Project Management

Sec B, Group 2
11DM-073 11DM-084 11DM-087 11DM-091 11DM-095 11DM-098 11DM-111 Mohit Jain Naman Gupta Neha Gupta Niladri Majumdar Nupur Gurbuxani Pallavi Kumar Pravesh Anand

Contents
1. Introduction ......................................................................................................................................... 3 2. Objective ............................................................................................................................................. 3 3. Project planning .................................................................................................................................. 3 4. Execution ............................................................................................................................................ 5 4.1 Execution Period ........................................................................................................................... 5 4.2 Problems during execution............................................................................................................ 7 4.3 Cost and time overrun ................................................................................................................... 7 4.4 Variance from Expectations .......................................................................................................... 7 5. Funding and finances .......................................................................................................................... 8 5.1 Project Financing and Accounting ................................................................................................ 8 5.2 Post implementation cash flow ..................................................................................................... 9 5.3 Other sources of revenues ........................................................................................................... 10 6. Risk management .............................................................................................................................. 10 6.1 Operational Risk Management.................................................................................................... 10 6.2 Security ....................................................................................................................................... 10 6.3 Safety: Anti-derailing.................................................................................................................. 10 6.4 Anti-collision .............................................................................................................................. 10 6.5 To prevent over speeding ............................................................................................................ 10 6.6 Earthquake proofing.................................................................................................................... 11

1. Introduction
Bangalore Metro, better known as Namma Metro, which indigenously means Our Metro in Kannada, is the rapid transit metro rail project covering the city of Bengaluru in Karnataka, India. The agency responsible for the overall project is the Bangalore Metro Rail Corporation Ltd. or BMRCL and they are also the developers and operators of the metro network. The type of the project is essentially infrastructural. We would look at the characteristics of the project.

2. Objective
The objective of the project was to provide a mass transit system. Like any other metro service in India, the rationale behind giving the city a metro were reduced journey time with the rapidly growing vehicles on road and simultaneously cutting fuel use, reducing air pollution and lowering number of road accident cases.

3. Project planning
Initially thought of in the year 1993 as a PPP (public private partnership) but the detailed project report (DPR) was finally prepared and submitted to BMRCL by Delhi Metro Railway Corporation in the year 2003 though the final approval of the project and the scheme with the technical expertise of DMRC and RITES Limited came only in the month of April 2006. So the final DPR envisaged were as follows: Salient features of the project: East west corridor (Purple Line) North-south corridor (Green Line) Total Elevated section Underground section Gauge Traction Speed No. of stations Travel time Headway Signalling Rolling Stock
Source: http://bmrc.co.in/ProjectHighlights.htm

18.10 km 24.20 km 42.30 km 33.48 km 8.82 km Standard Gauge 750 Volt dc Third Rail Max 80 Kmph; Average 34Kmph 40 (33 elevated, 7 Underground) 33 / 44 minutes (end to end) 4 minutes at start; later 3 minutes Automatic Train Protection (ATP) Automatic Train Operation (ATO) 3 Cars train set (DMC-TC-DMC) Extendable to 6 Cars train

Source: http://bmrc.co.in/Network.htm

Stages of a typical project

4. Execution
4.1 Execution Period Implementation of Phase I has been divided into 4 "Reaches" and 2 Underground sections. The schedule for completion of Phase I is as follows: Reach Reach-1 (east) Reach-2 (west) Underground Section (east to west) Reach-3 (north) Reach-3A (north) Reach-3B (north) Underground Section (north to south) Reach-4 (south) Terminals Baiyyappanahalli Mysore Road Minsk Square M.G. Road Magadi Road Magadi Road Opening date 20 October 2011 End of 2012 End of 2013

Swastik Yeshwanthapura Peenya Village Station Swastik

Yeshwanthapura

May 2013

Peenya Industrial Area May 2013 Hesaraghatta Cross Station K.R.Market (City Market) R.V. Road May 2013 End of 2014

K.R. Road

Reach-4A (south)

R.V.Road

Puttenahalli

December 2014 (Dependency on Underground Section (north to south) December 2014 (Dependency on Underground Section (north to south)

Source: http://en.wikipedia.org/wiki/Namma_Metro

In 2006, Navayuga Engineering was awarded the contract to construct Reach 1 of the EastWest corridor. The foundation stone for the Phase I construction was laid by Prime Minister Manmohan Singh on June 24, 2006 and civil construction on Reach I of the line, between M.G. Road and Baiyyappanahalli, commenced on April 15, 2007. Widening of road in R1, R2 and R3 is being undertaken by Surendra Construction Pvt Ltd. Detailed Design Consultants (DDC) awarded to RITES for Reach 1, Span Consultants for Reach 2, Stup Consultants for Reach 3. Detailed Design Consultants (DDC) for Stations awarded as follows: Reach 2 - Span Consultants, Reach 3 - S N Bhobe Associates, Reach 4 - L&T Ramboll Consulting Engineers Ltd. The underground work commenced in May 2011. Each corridor consists of two tunnels which are the first underground tunnels built for trains in South India. The tunnels, dug using tunnel boring machines (TBM), are located approximately 60 feet below ground level, have a diameter of 5.5metres and are 5metres apart. Three TBMs were used for tunnelling work on the Purple Line and they were nicknamed Helen (TBM 1) and Margarita (TBM 2).

Rolling stock: The specification for rolling stock is based on stainless steel-bodied three-car formations, a trailer between two motored driving units. Trains are air-conditioned throughout with designated space for disability access. Although with many automated functions, trains are under driver control. The capacity per train is approximately 1,000 through longitudinal seating, giving a high proportion of the floor area to standing passengers. The maximum attainable speed is 80 km/h (50 mph).

Initially the bids by Bombardier and Siemens, Alstom Projects India Ltd and consortium comprising BEML, Mitsubishi and Hyundai Rotem were shortlisted to supply the rolling stock and coaches. In February 2009, BEML-led consortium was awarded the contract to supply 150 coaches and rolling stock for the first phase of the project. Power supply: The power for the system is 750 V DC bottom contact third rail supply. In December 2009, the ABB Group was awarded the contract to provide power solutions for the first phase of the planned metro network. Signalling and communications: The integrated control centre at Byappanahalli has direct communication with trains and stations are CCTV fitted with visual and audio service information. In September 2009, the consortium led by Alstom Project India Limited, composed of Alstom Transport SA, Thales Group Portugal S A and Sumitomo Corporation were awarded a contract worth Rs. 563.4 crore to supply control and signalling system for the first phase of the project. Facilities and services: All the Metro trains are Wi-Fi enabled (the first metro in India to have this). Passengers also have emergency voice communication with train staff through a speaker system and are provided with a call button to communicate during an emergency. Metro stations will have Powerheart Automated external defibrillator (AED) to protect its commuters against death from sudden cardiac arrest. The devices are manufactured by Opto Circuits (India) Ltd. Kerberon Automobiles ATCAG division won the tender to start cycle docking stations for Namma Metro. All 6 stations of Reach I will get cycle docking stations having a capacity of 70 cycles. The cycles can be rented by commuters and will enable them to travel to areas near the station without having to depend on another form of transport after getting off the metro. Commuters have to register for the service by paying 1000 as refundable registration amount. Commuters can keep the cycle for free for the first hour, but will be charged 10 for every subsequent hour. Parking: BMRCL awarded the contract to Central Parking Services (CPS). The licensee will pay 25 lakh (US$45,500) a year to the corporation as the licence fee for the contract valid for 1 year 3 year at various stations. Vehicle Fee or Parking fees can be paid in cash or using flash cards. CPS stated that it wants to encourage the use

of eco-friendly vehicles and that is why it has decided to provide free parking to such vehicles at its metro station parking facilities. An average of 4,764 cars and 5,721 two-wheelers use parking facilities at Baiyappanahalli and SV Road stations daily. 4.2 Problems during execution Change of government in Karnataka in February 2006 Construction of viaducts 4.3 Cost and time overrun So the construction work and formalities was supposed to kick start in 2005 but a change of government in Karnataka in February 2006 followed by a continued debate over whether the project was financially feasible and apt for the city. Finally, on 25 April 2006 the Indian Cabinet approved the project, which was then budgeted at more than Rs. 5,400 crore (Later revised to Rs. 11,609 crore for Phase I). Namma Metro was originally scheduled to begin operations in March 2010. After the deadline was missed, the Bangalore Metro Rail Corporation Ltd (BMRCL) shifted the deadline to December 31, 2010. It was again changed to April 4, 2011 and then the date of inauguration was set at 15 September 2011. The next deadline set was 26 September 2011 which was also missed. The metro was finally opened for public on 20 October 2011 at 4pm IST by Union Urban Development Minister Kamal Nath. In 2007, BMRCL announced extensions; a northern extension and part of the southern extension in Phase I, thus extending the length of Phase I network to about 42 km (26 mi), with 41 stations. Phase I of Namma metro spans a length of 42.3km and now consists of 2 lines: Line Purple Line Green Line Total Elevated Length (km) 13.22 20.20 33.42 Underground Length (km) 4.88 4 8.77 Total Length (km) 18.10 24.20 42.30 Stations 17 24 41

Source: http://bmrc.co.in/news.htm

The objective of this was to connect the metro to the Outer Ring Road at both ends, and also cover the industrial areas of Peenya in the north-west, thereby providing better connectivity and increasing ridership. In October 2008, the Government of Karnataka approved this extension, which would cost an additional Rs. 1,592 crore. 4.4 Variance from Expectations The Green Line (Reach 3, 3A & 3B) was initially scheduled to be thrown open to the public by the end of 2012. However, according to the BMRCL, because of the time taken by the Indian Railways to approve to works at Swastik Station and Malleswaram 66 metre metro viaduct, the Green Line is expected to open only in April-May 2013. Although Reach 3A may be completed earlier, operations on it cannot commence without the depot in Peenya.

The remaining elevated sections of Purple Line (Reach 2) and Green Line (Reach 4) are scheduled to be completed by December 2012 and December 2013 respectively. They would be opened to the public only after the completion of the underground stretches of the network. The underground stretches will become operational by the end of 2014.

5. Funding and finances

5.1 Project Financing and Accounting
Funding Pattern (Rs. in Crore) Items Sharing Original Cost Pattern shared by w.r.t. GoI & GoK PreRevised Cost Revised Cost to be shared by GoI and GoK Revised Cost to be shared (100% by GoK) Total Revised Cost Sharing Pattern with reference to Revised Cost

1 (a) GOI Equity Interest free Sub Debt Total (b) GOK Equity Interest free Sub Debt Addl. Interest free SD Total (c) Senior 30% 15% 15% 15% 10%

(3+4)

1224.00 816.00

1634.91 1089.94

1634.91 1089.94

14.08 9.39

25%

2040.00

2724.86

2724.86

23.47

1224.00 1224.00

1634.91 1634.91

1634.91 1634.91

14.08 14.08

0.00

579.56

579.56

4.99

2447.00

3269.83

579.56

3849.39

33.16

Debt JICA Loan as PTA, Loan from Financial Institutio ns GOK Total "G. Total (a+b+c)" 45% 100% 45% 3671.00 4904.74 4904.74 42.25

0.00 3671.00 8158.00

0.00 4904.74 10899.43

130.01 130.01 709.57

130.01 5034.75 11609.00

1.12 43.37 100.00

Source: http://bmrc.co.in/ProjectHighlights.htm

The Union Cabinet approved Phase I of the Namma Metro in April 2006 when it was estimated to cost Rs. 5,400 crore. The cost escalated to Rs. 11,609 crore (US$2.11 billion) as various problems delayed the completion. BMRCL received Rs. 700 crore (US$127.4 million) from Housing and Urban Development Corporation (HUDCO), Rs. 25 crore (US$4.55 million) from the Asian Development Bank (ADB), 23% from the Central Government, 33% from the State Government and the rest as a Rs. 4,905 crore (US$892.71 million) loan from the Japan International Cooperation Agency (JICA). On 3 January 2012, the Karnataka government approved a budget of Rs. 27,000 crore (US$4.91 billion) for Phase II of Namma Metro project. It was initially expected to cost around Rs. 25,000 crore. On 27 March 2012, the Asian Development Bank (ADB) signed an agreement to lend $250 million to BMRC to part-finance Phase II of the metro rail project. The loan marked the multilateral lending agencys foray into the urban transport sector in South Asia, the ADB said in a press release. The loan, approved by the ADB Board in March 2011, is the first ADB loan to the urban transport sector without recourse to sovereign guarantees. The State and Central Governments will bear 30% and 20% of the project cost of Phase II respectively. The remaining amount will be obtained through senior term loans. 5.2 Post implementation cash flow During the first month, since the opening of Reach I, about 13.25 lakh people travelled by the metro. On average, 41,390 people took the train every day, while the average daily revenue was Rs. 6, 67,262. The BMRC earned a revenue of Rs. 2.1 crore (US$382,200) in its first month of operation. In the first six months of operation, average ridership went down to 24,968. The BMRC earned a total of Rs. 6.6 crore (US$1.2 million) during the same period. Namma Metro posted a profit of Rs. 41 lakh after almost one year of operating Reach I. BMRCL estimates that nearly 80 lakh passengers travelled on the system, in its first year of operations.

5.3 Other sources of revenues Other revenues sources are Property Development and advertisement. Apart from development of property on metro stations and depot it is possible to raise resources through leasing of parking rights at stations, advertisement on trains and tickets, advertisements within stations and parking lots, advertisements on viaducts, columns and other metro structures, co-branding rights to corporate, film shootings and special events on metro premises.

6. Risk management
6.1 Operational Risk Management The Metro Railway (Operation and Maintenance) Act, 2002, imposes fines and in some cases jail sentences for offences committed on the metro. Anyone indulging in sabotaging the train or maliciously hurting or attempting to hurt other passengers, posting posters or drawing graffiti on the walls of stations, travelling in an inebriated state or creating nuisance, spitting on the metro premises is punishable. 6.2 Security The Bangalore Metro Rail (Carriage and Ticket) Rules 2011 limit the weight of personal baggage to 15 kg. Baggage is manually searched by security guards hired by BMRCL. Bangalore City Police are in charge of external security of metro installations. Plans are underway to install three baggage scanners at stations. 6.3 Safety: Anti-derailing There are two levels of protection built to prevent derailment. BMRCL has installed derailment protection guards to prevent wheels straying from the track. Even if there is slight straying, the protection system will ensure the wheels move in a small space and pathway between the rail and derailment guard and come to a halt immediately within that space. The guard prevents the train from moving forward, forces it to a halt and prevents it from careening over. The second protection is anti-capsize concrete protection walls to prevent the train from falling off the viaduct. The walls have been designed to ensure the train is retained within the viaduct. 6.4 Anti-collision BMRCL has installed the Automatic Train Protection System to ensure collision does not occur. The system automatically senses if there is any object/train on the track ahead and activates the brakes even if the driver doesn't apply brakes. The train comes to a halt a safe distance from the object/train ahead even if it is running at full speed. 6.5 To prevent over speeding The Automatic Train Protection and Operation System prescribe speeds from section to section, straight paths and curves, and if the train exceeds the speed limit, the brakes come on automatically.

6.6 Earthquake proofing The pillars have been built to last 100120 years. They have been tested for the highest braking, temperature, wind, pressure and fatigue, and built to withstand quakes of Zone 3 type, though Bangalore falls in Zone 2 type. Every pier, pillar and concrete structure has 10% more strength than the designed or original strength. The design meets Indian earthquake standards.