-L&T HMRL Partnership

Ola joins hands with L&T Metro Rail Hyderabad Ltd (LTMRHL) as the mobility partner to
bolster a strategic multi-layered association to enable seamless last mile connectivity for
hundreds and thousands of metro commuters

 Partnership enables integration of Ola’s mobile wallet, Ola Money and cab booking
experience through TSavaari, the official Hyderabad Metro Rail app

 Ola to set up kiosks within the station premises at Miyapur, Ameerpet, Nagole, KPHB
Colony; to expand to other stations in coming months

 Dedicated Ola zones for cabs at the metro stations resulting in reduced waiting time

Paytm-L&T HMRL Integration

L&T HMRL and Paytm have tied up so that now you can recharge your metro smart card
through Paytm. This makes it easier to recharge and also provides you cashback and other
offers. You can also link your Paytm wallet in the Tsavaari app and recharge your smart
Transit Oriented Development (TOD)

Efficient, safe, reliable and comfortable public transportation system emphasising on a

Transit Oriented Development (TOD), contributes significantly in improving the liveability
index of a City. Hyderabad Metro Rail project envisions the same philosophy and shall help
establish Hyderabad as a top standing city globally.

TRANSIT ORIENTED SYSTEM is an inspiring trend in creating vibrant urban spaces

integrated with a high-quality transit system that enhance the quality of life.

TOD of Hyderabad Metro Rail Project shall provide ample parking & circulation areas along
with vibrant spaces for work, shopping, leisure, entertainment and healthcare.

 Total Development Potential – 18.5 million sq ft

 At Terminal Locations – 12.5 million sq ft

 Adjoining Metro Rail Stations – 6 million sq ft

With options for independent Built to Suit and multi-client facilities, TOD shall offer:

 Office Space - IT/ITES and others

 Retail - Malls, High Street Retail, etc.,

 Hospitality - Hotels, Service Apartments, etc.,

 Healthcare - Hospitals, Poly Clinics, etc.,

 Others - Convention Centers, Entertainment zones, Theme parks, Warehousing, etc.,

 Stations - Convenience Retail

TOD Value Proposition:

Hyderabad Metro Rail connectivity will help in operational cost arbitrage.

 For companies it will reduce transportation costs significantly apart from enhancing
the quality of life of the workforce.

 For the retail segment, higher footfalls due to customer travel convenience will be an
added advantage.

Development activities initiated for the First Phase of TOD:

 Depot Locations – Options for large facilities / campus style developments.

 6 million sq ft at key locations along the Metro corridor.

 Urban integration.

 Convenience Retail space at Metro Rail stations.

Chapter 3 – Comparison with Competitors
The Metro railway system and service are operational in 10 cities in India. These are
Kolkata, Delhi, Bengaluru, Gurugram, Mumbai, Chennai, Jaipur, Kochi, Hyderabad, and
Lucknow. The metro rail has become the most affordable and convenient mode of travel.
Metro rail is providing good connectivity in the congested cities of India and its success has
made a case for setting up the metro rail in other cities where there is a large urban
population and traffic congestion. As the metro rail has been connected to major railways
stations and airports, travel has become an enjoyable activity.

In 2006, the National Urban Transport Policy proposed the construction of a metro rail
system in every city with a population of 20 lakh (2 million). On 11 August 2014, Union
Government announced that it would provide financial assistance, for the implementation of
a metro rail system, to all Indian cities having a population of more than 1 million. In May
2015, the Union Government approved the Union Urban Development Ministry's proposal to
implement metro rail systems in 50 cities. Most of the planned projects will be implemented
through special purpose vehicles, which will be established as 50:50 joint ventures between
the Union and respective State Government. The Union Government will invest an estimated
₹5 lakh crore (US$77 billion). In a new draft policy unveiled in March 2017, the Central
Government stated that it wanted state governments to consider metro rail as the "last option"
and implement it only after considering all other possible mass rapid transit systems. The
decision was taken due to the high cost of constructing metro rail systems. In August 2017,
the Union Government announced that it would not provide financial assistance to new
metro rail project, unless some sort of private partnership is involved.
Delhi Metro

The project is being developed by Delhi Metro Rail Corporation (DMRC), a company
incorporated with equal equity participation from Government of India and Govt of the
National Capital territory of Delhi. DMRC will be developing a metro rail network across
Delhi by 2021. Phase 1 of the project was successfully completed on 11th November 2006,
consisting of 3 lines totaling 65 km. of length and 59 stations at a cost of Rs. 10,571 Crores.
Phase 2 tentatively consists of 121.17 km. of track and 81 stations.

Chennai Metro

Chennai Metro Project is being developed by Chennai Metro Rail Ltd. (CMRL), a special
purpose vehicle, incorporated on 3rd December 2007, and sponsored by the Govt of India and
the Govt of Tamil Nadu. Phase 1 of the project consists of 2 corridors, linking
Washermenpet to Chennai airport and Chennai central to St. Thomas mount. The
construction for phase 1 of the project is scheduled by 2015.

The total length of the 2 corridors is 45.1 km., of which 24 km will be underground and 21.1
Km. will be elevated. There will be 27 stations along the 2 corridors including 2
interchanges. The estimated project cost is 14000 crores.

Bangalore Metro

Bangalore metro Project is being developed by Bangalore Metro Rail Corporation Ltd.
(BMRCL), a company promoted by Govt of India and Govt of Karnataka. The company has
been incorporated for the implementation of the mass transit rail system, christened ‘Namma
Metro’, at Bangalore. The approved total project outlay is 8158 Crores.

The East-West corridor is 18.10 Km. long between Baiyappanhalli and Mysore road. The
24.20 Km. North-South will begin operation between Nagadandra and Puttenhalli. Out of the
42.30 Km., 8.822 Km. will be underground.
State Operational Company Distance Project Daily No. of
Year in Cost Ridership Stations
operations (Estimated) (Estimated)
Hyderabad 2017 Hyderabad 30 Km 20000
Metro Rail Crores 75,000 64
Delhi 2002 Delhi Metro 277 Km 70000 2.76 184
Rail Crores million
Ltd (DMRC)
Chennai 2015 Chennai 35 Km 14000 30000 26
Metro Rail Crores
Bangalore 2011 Bangalore 42.3 Km 8158 350,000 41
Metro Rail Crores
Mumbai 2014 Mumbai 11.4 Km 21000 277,000 12
Metropolitan Crores
Metro One
Chapter 4 – Data Analysis
Revenue Composition

Revenue Composition



Fare Revenues Non Fare Revenues TOD

As you can see the Revenue Composition, The Fare Revenues take up 40 %, The Non-Fare
Revenues take up 5% and TOD takes up 55% of the revenues.

The fare revenues consist of 40% of the revenue. The fare rates can be increased by 5%
every year for 10 years.

The revenues are to come from passenger fare and the rest from property development and
rentals. Of the 269 acres allocated for the Rs 14,132 crore project, 57 acres and 18.5 million
sq. ft. of built-up space are available for commercial exploitation. The project could enjoy
lease rentals for 30 years, extendable by another 30 years, after which it would have to be
handed over to the government.

The Non-fare revenues are minimal at 5%. They are an additional source of revenue which
can be earned from the assets of the metro stations. They consist of various sources such as
advertising, lease rentals, station retail, etc.
Non-Fare Revenue Sources

Advertising Other non-fare revenues

Standalone revenue (Pillars, boards) Revenue Sharing
Naming Rights Lease Rentals
Pouring Rights Optical Fiber Cable (OFC)
Station Retail Office Rent
Train wraps Training income
Experiential rights Kiosk space leasing
Advertisements inside stations Skywalks
Train inside advertisements Static and Wi-Fi
Smart Card advertisements

The Non-Fare Revenues are divided in two categories as Advertising and Other Non-fare
revenues. The above table consists of various sources of the both categories. These all are the
various sources through additional revenue is generated.
Chapter 5 – Finding’s & Conclusion

1. L&T Hyderabad Metro is the largest PPP project in the world which is worth more than
20000 Crores.
2. The project is being developed under DBOFT (Design, Built, Finance, Operate, Transfer)
3. The Hyderabad metro rail is 72 km covering 3 major high-density traffic corridors of
4. The project is funded on a debt equity ratio of 70:30.
5. A consortium of 10 banks lead by SBI has funded the major debt.
6. The project is constructed on an elevated viaduct which also uses many other
technologies like Rolling stock, CBTC, Passenger Information display, etc.
7. There are 3 major sources of revenue for this project. They are
 Fare revenues from Metro rail system
 Non-fare revenues like advertising, parking, station retail, etc.
 Revenues from Transit Orient Development (TOD).
8. Fare Revenues cover 50% of the total Revenues while the remaining 50% of the revenue
is composed of Non-Fare revenues and TOD.
9. The metro started its operations on 29 November 2017. It is going to take 6 or more years
to break even and start earning profits.
10. At present it serves 75000 commuters daily which will increase when the project is fully
11. You can catch a train every 6 and 30 mins which will decrease to every 3 mins after the
completion of the project.
12. The Non-Fare Revenues consist a minimal of 5% of revenue. They are an additional
source to raise extra income from the assets of the metro project.
13. The Non-Fare Revenues are divided in two categories as Advertising and Other Non-fare
14. Advertising revenues haven’t reached the full potential yet. When the project is
completed the advertising will increase as there will be a wide spread coverage across the
15. It is the first metro rail project to offer pouring rights and broadcasting rights.
16. Other Non-fare revenues consist of Lease rentals, Revenue sharing, OFC, Training
income and office rent.
Hyderabad Metro was built to reduce the pressure and stress of the increasing commuters
in the city. The public transport system wasn’t enough and private transport grew which
made it harder to travel. The metro project is a 72 Km. stretch built in 3 high-density
corridors is being done by L&T HMRL (L&T Hyderabad Metro Rail Limited), a Special-
Purpose Vehicle (SPV) incorporated to implement the project. The project is being
developed under DBOFT (Design, Built, Finance, Operate, Transfer) basis on Public
Private Partnership (PPP) mode.
The project is worth over 20000 Crores so the Govt understand it is not viable for the
company to be dependent on only fare revenues hence it has provided them some 53
acres (18.5 Million Sq. ft) for real estate development which is called as Transit Oriented
development (TOD). Thus, the revenue composition is Revenue (50%), TOD (45%) and
Non-Fare Revenues (5%).
Non-Fare Revenue sources contribute a minimal revenue, they are income sources which
can generated from the assets of the metro project. They compose of two major
departments, Advertising and Other non-fare revenues. Advertising department consists
of various platforms (pillars, train wraps, inside trains, smart cards, etc.), Station retail,
naming and pouring rights. The other Non-fare revenue sources are lease rentals, OFC,
Office rent, Training income, Revenue sharing, Skywalks, etc.

Hyderabad Metro to increase

frequency, speed of trains

File Photo of a Hyderabad Metro rail station. - The Hindu


Uber, Hyderabad Metro partner for first, last mile connectivity

L&T Hyderabad metro to go green

Nod to adopt CBTC system


L&T Metro Rail (Hyderabad) Ltd will increase the frequency and speed of metro rail services from 6
am on Saturday, April 21.

After checking the functioning of Communication Based Train Control (CBTC) system, the
Commissioner of Metro Railway Safety (CMRS) Ram Kripal has issued the certificate to adopt the

This enables the metro to run trains with increased frequency and speed on the Nagole-Ameerpet
section of Blue line.

During peak hours (8 am to 11 am) and (5 pm to 10 pm) trains will run on a frequency of 7 minutes.

During non-peak hours, the frequency will be 8 minutes on both Red (Miyapur to Ameerpet) and
Blue (Nagole to Ameerpet) lines. The Red and Blue line trains at Ameerpet Metro station will be
synchronised to enable smooth and efficient passenger transfer.

NVS Reddy, MD, Hyderabad Metro Rail Ltd, said in a statement, “This augur well for Metro Rail
commuters and the frequency will be further increased as per demand in future.”
KVB Reddy, MD & CEO, LTMRHL, said, “We are committed to provide best in class metro rail
services to the citizens of Hyderabad and this is a step in that direction.”

Nearing completion
The $3-billion metro is at advanced stage of completion with a stretch of about 30 km of the 72-km-
long metro rail commissioned in November 2017. Works on other sections are at advanced stage.

Two lines are expected to be fully commissioned during the second half of this year.