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While the future of human mobility is still rife with speculation and exciting space-age possibilities, India is experiencing a different rush in mobility, the ‘Metro Rush’ reports Shailaja Sharma

aPrIL 2017 |construction opportunities 13

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With more than 50000 vehicles getting registered daily for a population now slated to reach 1.5 billion by 2030, we are on the brink of a mobility and pollution catastrophe. It’s no wonder then metro rail projects in India have recently witnessed tremendous growth with 325 km in operation now and more than 500 kms under construction. Metro rail, despite being rather expensive to construct and more susceptible to operating losses, still offer a more viable transportation solution for many Indians who end up spending over 100 minutes everyday driving their cars. In contrast, Delhi metro single handedly

carries 30 lakh passengers daily. According to India’s metro man, Dr. E. Sreedharan, “This is equivalent to almost 3 lakh vehicles off the road, with every commuter on the Delhi Metro saving about 56 minutes in an up and down

journey and saving the exchequer import of nearly 3 lakh Tons of fossil

fuel every year.”’While Pankaj Kumar Bansal, Managing Director, Chennai Metro Rail Ltd., metro concurs with an interesting comparison between metros and other

forms of transport. “Metros require1/5thof energy per passenger km compared to road-based •systemsThey can reduce journey time by anything between 50 per cent •and 75 per cent depending on road conditionsCan carry the same amount of traffic as 7 lanes of bus traffic •or 24 lanes of private motor cars (either way), if it is a medium capacity system.Cause no air pollution and reduce noise levels”•They occupy no road space if underground and only about 2 •meter width of the road if elevated.And they are more reliable, comfortable and safer than road •based systems.”

S V Desai, Executive Vice President & Head – Heavy Civil Infrastructure, L&T Construction pegs the metro market in India at about `25,000 Crores. “The Union Government intents to invest about `1.2 Lakh Crore for the construction of metro systems across 15 cities over the next 5 – 7 years and this will provide further impetus to the market.”, he adds.


COVER STORY Powered byAccording to Vivek Singhal, COO Urban Infrastructure, Tata Projects, “We are one of the fastest construction company in the metro space and poised for leadership position. Today we are involved with Delhi, Mumbai, Ahmedabad and Lucknow metros”Metro rail systems can either be elevated as in the

case of Hyderabad Metro, or underground or a combination of the two as in the case of Delhi Metro. They have to be sturdy enough to bear the weight of a city’s heavy traffic, as well as resilient enough to battle fluctuating environmentalconditions like sea level rise and storm surges, especially in the case of underground pathways and tunnels. Plus with people increasingly using stations not only as mobility destinations but as centers’ for leisure and business, our forthcoming metro rail infrastructure will need to be flexible enough to adapt to evolving requirements. So this month, we decided to take a look at what are the key technologyand social trends shaping up the metro rail infrastructure in India.

DRIVERLESS TRAINS: New Metro rail lines across India are being equipped with the communication-based train control (CBTC) system that will enable them to go driverless and also run more trains at greater frequency. Unlike the traditional system, where the trains have to maintain a gap of three minutes, CBTC allows trains to follow each other within one and a half minutes on the same track. With the help of sensors on the track and other systems, the trains maintain distance between each other automatically. Brijesh Dixit, MD, Maharashtra Metro Rail Corporation (Maha Metro) says, that while the existing Metros are opting for this system in their new lines, new Metro projects like Pune and Nagpur are beginning with this state-of-the-art signaling system. Kochi Metro has also opted for this new system. New lines in the Delhi Metro, Bengaluru Metro, Lucknow Metro, Hyderabad Metro and Mumbai Metro Phase III are moving to this new system as well. Siemens Limited and Siemens Rail Automation have already won the `287 crore order from Nagpur Metro for their CBTC solution called Trainguard. Other companies such as Alstom, Nippon and Thales are also getting active in this space.

INCREASING ROLE OF TRENCH CUTTER EQUIPMENT:L&T, the pioneers of Trench cutter equipment in India introduced the machines first time for constructing for underground stations. “We installed India’s first secant pile wall for the Delhi Metro Rail project at Hauz Khas.”,says, Desai. Currently the company has supplied cutter-based diaphragm walls for the Chennai Metro Rail (CMRL) project as well. Here the trench cutters were used to pierce through very hard soil and rock for the construction of underground stations. Besides providing access, trench cutters also ensure that the soil does not collapse on the edges as the excavation progresses. Trench cutters not only enhance both the quality and speed of the joint construction between the panels but also make the installation and removal of temporary stop end structures

outmoded by forming watertight joints by simply cutting into the concrete of adjacent panels.

PRE CASTMETRO PORTALS: Starting with simple precast segments that were tied together to form a full span of the metro portals, L&T now supplies an entire span being cast as a single piece to fast track project completion. “Called ‘U’ girders, these trough-like heavy concrete structures are cast at a dedicated yard under standard factory conditions and then shifted to the site where they are merely lifted and placed into position using a combination of heavy duty cranes. Pre cast technology is also being used by L&T for construction of station buildings where in both the concourse and platforms are now precast and erected in place at the station buildings thereby fast-tracking completion of these complicated structures along the metro corridors. Except for laying of foundations and erection of pillars which are both in-situ processes, over 85 per cent of the works are now precast.”, says, S V Desai, Executive Vice President & Head – Heavy Civil Infrastructure, L&T Construction.According to NVS Reddy, MD, Hyderabad Metro Rail Ltd, “The innovation of constructing Metro stations in pre-cast format and erecting them on central piers as balanced cantilever structure has set a new bench mark.”Balanced cantilever technology includes constructing several concrete sections of a span on top of the piers using a bridge builder. Pier width is confined to about 2 m at road level, accommodating 2 rail tracks on the viaduct with each track equivalent to 7 bus lanes or 24 car lanes. The viaduct on the Noida Metro rail services, a 30-km Noida Greater Noida metro link project is being constructed by a specialised technique of pre-cast pier caps and precast U-girders. The project recently entered the national Limca Book of Records for setting a record for the most girders in a month on a single Metro line project in the country. According to Dr. Mangu Singh, MD, DMRC's, the feat has significantly expedited the progress of the corridor. "We broke our own record in October last year when we erected 218 U-girders which converts to approximately 3 kms of twin Metro elevated viaduct in one month. We have registered it for the record as well," Singh said.The contractor for this line is CEC (Taiwan)-SAM(India).

TUNNEL BORING MACHINES (TBM)Revolutionising Underground Construction: According to S V Desai, Executive Vice President & Head – Heavy Civil Infrastructure, L&T Construction, the selection of the tunnelling methods for underground rail constructiondepends on the ground conditions, surface features and dimensions of the tunnel. Based on the constraints and location, the stations can be constructed using:

Top Down Method with diaphragm walls•Bottom Up Method with Soldier pile/Sheet pile / Secant pile•Combined Top Down and Bottom Up Method (Diaphragm •walling with shear pins)”

One of the most recent examples of the use of technology is for the proposed Metro 3 or the 33.5 Km long fully underground

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COVER STORY Powered byColaba-Bandra-Speez Metro corridor. Once constructed, it will be the first underground Metro corridor in Mumbai and the second in India after Kolkata, to have an underwater metro rail corridor. The 1.2km patch of the rail corridor will go from under the Mithi river between Bandra Kurla Complex and Dharavi stations. This project possesses a number of challenges including hard rock, high water table and tunneling in congested areas. According to Ashwini Bhide, MD, Mumbai Metro Rail Corporation,Tunnel Boring Machines (TBM) will be lowered at a little distance from the river with the help of a heavy-duty crane through shafts and will drill twin tunnels below the riverbed. The New Austrian Tunneling Method (NATM) will be used for the first time underwater to construct two tunnels for the stabling line and connecting it to the

main line. Santosh Rai, Head – Transport Sales, Hindustan Construction Company (HCC) says, “In Mumbai Metro we are using dual mode, double shield rock machines which are able to deal with both the rock environment as well as the soil environment (EPB). This latest TBM allows you to probe 50-100 meters ahead of the cutter head which

gives you a lot of idea about the geology the TBM is going to face while drilling ahead.”HCC is now also using technology to conduct pre-construction building conditions survey and soil analysis, as well as monitor the real-time progress of the tunnel boring machines. The company was involved in building India’s first metro project - the Kolkata Metro and is actively involved in the development of Phase I, Phase II and Phase III of the Delhi Metro. “Currently we are executing three projects worth `2000 crores in Phase III of Delhi Metro.”, Rai added. Says I. P. Gautam, MD, MEGA Company Ltd., “Modern construction technologies are being used in Ahmedabad Metro Rail Project like, TBM machine for underground construction work, rotatory rigs etc. Various software like primavera Midas, Bentley rail track, SAP are being used in the Ahmedabad Metro rail Project.” While the Robbins Company recently launched their Crossover Series of TBMs which can work in combination of mixed soils and rock respectively. Other types of their Crossover machines include XSE (Crossover between Slurry/EPB) and the XRS (Crossover between Rock/Slurry) TBMs. The company credited with manufacturing the world’s first rock tunnel boring machine (TBM) as well as inventing the Main Beam and Double Shield TBMs,sees a huge potential in the transport, sector.

“The company has already supplied TBM’s in Delhi Metro, Jaipur Metro, Chennai Metro Package UAA-02. Apart from these projects Robbins has also supplied 4 Nos of 10m diameter and 1Nos of 6.25m Hard Rock TBM’s in India on water transfer projects.”,says, Kapil Bhati, MD, Robbins India.

Another company Friends Equipment is aiming to make significant

inroads into this segment. According to Rajeev Kumar, CEO, Friends Equipment, and PAN

India distributor for China Railway Construction Heavy Industry Co., (CRCHI) & China Railway Construction Corporation (CRCC). “China Railway Construction Corporation (CRCC), has constructed over 1,209 km length of tunnel

in 2016 alone and CRCHI TBM has been used for 27 cities’ metro lines in China and in Iran, Taiwan

and Russia. In India, we are focusing on all metro jobs including Delhi metro, Bangalore metro and Ahmedabad metro, Nagpur metro etc.”CRCHI is actively promoting the use of their Slurry Pressure Balance machines. Compared with that of Earth Pressure Balance Shields (EPB machines), the slurry control process of SPB is more stable and gives more concise control performance. “The SPB machine is especially suitable for most large tunnel projects which go through rivers and lakes and have high demand for excavation face stability with high water content and strong permeable layer.”Considering these situations, CRCHI’s dual-mode shield machine has the technical features of both Earth Pressure Balance Shields (EPB) and SPB to better control excavation face pressure and to keep the ground stable while ensuring tunnelling efficiency. In silty clay layer the shield machine switches to EPB mode while in sand layer it switches to SPB mode.While Sika India Pvt. Ltd a wholly owned subsidiary of Sika AG offers an extensive range of underground tunnel excavation solutions including primary excavation support like anchor cementitious and Epoxy mortar, primary drainage system for excavated tunnels, Concrete admixtures for sprayed concrete application, water proofing solutions, High performance injection systems, Soil stabilisation Foams, Backfill grout stabilizer and accelerators, Polymers and Admixtures for all types of concrete as well as main Drive and tail seal sealant products. “We have launched Curing compounds based on new technology and our focus areas are Metro projects, road projects and residential projects.” says, Ibrahim Shaikh Sr. Product Manager, Sika India Pvt. Ltd. Another company who is actively making its presence felt is Chowgule Construction Chemicals, aleading company in the construction and waterproofing chemicals space. The company has already supplied crystalline system for water tanks, anti-carbonation coating for the concourse area, PU injections for overhead ceilings and deck slab waterproofing systems for Delhi Metro Rail Corporation (DMRC) projects including Ishwar Nagar, Okhla Vihar, Jamia Nagar, Jasola Vihar, Kalindi Kunj, Shankar Vihar and Sadar Bazar Delhi Cantt. “We are currently providing products in the third phase of DMRC

and we soon plan to be part of the fourth phase as well. We are also venturing into MMRC and MMRDA projects and currently pitching our solutions for the second phase (Charkop to Dahisar) of MMRDA and the first phase (Colaba to Seepz) of MMRC.”, says Ewart Lazarus, MD, Chowgule Construction Chemicals.

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COVER STORY Powered byPROJECT MONITORING PLATFORMS - 5D BIM: Maharashtra Metro Rail Corporation Ltd has adopted 5D BIM, a new project-monitoring platform for Nagpur Metro. According to Brijesh Dixit, MD, Nagpur Metro Rail Corporation Ltd (NMRCL), the 5D BIM solution would allow NMRCL to visualise the virtual metro before it is being physically built. “This will add to tremendous advantages to foresee the risks and hindrances for early mitigation, expedite the construction of the metro project, track changes to design more efficiently and provide a real time view of the project progress to the stakeholders.‘, Dixit added. Highbar Tehnocrat has facilitated this next generation project management platform of 5D BIM (5 Dimensional Building Information Modelling) integrated with SAP ERP (Enterprise Resource Planning) supported by OSO (Owner’s Support Office). This is 1st of its kind platform implemented by Highbar Technocrat for efficient project management at Nagpur Metro Rail Corporation

Ltd. Says Mangesh Wadaje, Director & CEO, Highbar Technocrat Ltd, “Highbar carries the construction domain expertise. With right mix of construction domain along with technical expertise Highbar developed the Digital Project Management platform to monitor Nagpur Metro

project efficientlyAurionpro Solutions Limited, a Mumbai-based company has bagged the over ̀ 100 crore contract to provide the technology. While L&T, which implemented the Building Information Modelling (BIM) in Hyderabad Metro (3D) is now in the process of implementing 5D BIM in Mumbai. The use of BIM can substantively enhance productivity, decrease costs by avoiding rework, and facilitate seamless interface and system integration

ADVANCED SIGNALLING & TRAIN CONTROL TECHNOLOGY: For the first time in the country, advanced signalling and Train Control technology; Communication Based Train Control (CBTC), is being brought in by Hyderabad Metro Rail. According to NVS Reddy, MD, Hyderabad Metro Rail Ltd, “Trains running will be continuously monitored from state-of-the-art Operation Control Centre (OCC). The trains shall run on Automatic Train Operation (ATO) mode and the Automatic Train Protection (ATP) system will continuously monitor safe train operation.”

COMMON MOBILITY CARDS’: Using multiple modes of public transport with a single card may soon be a reality. The Delhi Metro Rail Corporation (DMRC) recently submitted an audit report on the ‘Common Mobility Cards’ project to RBI and is now awaiting clearance. Once operational, the integrated card will allow commuters to travel seamlessly across different forms of transport without cash transactions or buying different cards or tickets. The project needed the RBI nod because the Metro smart cards system had a scope for money laundering if it was integrated with a second mode of public transport.

GREEN MODE OF TRANSPORT: One of the biggest casualties of the metro rail revolution in India is the green cover. Recently the residents of Churchgate, in South

Mumbai, staged a token 'Chipko Andolan' to protect the large trees, which are expected to be uprooted for the construction of Metro III, the underground train line between Colaba and Seepz (Andheri) via Bandra. While last September last year, the Supreme Court stayed a National Green Tribunal (NGT) order mandating environmental clearance for all Metro and other rail projects prior to their launch. Its no wonder then that almost all metro projects are making umpteen measures to reduce the damage to green cover and drive sustainable energy solutions. In 2014, Delhi Metro became the first ever Metro and Railway system in the world to be registered with the prestigious Gold Standard foundation, the globally accepted certification standard for carbon mitigation projects. While Nagpur Metro has integrated solar energy infrastructure right from the project planning stage by installing roof top solar panels with net metering over one lakh sqmt. roof area through the RESCO Model, generating 14MW solar power, meeting 65 per cent of energy requirement of the metro. Chennai Metro Rail has become the first metro project in India to get a platinum rating from Indian Green Building Council (IGBC). According to Pankaj Kumar Bansal, MD, Chennai Metro Rail Ltd, “ CMRL has already installed 1.125MW of solar capacity on rooftop at RS depot and car parking area. Contract for 6MW rooftop and ground mounted awarded with work in progress. These will save nearly 200,000 tonnes of CO2. Besides this all elevated and UG stations have been provided with LED lighting saving energy and Re-generative Braking provided in all trains whereby, nearly 30 per cent traction energy is re-generated during braking. Chiller Plant pumps have been provided with V3F Drive at all UG stations to save energy and there is an infrastructure in place for Waste water recycling. So far, CMRL planted 60000 Saplings in and around Chennai City.”In the north, The Confederation of Indian Industry - Indian Green Building Council (CII-IGBC) also recently felicitated Kumar Keshav, MD, Lucknow Metro Rail Corporation (LMRC), for executing a green mode of public transport in the city. Lucknow Metro is taking several energy conservation measures such as use of regenerative braking in the trains, use of 1 per cent criteria for underground stations in the AC system for the stations, using Variable Voltage Variable Frequency (VVVF) drive for all lifts and escalators, provision of LED lights at stations, use of energy efficient equipment for Environment Control System (ECS) and Tunnel Ventilation System (TVS) system for the underground section etc. Currently 1.5 MW – 2 MW of electricity has been planned by Lucknow Metro to be used from the roof mounted solar photo voltaic cells of train stabling and inspection line sheds under RESCO model. In Ahmedabad, I. P. Gautam, MD, MEGA Company Ltd detailed out the process selected to prevent minmal disruption to thegreen cover of the city. “First MEGA and AMC jointly identified all trees, belonging to public and private land, up to a width of 11 m on both sides of the metro alignment. It was seen that only trees that are within 6m of both sides of the alignment would neeed to be cut. In lieu of every tree that is removed, AMC will plant 10 trees. Cost of planting new trees is borne by MEGA.NVS Reddy, MD, Hyderabad Metro Rail Ltd adds, “Hyderabad Metro Rail has taken up Mass Tree Plantation programme ‘Vana

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COVER STORY Powered byDeeksha’ which involves the denizens of Hyderabad. Individuals, Residential Colony Associations, schools, colleges and offices within the jurisdiction of GHMC area to participate in the tree plantation drive. Similarly, Hyderabad Metro Rail also initiated another green initiative called ‘Vana Prasadam’ where in plants; mostly native varieties were distributed to enthusiastic individuals, organisations, and associations free of cost by HMR. Elias George, MD, Kochi Metro Rail Ltd “KMRL initiated to plant more trees in different areas of Kochi than we cut for the Metro project. KMRL has taken up green initiatives for the metro project including vertical gardens, Non-motorised Transport plans, Solar Panels on Station Roof and Water Transport connectivity. MAHA-METRO, which is executing the Nagpur Metro project,has gone a step further towards making Nagpur the Greenest Metro by signing a MoU with DRDO (Defence Research and Development Organisation) for propagation and installation of “Bio Digester Technology”. MAHA-METRO is the first Metro in India to adopt this technology with an objective of keeping eco-friendly clean environment and make use of organic waste and waste water. It has planned to use this technology for its proposed 36 stations, 2 depots and Metro Bhavan.

CELEBRATING HERITAGE: While celebrating the historical heritage of Pune, all the 31 stations of the Pune Metro will feature Heritage walks and street art projects. In the old city, for five km stretch, the metro will run underground, so that heritage structures aren't damaged.Dixit adds, "We will create beautiful landscapes at most of the vital points through which metro will traverse, especially along and across the Mula and Mutha rivers.”

DRONES KEEP AN EYE: The Mumbai Metropolitan Region Development Authority (MMRDA) is planning to deploy unmanned aerial systems (UAS) or drones for the first time to plan the city’s upcoming Metro rail corridors. “The drones will help us prepare an accurate map of the area, its topography and the type and number of trees, which will help us implement the project. It will also help to identify issues that could arise during the implementation stage. “, said Dilip Kawathkar, Joint Project Director and spokesperson, MMRDA.MMRDA — the implementing agency for the Metro projects in

Mumbai — has floated bids to appoint an agency to carry out a detailed survey of the 32-km Wadala-Ghatkopar-Thane-Kasarvadavli corridor (Metro 4) and the 23.5-km DN Nagar-Bandra-Mankhurd corridor (Metro 2B) with the help of these drones.

VERTICAL GARDENS USING HYDROPONICS: Hydrobloom, a start-up is implementing a project in Bengaluru to convert metro pillars near Rangoli Art Centre into vertical gardens using hydroponics. Vertical gardens can serve as effective air filters and heat regulators, reducing temperature by as much as eight degrees outside and can decrease as much as ten decibels of noise pollution. Plus plants grown using the hydroponics method use 90 per cent less water than the conventionally grown soil-based ones. Currently 800 plants - including ornamental plants - are already a part of the vertical garden on the Metro pillar. Hydrobloom is also looking for sponsors to fund the initiative under corporate social responsibility.

WORLD'S LARGEST ELEVATED METRO RAIL: Once Hyderabad Metro Rail becomes operational, it will be the world's largest elevated metro rail. A PPP project based on DBFOT (Design, Build, Finance, Operate and Transfer) basis and covering a distance of 72 kilometers, with stations at every kilometer, HMR is poised to redefine the city's transportation. NVS Reddy, MD, Hyderabad Metro Rail Ltd says, “Hyderabad Metro is not being built as a simple mass transit system but is being viewed as an urban redesign opportunity to transform an Indian city into a people friendly green global city. First mile/last mile connectivity with feeder buses, electric vehicles, non-motorised transport, and pedestrian facilities will ensure seamless travel facility for the commuters.”

THE TRACK AHEAD: As India explores mobility solutions, metro rail is fast emerging as the preferred choice for interlinking major urban hubs and feeding into multi-modal local transport networks. But challenges like price variations due to geological uncertanities, unstable regulatory framework, high import duties on construction and tunelling equipmet to lack of adequate funding and delays in land acquisition play major dampeners on the road ahead. What is needed is a bold vision and strong will supported by the active participation and knowledge sharing by all stakeholders including citizens, Government and Government subsidiaries like Land Authorities, Traffic Regulators, Utility Providers, NGOs and think tanks to engineer a seamless mobility solution for India.


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While there has been a lot going on the metro front, there is one gentleman who is conspicuous by his presence on almost every major metro project being undertaken in India, our very own Metro Man of India, Dr. Elattuvalapil Sreedharan. Despite his retirement from DMRC, he has been appointed as Principal Advisor for DMRC, Principal Adviser to U.P. Government and Principal Advisor to Govt. of A.P. He advises U.P. Government on Lucknow Metro (the fastest Metro project now going on in the country) Kanpur Metro and a Metro for Varanasi. Maharashtra Government avails his expertise for the longest and most difficult line No.3 project. He assists Kerala Government for the Kochi Metro and Light Metro Projects for Thiruvananthapuram and Kozhikode. Dr. E. SREEDHARAN spoke to CONSTRUCTION OPPORTUNITIES about his Metro journey, starting with the Delhi metro, its impact and his vision for India’s metro project drive.

The country should trust technocrats and give them a free hand to take decisions and keep them accountable

The Delhi Metro is today called the lifeline of Delhi. Could you give us a brief overview of the project and its scope?Phase I of Delhi Metro covering 65 kms with 57 stations at a cost of `10,500 crores commenced on 1st October 1998 and was completed in April 2005, in about 6.1/2 years’ time. The 2nd phase of the Delhi Metro covering 125 kms with 84 stations at a cost of `22,000 crores was completed in October 2010. While the 3rd phase covering 160 kms with 108 stations at a cost of `41,000 crores is now in progress and expected to be completed by December 2017. Green signal has already been given for the 4th phase of Delhi Metro covering 102 kms.When the fourth phase is completed Delhi Metro will be the 5th largest Metro system in the world.

Delhi Metro today carries about 30 lakh passengers a day.This is equivalent to almost 3 lakh vehicles off the road, with every commuter on the Delhi Metro saving about 56 minutes in an up and down journey. With the use of clean energy, itfurther avoids the import of about 3 lakh Tons of fossil fuel every year and prevents about 180 Tons of pollutants being let into the air every day. It has also been estimated that by carrying 30 lakh

passengers daily in a safe and comfortable manner, Delhi Metro has in effect helped to prevent about 200 fatal accidents on the road every year.Barring Kolkata Metro, Delhi Metro fares are amongst the lowest in the world and it has yet proved to be a financial success by being able to service and pay back loans comfortably with operational surpluses and without any government subsidies. Key learning’s from your experience and how they can be applied to the forthcoming projects? The key lesson to the nation from the Delhi Metro experience is that if there are no political and bureaucratic interferences, an empowered organisation with an enlightened leadership can change the face of the nation. The country should trust technocrats and give them a free hand to take decisions and at the same time keep them accountable. Another lesson is that our cities cannot survive without a modern, world class public transport system and Metros continue to remain a leading solution. Outlook on the future of the metro project drive in India - expected long-term impacts and opportunities? Developing a modern metro rail system in

our cities is still a distant dream. While a country like China is completing almost 300 kms of Metro every year, we are still struggling to complete even 20 kms. Ideally every city with more than 2 million population needs a Metro system. But the Central Government’s support to the Metro revolution is half-hearted. Government of India expects State Governments to bear the major share of the financial burden for a Metro system and in our country all State Governments face resource crunch. How can the Metro revolution then take place?A well designed policy to reduce the cost of Metros, ensure their timely completion and provide them sound management to make them financially sustainable is lacking. A key input for the same is standardisation, indigenisation and a sound legal framework. The Indian Railway Act is now 130 years old and we yet don’t have a sound Metro Act in the country. There is still lack of clarity whether a Metro is a Central subject or falls in the concurrent list. While finding resources for execution of Metro projects remains a significant challenge, getting sound managerial and technical expertise to ensure timely completion of the Metro projects and ensuring that they remain financially sustainable are more pressing challenges.u

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Mumbai Metro Line - 3 (MML - 3) is one of the key projects to improve the transportation scenario in Mumbai the financial capital of India. MML-3 project - a 33.5Km. long

corridor running along Colaba-Bandra-SEEPZ, envisages to decongest the traffic situation in Greater Mumbai. It aims to provide a Mass Rapid Transit System that would supplement the inadequate suburban railway system of Mumbai by bringing metro closer to the doorsteps of the people. With full-scale operations of MML-3, the city would witness significant reduction in traffic volumes and the local transit facility would get a boost. Mumbai Metro Line 3 project is to proudly herald in a new era by making the travel in Mumbai a

comfortable, reliable and pleasurable experience.ASHWINI BHIDE, MD, MUMBAI METRO RAIL CORPORATION spoke to

CONSTRUCTION OPPORTUNITIES on the current status of the project, its impact and opportunities.

Metro 3 corridor will benefit 30 lakh population along the corridor and will carry 17 lakh passengers per day

Please brief us on the current status of the metro rail project?The construction work of Mumbai’s first underground Metro Colaba-Bandra-SEEPZ Metro-3 has been divided in to seven civil packages. Contracts for civil work of all packages have been awarded in July 2016.Geo-Technical Investigations, Barricading, Building Condition Survey, Trial Trenching

work, Environment Baseline Surveys and temporary earth retaining at all the Tunnel Boring Machine (TBM) launching shafts location are in progress in all the packages. More than 400 secant pilings have been completed in all seven civil packages. 125 major equipment’s/ plants have been deployed at construction sites. Around 1700 manpower have been deployed for

this project. Tendering process for all system packages including Traction/Power supply, Tunnel Ventilation System, Lift & Escalators, Rolling Stock, Signaling and Train Control, Platform Screen Doors, Telecom System, the Automatic Fare Collection (AFC) System is in progress and will be concluded by the end of this financial year.

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What are the expected long term impacts and opportunities from the project?Metro-3 aims at protecting Mumbai’s environment in the long run by reducing 6.5 Lakh vehicle trips per day and in turn by reducing carbon footprint. Also, it will reduce 3.35 Lakh litres fuel consumption per day. Metro-3 will help in reduction of congestion on suburban railways by 15 per cent. Once commissioned Metro-3 is likely to reduce emission of CO2 and other greenhouse gases to the tune of 6800 tonnes per year in the year 2021.Apart from this the project will generate 5,000 jobs during construction and 2,000 jobs post construction.

How will construction of Metro rail project impact the community?Metro 3 corridor will benefit 30 lakh population along the corridor and will carry 17 lakh passengers per day. It will provide connectivity to the areas which are hither to unconnected by suburban railway. It will also provide the connectivity to domestic and international airports, 30 educational institutes, 13 hospitals, 14 religious places, 30 recreational centres and 6 Business Development Centres.

Expected cost of the project and funds disbursed so far?Total project cost as per the Detail Project Report is `23,136 Cr. MMRCL, a JV of the Government of Maharashtra and the Government of India has 10.4 per cent of equity of both state and central government. JICA will provide 57.2 per cent soft loan. The remaining funds will be provided by both central and state governments. Also, the stakeholder MIAL will contribute `777 cr. for building three stations of Metro-3 at airport complex. MMRDA will pump around `700-800 cr. by way of grant and through commercial development MMRCL will generate `1000/- cr.

Any interesting highlights or features which distinguish this project from other metro rail project?Metro 3 corridor provides connectivity to Mumbai International and domestic airports even though it is not a dedicated airport express.

What are the challenges specific to this project?This is first underground Metro project and possess a number of challenges. Hard rock, high water table and tunnelling in congested areas will pose the challenges while construction of Metro-3 however, with the help of advance technology and team of experts MMRC will surmount the problems. Rehabilitation of project affected families is one the challenges. Around 2,800 families are affected by project, out of which around 900 have been rehabilitated. Transparent lottery system is followed for allotment of tenements to PAP’s. Social and Economic development initiatives and employment oriented training programmes will be arranged for project affected families. The State Government has approved in-situ rehabilitation and redevelopment plan for 652 PAP’s of Girgaon and Kalbadevi.

How do you justify cutting trees for a Metro?Metro-3 is a huge project worth `23,000 Cr, which will be implemented over 4 years and will serve the city for the next 100 to 150 years. In a congested city like Mumbai trees need to be cut for various types of development including real estate development. However trees cutting for public transport project is justified since environmental benefits are larger than temporary loss on account of trees cutting. Mitigation measures like compensatory tree plantation

help substantially in reducing the losses due to tree cutting. Conflict of saving trees over construction of public transit infrastructure for a metropolis needs to be resolved with prudent decision to achieve a larger goal.

What are the green initiatives taken for the metro project?

Use of Solar Plant for at grade station •and depot.Providing energy savvy Glow •Signages.Harvesting day natural light.•Improved Regenerative braking for •carbon neutrality.LED based smart lighting & smart •AC in coaches.Use of state of art variable voltage •variable frequency (VVVF) elevators, escalators and travellators with concept of regenerative drives.

Detail us with regards to the latest technologies like construction equipment, software, building materials etc. being used in the metro rail project.The 33.5 Km long fully underground corridor has two aspects of construction. One is tunnel and other is the station. Tunnelling will be done with the help of TBMs and stations will be constructed by using cut and cover method and New Austrian Tunnelling Method (NATM). Metro-3 will have 27 stations of which 26 stations will be underground and 1 station would be at grade. 19 stations will be constructed by using Cut and Cover method while 7 will be constructed by using NATM. There will be platform screen doors, CBTC signalling system and automation grade 4 level driverless trains.

Future outlook.MMRC is committed to complete the project by 2021. u

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Once complete, the Project is poised to boost economic growth and attract investments, jobs and

talent into Hyderabad

Current status of Metro Rail Project:The Project works started in June 2012 and entire Project is scheduled to be completed in five years by June 2017. Two stretches of 8 km between Nagole and Mettuguda in Corridor-3 and 11 km between Miyapur and S.R.Nagar in Corridor-1 have been completed and test runs are successfully going on in these stretches. These two stretches have received safety certification by Commissioner of Metro Rail Safety (CMRS) for opening for commercial operations. Both the major Depots at Uppal and Miyapur have been completed. So far, 63 km (88 per cent) of foundations; 60 km of pillars (83 per cent) and 52 km of

viaduct (72 per cent) have been completed out of 72 km. Over all, 78 per cent of the Metro project has been completed and all the 57 trains have arrived. Project works are progressing as per schedule and the Project Milestones have been achieved within time.

Expected long term impacts and opportunities from the Project:Once complete, the Project is poised to boost economic growth and attract investments, jobs and talent. Hyderabad, especially with its strategic geographical location, multilingual and cosmopolitan culture has tremendous growth potential.

Once Metro Rail is operational, the city becomes an attractive destination for corporates, entrepreneurs, academicians and homemakers alike. Metro Rail system will help in reduction of traffic congestion and maintain air quality. Thus making Hyderabad a people-friendly green city and one of the most attractive global destinations.

Impact of Metro Rail project to the community:Hyderabad Metro Rail project has been designed to ensure the daily commute of city residents is speedy and comfortable; and pollutions are brought down. The existing

Greater Hyderabad is a mega city that is fast emerging as the hub of IT/ITES, Biotech, Pharma and Tourism sectors. Its population stands at 8 million and is projected to touch 13.6 million

by 2021. Currently, over 5 million personalised vehicles ply on Hyderabad roads, with an addition of 0.50 million vehicles every year.The increasing pressure of the burgeoning population is putting Hyderabad's Transportation System under constant pressure. The answer lies in Mass Rapid Transit System (MRTS), accordingly, the development of Metro Rail was approved for 72 km., covering three high density traffic corridors of Hyderabad. It

is the world’s largest Metro rail project being implemented in PPP mode. NVS REDDY, MD, HYDERABAD METRO RAIL LTD spoke to CONSTRUCTION OPPORTUNITIES on the current

status of the project, challenges and opportunities going forward.

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Greater Hyderabad is a mega city that is fast emerging as the hub of IT/ITES, Biotech, Pharma and Tourism sectors. Its population stands at 8 million and is projected to touch 13.6 million

by 2021. Currently, over 5 million personalised vehicles ply on Hyderabad roads, with an addition of 0.50 million vehicles every year.The increasing pressure of the burgeoning population is putting Hyderabad's Transportation System under constant pressure. The answer lies in Mass Rapid Transit System (MRTS), accordingly, the development of Metro Rail was approved for 72 km., covering three high density traffic corridors of Hyderabad. It

is the world’s largest Metro rail project being implemented in PPP mode. NVS REDDY, MD, HYDERABAD METRO RAIL LTD spoke to CONSTRUCTION OPPORTUNITIES on the current

status of the project, challenges and opportunities going forward.

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public transport in the city is mainly the buses run by the State Road Transport Corporation, a public sector undertaking of the state government. The rapid growth of the city, rising income levels and lack of a good public transportation system are resulting in phenomenal increase in private vehicles, causing frequent traffic jams and high pollution levels in the city. Presently there are over 5 million vehicles and about 0.5 million vehicles are getting added every year. The Project is the world’s largest Metro project in PPP mode and it will effectively address traffic congestion issues. Hyderabad Metro Rail is designed in a robust way to provide socio-economic benefits and equal opportunities in public spaces to all citizens, thereby facilitating equitable and sustainable improvements to the overall living standards of the citizens. The ticket pricing will be affordable and easy on one's pocket. While reduction of journey time would be the main aspect of Hyderabad Metro Rail, the Project is also designed to address pollution issues by having eco friendly features. Hyderabad Metro Rail project focus is on people, incorporating ease and convenience for commuters along with appealing aesthetics. First mile/last mile connectivity with feeder buses, electric vehicles, non-motorised transport, and pedestrian facilities will ensure seamless travel facility for the commuters. Metro stations are being connected to main rail stations, local MMTS train stations, bus depots and bus stops seamlessly.

Cost of the Project and disbursement of funds till date:Total cost of the project is `14,132 crore out of which Government of India has sanctioned `1,458 crore (10 per cent) as VGF on the basis of competitive bidding. The remaining `12,674 crore is being invested by the Concessionaire L&T Metro Rail Hyderabad Ltd., a special purpose company of the Indian Infrastructure and Manufacturing giant L&T. The Concessionaire L&T has till date invested `11,970 cr in the project.

How the Metro Rail project differs from the other Metro Rail projects:Hyderabad Metro is not being built as a simple mass transit system but is being viewed as an urban redesign opportunity to transform an Indian city into a people friendly green global city. Hyderabad Metro’s focus is on people, ease and convenience for commuters and aesthetics. First mile/last mile connectivity with feeder buses, electric vehicles, non-motorised transport, and pedestrian facilities will ensure seamless travel facility for the commuters. Metro stations are being connected to main rail stations, local MMTS train stations, bus depots and bus stops seamlessly. The project attempts to cater to the special needs of children, women, senior citizens and differently abled people by providing facilities and amenities for a safe, secure and comfortable travel. Skywalks below elevated viaduct will give direct landing into schools, colleges, hospitals, offices

and other public and private buildings for added safety. ‘Merry-go-round’ dedicated feeder buses, bicycles and non-motorised transport (NMT) are planned at Metro stations to provide last mile connectivity. Pedestrian facilities, aesthetic Metro station surroundings with lot of greenery, street furniture, public art, etc., will be the project’s contribution to facilitate qualitative family lifestyles, and in making Hyderabad Metro Rail project unique as compared to other Metro projects.

Challenges specific to the Metro Rail project:While 35 per cent of challenges are engineering related, 65 per cent are non-engineering challenges. Several engineering and financial innovations and out of box solutions have been adopted during the deployment of the project. Land acquisition and Right of Way were a major challenge as it involved acquisition of about 3000 properties in the city’s busy and commercial areas; and permissions from various Ministries like Defence, Railways, and National Highways etc. Tackling religious and other sensitive structures and heritage structures require patience, tact and painstaking negotiations. Many religious structures were either avoided or relocated to the satisfaction of the heads of different religions/denominations/sects. Narrow roads and high density of traffic posed another challenge that was well tackled by innovative design and engineering techniques. Roads were widened



to ensure smooth f low of traffic during the construction phase. Utility shifting was done by coordinating with various departments and along with the project construction. HMRL also took up various tasks like utility shifting, re-laying of roads, improvement of junctions, beautification of sidewalks, etc. Innumerable court cases were filed against the project in the High Court. With well reasoned arguements, HMRL won 310 out of about 330 court cases so far. HMRL adopted a very effective communication strategy and the MD addressed live TV question & answer sessions to clear doubts of the people about the project and counter false propaganda against the project.

Felling of trees:Felling of trees to create RoW at different locations was another major challenge, as it results in environmental depletion. This was successfully handled by relocating those trees to other locations and more than adequate plantations were planted as a part of various compensatory aforestation programmes taken up by HMRL.By obtaining clearance from forest department under the WALTA Act, HMRL had to remove trees for creating Right of Way (RoW) for Metro rail project, and to compensate this removal of trees, HMRL has translocated more than 2015 trees and planted 5.03 lakhs saplings at a ratio of 120 saplings planted against each one of the tree removed. These 120 saplings for removal of each tree are against 5 saplings as prescribed by Forest Department i.e., more than 24 times of the prescribed plantation.

Green initiatives of Metro Rail project:With a strong commitment to afforestation, Hyderabad Metro Rail has taken up Mass Tree Plantation programme ‘Vana Deeksha’. Under the programme HMR involved the denizens of Hyderabad. Individuals, Residential Colony Associations, schools, colleges and offices within the jurisdiction of GHMC area were identified for the programme. To name a few, the programme was conducted with great enthusiam and participation from the students of Hyderabad Public School, BITS Pilani campus in Hyderabad, The Hyderabad Central University, Osmania University, etc. HMR had provided the required number of plants to the participating groups and successfully completed the plantation programme. Similarly, Hyderabad Metro Rail also initiated another green initiative called ‘Vana Prasadam’. Plants, mostly native varieties were distributed to enthusiatic individuals, organisations, and associations free of cost by HMR to increase green cover in Hyderabad. Senior citizens, students, house wives, and members of resident welfare associations have collected saplings. Under the programme, HMR distributed varieties like Deva ganneru, Neem, Neredu, Spethodia, Techoma, and Pomegranate.

Latest technologies used in Metro Rail project:While Metro projects normally concentrate on structural stability and other engineering aspects, Hyderabad Metro Rail focussed on several engineering, financial and technological innovations and out of box

solutions. Global coordinates and DGPS were used to plan the alignment and execution of work meticulously. 85 per cent of the project activities are converted to a pre-cast mode thus reducing inconvenience to the road users. The innovation of constructing Metro stations in pre-cast format and erecting them on central piers as balanced cantilever structure has set a new bench mark. Pier width confined to about 2 m at road level enabled accommodating 2 rail tracks on the viaduct with each track equivalent to 7 bus lanes or 24 car lanes. For the first time in the country, advanced signalling and Train Control technology Communication Based Train Control (CBTC), is being brought in by Hyderabad Metro Rail. Supervisory Control and Data Acquisition system (SCADA) is utilised to provide highest level of Monitoring, controlling and command. A centralised OCC (Operation Control Centre) is located at Uppal Depot to Control entire Power Supply and Traction system Equipments through SCADA. Trains running will be continuously monitored from state-of-the-art Operation Control Centre (OCC). The trains shall run on Automatic Train Operation (ATO) mode. The Automatic Train Protection (ATP) system continuously monitors safe train operation. Together with the state-of-art systems and technologies, advanced braking system to regenarate 35 per cent power and state of the art Metro Rail coaches, Hyderabad Metro Rail stands unique & apart from the other Metro Rail systems in the country.

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Nagpur Metro is committed to create Multi-Modal integration with First and Last mile connectivity

Please brief us on the current status of the metro rail project?Nagpur Metro Rail Project covers a distance of 38.215 Km divided into two corridors i.e. North-South (19.658 Km) &East-West (18.557 Km) with 36 stations. The estimated completion Cost is `8680 crores.Pune Metro rail project covers a distance of 31.254 km (26.235 km elevated and 5.019 km underground) divided into two corridors i.ePimpriChinwar Municipal Corporation (PCMC) to Swargate (16.589 Km) and Vanaz to Ramwadi (14.665 km) with 31 stations and two Car maintenance depots. The total completion cost of the Metro Rail corridor will be `11,420 crores. NAGPUR METRO RAIL PROJECT:MAHA-METRO successfully acquired 87 percent land which was made available to

various civil contractors for execution of Civil Works in 2016. The cumulative progress at the end of February, 2017 is 32 per cent.

What are the expected long-term impacts and opportunities from the project?

Reduce in Pollution, emission and •toxic gases from road vehicles.Employment Generation-direct & •indirect.Travel comfort, safe and enjoyable •journey.Comfortable, Safe, Reliable.•

How will construction of the metro rail project impact the community?Nagpur is witnessing a rapid economic and infrastructural development. Present use of public transport is only 9 per cent due to

absence of reliable public transport; further traffic congestion, pollution, road accidents, extreme weather conditions, travel time & cost are compelling reasons to have a Metro to serve the growing population spread across the city of Nagpur. Nagpur Metro promises to bring a safe, reliable, efficient, affordable, commuter friendly, energy saving and environmentally sustainable rapid public transport system for the Nagpur Metro Region.

Expected cost of the project and funds disbursed so far?The estimated completion Cost is `8680 crores and funds disbursed so far is `1633 crores, which includes Equity from GOI & GOM, other ULB grant, PTA & value of Land taken.

Maharashtra Metro Rail Corporation Ltd (MAHA-METRO) is a joint venture of Government of India and Government of Maharashtra, with 50:50 equity. The company was incorporated

on 18th February 2015 as Nagpur Metro Rail Corporation Ltd (NMRCL). Lately it has been reconstituted into Maharashtra Metro Rail Corporation Ltd (MAHA-METRO) for implementation of all metro rail projects in the State of Maharashtra outside Mumbai Metropolitan Region. Currently MAHA-METRO is executing Nagpur and Pune Metro Rail

Projects. BRIJESH DIXIT, MD, MAHA METRO spoke to CONSTRUCTION OPPORTUNITIES on the Nagpur metro rail project and its unique highlights.

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Raft Foundation Launching of Girder in progress

Maharashtra Metro Rail Corporation Ltd (MAHA-METRO) is a joint venture of Government of India and Government of Maharashtra, with 50:50 equity. The company was incorporated

on 18th February 2015 as Nagpur Metro Rail Corporation Ltd (NMRCL). Lately it has been reconstituted into Maharashtra Metro Rail Corporation Ltd (MAHA-METRO) for implementation of all metro rail projects in the State of Maharashtra outside Mumbai Metropolitan Region. Currently MAHA-METRO is executing Nagpur and Pune Metro Rail

Projects. BRIJESH DIXIT, MD, MAHA METRO spoke to CONSTRUCTION OPPORTUNITIES on the Nagpur metro rail project and its unique highlights.

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Any interesting highlights or features which distinguish this project from other metro rail projects?

Solar Energy integration right from •inception by installing roof top solar panels with net metering over one lakh sqmt. roof area being created in the project, through RESCO Model, generating 14MW solar power, meeting 65 per cent of energy requirement of the metro.Superior Project Management through •Digital Project Management Platform using 5-Dimensional Building Information Modeling (5D BIM) – to ensure project completion without cost and time overrun and ensuring world class quality, safety and environmental protection of the project.Non-Fare Box Revenue targeted to be •above 30 per cent of revenue through- i)Additional stamp duty, ii)Premium on extra FSI through Transit Oriented Development (TOD), iii)Additional development charges, iv)Real Estate development at world class stations and depots.Targeting 10 per cent Project Cost •Saving by optimization of designs, specifications & resourcesMulti-Modal integration, First & Last •mile connectivity & promoting Non-Motorised transport.Introduction of Common Mobility •Card for seamless travel of commuters in various modes of transport.Novel concept of Metro-Samvad has •been adopted for direct communication with all stake holders including citizens and to enlist Metro Mitras for their active participation in the project.

What are the challenges specific to this metro project?As such there is no hurdle which would impact timely completion of the Project.

How do you justify cutting trees for a Metro.Cutting of trees will be last resort to be adopted by MAHA-METRO. Maha-Metro has planted 5000 trees against 639 trees cut at Vasudev Nagar near Ambazari. This area of 75 acre has been renamed as “Little wood”. As against statutory requirement of plantation of 5 trees for every tree cut, MAHA-METRO has enhanced its target to plantation of 8 trees for cutting each tree.

What are the green initiatives taken for the metro project.Nagpur Metro Rail Project has been conceptualized and designed to use natural Solar Energy and make use of rain water harvesting, green building techniques, bio-digester technology, enhancing green belt by tree plantations, water recycling plant in depots, pollution reduction methods. MAHA-METRO has gone a step further towards making it the Greenest Metro by signing a MoU with DRDO (Defence Research and Development Organisation) for propagation and installation of “Bio Digester Technology”. MAHA-METRO is the first Metro in India to adopt this technology with an objective of keeping eco-friendly clean environment and make use of organic waste and waste water. It has planned to use this technology for its proposed 36 stations, 2 depots and Metro Bhavan. MAHA-METRO is proposing to implement the project with least adverse social and environmental impact.

Detail us with regards to the latest technologies like construction equipment, software, building materials etc being used in the metro rail project.

Implementation of Digital Project •Ma nagement Platform using 5-Dimensional Building Information Modeling (5D BIM) – to ensure project completion without cost and time overrun and ensuring world class quality, safety and environmental protection of the project.Introduction of Common Mobility •Card for seamless travel of commuters in various modes of transport.Solar Energy integration right from •inception by installing roof top solar panels with net metering over one lakh sqmt. roof area being created in the project, through RESCO Model, generating 14MW solar power, meeting 65 per cent of energy requirement of the metro.Non-Fare Box Revenue targeted to be •above 30 per cent of revenue through- i)Additional stamp duty, ii)Premium on extra FSI through Transit Oriented Development (TOD), iii)Additional development charges, iv)Real Estate development at world class stations and depots.Eco park development adjoining depot •land.

Future outlook.Nagpur Metro is committed to create Multi-Modal integration with First and Last mile connectivity, promoting the Non-Motorized transport and also committed to provide the amenities and services of International Standards to the citizens of Nagpur. u



In order to meet the future traffic demand, the expansion of mass transit corridor is imperative

Please brief us on the current status of the metro rail project.In order to improve the Public Transport share and provide sustainable urban transportation system, the Government of Tamil Nadu has decided to implement the Chennai Metro Rail Project. The Phase-1 of Chennai Metro Rail Project operation covers a length of 45.046 km network and consists of two corridors i.e. Corridor-1 – From Washermenpet to Airport (23.085 Km), Corrridor-2 – From Chennai Central to St.Thomas Mount (21.961 Km). About 55 per cent of the corridors in Phase-I is underground and the remaining elevated. The section of elevated corridor is fully operational now (i.e. Corridor-2: Koyambedu to St.Thomas Mount and Corridor-1: Airport to Little Mount). The remaining underground sections will be operationalised in three stages by the end of June 2018. Phase-1 extension with length of 9 Km also has been taken up recently and underground works have started. Entire Project will be completed by 2019.

What are the expected long-term impacts and opportunities from the Project?In most urban areas traffic congestion is increasing significantly due to the rapid growth of the private vehicles, urbanisation and decreasing share of Public Transportation. The present share of public transportation for Chennai city is 31 per cent, and its share has been declining when compared with the past. The Metro rail system can support for the increase in share of Public Transport system. Further, the Metro rail project would generate significant direct and indirect employment for skilled, semi-skilled and unskilled workforce. As Metro Transport system is completely pollution free, it will improve the air quality for citizen.

How will construction of the metro rail project impact the community? Metro systems are superior to other modes because they provide higher carrying capacity, faster, smoother and safer travel, occupy less space, are non-polluting and

energy-efficient. To summarise, a Metro system:

Requires 1/5• th energy per passenger km compared to road-based systemReduces journey time by anything •between 50 per cent and 75 per cent depending on road conditionsCarries same amount of traffic as •7 lanes of bus traffic or 24 lanes of private motor cars (either way), if it is a medium capacity system.Causes no air pollution and lesser noise •level in the cityOccupies no road space if underground •and only about 2 meter width of the road if elevatedIs more reliable, comfortable and safer •than road based system

Expected cost of the project and fund disbursed so far (Rs.in Crores)

Phase-1 Phase-1 Extension

Cost of Project 19058 3770

Funds Disbursed 13305 311

Chennai Metropolis has been growing rapidly and the traffic volumes on the roads have also increased enormously. The need of the hour is a new rail based rapid transport system that

will provide the people of Chennai with a fast, reliable, convenient, efficient, modern and economical mode of public transport, which is properly integrated with other forms of public and private transport including buses, sub-urban trains and MRTS.PANKAJ KUMAR BANSAL, MANAGING DIRECTOR, CHENNAI METRO RAIL LTD spoke

to CONSTRUCTION OPPORTUNITIES on the current status of the project and future opportunities

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Any interesting highlights or features which distinguish this project from other metro rail projects?Chennai Metro Rail Ltd is advocating Multi Modal Integration (MMI) to ensure better mobility to metro users and the travelling public Transport. Multi Modal Integration Strategy has been built in to the Project Design itself. Phase-1 of Chennai Metro Rail Project corridor is running along the major arterial roads and connecting Road, Rail and Air Transport hubs such as Chennai Mofussil Bus Terminus (CMBT), Chennai Central station, Egmore station, Airport. As part of safety and energy saving strategy, Chennai Metro Rail has installed Platform Screen Door (PSD) at all Underground Metro stations.It is the first metro project in India which has platinum rating from Indian Green Building Council (IGBC)

What are the challenges specific to this metro?General Challenges:

Stakeholders Coordination•Traffic Diversion during construction•Land Acquisition•Mixed geological strata and high level •of Water table

Specific Challenges:Crossing of Flyover: Balanced Cantilever SpansTo facilitate crossing of the Kathipara fly over near Alandur, the Elevated Corridor No.2 has 3 spans of balanced cantilever type, (Spans 59, 75 and 39 m), which were constructed without providing any temporary supports from underneath and also without disturbing the traffic

Crossing of Suburban Railway : Steel Girders across Railway Tracks at GuindyAt Guindy, the Corridor –I passes over the existing railway track. In view of the heavy rail traffic, steel girders of span 69 m and 36 m have been provided. These are the only spans which are of steel, all others being of concrete.

Mixed Ground Condition •Passing of Tunnel through restricted •area like heritage building etc.

How do you justify cutting trees for a Metro? The tree cutting is justified by obeying the direction of Hon'ble High Court, Chennai and instructions issued by the Chairman

and Managing Director of CMRL by taking Compensatory Planting works with the help of Tamil Nadu Forest Department (TNFD) at the ratio of 1:12 in and around Chennai City.

Detail us with regards to the latest technologies like construction equipment, software, building.

Solar:• CMRL has already installed 1.125MW of solar capacity on rooftop at RS depot and car parking area. Contract for 6MW rooftop and ground mounted awarded with work in progress. These will save nearly 200,000 tonnes of CO2LED Lighting:• All elevated and UG stations have been provided with LED lighting saving energy.Chiller Plant pumps have been •provided with V3F Drive at all UG stations saving energy.Re-generative Braking provided in •all trains whereby, nearly 30 per cent traction energy is re-generated during braking.All Escalators are provided with V3F •drive with automatic stoppage in case of no patronage, thereby conserving energy.Waste water recycling in depot area •for water conservation

What are the green initiatives taken for the Metro project?

So far, CMRL planted 60000 Saplings •in and around Chennai City from 2010.Rare / Endangered / Red List / Trees are transplanted by adopting MIYAVAGI Technic.1280 Saplings were planted in 400 Square Metres area.CMR L has a lready instal led •1.125MW of solar capacity on rooftop at Rolling Stock depot and car parking area. Further contract for 6MW rooftop and ground mounted awarded with work in progress.Entire elevated stations (13 Nos) have •got Platinum Leed Rating byIndian Green Building Council (IGBC) Certification.

Future outlookIn order to meet the future traffic demand, the expansion of mass transit corridor is an imperative. A standalone Metro

system of 54Kms being constructed at present by itself, is not sufficient to address to traffic needs of Chennai. There is a case for considering expansion of Mass Transit options. Nationally and globally it is seen that the metro network expands progressively to cover entire city. In this Context, Chennai Metro Rail Ltd is also currently working on the preparation of Detailed Project report for Metro Rail Phase-2 expansion.

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Chennai Beach

St. Thomas Mount

CMBT

Park Town

Airport

Thiruvottriyur

To Avadi

Metro Phase-I (54 km)

MRTS (25 km)

Suburban Rail System

Terminal/Interchange Locations

Legend

AlandurGuindy

Chennai Central

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CMRL Inter Modal Integration 2

Phase 1 Interchanges


The metro project will be a game-changer for the city of Lucknow

Please brief us on the current status of the metro rail project?'The Lucknow Metro project has a distinction of achieving the fastest metro construction. Work on Priority corridor which is from Transport Nagar Metro Station to Charbagh is completed while construction from the further underground station is in process. The project has successfully completed the first trial run on December 1, 2016. Currently the full-fledged trials run are on, and the project is fully prepared to take off.

What are the expected long-term impacts and opportunities from the project? The metro project will be a game-changer for

the city of Lucknow. Transport constitutes the backbone for urban development. The project will link the major localities of the city thus reducing commuting time from hours to minutes. It will also ease congestion and encroachment, a problem which has assumed a massive proportion in the recent years. The Metro Project is also expected to reduce the cost of travel and decrease fuel costs benefitting the economy. It will also decrease lakhs of man-hours. Boosting the transport and infrastructure is expected to attract more companies and services to the city bolstering the employment prospects and thus transforming it into a business hub. The project is eco-friendly and is expected to bring down pollution levels in the city.

Given the slew of benefits it is expected to bring, it can be said that the economic rate of return of the project is very high.

How will construction of the metro rail project impact the community?As I said earlier, the city of Lucknow is headed towards a considerable makeover with the operation of Lucknow Metro. We have seen that how metro project in Delhi heralded a cultural transition in the city. Similar is the case with Lucknow. The project will be the pride for the people of the city and they are expected to become more concerned towards civic issues. During metro construction, we have ensured minimum hassles to the public.

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Lucknow the capital of Uttar Pradesh is the most populous state of India. The present population of Lucknow city is more than 3 million. Lucknow continues to grow and

attract large number of people to the city. The rapid growth of the city and the associated urban sprawl has accentuated the demand-supply mismatch amidst constrained public transport infrastructure. To strengthen and argument the transport infrastructure of the city with a holistic multi-modal transport system, the Lucknow Metro Rail Project as an integrated mass public transport system meets

the mobility and accessibility needs of people of Lucknow. KUMAR KESHAV, MD, LUCKNOW METRO RAIL CORPORATION spoke to CONSTRUCTION OPPORTUNITIES

in detail regards to this prestigious and game changing project.


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Traffic diversion was planned meticulously and public inconvenience caused was minimum.

Expected cost of the project and funds disbursed so far?The cost of the project is estimated at 6, 880 crore for N-S Corridor. The funds for the project are being released in sync with the project development plans.

Any interesting highlights or features which distinguish this project from other metro rail projects?Lucknow Metro will provide the commuters of Lucknow a state-of-the-art modern world class Mass Rapid Transit System (MRTS) that will be convenient, safe, fast, reliable, cost-effective and barrier-free for the especially-abled people. It is an all-safety and equality measure. The salient features of Lucknow metro include automatic train operation, public information display system, public address system and centralized operation control system. Separate colour coding for trains is planned for different routes. Being famed in the yesteryears as the renowned city of Awadh, heritage is an inseparable part Lucknow. The design of the metro train is inspired from the cultural heritage of the city. Train exterior is a tribute to the cultural richness of the city of Lucknow. Exterior livery in golden color is inspired by the Chikankari craftsmanship. The front shape of train shows the spirit of the fabulous Roomi Gate, Bara-Imambara and Asifi Masjid. Blending of black color in front of car is inspired from the modern feel of Hazaratganj.

What are the challenges specific to this metro project?Lucknow, being the capital city, metro construction was a difficult subject. Fortunately, we were able to garner favourable public opinion through consistent interaction with the public. Lucknow Metro has achieved the distinction of being the fastest Metro Project execution that has ever happened in the country so far. Racing against time to complete the project was in itself a big challenge for us.The other challenges we faced were related to engineering construction.

At Mawaiya Railway Crossing, LMRC •

is carrying out its work for construction of a special balanced cantilever span of 255 meters (central span 105 meters; end spans of 75 meters each). This is one of the most critical jobs which is being executed at a height of 21.5 meters above the ground level while surpassing over a Railway Crossing at a height of 15.2 meters from the ground level under extremely difficult situations in the middle of the main road traffic.At Awadh Rotary, Lucknow Metro •is launching a 60 meter special steel span bridge crossing the rotary over a statue in the middle of the rotary. This bridge which has been built at a height of approximately 13 meters above the ground will connect both the ends of the Metro viaduct to provide a special seamless connectivity for Metro train operation. It is one of the rare kinds of work being done for any Metro project in the country.

How do you justify cutting trees for a Metro?Cutting of trees cannot be justified be it for any infrastructural development within the city. However, Lucknow Metro has ensured plantation of 10 trees for every tree uprooted which is more than the required government norms. It has also ensured the transplantation of trees.

What are the green initiatives taken for the metro project?Lucknow Metro has been ensuring an environmental friendly mass rapid transport for the public from the first day of its inception. Lucknow Metro is taking several energy conservation measures such as the use of regenerative braking in the trains which will result in saving of 30 to 35 per cent traction energy thereby resulting in reduction in emission of Green House Gases (GHG), use of 1 per cent criteria for underground stations in the AC system for the stations, using Variable Voltage Variable Frequency (VVVF) drive for all lifts and escalators, provision of LED lights at stations, use of energy efficient equipment for Environmental Control System (ECS) and Tunnel Ventilation System (TVS) system for the underground station.Currently, 1.5 MW – 2MW of electricity has been planned by Lucknow Metro to be

used from the roof mounted photo voltaic cells of train stabling and inspection line sheds under the RESCO model. Because of all these novel measures, Lucknow Metro will be able to recover the entire cost of the project in 5 years.

Detail us with regards to the latest technologies like construction equipment, software, building materials etc being usedin the metro rail project.Lucknow Metro Rolling Stocks (Metro Trains) have the most advanced signaling and train control system – called the Communication Based Train Control System (CBTC) - which will enable Metro trains to virtually operate on a ‘driverless’ mode. Body shells of cars are made of lightweight stainless steel. Trains are high energy –efficient with LED lighting and regenerative braking to feed about 30-35 per cent energy back to overhead electrical energy system during braking. All systems are monitored and selectively controlled by a microprocessor based Train Control & Management System (TCMS). Automatic Train Protection (ATP) has been provided for automatic braking to prevent any collision. Trains will run in Automatic Train Operation (ATO) mode which also ensures that the train achieves timely, accurate and smooth station stops or stopping ahead of a restrictive point. Further, the Automatic Train Supervision (ATS) system will ensure automatic management of train movement by Automatic Route Setting and Automatic Train Regulation by supervising the train movement continuously and optimising the train movements in case of abnormalities.

Future outlook.Currently, priority corridor which is from Transport Nagar Metro Station to Charbagh is completed while construction from the further underground station is in process and is slated to be completed by 2019. Once complete, the project will be the fastest and most economical high- speed rapid transit system project in India.Metro construction is the need of the hour in Uttar Pradesh taking into account the fact that it is the most populous and important state. The government has taken initiative to embark on metro construction in key cities like Meerut, Kanpur, Agra and Varanasi etc. u



Kochi was the first tier-2 city in the country to be granted a metro under the Union Government’s scheme. Consequently, the foundation stone for Kochi Metro Rail was laid by the former

Prime Minister of India on September 12, 2012 at Kochi. After the project was sanctioned, the Government of Kerala and the Board of Kochi Metro Rail Ltd. took a decision to nominate DMRC as the executing agency for the project in view of the company’s proven expertise in the area. KMRL has set for itself very tight timelines for the completion of the Kochi Metro Rail project. As on date 11 stations are completed out of 22 in the 1st phase.

ELIAS GEORGE, MD, KOCHI METRO RAIL LTD spoke to CONSTRUCTION OPPORTUNITIES on the current status of the project and its long term impacts.

KMRL’s dream is to facilitate a complete integrated transport

Current status of the metro rail projectKMRL is completing 11 stations out of 22 stations in the first phase.

Expected long term impactKMRL’s first and foremost idea is not only for the metro rail but providing a integrated transport programme to the entire Kochi region. Different transport connectivity are also being planned for Kochi. And we also have a plan to reduce carbon emission.

How will this construction of Metro rail project impact the society:The travel time will reduce for the people from Kochi and nearby places and will reduce the traffic blocks. People will get a comfortable journey and also reduce the accidents on roads. Economic situation will improve after implementation of metro.

Any interesting highlights or features which distinguish this project from other metro rail projects?

Fully elevated Metro Corridor of a. length 25.612kmAlignment along North South axis on b. National Highway 22 stationsc.

750v DC third rail traction, CBTC d. system of Signalling & Train ControlIntegrated multi modal transport e. facilityPPP modal for AFCf. Station Theming: Western Ghats, g. Spices and Crops, Cultural and Artistic heritage of Kerala, Maritime History of Kerala.Social Inclusion through h. KudumbashreeVertical gardeni. Central Command Control Centrej. City wide Wi-Fik. “Kochi 1” Smart Cardl. “Kochi 1” APPm. Solar Panels on Station Roofn. Time Integrationo. Water Transport connectivityp.

How do you justify cutting trees for Metro? Cutting of trees can never be justified but Kochi Metro project is for the public and community. For the development of the country some sacrifices are needed. KMRL initiated to plant more trees in different areas of Kochi than we cut for the Metro project. KMRL has taken up green initiatives for the metro project like vertical garden and

Non-motorised Transport plan.

Future OutlookKMRL’s dream is to facilitate a complete integrated transport with reduction of carbon emission in Kochi and also provide a safe and comfortable travel to people of Kochi.

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We are committed to deliver World Class and most cost efficient metro

Please brief us on the current status of the metro rail project?'On 4th February 2010, a Special Purpose Vehicle (SPV) namely, Metro-Link Express for Gandhinagar & Ahmedabad (MEGA) Company Ltd. was incorporated by the Government of Gujarat to implement Metro Rail Project under the Companies Act, 1956. The company was restructured and with effect from 20th March 2015 the Company has been converted as a 50: 50 SPV of Government of India and Government of Gujarat.Loan Agreement of `5968 cr between JICA and GoI signed on 4-3-2016.

East West CorridorContract for construction of Under •Priority reach (Vastral Gam to Apparel Park viaduct) awarded on 04-02-2015.Contract for construction of Under •Priority reach (Vastral Gam to Apparel Park Station) awarded on 21-08-2015.Approx. 2.68 km viaduct construction •work has been completed.

Contract for construction of Under •Ground package 2 awarded on 25-01-2017.Contract for construction of Under •Ground package 1 awarded on 02-03-2017.Contract for construction of Western •Reach awarded on 25-01-2017.

North South CorridorContract for construction of North •South package 1 (Gyaspur Depot to Shreyas) awarded on 13-1-2016.Contract for construction of North •South package 4A (Ranip to Motera Viaduct only) awarded on 13-1-2016.Contract for construction of North •South Package 2 & 3 (Shreyas to Ranip) awarded on 31-12-2016.Contract for construction of North •South Package 4 B (Ranip to Motera Stations only) awarded on 6-2-2017.

What are the expected long-term impacts and opportunities from the project? The project operation will bring both positive and negative impacts. Operation

of metro will decongest roads, reduce air and noise pollution and have some impact on environment. The Metro will yield non-tangible benefits such as savings in vehicle operating costs, less travel time, better accessibility, integration of different modes of transport. Some social impacts have been listed:Benefits to Economy due to:

Employment Opportunities•Reduction in number of vehicle trips•Cost savings due to reduction in •number of vehicle tripsReduction in Air pollution•

How will construction of the metro rail project impact the community?The project has many positive environmental impacts like reduction in traffic congestion, saving in travel time, reduction in air and noise pollution, lesser fuel consumption, lesser road accidents etc.Traffic diversion: During construction period, partial traffic diversions on road will be required, as most of the construction is to be carried out on the middle of the road.

Ahmedabad – Gandhinagar Metro rail project is being promoted with the objective of providing safe, fast and eco-friendly transportation services to the public at affordable rates while simultaneously reducing the congestion on the roads. The metro rail project will promote integration with AMTS, BRTS, Railways and other modes of public transit system. I. P. GAUTAM, MD, MEGA COMPANY LTD, offered CONSTRUCTION OPPORTUNITIES the latest update on the metro rail project and its long term impacts.


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Muck disposal: The construction of tunnelling activity will generate about 16,03,000 m3 of muck. The muck will be transported up to nearest proposed option. Being the good road condition in Ahmedabad, the dust generation due to transportation of muck will be insignificant.Ground and Surface Water: Insignificant impact will be anticipated on surface water for the elevated section of the Metro. For underground section, as a precautionary measure, detailed hydrological investigation will be undertaken prior to the construction of tunnel to locate the ground water aquifer falling in the alignment of metro tunnel and to safeguard the ground water flow wherever feasible.Air Pollution: The monitoring results of pollutants such as NO2, SO2 and CO are much below the national standards (NAAQS, CPCB) and dust concentrations monitored are 1.3 – 2.2 times higher than the standard value. Hence, dust could be the problem when the project is under construction.Noise Pollution: The major sources of noise pollution during construction are movement of vehicles for transportation of construction material and the construction machinery/equipment at the construction site. The construction activities are expected to produce noise levels in the range of 104 - 109 dB (A) at source which decreases with increase in distance. Exposure to noise may lead to complete hearing loss, tension, fatigue, fast pulse/ respiration rates, dizziness & loss of balance, anger, irritation and in extreme case nervousness.Impact due to Vibration: Directorate General of Mines and Safety (DGMS) prescribed permissible limit of ground vibration (INDIA). The permissible limit of ground vibration considered here at frequency 8-25 Hz for

Domestic houses/structures–10 mm/s•Objects of historical importance & •sensitive structures – 5 mm/s

As per the results of vibration study, the archaeological structures are at safe distance and the there would be no vibration impact on these structures due to TBM tunneling. However, the predicted vertical vibration above tunnel is reaches 5 mm/s which can damage the structures. Precautionary measures needs to be taken during construction.

Health risk at construction site: Health risks include accidents due to improper construction practice and hazard diseases due to lack of sanitation facilities (i.e., water supply and human waste disposal).DPR for Ahmedabad Metro Rail Project March 2015 7/19Impact on Sensitive Receptors: About 135 numbers of sensitive receptors identifiedwithin 100 m on either side of both the alignment. The major impacts to the sensitive receptors are due to noise and vibration.

Expected cost of the project and funds disbursed so far? Expected Cost of Project:

Any interesting highlights or features which distinguish this project from other metro rail projects?The proposed metro in Ahmedabad has two corridors totaling 35.956 km and 32 stations, including terminal stations. It traverses across the city in the north-south and east-west direction and along its path covers many important origins and destinations.Ahmedabad has planned for a multi-modal system, where the proposed metro complements the existing BRTS and AMTS services. North-South Corridor of Ahmedabad Metro will run parallel to Indian Railways Meter Guage Corridor for Approx. 8.9 km. Ahmedabad Metro Rail will be having inter change station with High Speed rail at Sabarmati and Ahmedabad Railway station.

What are the challenges specific to this metro project?The key challenge being faced by this metro project is two-fold. The first is the acquisition of private land. Ahmedabad Metro Rail Project is being constructed in limited ROW. It is passing through thickly populated areas of Ahmedabad such as in the east, near Amraiwadi and Vastral, and in the walled city. The project has to be in a way to ensure that the minimum amount of land needs to be acquired. This in itself is a difficult task as strict design guidelines need to be followed for the safety and operational feasibility of the train. Even after the designing, however, it is a very long and difficult process to go to the field and acquire the land from private land owners. Each individual’s needs and priorities are different, which the company needs to respect. The financial and emotional attachments that people have to their property are also very strong, which makes most people unwilling to contribute their land to the project. Even after the land has been acquired, the company needs to take steps to ensure that the people who have been displaced are able to meet the living standards that they had before. This is one of the major challenges being faced by this project.The second challenge was that the underground section is passing through old city having ASI monuments near metro alignment. As per the AMASR Act, 2010, it is not permitted to construct any structures

COVER STORY

DescriptionCost at April

2014 price level (`in crore)

Land 705.84

Alignment & Formation

1593.76

Station Building 1745.65

Depot 318.62

P-Way 369.78

Traction & N Power Supply

436.54

S&T works 960.01

R &R hutments 125.78

Misc. 260.38

Rolling Stock 905.54

Security 11.12

Staff quarter for O&M

49.64

Capital Expenditure on Multi Modal Traffic

67.98

General Charges @ 5% (Except Land)

342.24

Contingency @ 3% 215.61

Total 8129.00

Total Taxes & Duties 1197.31

Total 9326.31

Escalation Cost @ 7.5% per annum up to project completion

1348.69

IDC 98.00

Total Completion cost

10773

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within 100m of these monuments. The route for the tunnels needs to be very carefully planned as the train itself also needs long curves to be able to turn and move fast at the same time.

How do you justify cutting trees for a Metro?The metro is a public project intended to provide fast, efficient and environmentally friendly transport and also to integrate the various transport systems of the city like BRTS, AMTS and the railways. The construction of the metro requires the construction of viaducts, stations and tunnels, which are heavy infrastructure and because they are to be used by public, they must meet strict safety guidelines. Along the entire metro alignment, the presence of trees can hamper the construction of the infrastructure as well as movement of the train. Hence the cutting of some trees is required.In order to ensure that this does not result in a loss of green cover for the city, the following steps have been taken:

Minimal required tree cutting.First, MEGA and AMC jointly •identified all trees, belonging to public and private land, up to a width of 11 m on both sides of the metro alignment. Only trees that are within 6m of both •sides of the alignment actually need to be cut. As the construction progresses, construction team identifies exactly which trees are falling within this area and absolutely need to be cut. The extent of cutting required is also identified i.e. trimming, total cutting etc.AMC is then requested to remove •or trim the trees as per MEGA’s requirement.

PlantationIn lieu of every tree that is removed, •AMC will plant 10 trees. For example, if 5 trees need to be removed for construction of a pier, then AMC will plant 50 trees in lieu of the 5 trees that were cut. Cost of planting new trees is borne by MEGA.Therefore, the cutting of a bare •

minimum number of trees is a necessity and appropriate steps to ensure plantation is done are being taken.

What are the green initiatives taken for the metro project?The metro will yield multiple environmental benefits for Ahmedabad. Broadly, they are:Reduced Vehicular Pollution

As people shift from private modes to •the metro and also other modes like BRTS and AMTS (because the metro will integrate with BRTS and AMTS networks), proportion of private vehicles in the overall transport system will decrease. Therefore, emissions from private vehicles will also be reduced.Congestion will also be reduced on •roads as people shift to metro. This will result in less waiting time, less exhaust emissions and less vehicular air pollution.

Carbon CreditsMEGA has applied for registration of the Ahmedabad Metro Project in the CDM (Clean Development Mechanism) Program to the UNFCCC. DMRC, with an expertise in carbon accreditation have been hired as consultants for registration of Ahmedabad metro Rail Phase I as a CDM project. Solar EnergySolar panels are proposed to be installed on the roofs of structures in the depot and the stations to generate power.LEDs will be used for lighting throughout the metro project to reduce power consumption as far as possible. The viaduct, depot and stations will also be designed to harvest as much rainwater as possible and to ensure proper groundwater recharge. Detail us with regards to the latest technologies like construction equipment, software, building materials etc being used in the metro rail project.Modern construction technologies are being used in Ahmedabad Metro Rail Project like, TBM machine for underground construction work, rotatory rigs etc. Various software like primavera Midas, Bentley rail track, SAP are being used in the Ahmedabad Metro rail Project.

Future outlook.Ahmedabad Metro Rail Project will connect Gandhinagar and Airport in Phase II. u

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Segment launching P162-P161 Span LG-1

Construction of Stretch P171 to P182


L&T has established itself as the foremost builders of metro rail systems in India and is presently executing 19 projects across 10 cities in 3 countries. In addition to ongoing metro

projects in 8 Indian cities viz.: Delhi, Mumbai, Chennai, Hyderabad, Lucknow, Kolkata, Ahmedabad and Kochi), the company is also part of the consortiums constructing the Doha and Riyadh Metros – the latter which, when finished will be the largest in the world. As L&T rides the metro boom, S V DESAI, EXECUTIVE VICE PRESIDENT & HEAD – HEAVY CIVIL INFRASTRUCTURE, L&T CONSTRUCTION shares his views with

CONSTRUCTION OPPORTUNITIES about the present scenario and the opportunities in the offing in the metro space.

The metro construction boom to continue in the EPC space

What are the opportunities you are seeking in the metro space going forward? Tell us about the metro projects in which you are looking to contribute? There is no denying that the metro rail system is a quicker, greener and much more comfortable mode of city commute and hence more and more cities will decide to develop metro systems, sooner rather than later. Interestingly, a metro can carry the same amount of traffic as 9 lanes for buses or 33 lanes of private motor cars apart from reducing journey time by anything from 50–70 percent, depending

on the prevailing road traffic conditions. At present, the metro market in India is pegged at about `25,000 Crore considering the projects under execution and those that will be commissioned over the next two years. Further, the intent of the Union Government is to invest about `1.2 Lakh Crore for the construction of metro systems across 15 cities over the next 5 – 7 years which reflects the growth trends of cities in other parts of the world. For example, the South East Asian and Middle East markets are expected to receive investments to the tune of up to `2.8 Lakh Crore in the metro

segment alone. Both these factors of growing demand and government support augur well for the industry and hence we are bullish about fresh opportunities in this space. Our portfolio ranges from elevated rail to underground metro rail corridors, station buildings along with alignments to expansive depots. Several modern technologies have been adopted, including the conventional Drill and Blast Method (DBM), the New Austrian Tunnelling Method (NATM), Tunnel Boring Machines (TBM), and soft tunnelling using road headers for underground alignments. We are


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Chennai Metro


implementing Incremental launching and full span ‘U’ girders to fast track the erection of superstructures and elevated corridors with minimal hindrance to road users. L&T is also a leading contractor for Traction and E&M works that involve installation of Flexible and Rigid Overhead Catenary Electrification apart from Signalling and Telecommunication including Automated Fare Collection systems.

Provide us a brief idea of the existing market opportunities and your strategy to tap those going forward? I have already shared the two major reasons for the boom in India for the construction of metro rail systems. L&T, as an organisation, is well-placed to capitalize on these opportunities as we are in the EPC space and our design and execution capabilities give us an unique and competitive advantage. Going forward, we will be able to offer comprehensive metro rail construction solutions with our expertise in Civil, Mechanical, Electrical and System integration.

Please detail us the challenges faced by companies such as yours in metro rail

construction Being capital intensive, metro rail construction requires massive funding which often proves to be the biggest stumbling block for the expeditious execution of projects. Globally, the metro projects are viable because they are built with public funding. In India, projects are being awarded both on EPC and PPP models. Although the Hyderabad Metro that we are executing is the largest metro project on a PPP model, we prefer such projects on EPC model because:

Higher construction costs lead to •increase in project pricesCapped fares•Unattractive IRRs (Internal Rate of •Return)

Non-availability of ROW (Right of Way) and constraints in land acquisition are other factors that are constant irritants in the way of quick and speedy execution of metro rail projects.

What sort of support or policy changes are you expecting from the government with regards to metro rail projects execution?Metro rail construction logically being a requirement in Urban Areas, needs

support of all stake holders including the Government and Government subsidiaries like Land Authorities, Traffic Regulators, Utility Providers, etc. Since ROW and constraints of land acquisition, utility diversions and traffic diversions are the biggest road blocks, we feel that the Ministry of Urban Development should direct the metro rail authorities to possess at least 75 – 80 per cent land with Right of Way cleared, Utility Clearance Permits and Traffic Diversion Permits before issuing the ‘Notice to Proceed’ to contractors. Compensation mechanisms, in case of delays especially those which are of no fault of the contractors, should be explicitly mentioned in the contract to protect the interests of contractors.

Detail us with regards to the latest technologies like construction equipment, software, building materials etc., your company is using in metro rail projects.Metro rail systems can either be over-ground as in the case of Hyderabad Metro, which is totally elevated, or underground or a combination of the two as in the case of Delhi Metro. Metro structures have to be sturdy


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Delhi Metro Underground Section


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enough to bear the weight of a city’s heavy traffic which calls for strong, firm foundations and L&T’s geotechnical arm offers engineering solutions to the entire gamut of geotechnical and foundation engineering for metro systems. Trench cutter equipment was introduced in India by L&T for underground stations involving rock socketing and permanent diaphragm walls. We have installed India’s first secant pile wall for the Delhi Metro Rail project at Hauz Khas. Deploying a large fleet of state-of-the-art Plant & Machinery, L&T propels progress from the initial stages of foundation to completion.As pioneers of precast technology in India, L&T has been using this technology aptly in the metro segment. Starting from simple precast segments that are tied together to form a full span of the metro portals, an entire span is now being cast as a single piece to fast track project completion. Called ‘U’ girders, these trough-like heavy concrete structures are cast at a dedicated yard under standard factory conditions and then shifted to the site where they are merely lifted and placed into position using a combination of heavy duty cranes. L&T has taken precast technology to a new level by constructing even station buildings using this innovative technology. The concourse and platforms are now precast and erected in place at the station buildings thereby fast-tracking

completion of these complicated structures along the metro corridors. In fact, except for laying of foundations and erection of pillars which are both in-situ processes, over 85 per cent of the works are precast! For the Hyderabad Metro, precasting is one of the construction methods that has been used to standardise quality and accelerate speed of construction. The underground metro comprises tunnels and stations: Tunneling is done by Tunnel Boring Machines (TBM) or by NATM (New Austrian Tunneling Method). The selection of the tunneling method depends on the ground conditions, surface features and dimensions of the tunnel. Based on the constraints and location, the stations can be constructed using:

Top Down Method with diaphragm •wallsBottom Up Method with Soldier •pile/Sheet pile / Secant pileCombined Top Down and Bottom •Up Methods (Diaphragm walling with shear pins)

A cost effective technique for erecting Over Track Exhausts (OTE) segment was proposed and executed at the Chennai Metro that achieved an excellent erection speed of 10 OTEs/day.

Digitalisation: The Digital Revolution marks the movement from analog and

mechanical devices to digital technologies. Digitalisation is about working with tools and practices based on information and communication technology that improves productivity. Areas of focus for Digitalisation in L&T are P&M Monitoring, Project Monitoring & Control, Safety, Engineering & Design, Customer Interactions, Employee Involvement / Engagement and Procurement.

Power of BIM: L&T has implemented Building Information Modelling (BIM) in Hyderabad Metro (3D) and now are in the process of implementing 5D BIM in Mumbai. We have a competent BIM Team that enhances value to the customer by increasing productivity, decreasing cost by avoiding rework, facilitating seamless interface and system integration.

Future outlook for the industry and from a company perspective.India has an operational metro rail network of about 300 km, 90 per cent of this network has come up across four cities in the last 10 years. Rapid urbanisation will drive demand for more and more metro rail systems in Tier 1 and Tier 2 cities. With our inherent capabilities, talent, experience and growing track record, we are well positioned to ride this metro wave by providing the most optimal solutions. u

Chandni Chowk Railway Station - Delhi Metro

Lucknow Metro

Casting yard Hyderabad Metro

Chennai Metro Depot


HCC is a pioneer in the Indian infrastructure industry delivering world-class engineering and construction projects. HCC with its presence in multiple sectors is responsible for landmark

projects that have defined the country's progress. The company has built some of the most remarkable transportation projects in India like the Mumbai-Pune Expressway, Bandra-Worli Sea Link, India's 1st and 2nd metro systems in Kolkata, Delhi and India's longest rail tunnel - Pir Panjal in Jammu & Kashmir to name a few. Over the last five decades, the company has delivered some of the best mass rapid transport systems, bridges and highways.

SANTOSH RAI, HEAD –TRANSPORT SALES, HINDUSTAN CONSTRUCTION COMPANY (HCC) spoke to CONSTRUCTION OPPORTUNITIES on his company’s contribution in the

country’s metro rail movement and future opportunities.

The opportunities in the metro rail construction in India are huge

Tell us about the role being currently played by your firm in the metro rail space? Which are the metro projects in which you are present, their current status, scope of work and cost, timeline for completion?HCC has been a prominent player for Metro rail projects in India. We have built India’s first metro project - the Kolkata Metro. We have also been actively involved in the development of Phase I, Phase II and Phase III of the Delhi Metro. Currently we are executing three projects worth `2000 crores in Phase III of Delhi Metro. HCC has also been awarded the `2500 Crore contract to build the Mumbai Metro Line III Pkg 2. The construction activity for this has already started. What are the opportunities you are seeking in the metro space going forward?

Tell us of the metro projects in which you are looking to contribute? HCC keeps seeking opportunities in Metro space and there are several cities where metros are being planned and developed. HCC expertise in executing underground construction makes us the right partner for development of underground metro projects. Underground Metro is the best options for developing metro systems in cities like Chennai, Mumbai, Bangalore, which face space crunch to construct elevated Metro projects. We would also like to work in developing cities like Lucknow, Srinagar, Guwahati etc.

Provide us a brief idea of the existing market opportunities and your strategy to tap those going forward?The opportunities in the metro rail

construction in India are huge. Currently, metro system in Mumbai is being planned and implemented in various phases. Similarly, metro is being planned in other cities such as Pune, Nagpur, Patna and Chandigarh. Our strategy is to focus on right kind of geographies and select projects on their merits. We also have to keep in mind the technical demands and other criteria which fit into our strategy.

Please details us regards to the challenges faced by company’s such as yours in metro rail constructionThe challenges faced during the construction of metro rail largely depend on the mode of construction of the project. These projects are implemented on various forms which include complete design and build like Phase I of Delhi Metro and Mumbai Metro.

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In this form, there are various uncertainties such as varying geological conditions which throws up unforeseen hurdles, limited space in congested city environment, shifting of underground utilities and traffic diversions etc. But the good thing is that Metro clients design the contract in such a manner that it is easy to resolve such issues. Another big challenge is getting land in densely populated areas to launch tunnel boring machines and make casting yards. Addressing land issue is a very time consuming process in our country. Delhi Metro has set a very good example by making land available on time to the contractor so that the work can start and progresses seamlessly. This can only be done by taking the public at large in consensus even before starting the project.

What sort of support or policy changes are you expecting from the government with regards to metro rail projects execution.The metro projects are not very different from other infrastructure projects, as far as policies are concerned. One of the teething issues that any infrastructure player faces today is the payment related to variations due to geological surprises. What we need is a mechanism in the contract to deal with such geological surprises which are way beyond the baseline geological reports provided at the time of tendering. For example, International Federation of Consulting Engineers (FIDIC) on which most of the EPC and turnkey projects contracts are based on, do not

recommend going for EPC kind of projects for underground construction because of the uncertainty which contractor may face once the work starts. However if we have to execute the project on EPC basis then we should have a mechanism in place by which risk are properly shared rather than being shifted to the side of either parties. One more policy support which we look for is the mechanism to deal with the change in the state laws & regulations. We execute Metro projects in various states which have different laws and regulations. Any change in the law can have financial implications of the project which should be answered properly by the client and also taken care by the government.Underground Metro construction requires huge investment in machines and it is important that when such machines are imported, they should be given concession on import duty. Earlier such imports were custom duty free; but now they are not. It

has big implication on the project cost as execution of only Mumbai Metro requires more than 20 machines; Delhi Metro used more than 30 machines at a time. This policy change would also motivate contractors to import and use latest technology for better and faster delivery of world class infrastructure.

Future outlook for the industry and from a company perspective.India needs a lot of infrastructure which itself speaks about the growth potential of Metro Sector. Also the amount of focus government is giving on infrastructure sector through highways, ports, railways, high speed rails, metro etc shows the potential of the infrastructure industry. It will be one of the most prominent industries in the next 10 years as leading players in this sector are gearing up for enhancing their capabilities to handle complex and demanding projects. u


Detail us with regards to the latest technologies like construction equipment, software, building materials etc your company has used in metro rail projects.Being one of the major frontline players in the Metro sector, HCC uses the state of the art Tunnel boring machines. In Mumbai Metro we are using dual mode, double shield rock machines which are able to deal with both the rock environment as well as the soil environment (EPB). This latest TBM allows you to probe 50-100 meters ahead of the cutter head which gives you a lot of idea about the geology the TBM is going to face while drilling ahead.We also utilise the technologies to monitor the real-time progress of the tunnel boring machines. Lot of new technologies is being used to carry out the building conditions survey and to do soil analysis beforehand to take remedial measures for smoother operations. In the elevated metro projects now a lot of new launching techniques like full span launching to overhead launching are being used which reduce the cycle time to just 2 days only.


The CC30 package of DMRC is part of the 59 km long Majlis Park to Shiv Vihar Metro Corridor (Pink Line) of Phase III. The scope of work included design and construction of the twin tunnel between Shalimar Bagh and Subhash Place stations by Shield TBM, twin box tunnels by cut and cover method, underground ramp, architectural finishing of Shalimar Bagh station (underground) and Netaji Subhash Place station (semi-underground). The notice to proceed with the work was issued on October 29, 2012 and HCC immediately undertook the detailed geo-technical investigation of the project along the alignment of the project. The soil was tested by drilling boreholes at nine locations and samples extracted were tested in the laboratory. The detailed investigation revealed that the soil along the project alignment was sandy silt and silty fine sand primarily. It was medium dense to highly dense at the depth of 30 meters. The ground water was encountered at about 11 to 15 meters depth. The geology along the alignment of the tunnel was of mixed type. (graphical representation of the geology). Based on the geo-technical study done by DMRC during the tender stage, Earth Pressure Balance Tunnel Boring Machine was finalised for the tunnelling. Earth Pressure Balance (EPB) TBMs are used in excavation of soft ground or soil condition. The EPB method consists of cutting chamber located behind the cutter head of the TBM. This chamber is used to mix the soil with water foam. It is maintained under pressure by the mucking system. The ground at the cutting face is supported by earth pressure by balancing the advancement of

the tunnel with the discharge rate of the excavated soil. The underlying principle of the EPB method is that the excavated soil itself is used to provide continuous support to the tunnel face by balancing earth pressure against the forward pressure of the machine. The thrust force generated from the rear section of TBM is transferred to the earth in the cutter head chamber so as to prevent uncontrolled intrusion of excavated materials into the chamber. When the shield advances at the face of excavation, the excavated soil is then mixed together with a special foam material which changes its viscosity or thickness and

transforms it into a flowing material. This muck is then stored and is used to provide support and to balance the pressure at the tunnel face during the excavation process. The CC30 package orientation is north-south with Shalimar Station located on the northern end and an underground ramp on the southern end of the project. The northern boundary of the project is shared with CEC who is working on DMRC’s CC04 package and on the southern boundary where L&T is working on the elevated corridor package of CC28.

Construction sequenceThe Shalimar Station location was the first area handed over to HCC for work. It is a complete underground station and goes up to 30 meters deep. After barricading the area, underground utilities shifting was the first task undertaken before commencing the excavation work. First the 1500 mm diameter PSC pipe line and MTNL Lines were shifted, after which the electrical lines of 11 KV and 33 KV were shifted. Prior to shifting, the permissions from TATA Power Delhi Distribution Ltd. were taken. Shaft location next to the Netaji Subhash Place station on the southern part of the

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CC30 package, was the second area handed over to HCC for construction. The shaft is of 20 m in length, 17 mtr in width and is 12 mtr deep. Soldier piles are drawn at the periphery of the shaft to stabilize the ground. Between the shaft and Subhash Place station area is a 75 mtr long tunnel done by the Cut and Cover method. The entire length of shaft plus the cut and cover tunnel area was utilized for installation of TBM. After lowering the TBM part by part and assembling it in the Shaft and Cut and Cover area, it started its drive towards Shalimar Bagh Station. The Cut and Cover area was an added advantage to assemble the TBM in one-go before the start of the Initial Drive. The Subhash Place station was the next area handed over to HCC to begin work. This station is semi-underground as only 12 mtr of this station is below the ground level and the balance is above. In the Cut and Cover area there were three PSC pipe lines of 800mm, 900mm and 1100mm diameters which were to be diverted before the start of the excavation for which the approval from the owner agency was to be obtained. HCC initiated the documentation to seek approval. However, the permission formalities for shifting these utilities was taking considerable time. Hence, in consultation with DMRC, it was decided to hang these pipelines with the help of a temporary bridge to proceed with the work on the station and the excavation was completed. The station was built with the bottom-up approach where soldier

piles are built first to stabilise the ground, then the excavation starts followed by the intermediate construction sequence. Challenges encounteredWhile tunnelling in an urban environment, utmost care is taken so that the underground construction activities do not disturb the buildings on the ground. Along the alignment of the CC30 tunnel, there are various new and old buildings. A detailed study was undertaken to find out the status of various structures, their building foundations and adequate steps were taken including stabilisation of ground and continuous monitoring during the TBM drive so that these structures were not disturbed. For instance, adjacent to the Shalimar Bagh station there is a shopping centre where the distance between the two is bare minimum. A rigorous scheme of instrumentation was set-up on this structure to measure def lections if any. Instruments like 3D tilt meters, Ground Settlement Markers (GSM), inclinometer...etc were set-up to measure the slightest variations as minute as few millimetres. These were monitored continuously during the construction phase.The first major challenge encountered after commencing the TBM operations was crossing the via-duct. Around 138 meters from the TBM entry point the tunnel was crossing between the piers of the via-duct of an existing metro line. The depth of tunnel below the ground level under the viaduct was only 10 meters. While planning the project, DMRC had taken care to draw the tunnel alignment between the two pillars. The challenge was tunnelling between these pillars without disturbing the pillars in any way. HCC did a three dimensional analysis of the area using “Plaxis” software suggested by its Drawing Design Consultant (DDC). The instrumentation was in place to measure the volume loss during tunnelling and it was not allowed to cross 0.3 per cent. The soil condition was clayey with significant water presence. Hence the ground between the pillars was strengthened by TAM Grouting. TAM grouting is done by drilling boreholes in the soil and injecting cement slurry under pressure so that all cracks or fissures gets filled with the slurry. This process consolidates the ground so that there is no lateral deflection on the piles during tunnelling. Around 90 boreholes were

drilled between these two pillars to make the muddy ground hard for tunnelling. After consolidation of the ground a sample piece was tested for the required strength and then tunnelling process began under the viaduct. While tunnelling the vibrations caused by the TBM drive were measured. The vibrations during tunnel driving was less than the one caused by the movement of the train on the viaduct. The next challenge was tunnelling under an existing canal. The tunnel was passing under the canal at a depth of 14 meters. Though the canal had very less amount of water in that season, the lining of the canal was weathered. Due to seepage of water, the ground under the canal was muddy. A similar exercise was carried our while tunnelling under the canal by putting various instrumentation and regular monitoring of the soil conditions during tunnelling. Thus the TBM could successfully be used without disturbing the canal.Rajesh Kumar, HCC’s Project Manager for CC30 project explains, “All along the tunnel alignment we installed intensive ground instrumentation and monitoring schemes such as ground settlement monitor and settlement markers in order to study the impact of TBM on above ground structures.The tunnel passed under some of the landmark structures such as Kasturba Polytechnic building, Kendriya Vidyalaya and even the slum area where the building conditions are very poor. In addition, while carrying out the tunnelling work, proper care was taken while finalising the alignment of the tunnel that it did not infringe the Pile area of the ‘Azadpur to Prem Bari fly over’. TBM steering was difficult in the last 500 mtr excavation as the strata encountered in this stretch was clayey wherein driving of TBM was difficult. Despite these challenges we managed to complete construction of Tunnel 1 without causing any damage to the structures on ground and also without affecting the movement of the Traffic which runs over Ring road.” The tunnel boring began in October 2013 and completed the 1,247 meter long tunnel from Netaji Subhash Place to Shalimar Bagh consisting of 1,037 rings with a finished diameter of 5.7 meter in 111 days. The average monthly boring progress achieved during the construction was 337 meters with installation of over 9 rings per day.

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Tata Projects is one of the fastest growing and most admired infrastructure companies in India. It has expertise in executing large and complex industrial and urban infrastructure projects.The Company

provides turnkey end to end solutions to set up power generation plants, power transmission & distribution systems, fully integrated rail & metro systems, commercial buildings & airports, chemical process plants, water and waste water management solutions, complete mining and metal purification systems. SHAIBAL ROY, BUSINESS UNIT HEAD (METRO, TUNNELS & WATERWAYS)–

URBAN INFRASTRUCTURE, TATA PROJECTS spoke to CONSTRUCTION OPPORTUNITIES on the current scenario and the opportunities in the metro space.

We have to our credit the “firsts” for various Metro Corporations across India

Tell us about the role being currently played by your firm in the metro rail space? Which are the metro projects in which you are present, their current status, scope of work and cost, timeline for completion?We have to our credit the “firsts” for various Metro Corporations across India. For DMRC we have their first longest elevated corridor of 9 km elevated viaduct and 9 stations for a value above `650 Cr of which we have completed so far close to 75 per cent of the works and the project is going on-time to be completed by Oct’17/ Nov’17 as per the contract. We recently bagged one of the longest elevated stretches of 7km viaduct and 7 stations for Ahmedabad Metro MEGA for a value of `721 Cr and the project is scheduled to be completed around Jul’19/ Aug’19. In the underground Metro space, we have the first underground Metro stretch for LMRC at Lucknow for `1190 Cr consisting 3.8km TBM tunnel and 3 underground stations. We are also constructing the first underground Metro for MMRC for Mumbai Line-3 having a value of `2830 Cr.

What are the opportunities you are seeking in the metro space going forward? Tell us of the metro projects in which you are looking to contribute? India is poised at such a juncture that every city has as part of their development plan a mass transit system. We are focussing to contribute to the growth story of each city as the projects unfolds. At this point Metros are planned in Delhi Ph-IV, Noida, Varanasi, Kanpur, Lucknow, Bhopal & Indore, Guwahati, Mumbai, Vizag, Bangalore, Kozhikode, Trivandrum and Kochi Metro and Tata Projects as a major player Pan-India across all sectors would also be trying for Metros in each of the above cities.

Detail us with regards to the latest technologies like construction equipment, software, building materials etc your company has used in metro rail projects.Our company is using BIM (Building Information Modelling) as part of our design and planning for the Metro projects. This technology has come very handy for us to overcome the difficulty of impeding

clash in the ROW and therefore alter the alignment slightly with the help of client to avoid unnecessary stalemate. We are further using high volume of pre-cast elements as part of our construction. Our casting yard is fully mechanised using steam curing as a norm and the entire handling of concrete right from production to casting is fully mechanised.

Future outlook for the industry and from a company perspective.Being the second most populous country and high density of population in the metro cities as also in Tier-2 cities, the inclusion of Metro in the city development plans by the Urban Local Bodies is not an option but a mandatory requirement for our nation. This provides a long-term pipeline from a business perspective to companies like us and help us devise a long-term strategy for the Metro sector. We are very positive about the same. The government needs to ensure the funding and the ROW is in place to stop any hindrance during execution paving way for more such projects to be realistically rolled out as planned. u


Sowmyan Ramakrishnan, Chairman, Tata Projects and Kumar Keshav, MD, Lucknow Metro with Tata Projects team - at the inauguration of Tunnel Boring Machine at Lucknow Metro

APRIL 2017 |construction opportunities 53

Sustainability is at the core of all our actions

Sowmyan Ramakrishnan, Chairman - Tata Projects and Vinayak Deshpande, MD - Tata Projects planting trees for the Green Thumb Initiative

Green progressThe Tata Projects, ITD Cementation and CEC Taiwan JV, involved with the Mumbai Metro Line- Phase 3 construction worth `2,830 Crores had planned to include the transplantation of 84 trees and the planting of nearly 500 trees as part of the project. But the JV intends to plant three times more than the present trees that happen to fall in between the plot allotted for the project. In addition to this, the JV is also likely to maintain the flora for the first 3 years from the date of plantation in accordance with the guidelines of the authorities. “Preservation of ecology and harmonious

integration of sustainability goals in project execution, are the guiding principles of Tata Projects. Sustainability is at the core of all our actions,” said Vinayak Deshpande, MD, TATA Projects.

Mumbai Metro Line 3, Package 4, will run through the iconic neighbourhood of Siddhivinayak Temple, Dadar Station and Mahim. The entire section is underground and the JV has been mandated for the design and construction of 3 underground stations and 6 kms of associated tunnels. To guarantee that the eco-system is maintained throughout, the company will ensure replantation in the neighbouring areas. These progressions will be undertaken actively with full commitment and within the direction of the contractual obligation. The JV is ambitious to accomplish

beyond contractual requirements. The team deployed for project execution has international experience in markets like Singapore and is bound to adhere to world class methodology of construction similar to those followed across South East Asia, with a strong ethos for environmentally sustainable project development. The JV is certain to follow world-class techniques of construction in its execution in Mumbai.Tata Projects is sensitive to biodiversity and the environment in which it operates, and takes utmost care to protect the same. This year Tata Projects at various project sites planted about 20,000 trees. A unique `Green Thumb’ initiative, rolled out by company in 2016, integrated company’s tree plantation efforts while creating awareness for the environment on social media. Employee volunteering for these efforts has lasting benefits while serving a larger regional purpose. All these initiatives of Tata Projects are integrated with the overall efficient efforts of the Tata Group. Tata Projects also plan to spend its CSR budget to undertake developments of public interest in the vicinity of the project ITD Cementation, a subsidiary of Italian-Thai Development Public Company, Thailand, is a leading construction company engaged in the infra space for over eight decades. It shares similar commitment to preserving ecology and environment. CEC Taiwan too has the same commitment.The Mumbai Metro Project itself is a much-

needed one for the large number of people who commute across Mumbai through this mode of transport. It guarantees reduction of time and vehicular pollution while aiding business to thrive. It is a people’s project aimed at reducing congestion, enabling ease of travel and putting Mumbai at par with other global progressive cities like Singapore and London.

About TATA Projects Ltd:Tata Projects is one of the fastest growing and most admired infrastructure companies in India. It has expertise in executing large and complex urban and industrial infrastructure projects. Tata Projects operates through its business units – EPC, Transmission, Transportation, Construction and Environment, Urban Infrastructure and Quality services. The Company provides turnkey end to end solutions to set up power generation plants, power transmission and distribution systems, fully integrated rail and metro systems, commercial buildings and airports, chemical process plants, water and waste water management solutions, complete mining and metal purification systems.The company is driven to deliver projects on-time, using world class project management techniques and has uncompromising standards for safety and sustainability.

For more details visit:Website: www.tataprojects.com u

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FRIENDS EQUIPMENT is the authorized PAN India distributor for China Railway Construction Heavy Industry Co., Ltd. (CRCHI) a leading company in design, research manufacturing and service of high-end underground engineering equipment and track equipment. RAJEEV KUMAR, CEO, FRIENDS EQUIPMENT spoke to CONSTRUCTION OPPORTUNITIES on

the company’s product offerings in the metro rail space.

Our aim is to play an active role in metro projects by bringing our best products and services at a

competitive price

Could you brief us on your range of product or solutions and their applications in the metro rail space?China Railway Construction Heavy Industry Co., Ltd. (CRCHI) was founded in 2007 and affiliated to China Railway Construction Corporation (CRCC), which ranks 62nd in the world's top 500 enterprise. CRCHI is a professional enterprise which integrates research, design, manufacture and service of high-end underground engineering equipment and track equipment, such as Tunnel Boring Machine, Drill Jumbo, Shotcrete, Railway fasteners, turnouts and so on.

Any new products introduced in the market – and how have they been received? Tell us about the geographies/projects in which they are being targeted?CRCHI brand tunnel boring machines, which include Earth Pressure Balance

Shield, Slurry Pressure Balance Shield, Hard Rock TBM and Dual Mode TBM etc. are used for excavating underground metro tunnels; fasteners and turnouts are widely used in the alignment of metro and railways. No matter what kind of methodology will be used for the tunnel construction, CRCHI can provide one-stop solutions for TBM tunnel, NATM tunnel and drill and blast tunnel etc.

As a company, give us a sense of the emphasis you place on R&D and innovation? Provide the USP’s of your offerings vis-a-vis competitionCRCHI actively takes the advantages of the construction industry and fully uses the long-term construction experience and technique of CRCC, strengthening the combination of industry, university, research and application. Currently, CRCHI has multiple manufacture bases in Changsha,

Zhuzhou, Longchang, Lanzhou, Urumqi, Baotou, Dalian, Taiyuan and Guangzhou as well as 11 research institutes in Changsha, Beijing and Lanzhou etc., CRCHI has the biggest R&D center and manufacturing capability in the world for Tunnel boring machine, annual capacity is over 300 units, more than 100 units of TBM has been manufactured and delivered in the year 2016.

Which are the metro projects in which you are present, their current status, scope of work and cost, timeline for completion?CRCC constructed over 1,209km length of tunnel in 2016 and CRCHI TBM has be used for 27 cities’ metro lines in China. Our machines are also working in Iran, Taiwan and Russia. In India, we are focusing on all metro jobs including Delhi metro, Bangalore metro and Ahmedabad metro, Nagpur metro etc., but also other tunneling projects where the TBM will be used.

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What are the opportunities you are seeking in the metro space going forward? Tell us of the metro projects in which you are looking to contribute? India is just like the Chinese market, both countries have a large number of population and have developed quickly, however infrastructure needs to be improved to meet the daily requirement of people’s transportation. Hence, metro as one part of three - dimensional transportation network is very popular in India; CRCHI, which is one of the pioneer of underground equipment manufacturers in the world, would like to contribute its advanced technology and machinery in the construction of Indian Metro System.

Give us an understanding of your manufacturing facilities, locations, their capacities to support various metro rail projects? CRCHI has established many manufacturing bases in Changsha, Zhuzhou, Longchang and Lanzhou, with 11 research institutes in Changsha, Beijing and Lanzhou, the technology centre has more than 600 research personnel. CRCHI has 5200 employees, among 74 senior title employees, 324 medium title employees, 539 junior title employees and 1647 technicians, we also have 5000t pressure machine with world’s leading level and related devices. CRCHI is the only one professional enterprise which owns development capability of both shield and mining method tunnel equipment, and also has the shield/TBM professional production line with world biggest production capacity, complete equipment and the most advanced technology all over the world. Self-developed high-end shield/

TBM with fully self-intellectual property right has been worked in the railway projects of Changsha, Beijing, Xi’an, Wuhan, Guangzhou, Suzhou, Nanjing, and Fuzhou, self-developed mining tunnel machinery with world’s leading level has been worked at high speed railway construction site of Shanghai-Kunming line and Chengdu-Chongqing line. CRCHI has world’s most advanced turnout, rail fastener production line, the products are widely used in high-speed railway, such as Beijing-Shanghai, Wuhan-Guangzhou high speed railways.CRCHI Turnout Company is a newly professional turnout manufacturing plant with CNY 500,000,000.00 ($73, 000,000) investment capital which was established on the basis of railway construction requirement of domestic passenger dedicated line, and its annual design and production capability of turnout is 5000 sets.

Provide us a brief idea of the existing

market opportunities and your strategy to tap those going forward? Currently, many cities in India are planning or already started to build metro lines, like Delhi, Chennai, Kolkata, Mumbai, Lucknow and so on, which means the local Governments are giving lots of importance to the construction of metro projects. CRCHI are willing to work together with local organisation or company to develop the metro projects and bring our best products and service at a competitive price.

Future outlook for the industry and from a company perspective.The first step of CRCHI is selling the first unit of TBM in Indian Market and building its good reputation, then we will set up the Indian Sub-company in Mumbai /Delhi and gradually we will start the assembly line in India. The company’s perspective is to achieve the CRCHI TBMs brand with the logo of “Make In India” in future. u

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Please share with us a Case Study of one of your metro rail projects, the challenges faced and how you overcame them.On March 12, CRCHI slurry/earth pressure balanced shield machine launched at the northern extension of Line 8 of Guangzhou Rail Transit.Continuous and safe advance of SPB machine is realized by the balance between the mudpack tension and pressure from earth and water on the excavation face. Compared with that of EPB machine, the slurry control process of SPB is more stable and the the control performance is more concise. So SPB machine is especially suitable for most large tunnel projects which go through rivers and lakes and have high demand for excavation face stability with high water content and strong permeable layer. As the complicated engineering hydrology of this project, the shield machine needs to go through long distance of high-viscosity silty clay, silty sand with high permeability, medium-coarse sand, full-section moderate weathered limestone and upper-soft lower-hard formations. The machine also may meet boulders or karst caves on the way and some unpredicted situation happened on the ground. Considering these situations, CRCHI combined slurry balance mode and earth balance mode and developed the dual-mode shield machine which has the technical features of both EPB and SPB to better control excavation face pressure and to keep the ground stable while ensuring tunneling efficiency. In silty clay layer the shield machine switches to EPB mode while in sand layer it switches to SPB mode.

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CRCHI SPB Breaks through beneath the Yellow River

CRCHI’s Double Shield TBM Creating a New Record in Daily Advance Rate and Monthly Advance rate in China

The ongoing construction of Lanzhou Subway Line 1 draws people’s attention as a TBM is to tunnel through Yellow River. The TBM used for Lanzhou Subway Line 1 is independently developed and manufactured by CRCHI.In December the TBM successfully broke through in the Yellow River, which tunneled from the Shen’an Bridge Station to the Lanzhou City University Station. It was a difficult breakthrough which creates a record. The section between Shen’an Bridge Station and Lanzhou City University Station and the section between Lanzhou Customs Station and Matan Station are in the Yellow River, which were regarded as the most challenging sections by its construction difficulty, high risk of safety and the most complex tunneling methodology. The content of pebble, with strength being 20MPa, reaches up to 81.95 per cent and loose pebble stratum has high water permeability, so accidents like riverbed collapse, water gushing-out and roof collapse may very likely to happen during TBM tunneling. As successful past national experiences in TBM through the Yangtze River, the Huai River, large lakes and coastal waters cannot be applied in this project, the construction of the TBM through the Yellow River is considered by specialists as “ a project starting at zero”. CRCHI set a new record in TBM tunneling by tunneling beneath the Yellow River, from which we learnt experiences in TBM construction under complex geologies

like quartz of large particle size and high permeability. Having made deep research in TBM selection, soil conditioning, allocation of cutter head and cutting tools, shield advance

parameter setting to ensure successful construction, CRCHI has finalised optimal portfolio of TBM and provided three customised SPBs for Lanzhou Subway Line 1 with full-life cycle service team.

China’s first double shield TBM jointly developed and manufactured by CRCHI and Sinohydro Bureau 3rd Company has tunneled 4309 meters till 31st of December.Daily advancing record: 43 meters, date: 31st of December (day shift and night shift) monthly advancing record: 906.5 meters, month: December. These were new records in daily advance rate and monthly advance rate of the double shield TBM.The double shield TBM is used in Lanzhou New Water Source Construction Project

where the tunnel length is 14.23 kilometers and the excavation diameter is 5.49 meters. Letter of TBM Request was signed in August of 2015. It took four months for TBM design and manufacture. The machine was accepted by customer in December of 2015 and started to be assembled from January of 2016. It was the first time for the TBM that assembly and tunneling went on at the same time due to limitation of construction area. When geological disasters were met in June of 2016 during construction, CRCHI

and Sinohydro Bureau 3rd Company tried their best to resume production as soon as they can. The double shield TBM has performed very well in spite of many setbacks, gaining praises from construction unit and specialists.

For more details contact:Email: [email protected] / [email protected]: www.friendsequipment.com / www.crchi.com

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Robbins aims to support its clients throughout the entire tunneling process

Brief ly tell us key features/USPs that have contributed in strengthening and maintaining your stronghold in the market? For over 60 years, Robbins laid innovation in the tunneling industry / field. Here are few innovations listed below.

Designed and manufactured first main •beam TBM.Designed and manufactured First •double shield TBM.Manufactured First 19 inch cutters.•First successful rock boring head for •auger boring machine. First successful employment of disc •cutters to bore hard rock.First floating gripper design allowing •continuous steering of a TBM.

First variable frequency cutter head •drive.First wedge – lock cutter mounting •system.

We manufactured the world’s first rock tunnel boring machine (TBM), shortly when James Robbins founded in 1952. The TBM was built for Mitry Constructors who were working on some irrigation project near Pierre, South Dakota, USA.The company also invented both the Main Beam and Double Shield TBMs. We are best known for its very successful Main Beam TBMs, but a pioneer in hard rock Double Shield machines too. Also, we hold 90% of the world record for production of TBMs from 3 to over 14 m in diameter.

Any new products introduced in the market? Tell us about the geographies/projects in which they are being targeted? It has been more than 10 years now when Robbins India made its debut in 2005 with the goal of expanding in all parts of the country and providing the best underground construction solutions in the minimum possible time frames. Robbins still holds the same vision and plans of our presence in Indian market on the long term by providing equipment and full crew for its operations too. Robbins aims to support its clients throughout the entire tunneling process by providing expert services that include operational and technical assistance for all types of challenging geological strata.

With the infrastructure scene now hotting up across India in terms of construction of new metros, hydro and irrigation projects which require tunnelling work the US based Robbins Company, the world’s foremost manufacturer and developer of advanced Tunnel Boring Machines is all set to cash in the opportunities. KAPIL BHATI, MD, ROBBINS INDIA spoke to CONSTRUCTION OPPORTUNITIES on the opportunities going forward for his company.

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The Robbins Company has recently launched our Crossover Series of TBMs which can work in combination of mixed soils and rock respectively. The XRE stands for Crossover Rock/EPB which is the most common type of dual/hybrid machine, and having features of Single Shield Hard Rock machines and EPBs for efficient boring in mixed ground geology. Other types of Crossover machines are XSE (Crossover between Slurry/EPB) and the XRS (Crossover between Rock/Slurry) TBMs. Robbins has been targeting these machines in all the geologies across the continent and we have been quite successful in endeavor. Which are the metro projects in which you are present, their status, scope of work and cost, timeline for completion?Robbins India has been growing at a steady pace since the date of its debut. With so many projects in pipeline in the transport sector, hydro and irrigation tunnels, Robbins sees a huge potential growth thereby increasing our profits and having more projects in kitty. The Robbins Company has supplied TBM’s in Delhi Metro, Jaipur Metro, Chennai Metro Package UAA-02 and used the same machines in Package UAA-08 due to high reliability and durability of Robbins TBM which performed best in Chennai mixed face geology. All other metro project wherein Robbins machines

were deployed has been completed on time. Apart from these projects Robbins has also supplied 4 Nos of 10m diameter and 1Nos of 6.25m Hard Rock TBM’s in India on water transfer projects. Robbins India have extended its services by taking back to back Operational projects to drive Competitors machine in difficult situation of Bangalore and rescued the project for the timely completion of the client.

Provide us a brief idea of the existing market opportunities and your strategy to tap those going forward? Indian Construction equipment industry looks promising especially with the Delhi Metro having in execution for phase 3 with envisages adding 140 km of the network and the construction is in process

at various metropolitan cities of India and the metro is planned in other cities of the country like Bangalore - Phase II, Chennai – Phase II, Lucknow, Jaipur Metro Phase -II, Hyderabad, Mumbai – Line II, and Ahmedabad along with the road tunnels for highways, hydroelectric power projects that are under way and would require enormous number of TBM’s of all types which will bring boom in the construction industry. Robbins still holds the same vision and plans our presence in Indian market on the long term by getting involved and supporting the projects operationally too. Robbins aims to support its clients throughout the entire tunneling process by providing expert services that include operational and technical assistance for its machines and best after sales service. u

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Research, Development and Innovation plays a very important role in our Industry and The Robbins Company has a dedicated team of Engineers working in USA in that regard.For over 60 years, Robbins laid innovation in the tunneling industry / field. Here are few innovations listed below.

First main beam TBM.•First double shield TBM.•First 19 inch cutters.•

First successful rock boring head for •auger boring machine. First successful employment of disc •cutters to bore hard rock.First floating gripper design allowing •continuous steering of a TBM.First variable frequency cutter head •drive.First wedge – lock cutter mounting •system.Cutter wear detection system.•

As a company, give us a sense of the emphasis you place on R&D and innovation? Provide the USP’s of your offerings vis-a-vis competition.

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Bangalore fanfare marks final breakthrough for Robbins EPBOn September 28, 2016, Bangalore’s last TBM for the city’s metro rail project broke through, marking the end of TBM tunneling on the Namma Metro phase 1. The Robbins-operated machine, known as “Krishna”, bored a 750 m (2,460 ft) drive through challenging conditions between Chickpet and Majestic stations. Cleanup and final commissioning of the tunnel will be completed in 2017, and is the last obstacle before owner Bangalore Metro Rail Corporation Ltd. (BMRCL) can open the Malleswaram-Majestic link. The TBM’s sister machine, “Kaveri”, completed a parallel tunnel in June 2016.The success follows a gauntlet of challenges on the two tunnel sites. Due to severe delays on the original tunnel drives, Robbins was approached and asked to take over the operations of the remaining two competitor- manufactured TBMs in February 2015. After obtaining agreement from the project owner and the contractor, Robbins took over the responsibility for all aspects of the underground operations. “We provided a team of over 60 staff including TBM operators, TBM technicians, ring builders, a grouting team, and more. We were also responsible for running surface installations and equipment such as the grout batching plant, gantry cranes and power supply.

Contractor Coastal Projects Ltd. (CPL) provided a team of people including surveyors, QC engineers, and loco operators who reported directly to our site management team,” explained Jim Clark, Projects Manager for Robbins India.

SCOPE OF WORK:The Robbins crew carried out tunneling operations while the Chickpet station was being constructed around them to mitigate delays incurred before they took over project operations. The project’s most difficult challenges included a low overburden and unconsolidated ground along the alignment, and the discovery of several uncharted wells

directly on the alignment. Difficult ground frequently prevented proper pressurization during cutting tool replacement, requiring a grout solution to be pumped in to fill voids and left to cure. Initially the curing process took up to 36 hours, but with improved application methods this was reduced to a 12-hour curing time. Another challenge involved the sensitive building structures along the tunnel path. Issues with surface vibration, explained Clark, required that cutter head speed be limited to 1.8 RPM during the day shift and 1.2 RPM during the night shift. Despite the obstacles, the TBMs advanced at rates of up to 50mm (2 in)/min in highly weathered rock. “This is an industry first, wherein a TBM manufacturer has utilized their in-house expertise and knowledge to take on this level of responsibility for a project,” said Clark, addressing the magnitude of the successful breakthroughs. “The fact that it was ‘a first’ and we were successful in bringing this high-profile project back on track is a great achievement for The Robbins Company.”Now that tunneling is complete, the North and South runs of the Namma metro will be connected--a line that, once in service, will carry an estimated 40,000 passengers daily. It is anticipated that Phase One of the metro will be opened in its entirety in 2017.

Highly anticipated photo finish wraps up tunneling at massive metro

OVERVIEWProject Location: Bangalore, IndiaNo. of Machines: 2Machine Type: EPBTBM Diameter: 6.45 mTunnel Length: 7,400 m (2,460 ft)Geology: Mixed geology consisting of soil, highly weathered granite, and fresh graniteContractor: Coastal Projects Ltd.Project Owner: Bangalore Metro Rail Corporation, Ltd. (BMCRL)

HIGHLIGHTSOn September 28, 2016, a Robbins-operated EPB wrapped up tunneling at Bangalore, India’s Namma Metro. �The TBM’s sister machine completed tunneling in June 2016. �Robbins took over the responsibility on all aspects of the underground operations for two competitor-manufactured EPBs in �February 2015.The success follows a gauntlet of challenges, from low overburden and unconsolidated ground to voids that prevented proper �pressurization during cutter head interventions.Robbins Field Service guided the machine through the challenges, achieving rates of up to 50 mm (2 in) per minute. �Now that tunneling is complete, owner BMRCL will perform cleanup and final commissioning for the new rail link, which will go �online in 2017. u

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The implementation of Digital Project Management platform at Maha Metro has opened many opportunities to explore in Mega infrastructure projects

Could you brief us on your range of product or solutions and their applications in the metro rail space?Highbar Technocrat is an end-to-end IT solution provider with its portfolio of enterprise business solutions, line of business IT solutions, process consulting & IT Infrastructure services aiming at increasing efficiencies for infrastructure industry. The enterprise business solutions include majorly products from SAP like SAP ERP, SAP S/4 HANA, Business Intelligence Dashboards & Analytics, SAP Customer Relationship Management (CR M), Business Planning and Consolidation (BPC), Document Management Solution (DMS), SAP File Lifecycle Management, SAP CPM; Bentley range of products for engineering purposes specially used in 2D & 3D Drawings & Engineering Applications; RIB for estimation; Primavera for scheduling; Line of business IT solutions include Re-optimisation of Steel Bars, GST implementation, Estimation; Business Process Consulting & IT infrastructure services including security solutions, etc. Recently Highbar has facilitated the next generation project management platform especially in metro rail space which consists of 5D BIM (5 Dimensional Building Information Modelling) integrated with SAP ERP (Enterprise Resource Planning) supported by OSO (Owner’s Support Office).

This is 1st of its kind platform implemented across India for efficient project management at Nagpur Metro Rail Corporation Ltd. This platform is integration of four world class products including SAP, Primavera, Bentley and RIB. SAP offers the enterprise wide core transactional system integrating all business functions & provides business analytics. Bentley’s solution provides the engineering drawings in 2D & intelligent 3D drawing formats, Primavera is used for project scheduling and RIB is front end tool which integrates all these software seamlessly and provide enterprise wide reporting.

Any advanced products introduced in the market – and how have they been received? Tell us about the geographies/projects in which they are being targeted?Our new offerings for infrastructure & real estate industry include following:Digital Project Management Platform (5D BIM Integrated with SAP ERP): With implementation of Digital Project Management platform, we have started focusing on Mega construction projects to adopt this platform and consider for efficient project management at respective projects. With implementation of Digital platform at Nagpur Metro Rail Corporation, Highbar has introduced advanced technologies like Open Text ECM, Linear Asset Management, Re-Land, SRM (Supplier

Relationship Management),FLM (File Lifecycle Management) first time in India for a linear Mega project. Maha Metro is using these technologies efficiently for the Nagpur metro project. SAP S/4 HANA infrastructure industry best practices: With new wave of innovative solutions from SAP, we are offering SAP S/4 HANA solution specially designed for infrastructure and real estate industry. Our First implementation at Kunal Structures (India) Limited is award wining project as both- Highbar and KSIPL received SAP ACE Awards 2016 for this unique project. SAP CPM (Commercial Project Management): Highbar is at the forefront of providing advanced technologies in construction industry. First time an Indian company has implemented SAP Commercial Project Management for construction company in Middle east. GST implementation especially for Infrastructure and real estate industries: With new tax reforms by Indian Government, we are helping the construction & real estate companies to adopt their businesses with GST.

As a company, give us a sense of the emphasis you place on R&D and innovation? Provide the USP’s of your offerings vis-a-vis competition?Highbar Technocrat is an offshoot of HCC

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Highbar Technocrat an associate company of Highbar Technologies (An HCC Group Company) is positioned to be the most preferred Information Technology (IT) solutions provider for the

infrastructure industry. The Company’s portfolio of enterprise business solutions, line of business IT solutions, process consulting & IT infrastructure services is aimed at increasing efficiencies for Roads, Metros, Ports, Real-Estate, Airports, Railways, Irrigation and Water supply, as well as urban and industrial infrastructure (telecom, mining), in the private, public and government sectors. MANGESH WADAJE, DIRECTOR & CEO, HIGHBAR TECHNOCRAT LTD,

spoke to CONSTRUCTION OPPORTUNITIES on his company’s unique solutions in the metro rail space and opportunities going forward.


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group’s IT department into a separate entity. Highbar carries legacy of HCC with nine decades of construction project experience. With Asia’s first comprehensive SAP ERP implementation at HCC, Highbar decided to provide the industry best practices to other construction companies. Highbar Technocrat is always at the forefront of offering latest technologies to its customers. E.g. The technologies like SAP ETM (Equipment & Tools Management), SAP CPM (Commercial Project Management), BPC (Business Planning & Consolidation), SAP S/4 HANA, Digital Project Management Platform for Metro Rails are introduced first by Highbar to its customers to adopt the latest technologies for their business transformation. In last seven years Highbar has provided solutions to 110+ customers with 11 business transformation case studies published globally. Without the focus on R&D, it’s not possible for Highbar to reach to the level where it stands now. Highbar’s USP is Technical excellence backed by very solid domain expertise. It differentiates Highbar amongst competitors as preferred partner for IT initiatives for infrastructure industry. By providing our IT & SAP consultation to Customers from infrastructure and real estate industry, we have developed the industry best practices. Many construction companies use standalone software at their construction projects which work well for them. A complex construction project demands these standalone software to be integrated seamlessly & provide output as desired for the project. Integration of these software with a single technology platform specific to construction industry is the challenging part in implementation. Here our domain expertise plays important role. We design the platform as per industry requirements. You mentioned about Digital Project Management Platform at Nagpur Metro, give some brief information about this projects?We have implemented recently Digital Project Management Platform at Nagpur Metro which is formed under Maha Metro a joint-venture of the Govt. of India and Govt. of Maharashtra. Large infrastructure projects like Metro rails normally take 5-10 years because of procedural formalities, technical and financial requirements. Technology solutions are being explored to

bring in financial efficiency, time efficiency and reduce spends on such large mega infrastructure projects. With same vision, Maha Metro decided to adopt such digital platform for efficient execution of Nagpur Metro Rail Project. The development of Digital Platform for Nagpur Metro is a pioneering effort - first time happening in India. In line with the global best practices, Maha Metro has adopted this pioneering approach of digital project management on 5-Dimensional Building Information Modelling (5D BIM) integrated with SAP ERP supported by Owner’s Support Office (OSO). This platform has now gone live & project team has started using information technology to visualize project virtually and monitor efficiently using 5 Dimensions (intelligent 3D Drawings with Time as 4th Dimension and Cost as 5th Dimension). We have set OSO (Owner’s Support Office) for efficient utilization of the digital project management platform. Use of this digital platform will help the metro project in mitigating risk of time & cost overruns, effective document management, quality adherence and effective asset management.

What are the opportunities you are seeking in the metro space going forward? Tell us of the metro projects in which you are looking to contribute? Going forward the way urbanization is happening in India, Indian cities are heading for need of efficient public transports. Metro rails are going to be the backbone of efficient urban public transportation. The implementation of Digital Project Management platform at Maha Metro has opened many opportunities to explore in Mega infrastructure projects. It can benefit each of many such metro projects coming up in India. It will even help the other mega infrastructure projects of different level of complexity like Airports, Ports, Railways, Roads & highways, Tunnel projects, etc. Currently we have implemented the digital platform at Nagpur Metro which is formed under Maha Metro. Going forward this digital platform can be taken to all other metro projects in Maharashtra. With Indian government’s support for urban development through public utility transportation, Road and Highways development and other infrastructure developments, we are looking forward to approach these projects and provide

information on how the digital project management platform has started creating value to such mega projects. This project has set industry benchmark of one of the innovative usage of information technology for infrastructure industry and we are keen to flag it off to other metro & infrastructure projects in India and abroad.

Provide us a brief idea of the existing market opportunities and your strategy to tap those going forward? Information Technology has already started adding value to construction & infrastructure industry. With efficient use of information technology for infrastructure industry, it opens up lots of opportunities for IT service providers. Huge opportunity lies ahead not only in india but across globe. Many countries which had not thought of going for rail network/ metro transportation have started moving towards rail transport. Many Middle East counties have started planning towards the rail transportation which provides tremendous opportunities for implementation of digital project management platform in India and Middle East. As a strategy to tap these opportunities, Highbar will look at natural extension of its abilities e.g. Taking new innovative products across India which is established market and exploring new territories like Europe, Middle East with its existing product portfolio. The Digital Project Management platform is scalable to use at other Mega infrastructure projects with variation in the nature and complexity of those projects. Being innovative technology in the market, the diffusion of this technology may take time to reach to other Mega Infrastructure projects. But as the project teams realize the benefits of implementation of such platform, the adoption will increase exponentially. We can foresee greater acceptance of such platform by other mega projects when it starts delivering benefits to the current projects. Early adoption of technology for construction projects is the key towards improving project efficiencies. The construction companies have now started looking at Information Technology as part of their strategic business initiatives to improve their project efficiencies. Being first to implement such digital platform in India, we would like to replicate our solutions to other mega projects like Roads & highways, Tunnel projects etc. u


Highbar Technocrat an associate company of Highbar Technologies (An HCC Group Company) is positioned to be the most preferred Information Technology (IT) solutions provider for the

infrastructure industry. The Company’s portfolio of enterprise business solutions, line of business IT solutions, process consulting & IT infrastructure services is aimed at increasing efficiencies for Roads, Metros, Ports, Real-Estate, Airports, Railways, Irrigation and Water supply, as well as urban and industrial infrastructure (telecom, mining), in the private, public and government sectors. MANGESH WADAJE, DIRECTOR & CEO, HIGHBAR TECHNOCRAT LTD,

spoke to CONSTRUCTION OPPORTUNITIES on his company’s unique solutions in the metro rail space and opportunities going forward.


Digital Platform - 5D BIM integrated with ERP Goes Live at Nagpur MetroMaha Metro’s Project Management Goes Hi Tech

Highbar along with other technology •partners facilitate the next-generation Dig ita l Project Ma nagement Platform.Digital Project Management Platform •[5D-BIM integrated with SAP ERP Supported by Owner’s Support Office (OSO)] at Nagpur Metro aims to improve project efficiencies.

Setting up an industry benchmark with one of the most innovative uses of Information Technology for infrastructure industry, Maha Metro a joint-venture of the Govt. of India and Govt. of Maharashtra announced ‘Go-Live’ of its Digital project management platform. Maha Metro’s Digital Project Management Platform (5D BIM & ERP) has gone Live exactly as planned. In line with

the global best practices, Maha Metro has adopted this pioneering approach of digital project management on 5-Dimensional Building Information Modelling (5D BIM) integrated with SAP ERP supported by Owner’s Support Office (OSO) to complete its Nagpur and Pune Metro Projects with sanctioned cost and time and with highest quality and safety. Maha metro will also have BIM level 3 which is being deployed in advanced countries like UK and Singapore. Mega projects like Cross Rail of UK, Transport London, Sydney Metro and Mass rapid transit Malaysia are managing the projects on such systems. With Go Live the entire ecosystem of Maha Metro including General Consultants (GC), Detailed Design Consultants (DDC’s) and

Contractors started carrying out real time transactions on this digital platform. During Go-Live, Brijesh Dixit, Managing Director, MAHA METRO carried out the transactions on the system and viewed the project progress visually on 5D BIM platform. There were other transactions carried out in the system by various officials of Nagpur Metro Rail Corporation Limited (NMRCL). A Digital War Room has been set-up on-site at Nagpur, which will provide information on various dimensions of project management using the digital platform enabled by 5D BIM & ERP collectively at central location..Speaking on the occasion, tech-visionary Brijesh Dixit said, “This is for the first time in India, a Mega project like Nagpur

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Metro has adopted digital platform. 5D BIM integrated with ERP is enabling the project to achieve the next level of project management. High level of integration is done to automate the processes and make it online. It is significant to know that a high level of integration had been done between the globally established project management softwares -RIB, Bentley, Primavera and SAP for the digital platform at Maha Metro. These softwares are otherwise used stand alone for project management in other projects.” Large infrastructure projects normally take 8-10 years because of procedural formalities, technical and financial requirements. Technology solutions are now making it possible to bring in financial efficiency, time efficiency and reduce spends on such large mega infrastructure projects. With the same vision, Maha Metro adopted this digital platform for efficient execution of

Nagpur Metro project. 5D BIM is a specifically helpful tool for analysis and design. It allows carrying out simulations and ‘what if ’ analysis. The Digital platform will enable Nagpur Metro to achieve improved construction quality, reduction in construction costs, better understanding of the project design and optimized operational efficiencies. The system is expected to play a significant role in the asset information management during Operations and Maintenance of Metro. Such initiatives would also benefit the citizens of India as, the large infrastructure public services projects shall achieve project completion as planned within stipulated budgets and duration.In order to sustain the usage and adoption of 5D BIM technology, another innovative step was taken by Maha Metro. The BIM academy was launched at Nagpur Metro project last month and this will be operational by first week of July 17. BIM academy will be a global collaboration among other such academies in UK, Australia, Malaysia etc. to share the knowledge among the Metro fraternity and focus on the skill up gradation. Brijesh Di xit cong ratulated the implementation partners Highbar, Aurionpro and Excelize consortium who had put a dedicated team onsite to make this Go Live happen exactly on schedule within a stipulated duration of 8 months. “This team of Highbar & other partners have already set benchmark by executing this project efficiently exactly on schedule and taking it to this level.”

Commenting on this remarkable achievement Mangesh Wadaje, CEO, Highbar said, “The Digital proje c t ma na g ement platform of 5D BIM integrated with SAP ERP

is the next level of project management, being leveraged by construction domain expertise from Highbar. The use of 5D BIM integrated with ERP will not only make Nagpur Metro a pioneer to use this technology but would also benefit them with optimised operational efficiencies. Our implementation at Nagpur Metro has set the technology benchmark for other mega construction projects in India & worldwide to follow. It is matter of great satisfaction to spearhead pioneering digital platform

in India and take futuristic leap. Great satisfaction for Highbar.” Up a g u p t a Pa t n a i k , Engagement Director a t Na g pu r Me t ro P r o j e c t ( D e l i v e r y Head at Hig hba r) said, “We are happy to see India’s first digital project management platform for Metro project going live and foresee Nagpur Metro to achieve the next level of project management. The project team had a great experience in implementing Digital Project Management platform for Nagpur Metro rail project which required the highest level of project management expertise. Our teams with other partners have already setup an Owner’s Support Office (OSO) to help NMRCL in the successful & timely implementation of Metro project using this Digital platform.” Amalgamation of technical & domain expertise from Highbar has enabled infrastructure industry to improve project efficiencies. With ongoing innovation backed by construction domain knowledge and expertise, Highbar is looking at raising the bar for the infrastructure and construction industry project management in India and abroad.

About Highbar Technocrat :Highbar Technocrat, an associate company of Highbar Technologies, an HCC group company, is positioned to be the most preferred end-to-end Information Technology (IT) solutions provider for the infrastructure industry. The Company’s portfolio of enterprise business solutions, line of business IT solutions and process consulting is aimed at increasing efficiencies for Roads, Ports, Real-Estate, Airports, Railways, Irrigation & Water supply, as well as urban and industrial infrastructure (telecom, mining), manufacturing, retail, agrochemicals, in private, public and government sectors. IT expertise backed by industry domain knowledge and strategic alliances are the key differentiators which make Highbar Technocrat a preferred partner for IT initiatives in infrastructure industry.

For more details contact:Email: [email protected] Website: www.highbartechnocrat.com u



Could you brief us on your range of product or solutions and their applications in the metro rail space?We provide solutions for Metro Rail projects at all levels:Underground tunnel – Excavation by Drill and Blast method/Cut and cover method

Primary excavation support (Anchor •cementitious& Epoxy mortar) Primary drainage system for excavated •tunnelsConcrete admixtures for sprayed •concrete applicationWater proofing solutions•Lining concrete •High performance injection systems•Functional surface protection systems•Sustained concrete maintenance•Preventive fire protection•

Excavation by TBM (Tunnel Boring Machines)

Soil stabilisation Foams, Polymers•Main Drive and tail seal sealant•Backfi l l grout stabi l izer and •acceleratorConveyer belt repair•Admixture for Segment concrete•

Elevated corridorAdmixtures for all types of concrete•SBA (Segmental Bridge Adhesive)•Curing compound•Mould release agents•Silica fume•

Grouts•

Any new products introduced in the market – and how have they been received? Tell us about the geographies/projects in which they are being targeted?We have launched Curing compounds based on new technology and our focus areas are Metro projects, road projects and residential projects.

As a company, give us a sense of the emphasis you place on R&D and innovation? Provide the USP’s of your offerings vis-a-vis competitionExecuting technolog y and product development projects according to the technology roadmaps, following Sika’s stage gate process. Our Research focuses on providing Sustainable solutions.Our Central R&D is recognised by ministry of science, Govt. of India and focuses on:

Long term research programme•Product platform development•Analytical and testing services•R&D management•

Regional R&D:Adaptation of products, solutions and •applications to local needsLocal expertise and vicinity to the •marketCentral R&D providing technology •transfer, support for product roll-out

and training for local chemist

Which are the metro projects in which you are present, their current status, scope of work and cost, timeline for completion?We have successfully completed numerous metro rail projects like Delhi, Mumbai, Chennai and Bangaluru and are associated with the ongoing Hyderabad and Ahmedabad Metro.

What are the opportunities you are seeking in the metro space going forward? Tell us of the metro projects in which you are looking to contribute? We are looking forward to serve Mumbai metro line 3, 7, 2, Lucknow metro and Ahmedabad metro underground section.

Give us an understanding of your manufacturing facilities, locations, their capacities to support various metro rail projects? We have 6 state of the art Manufacturing facilities at Jhagadia- Gujarat,Kalyani – West Bengal,Jaipur – Rajasthan,Navi Mumbai – Maharashtra and Kanchipuram – Tamil Nadu with a dedicated team of sales personnel spread across our 11 branch offices. Currently we have a strong team of 450 employees covering Sales and Marketing, R&D, Technical, Production, Finance and other functions.

Sika India Pvt. Ltd a wholly owned subsidiary of Sika AG is an ISO 9001-2008 & ISO 14001:2004 company having 6 state-of-the-art manufacturing units at Kalyani (West Bengal), Jaipur Bagru / Manda - (Rajasthan), Navi Mumbai (Maharashtra), Kanchipuram (Tamil Nadu) and Jhagadia (Gujarat). Sika India serves the PAN India market with its dedicated team of sales personnel spread across its 11 branch offices. The company’s Research and Development Centre is recognised by the Ministry of Science and Technology, Government of India. IBRAHIM SHAIKH,

SR. PRODUCT MANAGER, SIKA INDIA spoke to CONSTRUCTION OPPORTUNITIES on his company’s solutions for metro rail projects and future opportunities

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Our aim is to provide sustainable solutions

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Construction of Metro rail viaduct for total 33 km including underground section – divided as different reaches spread in four directions of city with an intersection

Bangalore Metro rail Project

Delhi Metro rail Project

Sika® ViscoCrete® Technology

Underground Rail Tunnel

The viaduct structure is supported with pier according to the required strength with pile foundation.Compressive strength required are: Pile 35MPa, Pier 60MPa, Segments 50MPa.Concrete requirement for precast Segments:- C 50 MPa,- High early strength (20 Mpa/24 hrs)Mix design:Sika India Pvt. Ltd.OPC: 460 Kg20mm: 707.58 Kg

12.5mm: 470.58KgR. Sand: 698.82 KgWater: 164.02 KgSika ViscoCrete 10 Top BM: 2.025 KgW/C ratio: 0.32Slump retention: 120 cm for 3 hoursSika viscocrete 10 Top BM, the indigenously developed super plasticiser for this project has water reduction of around 28 per cent, high slump life, and great early strength development. This product is being used primarily for precast segments and Piers by the various contractors working in these

project. Based on a new polymer introduced by Sika AG during 2010, this product matches the requirement of precast concrete in hot weather condition

Prime Test DataWorking at M50, M60Workability: 120mm/120 minutes at 0.5 per cent BWOCAir content: < 1.5%Final setting: 12 hrs1D CS: 20-25 MPA28 Day CS: 65-75 MPA

The tunnel length was of 8 KM, a •part of Delhi Metro Project, under package BC-16.The construction period was 24 •months and the over all cost of the construction was $175 Million4 TBM s̀ were being used for Tunnel •boring.There are 4 Metro Stations.•Concrete Quantity was 0,175 Million •Cubic meter.Sika had supplied around 60 per •cent of Chemicals & waterproofing systems.Products mainly used, - Sikament •170 UV, Viscocrete 20HE, Sigunit L, Plastiment VZ, Sikaplan WP 20HL,Sikarep microcrete-4.

Backfill Grout MixCement 240 KG•Bentonite 35 KG•Water 828 KG•Stabilizer 2 Liter•(Plastiment VZ)•Accelerator 80 Liter•(Sigunit L)•Technical Data•Target Gel Time 8-15 sec.•

Target Set Time 30 Min.•Target Strength 1Hr. -0.05 MPa•Target Strength 24Hr. -0.4 MPa•

Precast Mix (M50)Cement 394 KG•Micro Silica 0.5 KG•Fly Ash 70 KG•CA 20mm 682 KG•CA 10mm 455 KG•Sand 680 KG•Water 144 KG•Viscocrete 20HE 1.5 KG•

Technical DataWorkability 25mm (Slump )•Strength 12hr. 16 MPA•Steam Cured 8 Hr. 17 MPA•Metro Station Water Proofing•Material Quantity•Total Area for Waterproofing – •90000 Sq MFully Automatic Leister M/C used •for membrane welding.Geotextile (Sarnafelt 300) -90000 •Sqm. Used as a cushion to Membrane.Other Items used Termination •bars, U-bar, Roundels, Sarnacol 808 (Adhesive)

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Chowgule Construction Chemicals Pvt. Ltd. (CCCPL) over the years the company has emerged as one of the leading companies offering innovative, sustainable and cost

effective solutions in the construction and waterproofing chemicals industry. The company has established itself as a leading supplier of quality products backed up by a professional contracting team that is fully equipped with semi-mechanised tools to carry out large projects on turnkey basis. With over a decade of success, CCCPL is trusted by leading architects, consultants and developers and is actively supporting

metro rail projects. EWART LAZARUS, MD, CHOWGULE CONSTRUCTION CHEMICALS spoke to CONSTRUCTION OPPORTUNITIES on the opportunities for his company in the

metro rail space.

Chowgule's mean Quality

As a company, give us a sense of the emphasis you place on R&D and innovation? True to our mission statement to provide superior products and services to our customers, both R&D and innovation form a major part of our DNA. We endeavour to be the best in class in both our product offerings and services that we provide.

Which are the metro projects in which you are present, their current status, scope of work and timeline for completion?We are actively present in the Delhi Metro Rail Corporation (DMRC) projects. The metro stations that we have catered to are Ishwar Nagar, Okhla Vihar, Jamia Nagar, Jasola Vihar, Kalindi Kunj, Shankar Vihar and Sadar Bazar Delhi Cantt. We have provided our crystalline system for water tanks, anti-carbonation coating for the concourse area, PU injections for overhead ceilings and deck slab waterproofing using our liquid applied membrane which is fibre reinforced.We are currently providing products in the third phase of DMRC which is on-going

and we soon plan to be part of the fourth phase as well.

What are the opportunities you are seeking in the metro space going forward? Tell us of the metro projects in which you are looking to contribute? The metro projects all over the country are a major thrust area in the Government’s infrastructure growth plans. We are looking towards being an important provider of waterproofing in this space. We will continue to be part of the DMRC projects and are looking forward to contributing to MMRC and MMRDA.

Provide us a brief idea of the existing market opportunities and your strategy to tap those going forward? We have been part of the product specification process only in the recent past; hence we were able to get the product approval from the DMRC authority in the completion stage of the third phase.The fourth stage is about to start from the month of July/August 2017 and we will be specifying our product in the beginning of

the process itself so that the specification gets distributed equally among the concerned contractors and DMRC officials. This will open more business opportunities. We are also venturing into MMRC and MMRDA. We are trying for the second phase (Charkop to Dahisar) of MMRDA and the first phase (Colaba to Seepz) of MMRC. We are meeting the contractors as well as the MMRC and MMRDA officials.

Please share with us a Case Study of one of your metro rail projects, the challenges faced and how you overcame them.At administrative level, the first challenge that we faced was for product approval. It took us a lot of time to reach the correct and final authority. The second challenge that we faced was to create awareness about us and our products among all the DMRC officials. The only way to overcome these challenges was strong follow-up by our team and continuous connection made by the company representatives with DMRC officials and the contractors at all points and assuring them of our support and quality service.

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Name a metro project and Escorts cranes are there

Could you brief us on your range of product or solutions and their applications in the metro rail space?Metro rail space in India is predominantly over ground. The pillars are cast in-situ rest everything else is precast and assembled at the site. The site for pre casting work is an essential part of the Metro rail. One of the most used equipment is the crane- pick and carry cranes, slew cranes and truck cranes. Truck mounted cranes are also finding use.Escorts started with Hydra series cranes on the first metro rail in India. As the construction processes got standardised, safety of man and material became a non negotiable feature. Escorts was a part of this up gradation with the TRX-Series becoming the preferred crane. In quick time, the Hydra series & equivalent cranes were disallowed for use at metro site. The demand for Escorts F-15 cranes shot up with deployment at the work site as well as ‘ Casting Yard’ for handling all sorts of cement, steel, scaffolding etc.

Any new products introduced in the market – and how have they been received? Tell us about the geographies/projects in which they are being targeted?Buoyed by the success of F-15, Escorts launched F-17 & F-20 cranes last year

besides some more models in TRX-Series. All these cranes have been well accepted in the market. These cranes have higher reach and load handling capacity with superior geometry that makes them that much more stable. A number of features have been added & options made available to enhance the versatility. As for geography, it is pan India with application specific customization available.

As a company, give us a sense of the emphasis you place on R&D and innovation? Provide the USP’s of your offerings vis-a-vis competitionEscorts believes in leadership through technology. This helps us make application specific cranes. Over the past four decades the range & variety of cranes supplied by Escorts is a testimony to our in house R&D because these cranes have been developed right from concept stage by Escorts. So much for our R&D.

Which are the metro projects in which you are present, their current status, scope of work and cost, timeline for completion?Escorts cranes remain the cranes of choice for the EPC contractors as well as hirers. Our cranes are deployed at each and every metro rail project which is under construction across India. Name a metro

project and Escorts cranes are there.

Provide us a brief idea of the existing market opportunities and your strategy to tap those going forward? The market has been growing consistently and in an assured manner. Given the pace at which new projects are taking off & works are being awarded, next two years look fairly promising. We are currently focusing on after sales support by adding dealership outlets to minimize the response & turnaround time. In a market where some of the best technologies & products are competing, after sales is going to be the difference. The role of equipment finance is as important as anything else. Escorts has tied up with most of the leading banks and NBFCs for quick and easy availability of finance, particularly for the first time buyers.

Future outlook for the industry and from a company perspective.The industry is peaking right now. These are the best times for all the players to position themselves in the market place. Some of the players will not be able to sustain the heat & may, as a result, bow out. We at Escorts have spent two years to make ourselves battle ready for the exiting/demanding days ahead.

Escorts Construction Equipment with its Greenfield manufacturing facility at Ballabgarh in Faridabad caters to all major construction and infrastructure projects PAN India. The company offers various types of cranes that find applications in all metro projects.RAJINDER RAINA, GENERAL MANAGER, ESCORTS CONSTRUCTION EQUIPMENT spoke to CONSTRUCTION OPPORTUNITIES on his company’s products and future opportunities in the metro rail space.

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Could you brief us on your range of product or solutions and their applications in the metro rail space?PM has a full range of products to support Metro projects. It starts with our robust and extremely precise and reliable batching plants, followed by various levels of our environmentally friendly stationary concrete pumps with a horizontal pumping capability of more than 2-3 km, our agile and flexible truck mounted pumps with a 3 dimensional reach of up to 75 m and finishes with our special tunnelling equipment to do the concrete finishing and lining in extreme conditions.

Any new products introduced in the market – and how have they been received? Tell us about the geographies/projects in which they are being targeted?We introduced last year our full range of specialist tunnelling equipment and they will be deployed this year on various tunnelling and metro projects around India and Nepal.

As a company, give us a sense of the emphasis you place on R&D and innovation? Provide the USP’s of your offerings vis-a-vis competition.PM has R&D department in Germany, US and India. We continuously adapt our equipment to the need and requirement of the local markets. Our machines are the

most innovated, user friendly and usable on all job sites around the world. We provide best service and after sales support to our customers.

Which are the metro projects in which you are present, their current status, scope of work and cost, timeline for completion?Our equipment is used in all the Metro projects around India, from Mumbai to Delhi, from Calcutta to Hyderabad. Some are in the last phase of finishing and some like the new Mumbai lines are just starting.

What are the opportunities you are seeking in the metro space going forward? Tell us of the metro projects in which you are looking to contribute?As I mentioned previously Putzmeister equipment are in high demand because they perfectly fit the need of our customers to realize and finish the metro projects in a qualitatively, cost effective and timely manner.

Give us an understanding of your manufacturing facilities, locations, and their capacities to support various metro rail projects?Our state of the art manufacturing facility in GOA can cope with the current and future demands. We have a very flexible production organization and can double our capacity within a time frame of 2 month.

Provide us a brief idea of the existing market opportunities and your strategy to tap those going forward? The current central government is putting a lot of focus on the infrastructure developments but mainly on roads. Ports, airports, railways, power plants, dams… are still lacking behind. Also the real estate market is a bit in a crisis and demonetization has not helped at all. However we are very confident that the market will pick up in all segments by late 2017 beginning of 2018.

Please share with us a Case Study of one of your metro rail projects, the challenges faced and how you overcame them.At the first metro project in Mumbai the contractor had a difficult time reaching level -1 with his conventional equipment. The very flexible Z and ZR fold of our truck mounted boom pumps allowed him finally to crack the nut. We went down vertically for about 8 m and then de folded the rest of the arm package horizontally into the tunnel so that we could bring the concrete right there were it was needed.

Future outlook for the industry and from a company perspective.As I mentioned earlier the future for the Indian construction industry looks bright. Let’s hope that the goal post will not be changed again and disrupt the current positive trend.

Putzmeister has been churning out top notch quality Concrete Equipment that have been specially innovated and designed for the rough conditions presiding in India. The company has supported several metro rail projects and has recently launched a full range of specialist tunnelling equipment which will be deployed in various tunnelling and metro projects around India and Nepal this year. WILFRIED THEISSEN, MD, PUTZMEISTER CONCRETE MACHINES spoke to

CONSTRUCTION OPPORTUNITIES on his company’s product offerings to Metro Rail projects.

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Lucknow Metro Rail Corporation (LMRC): Project of Lucknow Metro Stations in Capital of Uttar Pradesh, India is another milestone achieved by Richa Industries Ltd. The PEB covers a floor area of over 30,000 Sqm with a tonnage of over 1500 MT including all eight metro stations.

RICHA INDUSTRIES achieves another milestone Lucknow Metro Station Project on Completion

The Scope of project includes Design, Manufacturing, Supply and Commissioning of First phase of LMRC Stations, which includes eight stations from Transport Nagar to Charbaugh. The vital aspect of project was, Completion within stipulated time period of 6 months.Each station has the clear height of approx 6.5 meter and rafters are arched with approx 40 degree curvature, Sheeting is Bend, Single skin, Bare Galvalume Hi- Rib profile with 930- 1020 mm cover width, 28-32 mm crest’s @ 186-333 mm C/C manufactured and installed perfectly. For Natural lighting 2 mm thick “Diamond shaped” Poplycarbonate sheet matched with the metal sheet profile and fixed accurately on 6 per cent of the Roof area.Richa Industries has done through planning for this project from designing to fabrication to erection. First the 3D model of complete station was prepared by efficient designers of Richa on STAAAD along with TEKLA model, this helps to achieve faster designing and 3D visualisation which eliminates error while preparing fabrication drawings and easily integrated with BIM (Building Information Modeling).The single model covers all structural analysis and designing requirements. For Fabrication CNC files (fully scaled) are

generated automatically with the help of Tekla. It is veru help full for fast production of all stations as the project was strictly time bound, The complete planning of project was done on Steel2Build. This is in house software of Richa. It is an ERP integrated software easy to handle complete planning Order booking to After sale services.Richa had to face many challenges due to crucial time frame which LMRC has asked. Special arrangements were made by Richa from Erection point of view, Special safety measures and tools considered to manage execution at elevated height of approx 16 meter and keeping in view of running traffic. Boom lift arranged at site for erection and fixing louvers.Initially 2 station project was given to some other PEB Vendor but due to incapable approach of exiting vendor, Later it was handed over to Richa due to their proficient track records in execution of non standard complex projects. Another accomplishment which was

achieved is that after getting 2 station work order rest 6 stations also awarded to Richa due to their superlative performance.The PEB is designed according to the IS 800:2002 code with the consideration of all internal and external factors such as Wind loads, Seismic loads, Design complexity etc. LMRC became a Landmark project of Richa and took the company to much higher heights.

Dr. Sandeep Gupta, MD, Richa Industries Ltd,

said “We are very grateful for successful completion of this project. It is a significant achievement for us. It exhibits our capability

and experience of delivering any type of project within stipulated time period. It shows the substantial effort of team Ticha. We are looking forward to serving the country with more contribution towards Infrastructure projects.”

COVER STORY

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Project HigHligHts:

Project Name Lucknow Metro Rail Corporation (Metro Stations via L&T)

Location Lucknow, Uttar Pradesh (UP)

Total Tonnage 1500 MT (approx)

Total Area 30,000 sqm

Clear Height 6.5 m

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