Reliane Infra Presentation On Infrastructure and Urban Mobility - Challenges Faced

Challenges faced by private parties in planning design and operation of rail / guided transit"
Presenter - Anil Gupta

(President & Head Infrastructure)
5th December 2011
Urban Mobility India Conference & Exhibition 2011

(3rd to 6th December 2011)
Slide 2
Slide 3
RInfra Overview
Generation Transmission Roads & Sea Link Metros
Distribution Trading
R Infra Presence
Cement Airports
Power Sector Infrastructure Sector
Slide 4
PAN India Presence

Delhi: 3 projects
1 Road Projects, 1 Metro & 1 Distribution
Punjab & Himachal Pradesh : 1 project

1 Transmission Project
Madhya Pradesh, Uttar Pradesh & Chattisgarh & Haryana,: 3 projects

1 Ultra Mega Transmission Project 1 Road Project , 1 Cement Plant
Rajasthan : 1 project
1 Road Project
Gujarat : 2 projects
1 Road Project & 1 Transmission Project
Maharashtra: 15 projects
1 Road, 2 Metros, 1 Sea Link, Maharashtra 5 Airports, 1 Real Estate, 1 Cement plant , 1 Generation, 2 Transmission & 1 Distribution
Andhra Pradesh & Orisaa: 3 projects

1 Ultra Mega Transmission Project , 1 Hyderabad Real Estate & 1 Samalkot Power Generation Plant
Goa : 1 project
Goa Power Generation Plant
Tamil Nadu: 6 projects Karnataka : 1 project

Wind Farm Generation Plant 6 Road Projects
Kerala : 1 project
BSES Kerala Power Generation Plant
37 Projects
17 States
8 Sectors
Slide 5
Infrastructure Portfolio
Business Roads Metros
Infrastructure Businesses
No. of projects 11 3 1 2 5 22
Project Cost ` Bn ` 120 Bn ` 160 Bn ` 46 Bn ` 47 Bn ` 5 Bn ` 380 Bn
Sealink Cement Airports Total
Largest private sector infrastructure developer on ownership basis

Slide 6
Metro Rail Portfolio

Details
Project Cost
(Rs. Bn)
Delhi Metro 28.8 70:0:30 23 Feb 2011 30 years
Mumbai Line-1 23.6 51:27:22 11 Q4FY12 35 years
Mumbai Line-2 110.0 64:21:15 32 Within 5 years 35 years^
Debt: Grant: Equity Length (km) CoD Concession Period* Shareholding
Ridership
in lacs (on 1st yr Operation)
0.36 (Yr 2012)
7.0 (Yr 2012)
14.0 (Yr 2016)
Expected ridership over 21 Lacs [66 km]
* Including construction period
^ Could be extended for further 10 years
3 Projects
66 kms
Project Cost - ~Rs.160 Bn

Slide 7
Project Delhi Airport Express
1st PPP Metro Project to be operational in India. High Speed Metro , tops speed of 120kmph. Connecting Airport, Dwarka Subcity, Dhaula Kuan, Aero City to New Delhi/CP. Provides check in facility within city at New Delhi & Shivaji Stadium station, Dhaula Kuan (Passenger only) Have brought Delhi to league of selected cities having such a facility.
Project Cost Rs. 2,878 Crs Length 23 km, largely underground.
Stations 6 nos, 5 underground and 1 elevated. Concession Period 30 years(incl. Construction

period)
Travel time from New Delhi to Airport reduced to 18 mins.

Slide 8
Project Mumbai Metro One
Metro Line - 1
Versova Andheri Ghatkopar Project
Project Cost Length Stations Grant (VGF)
Rs. 2,356 Crs 11.4 km (Elevated) 12 nos. Rs. 650 Cr.
Concession Period 35 years(incl. Construction period) Expected Traffic 7 Lakhs per day in the opening year East West to East travel time to reduce from 90mins to 20 mins
Slide 9
Project Metro Line - 2

(Charkop-Bandra-Mankhurd Metro Project )
Metro Line - 2
Project Cost Rs. 11,551 Crs Length Stations 33 km 28 nos.
GoI/GoM to provide Rs 2,298 Crs as Viability Gap Funding (VGF) Concession Period 35+10 yrs (incl.5 yrs Construction) Expected Traffic 14 Lakhs per day in the opening year To provide North - South Connectivity Direct connectivity to all the Suburban Rail Lines Western, Central & Harbour Reduces Travel time by 90 minutes
Slide 10
Slide 11
Implementation/Operation Framework
1 Planning 2 Design 3 Execution 4 Operation
Challenges Due Diligence Logistics Type of structure Intermodal Integration
Challenges Depot Route finalization Phase Commissioning
Challenges Clearances pre construction Right of Way Safety issues Public interface Utilities
Challenges RAMs requirements Operation hours Training Depot issues Intermodal integration Safety
Slide 12
Implementation/Operation Framework
1 Planning Design Execution Operation
Challenges Due Diligence Logistics Type of structure Intermodal Integration
Slide 13
Implementation / Operation Framework

Planning Design Execution Operation
Due Diligence
Due diligence by Concessioning Authority before awarding/ inviting of bids. Few examples:
Delhi Airport Express 1) Original plan was with at-grade siding at Palam, this would have facilitated the material movement and access during construction 2) Long inter-station distances(7 km) without evacuation passage during emergency. Mumbai Metro-1 1) Depot Ownership was not with Concessioning authority 2) Final available depot land different from original DPR (shape & size) Mumbai Metro-2 1) Both the depot lands falling in CRZ.areas 2) Part of the elevated viaduct infringing the Aircraft landing funnel 3) Railway approvals for crossing Railway tracks/ lands. 4) Lack of clarity on the Commercial Space utilisation. 5) Location of the DN Nagar station (MCGM Land) and Bandra Station (Relief and Rehabilitation issues).
Slide 14
Delhi Airport Metro Express

Layout of Dwarka Depot (as planned earlier )
Depot land location changed by DMRC Due to change in land in-fructuous works had to be done e.g.: Geo-technical investigations Depot Layout planning Constraint leading to 3 trains in the line
Original Location
Changed Location
Slide 15
Mumbai Metro Line 2

Layout of Charkop car shed showing CRZ areas
Challenges
Total depot area 18.7 hectare 82% (16.2 ha) falls under CRZ No heavy maintenance allowed Proposed construction on stilt Leads to cost & time over run Un-hygenic work environment
Slide 16
Mumbai Metro Line 2

Layout of Mankhurd Depot showing CRZ areas
Challenges
Total depot area 24 hectare 91% (21.8 ha) falls under CRZ Zero maintenance allowed on CRZ-1 Depot on stilt as no alternate land Leads to time & cost over run
Slide 17
Mumbai Metro Line 2

Infringement of aircraft funnel near Juhu Station
18
Slide 18
Mumbai Metro Line 2

Infringement of aircraft funnel near Juhu Station
Viaduct
Slide 19
Mumbai Metro
Railway Clearances
Mumbai Metro Line1
Railway Clearances Andheri Steel Bridge Long approval process & has implication on design and planning
Mumbai Metro Line 2

Railway Clearances Uncertainties at Kurla crossing Ambiguity about the height of Metro track at Kurla. It can be at 7 mtrs or 22 mtrs above ground level. Implications:
On vertical profile upto 2 kms on either side Additional cost impact
In-principle approval is still awaited on this matter.
Slide 20
Mumbai Metro Line 2 Original Plan

BANDRA STEEL GIRDER BRIDGE FOR METRO CBM CORRIDOR (LINE-2) AT KURLA STATION YARD
MANKHURD
FOOT OVER BRIDGE
7.0 M
EXISTING RAILWAY TRACKS (CST-THANE LINE)
Metro Bridge Originally Planned
Slide 21
Mumbai Metro Line 2 Revised Plan

Metro Bridge proposed to be at height of a 5 storey building
BANDRA
STEEL GIRDER BRIDGE FOR METRO AT KURLA STATION
MANKHURD
22 M
3.0 M FOOT OVER BRIDGE
PROPOSED ELEVATED CORRIDOR (RAILWAY)
7.0 M
EXISTING RAILWAY TRACKS (CST-THANE LINE)

Slide 22
Mumbai Metro Line 2

Problem of Commercial Development

CA allowed for commercial development above the platform level. Present rules do not permit. Development Control Rules (DCR) are under modification since last two years. Creating Commercial Space above the stations is difficult, since Fire Laws require separate escape stairs for persons above the platform. This causes huge constraints on the footpath space.
Slide 23
Mumbai Metro Line 2

Station with Concourse and Platform
.next
Slide 24
Mumbai Metro Line 2

Implication of Commercial space above Platform level
4.0m 25m 4.0m
Additional floor above PF requires extra staircases on the Pathway.
Com mer cial
Floo r
25m
30m
m 4.0
Challenges
More setback on already constrained road Infringement with existing structures
m 4. 5
Ca rri ag ew ay
Ca rri ag ew a yd ow
up
Slide 25
Mumbai Metro Line 2

Locations where local Issues may affect alignment Challenges

Infringement with Aircraft funnel path
Infringement with EHV lines at 13 nos. locations Infringement with monorail crossing and road flyover
R&R issues at Kurla & Bandra Depot on CRZ areas Railways approval
26
Slide 26

Logistics
Logistics plays major role in Construction methodology, costing & timelines. Need for Govt. to identify & make available casting yards ahead of bidding. This ensures level playing field during bidding but also smoothen the execution greatly. Metro -1 :
CA , had provision for 2 nos. casting yards against 1 no. made available. This had implications on Cost & timelines of project (also, logistics & planning) We faced logistic issues with U-girders due to RoW availability
Metro -2 : Based on learning from Line-1, moving to segmental approach

methodology. However, Segmental methodology, requires Continuous stretch of RoW Location & nos. of casting yards would decide the contracting strategy
Slide 27
Contracting Strategy : ( Based on 3 Casting Yards)

Planning Design Execution Section (From-To) Operation Length (km)
Package
Sub Str 1 + Super Str 1,2,3 Package Sub Str 2 Package
Sub Str - 1 Sub Str - 2 Sub Str - 3 V2 Package V3 Package
Charkop to D N Nagar D N Nagar to Juhu Juhu to Bandra Bandra to Kurla Kurla to Mankhurd
9.30 3.25 6.37 6.75 7.44
V1 Package
Sub Str 3 Package V2 Package 2 V3 Package
Slide
28
Contracting Strategy : ( Based on 2 Casting Yards)

Package
SS1 Package
Super Structure Package
Section (From-To) Charkop to D N Nagar D N Nagarto Juhu Juhu to Bandra Charkop to Bandra Bandra to Kurla Kurla to Mankhurd Bandra to Mankhurd
Sub Structure 1 (SS1) Sub Structure 2(SS2) Sub Structure 3(SS3) Super Structure I Sub Structure 4(SS4) Sub Structure 5(SS5)
SS2 Package
Super Structure II
SS3 Package
SS4 & Super Structure II Package
SS5 & Super Structure III Package Slide
29

Metro-1 : RoW Availability
Non availability of fronts as per planning hampers the timelines and thus the Cost of project 100% RoW still not available
Slide 30

Metro-2 : RoW Availability (100% by Apr11)

Sr . 1 2 3 4 Particular Viaduct Stations Depot RoW Required 33.71 km 28 stations 2 depots (43 hectare) RoW Available 17.3 km Percentage (%) 51 %
15 Stations 54 % Nil 1 crossing 0% 25 %
Railway Bridges 4 crossings Crossings- In principle approvals
Segmental approach requires more continuous RoW to prevent idling of girder launching truss
Slide 31

Type of Structure
The success of the project is determined by the prompt & efficient execution of civil engineering structure. Urban environment call for greater adoption of pre-cast structures. The logistics of the movement of precast material with restrictions space can also determine the type of construction.
e.g Delhi with generally wide roads, while U girders could be considered as a feasible option, for line 2 in Mumbai we have chosen the option of precast segmental construction.
Slide 32

Challenges
U- Girder handling
Length Width 30 mtr (max.) 5.7 mtr
Narrow Right of Way constraints Hampering planned execution Girder movement, during night hours (4-5 hrs block) Min. width of 7 mtr on straight road & larger on turns
Slide 33

Scheme being adopted for line 2 (segmental construction)
Segment : Width Length 3 mtr 10 mtr
Slide 34

Typical section showing clearances required for a Viaduct
Slide 35

Intermodal Integration
The PPP projects being considered as stand alone, disjointed projects.
Thus, lack of due consideration to all amenities during planning phase poses following challenges post start of operations
Metro Line 1 & Line 2:

No planning for : Car Parking near metro station Intermodal Integration (feeder buses)
Slide 36
Intermodal Integration Delhi Airport Exp

Connectivity between Rajiv Chowk and Shivaji Stadium stn
No Intermodal Integration planned
ng ssi Mi
w bet link
A en e
ne rt li irpo
&
C MR D
Limited & constrained Car Parks near station Intermodal Integration with other modes missing (DMRC, DTC buses etc)
Slide 37
Intermodal Integration Delhi Airport Exp

Connectivity between Railway stn and New Delhi Station (Airport Exp)
No Connectivity with New Delhi Railway Station

SED FO B
Subway Entry
P RO
PO
New Delhi Station
DAMEPL Proposed a Foot over Bridge for passenger convenience, pending with Railway
Slide 38

National Guidelines Technical
Lack of national guidelines.

(multiple standards being followed presently) Route alignment min. Electrical and physical clearances Critical dimensions Rescue facilities min. facilities for attending breakdowns & Accidents Platform Gaps Noise Levels Pressure Changes Minimum technical standards & facilities:
Depot Car Wash Systems Internal Safety certifications and Inspections
No Common standards
In Delhi Metro & Metro- 1, SOD (Specification of Design) prepared later
Clarity on
Metro Administration and associated authority and responsibility
Slide 39

Planning Design Execution
Stations
In-Train Other sensitive installations like depot & Receiving Stations
Operation
Standards in regard to security deployment and scale of equipment
Standards in regard to luggage transfer and customs facilities etc. Integration with other transportation modes and civic facilities
Other upcoming Metro lines
Roads Airports City Centers Mono Rails Pod Taxis,Bus stand,Railway Stations,Taxi stands Drainage Sewerage Hinterland signage
Coordinating agency for facilitation and enforcement

Slide 40

Statutory approvals
(Fire, Height, PTCC, Frequency, Safety, Sub-systems etc)
Lack of Clear procedures, documentation & Time

frame for stage approval
(Concept, Design, Final)
Lack of Clear National Design Standards Execution
Multiple standards
Traffic Diversion
Civic facility Diversion Construction safety standards Long tunnels
Temporary ventilation Access Emergency medical facility Emergency communication
Slide 41
Challenges Depot Route finalization Phase Commissioning
Slide 42

Depot
Depot where the rakes are maintained and stabled is the heart of any Metro System. It requires a large area for carrying out the multifarious activities. Unfortunately in Urban areas the land is at a premium, and the urge of the Govt. is to limit the size to the minimum. Both (Line 1 & 2) depots planning has been beset with difficulties & constraints. Mumbai Line 1 Govt. carved out a chunk of land right in the middle of the depot land and gave to a builder. This has resulted in a very constricted depot with very sharp curves and constrained movement of rakes, men and materials. Mumbai Line 2 Both the depots are embroiled in CRZ issues. The conditions of no maintenance in CRZ zone can virtually sound the death knell of the project unless a solution is found.
Slide 43

Unsuitable shape of plot (Dwarka Depot )
In sufficient width
DMRC Line 3 Viaduct

Depot layout revised according to new land plan and submitted to DMRC DMRC instructed to revise depot layout in order to integrate the function area with property area Layout revised to avoid shunting neck, falling into ramp area. Shunting neck could have been adjusted without changing the layout if DMRC had agreed to provide small additional land near to the ramp. Due to delay in finalization of layout, Depot works were put on hold for 2 months
Slide 44
Mumbai Metro One

Design layout - D N Nagar Depot
Land given to private developer
Slide 45
Mumbai Metro One Depot on Curvature

Challenges
Capacity Constrains for expansion Single Entry & Single Exit tracks Shunting & maintenance constraints Curvature- Wheels & rail wear & tear Security concerns residential area
Slide 46
Mumbai Metro Line-2 Charkop Depot

Challenges
Total depot area 18.7 hectare 82% (16.2 ha) falls under CRZ Embroiled in CRZ issues
Slide 47
Mumbai Metro Line 2

Layout of Charkop car shed showing CRZ areas
Challenges
Total depot area 18.7 hectare 82% (16.2 ha) falls under CRZ No heavy maintenance allowed Proposed construction on stilt Leads to cost & time over run Un-hygenic work environment
Slide 48
Mumbai Metro Line-2 Mankhurd Depot

Challenges
Total depot area 24 hectare 91% (21.8 ha) falls under CRZ Embroiled in CRZ issues
Slide 49
Mumbai Metro Line 2

Layout of Mankhurd Depot showing CRZ areas
Challenges
Total depot area 24 hectare 91% (21.8 ha) falls under CRZ Zero maintenance allowed on CRZ-1 Depot on stilt as no alternate land Leads to time & cost over run
Slide 50

Route finalisation
A seemingly reasonable assumption that the route is final before inviting the bids is also not necessarily be true. Experience of Mumbai Line 1 and Line 2 has shown that various issues like Relief and Rehabilitation (R&R), Public Litigations apart from lack of adequate technical diligence prior to tendering can put the alignment in doubt. Line 2 has been beset with route finalisation issues as the Govt realised the extent of R&R issues in the vicinity of Kurla and Bandra stations. Also in the vicinity of Juhu Airport the elevated viaduct is said to be interfering with the Airport funnel and the aviation authorities want the track to be at be road level, clearly an impossibility, and still to resolved. In the absence of a complete route being finalised it is very difficult to start works on a piecemeal approach. even though the Government with their political compulsions may like the works to get physically started
Slide 51

Route Finalisation - Station Locations

While ideally the stations should be located at about every one Km. or so on a typical metro system, but various constraints prevail: Feasibility from consideration of track alignment as curves and grades are to be avoided. Space constraints as a station for an elevated alignment leaves a complex footprint on the ground due to its piers, lift wells, staircases and escalators.
Slide 52

Phase Commissioning
On a very long alignment , like Mumbai Metro-2, it may be prudent to have a phase commissioning plan
Owing to the complexity of the signaling, traction and track, the phase commissioning should be planned well in advance
Slide 53
Mumbai Metro-2 : Phased Commissioning

Phase 1
Phase 3 Phase 2 2
Slide
54
Challenges Clearances pre construction Right of Way Safety issues Public interface Utilities
Slide 55

Clearances pre-construction
A major issue that the private concessionaire has to contend with is the approvals from a multifarious number of agencies/ bodies. Approvals before project commencement Approvals for Project Commissioning
Slide 56

Broadly there are 2 types of approval required :
Approvals Before Project Commencement RoW from the implementing (Govt.) Authority Buildings Permissions / Fire Building Permissions are required from the Local Municipal Authority, Tree Cutting from the State Tree Authority.
1/2
Utility Shifting from the Municipal Authority and utility owners e.g. HT electrical pylons, Gas Authority, Water, Sewer and storm water lines etc. Casting Yard from the local Municipal Authority and the State Pollution Control Board for noise and air pollution Roads If the roads are a property of PWD or MoRTH, local Municipal Authority. Height clearance for Via Duct / Stations from Civil Aviation / AAI
Heritage Structures If any in the vicinity of the Via Duct or stations ASI approval is required to be sought. Traffic Management / Diversions from the Local Police Dept. Special case specific permissions from MoEF (like in Mumbai for Depot lands falling in CRZ) and Railway Permissions from Central Authorities (for crossing of existing Mumbai suburban railway lines of CR and WR and special bridges, if any)
Slide 57

Broadly there are 2 types of approval required :
Approvals for Project Commissioning CMRS (Commissioner for Metro Rail Safety) Approval required for running the Metro Rail. Buildings Permissions / Local Municipal Authority For discharge of sewerage, storm water and supply of drinking & fire fighting water to the stations. Safety, Health & Environment Approvals required for proper functioning of the infrastructure at the stations for general public at large MoR / RDSO Approvals required from Ministry of Raliways and RDSO for proper functioning of the infrastructure at the stations for general public at large
1/2
EIG (Electrical Inspector General)- Approvals are required for all electrical systems installed for the running of the Metro Rail. IE (Independent Engineer) Approvals required that all the construction and infrastructure is as per best industries practices Fire Final fire NOC is required for the operations of the stations and via ducts from the Local Fire Authority. Lift Inspector Approval required for commissioning of the lifts and escalators to the stations
Slide 58

Right of Way (RoW)
The Right of way can have a serious impact on the planning of the type of structure and of the scheduling.
E.g . in the vicinity of Navrang Cinema on Mumbai Line 1 with access to site only from one direction, we have been forced to do sequential working one at a time at each pier and superstructure as advance construction of substructure would have left no space for the movement of cranes for the erection of girders.
Slide 59

Mumbai Metro One Restrictive RoW Navrang Area
Densely crowded lane
Slide 60

Safety : During execution

A Metro would typically run through a dense Urban corridor. With heavy machinery working amongst dense road traffic , night working hours etc have their own hazards. Despite best precautions and observing highest safety norms accidents are known to occur.
Slide 61

Public Interface
Some medicines are bitter, however they are to be taken none the less.. Metro project similarly , while a boon in long run can bound to cause some inconvenience during construction The concessionaire should work towards minimizing the inconvenience and also managing the public opinion in the interest of project.
Slide 62
Implementation / Operation Framework Public Interface

Challenges
To limit inconvenience to citizens To maintain flow of traffic, limit jams Safety of local people and workers Interference by NGOs/political parties
Slide 63

Utilities
Lack of defined process and ownership of utility shifting It is suggested that, Concessionaire is given an advance payment to expedite the work through agencies. In Line-2 , there are 11 locations where EHV lines are infringing with our proposed alignment. Relocating the towers, involves land acquisition and is a protracted process In Mumbai, shifting of Utilities can be undertaken only in fair season (non monsoon), which puts pressure on the project timelines. Need for : 1)Dedicated corridor for shifting underground cables 2)Need of GIS mapping of underground utility network.
Slide 64
Mumbai Metro -2 - High Voltage lines infringing the proposed alignment

Metro Line 2 Charkop Bandra Mankhurd Challenges

Infringement of EHV lines with route Locations :11 nos.; EHV Lines:13 nos. Interface with multiple utilities Requires diverting of these EHV lines
Raising /shifting EHV lines is a costly & time consuming process.

Slide 65
Mumbai Metro One Complex Utilities & Restricted RoW

Posing Safety and health Hazards to Construction staff, Local people as well as Public
Complex underground utilities network
Utilities very close to Foundations
Restricted & Constrained RoW

Slide 66
Mumbai Metro One Complex Utilities

A typical section showing underground utilities: 1.Live Sewer Lines 2.Electricity Cables
Tata Power : 2 nos. Reliance Energy: 6 nos.
3.Water Pipe lines 4.Storm water drain 5.Gas Pile line
Slide 67
Airport Express Metro- Tunnel Work

Challenges
Concreting in long tunnels for track works Concrete Choking in pipe , leading to waste Spent hours in clearing to restart the work
Distressing and Final Parameter Checking in Progress

Slide 68

Track work in Tunnel
Challenges
Track laying in long stretch of tunnels Difficult conditions, due to lack of oxygen
Staff working in Tunnel
High Speed Track (RHEDA) Installed inside tunnel
Slide 69

Tunnel - BEFORE
TUNNEL - AFTER COMPLETION
Tunnel flooded with water
Tracks inside tunnel
Slide 70
Mumbai Metro One - Andheri Steel Bridge

Pier middle of railway tracks
An engineering challenge
Crossing busiest railway track in Mumbai
Test of skill, swiftness and safety
Restricted working hours limited power blocks
Zero margin for human error
Slide 71

Trains on tracks
300 nos. Segments
Bridge Length No. of spans Span length Height(rail level) Weight (steel) Overall Weight
183 mtrs 3 nos. 61 mtr. 8 mts 1275 metric tonne 1500 metric tonne
1 segment per block : 300 days 2 segments per block : 150 days (5 months) 3 segments per block : 100 days(3.25 months) 5 segments per block : 60 days (2 months)
Efficiency impacts timelines

Note: a)A Block is typical of 3-5 hours b)Availibity of getting dailly blocks is difficult/ challenging Slide 72

Bridge Length : 183 mtrs No. of spans : 3 nos. Span length : 61 mtr. Height(rail level): 8 mts Weight (steel) : 1275 metric tonne
Artists impression
Slide 73
Mumbai Metro One -WEH Bridge

Cable Stay Bridge Technology Challenge
Existing Express way
Positioned at a height of 22 meters from ground
Main road under Express way
Crossing over busiest western express highway
Highly skilled and precision job
Contemporary Construction methodology
Slide 74
Mumbai Metro One -WEH Bridge WEH Bridge (Cable Stray Bridge)
Pylon
Artists impression
Bridge Length No. of cables Height WEH Clearance Pylon height
175 mtr 20 nos. 22 mtr 6.4 mtr 38.6 mtr

Slide 75
Planning
Design
Execution
Operation
Walk through Execution Challenges
Slide 76
Mumbai Metro One Restrictive RoW Andheri Stn Area

Challenges
RoW of 18 mtr against plan of 27 mtrs. Heavy vehicular & pedestrian traffic owing to proximity to andheri station RoW of 18 mtr leading to separate utility building
Slide 77
Mumbai Metro One

Restrictive RoW Saryodaya Hospital
Saryodaya Hospital
Challenges
Due to constrained RoW, girder design changed from U to I girders. Existing road is only 10 mtr wide, as against requirement of 16 mtr. Thus, requires Temporary demolition of boundary wall of Saryodaya Hospital. Sarvodaya Trust not allowing , hampering work.
Proposed Pier
Wall to be demolished
Slide 78
Mumbai Metro One

I-Girders At congested lanes
Challenges
Restricted and narrow RoW (9 -15 mts available against planned road of 27 mts) Led to change from U to I-Girders design
Access issues -Span by span erection at very congested areas Parapet erection difficult - owing to citizens safety, commercial shops underneath etc. Time consuming process over U- Girder as involves site casting of diaphragm and slab
I-Girders
(Cast in Situ)
Slide 79
Mumbai Metro One

Constrained & Narrow RoW Ghatkopar Station
Challenges
RoW of 18 mtr leading to separate utility building Heavy vehicular & pedestrian traffic owing to proximity to Ghatkopar station Close proximity to adjoining structures
..1/2
Utility Building
Station over congested area
Slide 80
Mumbai Metro One

Constrained & Narrow RoW Ghatkopar Station
..2/2
Densely crowded & narrow lane
81
Slide 81
Mumbai Metro One

Heavy Traffic Location : Marol
Heavy traffic on both sides of alignment
Slide 82
Mumbai Metro One

Jagruti Nagar Station Delayed Road due to other Projects
Slide 83
Mumbai Metro One

Constrained RoW owing to densely crowded street
Densely crowded route
Slide 84
Mumbai Metro One

Alignment on curvature / sharp turns
Slide 85
Mumbai Metro One Viaduct Normal & Extended

Pier Cap
Challenges
Long road junctions along the route Extended Pier caps (18 mtr) to avoid pier at center of main junction
2.7 m tr
To maintain aesthetics at major junctions
18. 0
mt r
Main Junction
Location : J B Nagar
Slide 86
Mumbai Metro 2
HT Tower
High Voltage & various other lines infringing the proposed alignment
Slide 87
Mumbai Metro 2
High Voltage lines infringing with proposed alignment
7 locations showing EHV lines infringing with proposed alignment between Bandra to Mankhurd
Slide 88
Mumbai Metro 2
High Voltage lines infringing with proposed alignment
5 locations showing EHV lines infringing with proposed alignment between Charkop & Bandra
Slide 89
4 Planning Design Execution Operation Operation
Challenges RAMs requirements Requirements Operation hours Training Depot issues Intermodal Security integration Inter-modal integration Safety
Slide 90
Delhi Airport Metro Express Operational Challenges

RAMS Requirement
Stringent compliance norms for a Private Operator. Provision for penalties in case of default , threat of termination of Concession agreement for a Private Operator.
Delhi Airport Metro Express System Availability Other Metros Less stringent norms
99.94%
No such punitive provisions for Government Metro Operators
..additional system capacity and redundancy

Slide 91
Delhi Airport Metro Express Operating Hours

Concession Agreement Requirements for Operating Hours

Passenger Service Operating Hours:
CA requires 20 hours passenger services daily Currently at 18 hours from 0530 hrs to 2330 hrs.
CA : Concession Agreement
Challenges
Very Short maintenance period (white hours <5 hr) Test-trials during bedding in period
Constraint due to : Single Depot 23 km stretch 20 Operating hours
Long inter-station distances, increased access time Outstation Train cleaning Security on mainline : Thefts & no. of contractors during start up of operations
Slide 92

Training Train Operator Certification

Train Operator Certifications Interview Psychometric Test
DMRC
Selection Interview Written Psychometric test CADAT for low-speed 60% 80 hrs 40 Kms 4 weeks
Delhi Airport
One or more Selection Interview Computer Aided Drivers' Aptitutude Test (CADAT) for trains above 105 kmph by RDSO 75% 6 weeks 1 week (Minimum 90 Kms.) 4 weeks (Minimum 400 Kms.)
Passing marks Train Simulator Train Handling On Test Track Train Handling (revenue service)
Mumbai Metro Line-1 Mumbai Metro Line-2
No clarity on Train Operators Certification as of now

Slide 93

Training
New Systems Platform Screen Doors (PSD) Baggage Handling System (BHS) RHEDA Track Different Operating Philosophy Front Evacuation BHS blocking the way Additional restrictions due to tunnel sections Variety of Platform combinations Three types of tunnels, via duct and ramp Additional Operating mode (HS Cut Out)
Slide 94

Training
No existing Running system in India Majority of staff new Very little time for acclimatization Direct training to staff (No time to train the Trainers) Section unavailable for training due to intensive testing No Operator willing to take the risk Continuously changing scenario Large number of skill sets to be trained
Slide 95

Depot Issues
Single entry Single line Steep ramp at entry/exit (Danger of roll down) No space to achieve isolation (Provision of Trap) No connection to reliable drainage system (Possibility of back flow) Plot shape unsuitable Integration of commercial space Inadequate distances between points All facilities concentrated at one place (OCC, DCC, Training Centre,
Simulator) making
depot operation very critical
Slide 96
Airport Express Metro- Depot Work

Challenges
Single Line, Single Entry Steep ramp at entry & exit No space to achieve isolation
Slide 97

Unsuitable shape of plot (Dwarka Depot )
In sufficient width
DMRC Line 3 Viaduct

Depot layout revised according to new land plan and submitted to DMRC DMRC instructed to revise depot layout in order to integrate the function area with property area Layout revised to avoid shunting neck, falling into ramp area. Shunting neck could have been adjusted without changing the layout if DMRC had agreed to provide small additional land near to the ramp. Due to delay in finalization of layout, Depot works were put on hold for 2 months
Slide 98

Intermodal Integration
Slide 99

Security Issues
Security is a Sovereign subject Need for policy framework & clarity. CISF State Govt. Security Private Security Risk perception is generally determined by the Ministry of Home affairs. Certain special functions , which are not available with public domain like BDDS (Bomb Detection & Disposal Squad), QRT (Quick Response Team) , Dog Squad. The Security should not be a subject of private and hence the cost of same should not be loaded on to the private player The CA , does not bring clear instructions on the security arrangements for Metro in case of private player..
Slide 100

Risk Sharing
Revenue Accidents Projected Traffic V/s Actual
External causes Major Accidents & Breakdowns
Major Repairs and Overhauls
Sub-optimal use of resources due to short route lengths Sensitive to major disruptions
Migration of key officials
Interoperability in case of contiguous sections/extensions Lack of uniform minimum Operation, Safety & Reliability standards
Resources alignment with Railways, DMRC for Disaster Management

Slide 101

Planning
Connectivity
Design
Execution
Operation
Ticketing (with DMRC); Last mile (bus, rickshaw etc); Car parking Removal of repeat failures; Closure of punch lists/open item lists; Transfer of knowledge, spares etc from suppliers Quality management from projects into operations. Same as the Airports (more than the metro)
Bedding in period
Security Awareness Effective & Efficient Organization Safety Primary Goal Performance Tracking
Marketing / advertisements etc local, national & international Support requirements including training: org should match ridership wherever possible, multi-skilling etc Transition from project safety to operational safety, close working with National Disaster Authority Aligned to CA, back to back with suppliers; emulate international best practices
Slide 102
Slide 103
Enabling Frameworks
1 Policy & Regulatory 2 Financial 3 Commercial Viability 4 Others
Tramway Vs Metro act Training standards Certification body Tariff Taxation Levy of penalties Testing & accreditation
Timely project completion VGF support Project Funding Revenue realization
Traffic (Forecast/ actual) Tariffs Non Fare box revenue Cost & Time over run
Environment Timely Clearance Security (private/CISF) Public perception Stakeholders
Slide 104
Enabling Frameworks
Policy & Regulatory Financial Commercial Viability Others
Lack of clarity in Policy Frame-work
Metro Act V/s Tramway Act Applicability for PPP Projects (Authority split between Concessioning Authority and Concessionaire) Concessionaire to be made party to any amendments to Acts / Rules
Powers and Liabilities as per Metro Act Security Policy Framework missing e.g
Delhi Airport Metro Express , the cost of CISF was not planned as CA had provision for private Security by the concessionaire.
Concessioning Authority Concessionaire Third Party / Contractor Policy for Metro Railway Security Clarity on Cost
Duration Content Tests Minimum Qualification Medical Psychological Refresher / Retraining
Training Standards Model guidelines Competency Certification standards Model guidelines for competency certification.
(Key Officials, TO, Shunting drivers, Controllers, points man etc)
Slide 105
Enabling Frameworks
Policy & Regulatory Financial Commercial Viability
Classification of staff Hours of working and rest period
Others
Staff classification & Working Hour regulation Model Guidelines Alcohol and drug testing standard Tariff uniformity
Breath test levels

Provision for Inflation linked tariff increase Power to commercial establishments in station
Taxation
Project and construction equipment

Electricity duty Local taxes Property taxes Octroi issues, local duties
Should be informed upfront about tax exemptions
Construction in vicinity of ROW Model guidelines e.g Petrol storage tank
Administrator for alignment against unsafe construction

(Especially over the Tunnels): Concessionaire or Concessioning Authority Rules/Guidelines for Metro railway endorsement for construction in vicinity
Slide 106
Enabling Frameworks
Passengers amenities Model Guidelines for Assistance by Emergency Services / Police etc.
Model Disaster Management Plan Assistance of state emergency services in case of emergencies Size & shape
Fire Arms Pets Liability for lost, damaged or late transfer
Carriage of Luggage (Accompanied/ Unaccompanied) Model rules / guidelines Fare fixation Levy of Penalties
Flexibility to fix fares and fare products

Missing penalties: Overstay, Defacing of Metro Property
Slide 107
Enabling Frameworks
Nodal agency for Coordination within MoUD may coordinate for: System approvals from Railway Ministry government For matters impacting all
the Metros
(including performance guide-lines for systems) Nomination of EIG/CMRS etc. Notification of Working Rules etc. Metro Charter to be built for RDSO / Technical certification agency for clarity on: Documents to be submitted Tests to be carried out Deliverables in terms of time-lines
Testing & Accreditation Agency

Guide-lines / Charter for Metro Railways
Slide 108
Enabling Frameworks
Timely completion of Project

To reduce IDC (Interest During Construction)
VGF Support
Timely disbursement
Project Funding
Uncertainty in interest rates Fluctuation in Forex DSRA support(in case traffic doesnt built up)
Revenue Realisation
Risk in Traffic build up Actual Revenue vis--vis Projected
Slide 109
Enabling Frameworks
Traffic Tariffs Non fare box revenue
Forecasted Vs Actual Provision for Inflation linked tariff revision

For improving project viability, non fare revenue is stream is must for the bidder e.g. Retail, Real Estate, Advertisement etc
Critical for success of a PPP project
Slide 110
Enabling Frameworks
Environment
Govt. support for fast track approvals Relaxation in norms & policies for special Infra Projects like Metros
Timely Clearances
Propose to have a single window clearance system to avoid delays
Security (CISF/ Private)

e.g Delhi Airport Metro Express , the cost of CISF was not planned as CA had provision for private Security by the concessionaire.
Public Perception Stakeholders

Support from NGOs, Local bodies, citizens must
Slide 111
Execution Challenges
Slide 112
Airport Express Metro - Challenges
.1/2
Large number of interfaces with civil structures constructed by DMRC. Very long length for concreting in tunnels
leading to repeated choking of concrete. requiring clearing tons of wasted concrete from inside tunnels.
Flooding of tunnels with tons of earth despite temporary flood protection measures. Simultaneous working by all contractors in constricted space of tunnels & stations. Handing over of civil strictures by DMRC in an unplanned and unpredictable sequence making impossible to plan system's work in advance. Last minute surprises due to major changes in civil structures.
Slide 113
Airport Express Metro - Challenges
.2/2
Track occupancy and access management getting extremely critical in the final stages of project commissioning. Multiple variety of rail borne construction vehicles requiring elaborate manual procedures to ensure operational safety in the transition to full operation phase. Situation changing by hour requiring very close coordination. New staff not accustomed to rail borne operation and the dangers of roll down. OTE (Over the track exhaust) ducts raising and alignment requiring high precision. RHEDA track for all the 3 variety of tunnels and via duct with severe limitation on loading.
RHEDA Tracks
First time in the country, behavior not known For speed >250 kmph;Train max. speed:120kmph
Check-In & Baggage Handling System

Implemented 1st time in the country. Integration of two, a highly complex process
Slide 114
Mumbai Metro One - Challenges

Labour Shortages/unavailability affecting planned activities Land availability for Casting Yard & Labour Camps in proximity. Obtaining approvals from various agencies like Railways, Commissioner of Railway Safety, Traffic Police, MCGM, PWI, MPCB etc. Frequent and substantial changes in Project planning and timelines on account of uncontrollable factors:
RoW delay Very constrained RoW Constraints on account of traffic clearances Complex network of underground utilities Over ground structures/ encroachments on the RoW Constraints in Traffic Diversions and barricading Non availability of access/ delay in work due to other agencies
Slide 115
Conclusions
There is need for exercise of greater due dilligence by the concessioning authority before inviting bids. There is need for quicker decision making/actions on the part of Govt. agencies to facilitate the project. A single window clearance is required for all approvals. The Concessioning authority should be empowered or a nodal committee formed to expedite approvals. Cap on VGF (presently 40% of project cost) needs to be eased. A minimum guaranteed fare revenue should be assured to the concessionaire. The Govt. should also share some of the risk rather than the private player absorbing everything. Infrastructure project inputs should get some sort of relief from taxes/levies at least to the same level that the Govt. executing them would have got.
Slide
Q&A

Reliane Infra Presentation On Infrastructure and Urban Mobility - Challenges Faced

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Challenges faced by private parties in planning design and operation of rail / guided transit"

Presenter - Anil Gupta

Urban Mobility India Conference & Exhibition 2011

Power Sector Infrastructure Sector

PAN India Presence

Punjab & Himachal Pradesh : 1 project

Madhya Pradesh, Uttar Pradesh & Chattisgarh & Haryana,: 3 projects

Andhra Pradesh & Orisaa: 3 projects

Tamil Nadu: 6 projects Karnataka : 1 project

Project Cost ` Bn ` 120 Bn ` 160 Bn ` 46 Bn ` 47 Bn ` 5 Bn ` 380 Bn

Sealink Cement Airports Total

Largest private sector infrastructure developer on ownership basis

Metro Rail Portfolio

Delhi Metro 28.8 70:0:30 23 Feb 2011 30 years

Mumbai Line-1 23.6 51:27:22 11 Q4FY12 35 years

Mumbai Line-2 110.0 64:21:15 32 Within 5 years 35 years^

Debt: Grant: Equity Length (km) CoD Concession Period* Shareholding

0.36 (Yr 2012)

7.0 (Yr 2012)

14.0 (Yr 2016)

Expected ridership over 21 Lacs [66 km]

* Including construction period

^ Could be extended for further 10 years

Project Cost - ~Rs.160 Bn

Project Delhi Airport Express

Project Cost Rs. 2,878 Crs Length 23 km, largely underground.

Stations 6 nos, 5 underground and 1 elevated. Concession Period 30 years(incl. Construction

Travel time from New Delhi to Airport reduced to 18 mins.

Project Mumbai Metro One

Versova Andheri Ghatkopar Project

Project Cost Length Stations Grant (VGF)

Rs. 2,356 Crs 11.4 km (Elevated) 12 nos. Rs. 650 Cr.

Project Metro Line - 2

Project Cost Rs. 11,551 Crs Length Stations 33 km 28 nos.

Challenges Due Diligence Logistics Type of structure Intermodal Integration

Challenges Depot Route finalization Phase Commissioning

1 Planning Design Execution Operation

Challenges Due Diligence Logistics Type of structure Intermodal Integration

Implementation / Operation Framework

Delhi Airport Metro Express

Mumbai Metro Line 2

Mumbai Metro Line 2

Layout of Mankhurd Depot showing CRZ areas

Mumbai Metro Line 2

Infringement of aircraft funnel near Juhu Station

Mumbai Metro Line 2

Mumbai Metro Line 2

In-principle approval is still awaited on this matter.

Mumbai Metro Line 2 Original Plan

FOOT OVER BRIDGE

EXISTING RAILWAY TRACKS (CST-THANE LINE)

Metro Bridge Originally Planned

Mumbai Metro Line 2 Revised Plan

STEEL GIRDER BRIDGE FOR METRO AT KURLA STATION

PROPOSED ELEVATED CORRIDOR (RAILWAY)

EXISTING RAILWAY TRACKS (CST-THANE LINE)

Mumbai Metro Line 2

Problem of Commercial Development

Mumbai Metro Line 2

Station with Concourse and Platform

Mumbai Metro Line 2

Additional floor above PF requires extra staircases on the Pathway.

Com mer cial