Group 7 - Mumhdsakjbai Monorail - Project Management Report

Term IV- Project Management
Analysis of Mumbai Monorail from Project Management Perspective

Group- 07
Kumar Prashant PGP/17/023
Manish Pareta PGP/17/024
Viswa Teja PGP/17/061
Abinash Kumar PGP/17/190
Yogesh Parate PGP/17/125

[ANALYSIS OF MUMBAI MONORAIL FROM PROJECT MANAGEMENT
PERSPECTIVE]
Term IV:
Project
Management

Group 7 Project Management - Mumbai Monorail Page 1

ACKNOWLEDGMENT

We would like to express our sincere gratitude to Professor Rupesh Kumar Pati for
presenting us this opportunity to work on this project on Analysis of Mumbai Monorail from
Project Management Perspective. The knowledge gained from this study has been immense
and there was significant application of the classroom teachings undergone. We thank him for
the continuous support and guidance provided during the course of this project. We would
also like to thank the teaching assistant of this course for her support and assistance for due
completion of the project in time.

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TABLE OF CONTENTS

ABSTRACT ................................................................................................................................................ 3
INTRODUCTION ....................................................................................................................................... 3
MUMBAI MONORAIL PROJECT FEATURES: ............................................................................................. 5
PROJECT SCOPE DEFINITION: .................................................................................................................. 6
PROJECT PLANNING: ............................................................................................................................... 6
WORK BREAKDOWN STRUCTURE: .......................................................................................................... 8
MUMBAI MONORAIL PROJECT IMPLEMENTATION: ............................................................................... 8
STAKEHOLDERS ....................................................................................................................................... 9
RISK ASSOCIATED WITH MUMBAI MONORAIL: .................................................................................... 15
RISK IMPACT ANALYSIS: ........................................................................................................................ 15
WHY MUMBAI MONORAIL STANDS TO FAIL: ....................................................................................... 16
RECOMMENDATIONS ........................................................................................................................... 19
REFERENCES .......................................................................................................................................... 20

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ABSTRACT

This project is aimed to study the project management perspective of Mumbai Monorail. In
this we have analysed the project lifecycle, Stakeholders, Identified the risk, there causes and
impact and what could be the mitigation. We also analysed the current scenario from success
and failure perspective.

INTRODUCTION

Background:

Considering the increase in population, increased travel demand and narrow road networks
running through congested structures, there was a need for a system, which can be a
substitute for the existing bus system and reduce the traffic and time.
The objective was to support the existing suburban and Urban rail system and metro rail
system and was planned to construct where public rapid transit system is not available or
where widening of roads is not possible due to structures on either sides. Mono Rail system is
to be implemented by MMRDA/GOM.
The Mumbai Monorail project is a pioneer project and one of its kinds for the first time in
India. There are many innovative advances in engineering, construction and management, not
only by Indian Standards but at an International level as well. Mumbai Monorail is also the
second longest system in the world, the first being in Osaka in Japan. Although the Mumbai
monorail is the first monorail project in India, there were many other monorail projects,
which were undertaken. This makes the construction of the monorail project in Mumbai
much simpler because there already examples which were successful. Mumbai being a city,
which is densely populated, the monorail project has been a boon to the commuters. Indias
largest engineering and construction conglomerate, L&T with Malaysian based Scomi
Engineering, construct the Mumbai Monorail Project. L&T has used the AutoCAD civil 3D
software for optimized productivity, time and resources.
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Unlike conventional rail systems, the monorail operates on a single beam on an elevated
corridor. It is considered to be the worlds urban transport systems. There are a lot of changes
to be faced in the case of the Mumbai Monorail. This seemed to be an important project both
from L&Ts and the Maharashtras governments point of view. This is the countrys first
monorail and has secured Rs.2460 crore rupees. This is not like the conventional rail system
where the train runs on two rails, but travels on an elevated corridor. L&T was to design,
construct, and install, test and commission the monorail project. But apart from the
engineering aspects, there are many other aspects, which are to be considered for this project.
Mumbai is a city with a high population density and the planning is to be done in such a way
that the present living condition of the citizens should not be altered. There would be
challenges from the local people and other stakeholders. The land acquisition in Mumbai is a
very big problem. Apart from this, the natural resources should be spoiled or the other
amenities electricity should not be affected. This would make the life of MMRDA very
difficult and there are lots of constraints for the project to be completed within time.
As time to complete would increase drastically, the cost would also increase manifold and
hence the real question is whether this is a feasible project to be taken up. If it is a feasible
option then the real question is to how to manage the risk involved with all these and come up
with a successful project. This is a test for the company L&T as well because this is the first
monorail in India. But there is still an advantage to L&T because there have many monorails
being constructed across the world and hence the design and planning would be an easier
task. But the real project is to anticipate the risk and take necessary measures. It has to give a
detailed plan and what is going to be done and how to eliminate risks if they happen. It has to
work in tandem with the MMRDA and hence come up with a world-class monorail.
So the real problem would be; the people of Mumbai. There would be lots of protests when
the Government is acquiring land, the local unions would protest and there would be other
aspects, which have to be anticipated. So the quality of the project greatly depends on the
factors of proper management, risk assessment and handing those risks effectively and
efficiently. So there should be a well-planned schedule and hence better of utilization of time
when there are protests and hence make sure the bottlenecks are resolved faster and it would
be help in the smooth implementation of the project and hence become a successful one.
Salient features of Monorail system:
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In Monorail System monorail runs on a narrow Guide way Beam, there wheels are
gripped laterally on either side of the beam.
It is a Light Weight System and its cost of execution is less compared to heavy rail
systems and it takes approximately 1.5 to 2 years for execution.
Every train with four coaches has the capacity to carry about 560 people. Whereas in
the suburban train network where each train has a capacity to carry 1,500 people but
eventually it carries 8,500 People.
As compared to other systems Monorail produces less noise and is eco-friendly and
hence easily acceptable in dense residential locale.
Monorail System is in use in Tokyo (Japan) from 1963 and in china for last 3 years.
Monorail System is Safe and reliable system.

MUMBAI MONORAIL PROJECT FEATURES:

Phase I (Wadala-Chembur) - 8.93 km
Phase II (Sant Gadge Maharaj Chowk-Wadala) - 11.20 km
Project cost excluding taxes - Rs. 2460 crore
Date of Commencement - 14th November, 2008
Design Headway - 3 minutes
Train Composition - 4 cars
Passengers Capacity - 562 Max Passengers
Design Speed - 80 kmph
Scheduled Speed - 31 kmph
Operation Hours - 05.00 Hrs to 24.00 Hrs
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Phase I - 22 minutes
Phase II - 32 minutes
No. of stations - 17 Stations
PROJECT SCOPE DEFINITION:
The Mumbai monorail was undertaken and the scope is to design and construct Monorail
system from Gadge Maharaj Chowk to Wadala(Approx.10.64km) and Wadala to Chembur
via Mahul. There are different phases involved in this case:
Phase1: 8.9km of viaduct + 6side platform stations+ Central platform station
Phase 2: 10.64km of viaduct + 8side platform stations + 2 platform stations
Apart from these two important phases, MMRDA has to be handling the construction of
depot building and depot guide way. This extensively planned monorail project is going to
the serve the areas which were not served by the local trains and hence this is planned so that
the traffic would be reduced by a great deal.
PROJECT PLANNING:

Project planning is the most important phase of any project. This becomes more essential in
this case because; a small problem in the project will eventually cause a great loss.
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Preconstruction activities involve a phase where the budget and the time frame would all be
analysed. In this phase, the construction areas have to be decided and hence see if these areas
have any important amenities and hence plan if something important has to be done.
Excavation would be the most difficult part. There would be a lot of opposition and hence
this is the time there might be some delay in the project as well. This has to be handled well
and hence use this time effectively. After this, construction would be followed. This is a
phase where the project could be speeded up.

Pre-
Constr
uction
Activiti
es
Excavati
on
Constructi
on of
Foundatio
n
Constructi
on of the
pillars
Putting
the rail
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WORK BREAKDOWN STRUCTURE:

Finalize the location of foundations as per alignment
Applying for permission to execute the works from Traffic Police, BMC and other
nodal bodies
To obtain permission and cut trees falling in the alignment
Removal of utilities, diversion of utilities and overhead cables
Finalization of alignment based on the proposed road
Trenching and mapping of utilities as per the foundation locations
Based on the utility mapping, propose for Pile foundations and design for the same
Create an encumbrance free for taking up the operations
Commence with the casting of guideway beams
Erection of guideway beams
Stitching of guideway beams
MUMBAI MONORAIL PROJECT IMPLEMENTATION:

The total length of Mumbai Monorail is 20.13 kms which was implemented in 2 phases:
1. Phase 1: Wadala-Chembur (8.93 kms) : completed in Feb.14
2. Phase2: SGMC-Wadala (11.2 kms) :Estimated completion- March15
The foundation stone of the Monorail was laid on 09
th
February 2009. The original deadline
for the both phases of the product was April2011. The project was delayed several times due
to various issues related to land, removal of encroachments, and delays in getting permissions
and missed several deadlines.
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Project start: Feb09 and Initial Deadline- April11
Phase 1: Extended deadlines- Dec10, May11, Nov11,May12, Dec12,June13,Dec13
Phase 2: Extended deadlines- May11,Dec11, May12,Dec12, Dec13,June14,
March15
There was 3 years delay in the project and the main reason for it was change in the route
alignment and the project cost kept on increasing. The first test run was conducted for 108
meters on 26 January2010. After that a 1 km test run was successfully completed on 18
th

February 2012. The end to end test run was conducted by MMRDA in Nov.12.
After the completion of the civil work related to alignment, the focus shifted to completing
the stations and work on signalling and telecommunications.
Wrong Design- There were some incorrect design submission for phase 2 as some already
existing railway line was not taken into consideration
Extension- Phase 2 has already an expansion plan upto Jacob circle
The main reason for delay was change in the route due to encroachment removal, delayed
permissions from Civic and Railway authorities
Reliance had raised possible quality issues during bidding phase, due to stiff 24 months
deadline, which proved true as the monorail is facing quality issues
Hitachi had said that the worldwide monorail projects take atleast 36 months
STAKEHOLDERS

Identifying the stake holders

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The stakeholders here can be further categorized into two categories:
A) Internal Stakeholders:
It basically includes the stakeholders who all are first concern of the organization and
are directly linked or are benefited or harmed. They are into decision making bodies
of the organization or might directly affect the decisions.
Here the internal stakeholders are:
a) Management/Employees
b) Govt. Of Maharashtra
c) MMRDA

B) External Stakeholders:
Stake
Holders
MMRDA
Larsen &
Toubro
Environment
& Land
Local residents
Suppliers/
Vendors
Management/
Employees
Maharashtra
Govt.
Mumbais
Traffic
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They are external to the organization and affect or get affected from outside. They are
not the first concern of the organization but they are equally important for any
decision-making. Its just that they are hierarchical latter to internal. Moreover they
are not directly involved in the decision-making body and are external or outside
consideration. In many cases they might of extreme importance however in some
cases they might not hold that strategic position.
Here the external stakeholders are:
a) Suppliers/vendors
b) Local residents
c) Mumbais traffic
d) Environment & Land
e) Larsen & Toubro
Apart from all these there could be various other stakeholders but the above mentioned are
major affected here and others are somewhat related to them only or belong to their
categories. Thus we will limit our stakeholder analysis to the above-mentioned entities only.
Now the discussion will be on the impacts of the various stakeholders and how does it affect
the whole project and how importance does each of them hold.

Analysis of Stakeholders
Impacts and Effects of Stakeholders

1.) Management/ Employees:
A well-coordinated and tightly managed employees and the lower management will
always have a better productivity and efficiency. Moreover if the management is clear
about the scope and objective of the project then the success of the project has higher
probability. The three aspects on which we generally measure the success is trio of
cost, time and scope of the project. Thus a tight and crisp management will have
control over time and cost, if there are no extreme situations like natural calamities or
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economic depression altogether. These type of projects also present lots of challenges
for the employees and management to deal with. This in long run make them better
versed with different difficult scenarios. Thus in this way it will further enhance the
capabilities and effectiveness of these employees. At personal level the employee
have lot to learn and implement in future. The organization get more experience
employees and management better prepared to handle these type of situation before
hand. Moreover it will also create more job opportunities and so helping reducing
grave economic problems like unemployment and economic disparities on income.

2.) Government of Maharashtra
The projects like these will act as a huge source for revenue generation over a
considerably longer period of time. Moreover it will present better infrastructure
facilities for public, investors and prospect investors. It will signal as a state with
more emphasis on development and more inclined towards citizen services. The
revenue generated will be also impact the tax payers in a positive manner and more
job opportunities with more impact on overall economic situation will ultimately add
impetus to the overall GDP of the country.

3.) Local residents
It will improve the services offered to the local residents in many ways. It will
primarily solve their transportation problems with regards to the places which werent
earlier covered by local trains and buses as will cover alternate routes and which are
more congested and are narrower. The city of Mumbai is overflowing with such
routes and the only solution for them is currently auto rickshaws which are not
sufficient to cater to the over growing demands. Moreover it will be much safer for
them as compared other modes of transportation and would take less travel time
owing to its exclusivity of the route. Thus it will definitely reduce the local
transportation woes of the local residents and will address to their travel time
constraints. The confidence on public transportation will increase and further
expectations on more facilities regarding other areas and services also.
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4.) Mumbais Traffic
Everyone is aware of the current traffic scenario of Mumbai and its not wrong to say
that its getting worse every other day. The current public transportation facilities
available has not been able to cope up with sudden burst of population in the city in
the last couple of decades. Though there has been improvement in public
transportation but has not complemented the increase of the population. Thus it will
definitely address the worsening condition of traffic in the city. It will reduce
considerable travel time especially in the peak office hours, which is the primary
concern of the office goers. The ease of traffic will definitely improve the road and
transportation conditions of the city. It will also be an important factor in controlling
air and noise pollution as dependence on public transportation will increase. It will
also provide better connectivity for more number of routes and facilitate easy and
better transportation for every strata of the people at very affordable prices. The
improvement in the traffic will make it easier to manage and save people from the
harassment and inconvenience faced at the peak office hours. Thus it will definitely
have a positive impact on the overall traffic scenario of Mumbai and in future will
lead to further improvement of the same.

5.) Environment & Land
The monorail is much more environment friendly as compared to other currently
available transportation modes. It is battery operated and the consumption of fuel per
unit person is comparatively low. The pollution will also be reduced, as it is primarily
battery operated. Moreover the land acquisition is considerably lesser than metro or
other such transportation modes. Thus considerable reduction in the land required also
adds benefit to this mode. However many places it either requires elevated platforms
or underground tunnels and thus been a cause of discomfort for it. The primary reason
for such things being proper details werent either available or not looked into detail
which required lots of drawing changes at latter stages and thus increasing the
timeline and cost of the whole project. These things basically fall into purview of the
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management and imply their failure at the planning stage. However if carried properly
then it might not be of much discomfort and value to the environment and require less
land comparatively.

6.) Larsen & Toubro
L&T is one of Indias premier construction and EPC contractor and has showed its
prowess in this field as it has been associated with a large number of difficult and
different projects across the country and also in many others parts of the world.
However this project was still a challenge for it to work upon and had posed lots of
difficulties and required innovation for the pertaining area and to some specific
problems. Though this kind of projects have been implemented in other parts of the
world, however for L&T it was a new challenge. This project in particular added new
dimension to its capabilities and it challenged their capabilities and process right from
the design stage till the completion stage. These problems and the quest for their
solutions enhanced its capabilities and raised its level of work in both design and
construction. Thus L&T learned a lot along with employees and thus enriching them
in every possible manner. Moreover this being a government project, it will make it
more favorite and add more credentials to its stature and trust, making a more suitable
candidate in the future for similar projects or for that matter even to challenging
projects.
7.) Vendors/ Suppliers
The number of vendors involved in this project was huge and thus involved lots of
small and big players at each and every stage of the project. This helped in bringing in
small vendors which were being engulfed by big suppliers even though they had
better products or services. Thus it gave equal opportunities to such suppliers.
Moreover bigger players also got a good chunk of the project and were content to
quite a large extension. This also helped in better management of the suppliers and
reducing dependence of the few bigger suppliers. It also increased their capabilities as
some customized and specific products or tools were demanded. Proper supply chain
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management of a large number of products was also one of the key learning of this
project.

RISK ASSOCIATED WITH MUMBAI MONORAIL:

Program Level Risk:
1. Any delay in the phase 1 can impact the phase 2 line.
2. The Stakeholders such as Mumbai urban Development, Indian Railways, Scomic
engineering, Larsen and Toubro and Local People can impact the Phase 2 line.
3. Parallel start of Work can mitigate the risk, but in this case the cost and resource used
will be more.

Project Level Risk:
1. Delay in Land acquisition and approval from different Departments such as
electricity, railway and others have impacted in achieving the milestone
2. Improper Route Analysis caused the rework and leads to more cost.
3. Proper co-ordination, speedy approval and appropriate initial study can mitigate the
risk.

Sub-Project level Risk:
1. The above issue can lead to fast track operation of the project and partial finished
work delivery, such as monorail station are not completely finished yet
2. The Trial run and testing is not completed, which is impacting some of the security
aspect such as door automatically get opened in between station.
RISK IMPACT ANALYSIS:

The different type of risk Identified is as below:
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Delay processing by the different stakeholders
Improper mindset of the people working in the government organization
Safety measure and customer satisfaction of the passengers
Alteration in the alignment of path of the monorail from the initial Planned
The cause, Impact and mitigation of the above mentioned risk is as below:

WHY MUMBAI MONORAIL STANDS TO FAIL:

8.93 km long Mumbai Monorail track (Wadala and Chembur) formally inaugurated by
Maharashtra Chief Minister Prithviraj Chavan on 1 February 2014 at the Wadala Depot
monorail station. Initially monorail ran from 7 a.m. to 3 p.m., which extended 8 p.m. and
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currently it ran from 6 a.m. to 10 p.m. After 6 months from the inauguration the line is
attracting only 14,000-15,000 passengers daily, which is well short of their projected number
of 17,000-18,000. But it is very difficult to evaluate success or failure of any project in very
short span of time. Same in the case of Mumbai Monorail we cannot say Mumbai Monorail
totally failed, but here we are trying to analyze the factors which may be causes in future to
fail Mumbai Monorail project.

Route:
Monorail basically targeted to middle class and the upper middle class passengers, those who
are using their personal vehicle-mostly four-wheeler for the daily transportation. Between
Problems
Future
Demand
Route
Ticket
Fare
Project
Selection
Time
Cost
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Wadala and Chembur route there are lots of factories and remote area located as compare to
shopping malls and corporate offices and companies. So mostly passengers of the monorail
are blue color workers and labors rather than white color employees of the companies. And
these labors cannot afford costly tickets as well as they generally hesitate to use complex
monorail transportation system.
Route of the
monorail is in J shape so
that distance between the
two stations Wadala and
Chembur is 8.9 km and via
roadways only 5.2 km. So
those who are travelling by
car and other personal
vehicle can easily reach via
road in less time and with
more comfort. Another
problem with the route is
that there is no
connectivity of suburban
railway from monorail
station, again passenger have to take either bus, auto or taxi to use metro or local train.
Because of its lack of flexibility the rails are immovable it will necessarily require another
form of public transport system for passengers to complete their journey from the monorail to
their homes.
Ticket Fare:
The problem with attracting travelers is also a matter of the monorail's utility and cost of a
ticket. The Mumbai monorail fare between Wadala Road to Chembur stations is 5-20 rupees
per person, or $0.2 USD, which is little bit costly for the labor class passengers as compare to
for the same distance on Mumbai Suburban Railway. But it is very cheap in comparison to
other countries where monorail is running successfully but in those countries per capita
income is high and passenger can afford luxury journey but in India scenarios are different.
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Cost:
The cost of the monorail service was estimated in 2010 to be 2.0 billion (roughly 850
million (US$14 million) per km). Approximately 135 kilometers (84 million) of line is
planned to be built in phases between 2011 and 2031. Due to several issues like stakeholder,
land, raw material dead line of the project extended so many times On the face of it, the
monorail seems an unnecessarily extravagant expense. The first phase cost Rs1100 crore
which was four times greater than expected cost. And result of that for government its very
difficult to recover those cost with another problems-high ticket fare and less passenger.
Time:
The Maharashtra Chief Minister Ashok Chavan laid the foundation stone at Chembur on 9
February 2009 and it is expected to complete around in 2 years at April 2011. The project
was delayed by several reasons, removal of encroachments, involving land, delays in getting
permissions from the civic body and railways and missed several deadlines for completion.
The following months had all been announced as deadlines for the first phase - December
2010, May 2011, November 2011, May 2012, December 2012, June 2013, August 2013, 15
September 2013, October 2013 and December 2013 and finally first monorail of India started
2
nd
Feb of 2014.

RECOMMENDATIONS
Monorail is suitable for city having less population and less density. The capacity to cost ratio
is less compared to Metro Rail. Monorail cost 150 crore per km and Metro rail cost around
250 crore per km whereas Special Bus corridor costs 25 crore per Km. For the same km
construction cost is almost 6 times more than Special Bus Corridor and Passenger carrying
capacity is 5-6 times higher than Monorail.
From the above we can conclude the Project selection was wrong. So we suggest planning
the Monorail as the Feeder service to city from the Metro Rail.

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REFERENCES

http://www.dnaindia.com/mumbai/report-wrong-design-sends-mumbai-monorail-
phase-ii-work-off-the-track-1995770
https://mmrda.maharashtra.gov.in/mumbai-monorail-project
http://scroll.in/article/655243/Why-Mumbai's-new-monorail-seems-to-be-built-for-
real-estate-developers-rather-than-commuters/
http://mumbaiboss.com/2014/02/10/is-the-mumbai-monorail-an-expensive-folly/
http://202.54.119.40/monorail.htm
http://blogs.wsj.com/indiarealtime/2014/01/31/indias-first-monorail-opens-in-
mumbai/

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Term IV- Project Management

Analysis of Mumbai Monorail from Project Management Perspective

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