Urban Mobility India (UMI) is an annual flagship event of Ministry of Housing and Urban Affairs (MoHUA), focusing on the urban transport development in India. UITP was happy to join as Knowledge Partner for 11th edition of Urban Mobility India 2018. The event was organised in Nagpur, Maharasthra from 02-05 November 2018. 
However, UITP also participated in some other sessions including (iii) Making the Metro Successful - 03 November 2018. Some of the key points discussed during the session are as follows: 

Delhi Metro Rail Corporation (DMRC)

  • The successful metro system has key features like affordability, sustainability and environment friendly. Planning is most important parameters along with energy efficiency for any efficent metro system.
  • Maintenance is the key cost component like spare parts, consumable and cost of manpower. There is limit to increase fare revenue. Thus, the metro companies need to explore non-fare revenue. One of the good example is naming right of station. DMRC is earning around INR 10 milion per year per station. Further, it is exploring the option of naming of entire line is new concept.
  • Critical size of metro system is very important. It is important to highlight that one line will not lead to high level of ridership. Minimum critical mass of 70-100 km is important.
  • In terms of challenges, DMRC did not get much support from authority is not there is Delhi. TOD is discussed in Delhi but not approved. No development is happening as people are waiting for TOD. Phase III is completed without that. DMRC did not get any support from local corporation.
  • DMRC has started handling last miles connectivity. It is important for the success of metro system.

Kochi Metro Rail Corporation (KMRC)

  • Fare estimation for each city is very important. It should be decided as per the affordability index.
  • Kochi commissioned 30.5 km network in only 4 years. Current ridership is 35,000 (weekdays) and 40000 (weekend).
  • One-day loss for Kochi towards loan interest was INR 50 million. Currently, Kochi is earning INR 1.5 million from fare and INR 1.5 million from non-farebox per day. On the other hand, current cost is INR 3.8 million per day.
  • After completing 25 km phase line, KMRC will become operationally profitable. 
  • Any cost overrun lead to high cost and revenue pressure. It is important to complete project in time. 
  • Fundamentally, there is need to benchmark the operational cost in all metro system in India.

Hyderbad Metro Rail Limited (HMRL)

  • Hyberabad Metro has invested more than USD 3 billion and currently 43 km of metro line is in operation. Likely to commission full length by 2019.
  • Station integration is done by L&T Metro and connected with all key properties. Fare integration is happening with TRTC (Telangana Road Transport Corporation) buses.
  • Journey planner is being developed and will be integrated with TRTC along with on-demand options.
  • Lots of engineering and financial innovation was required to reduce the cost. 
  • 30% of depot is allowed for commercial development. They have 2 depots with 100 acres. Front area is used for commercial and back area is planned for maintenance. Station area and other area was allowed commercial development. Hyderabad adopted TOD concept and allowed commercial development along the corridor.
  • First and last mile connectivity is the focus point. Lots of facility is provided at metro stations. There is need to make metro station vibrant to increase ridership. Stations are connected directly with key points like mall, offices and shopping etc. 
  • Hyderabad Metro is in discussion with companies and other institutions to open office at metro station to increase ridership.
  • Establishing charging station at metro station on nominal charges to users.

Bangalore Metro Rail Corporation Limited (BMRCL)


  • Commissioned 42 km in Phase 1 with ridership of 400,000 per day. 110 km is under construction under Phase 2 and will commissioning 160 km by 2020. By 2030, it will have network of 235 km.
  • Key learning from BMRCL - (i) Selection of alignment is very important (ii)  timeline for the construction (iii) Modal shift. BMRC is looking to shift passengers from buses to metro.
  • Current punctually is 99.6% owing to good components and processes.

National Capital Regional Transport Corporation (NCRTC)


  • Developing rail based regional network and joining Delhi to key NCR towns like Panipat/Merrut/Alwar.
  • 3 terminal station were planned earlier but now making one terminal as hub to meet all point.
  • Multi-modal integration is planned and made all station as interchange station with DMRC like 7 station out of 16 station on Delhi-Meerut are interchange station.
  • RRTS will function as metro line in Meerut. It will use different coaches to operate on north-west line.
  • NCRTC will work on open loop card, which will be integrated with other operators.

Maha Metro


  • Maha metro is created to execute two projects - Nagpur (38 km) and Pune (32 km).
  • In Nagpur, the authority has put additional levy to make system sustainable. 1% additional cess on stamp duty has collected INR 120 million which will be given to MahaMetro at the start of operation.
  • TOD is allowed by giving additional FSI and collected INR 15 million in 2017 and INR 40 million in 2018. 50% of this amount will be given to Maha Metro.
  • NMC will give land to Maha Metro in lieu of money. They will need to exploit the land. However, it will take 5-6 years to make it sustainable.

Mumbai Metro


  • MMRC has developed 33 km of underground line under PPP model.
  • MMRC planned line 1 as PPP and proposed two interchange at Andheri and Ghatcoper. There is no connection between suburban and metro line due to lack of support from railways. The ridership was projected at 580,000 per day by 2020. This could not be achieved due to no interchange and also lack of consensus on fare
  • Line 3 is trying to go close to Central station but did not get much support from railway. 
  • Railway has circular that no metro alignment should pass through railway station. In 2016, Indian Railways to support metro development and given power to General Manager.
  • Earlier people need to cover 4 hours which has been reduced. Current ridership is more 400,000. Multi-skilling helped to reduce accident and using technology to reduce headways.

Gujarat Rail Metro Corporation (MEGA)

  • MEGA will become Gujarat Rail Metro Corporation. Gujarat Metro prepared DPR 2 for Ahmedabad and working on Surat Metro for 40 km network. Surat DPR is completed in one year.
  • DPR was prepared in 2004 and the government could not able to implement due to lack of funding and support. It was decided to build cheaper option like BRT. AMTS is running 1000 buses and BRTS is 102 km.
  • In 2014, DPR was updated and started construction of metro line in 2015. 
  • Alignment decision should be done by planner based on data. Ahmedabad decided alignment and took support from DMRC. Station design should also consider land acquisition issue. They should do exercise of land acquisition before sending the DPR for approval. This is very critical so land acquisition should be decided before DPR finalisation.
  • Funding is very crucial. DPR should decide the funding agencies before funding (tied or untied). The planning should be tweaked based on funding availability.
  • Ahmedabad metro is connected all key location and railway station.