PROJECT MANAGEMENT ASSIGNMENT

Patna, Bihar

CHANDRAGUPT INSTITUTE OF
MANAGEMENT PATNA

Date of submission- 10th December 2019

SUBMITTED BY:
ABHISHEK RAJ - 110003
AVINASH KUMAR - 110013
DIVYA JYOTI - 110018
KAUSHIK ANAND - 110023
EXECUTIVE SUMMARY
2150 trains has been carrying millions of Mumbaikars to their destination but it all brings out
a challenge to the public as they are having trouble finding foot – space in the train that
cannot hold a pebble more. Time has come for Mumbai to now change to metro- a grade
separated rail based Mass Rapid Transit System.
Mumbai Metro phase-3 is one of such key projects to improve the transportation scenario in
the financial capital of India. This project, is a solution to the complex and congested Rail
Traffic. Mumbai Rail Corporation (MMRC) is the agency responsible for the implementation
of Mumbai Metro project. It has been constituted as a JV of the government of India and the
Government of Mumbai on 50:50 basis.
Its main aim is to provide a Mass Rapid Transit System that would support the inadequate
suburban railway system of Mumbai by bringing metro closer to the doorstop of the people.
With full scale operation of Mumbai Metro, traffic volume reduction would be a significant
gain along with transit facility getting a boost. The Mumbai Metro line would bring multiple
benefits such as comfortable Air conditioned travel for more than 16 lakh commuters daily,
reduction in travel time, reduction in air & noise pollution, improving safety & security of the
citizens etc. After completion, the fully underground corridor with 27 stations would connect
to 6 districts, 30 educational institutes, 30 recreational facilities and domestic as well as
international Airport terminals. It will have five interchange points for suburban railway.
It has been envisioned to be the modern transport of the 21st century. State-of-the-art
technologies would be harnessed during the construction of the project to ensure protection
against building structures. To ensure no trespassing on tracks, the stations would be
provided with Platform Screen Doors. The stations would also be facilitated with automatic
fare collection machines for contactless revenue collection. Mumbai Metro has to be
constructed in 3 phases i.e. Phase 1; 2005-2011, Phase 2; 2011-2016, Phase 3; 2016-2021.
Phase 3 is right now under construction.
The challenges are many since connectivity and comfort come at a price. Aim of Mumbai
Metro project is to proudly herald in a new era by making the travel in Mumbai a
comfortable, reliable and pleasurable experience.

INTRODUCTION
Mumbai is the capital of Maharashtra. It is among the largest cities in the world, with a total
metropolitan area population of over 20 million as of 2011, and a population growth rate of
around 2% per annum. Mumbai has the advantage of a high modal share of the public (88%)
in favor of a public mass transport system.[citation needed] The existing Mumbai Suburban
Railway carries over 7 million passengers per day, and is supplemented by the Brihanmumbai
Electric Supply and Transport (BEST) bus system, which provides feeder services to station-
going passengers to allow them to complete their journeys. Until 1980s, transport in Mumbai
was not a big problem. The discontinuation of trams resulted in a direct increase of passenger
pressure on the suburban railway network. By 2010 the population of Mumbai doubled.
However, due to the city's geographical constraints and rapid population growth, road and rail
infrastructure development has not been able to keep pace with growing demand over the last
4-5 decades. Moreover, the Mumbai Suburban Railway, though extensive, is not built to
rapid transit specifications. The main objective of the Mumbai Metro is to provide mass rapid
transit services to people within an approach distance of between 1 and 2 km, and to serve the
areas not connected by the existing Suburban Rail network.

The Government of Maharashtra through the MMRDA, in order to improve the

transportation scenario in Mumbai and to cater to the future travel needs in the next 2-3
decades, began exploring the viability of various alternative mass transit systems which are
efficient, economically viable and environment friendly. In this context, a detailed feasibility
study was carried out under Indo-German technical co-operation by entrusting the
consultancy work to TEWET in association with DE-Consult and TCS, during 1997–2000.
The study recommended a mass transit corridor from Andheri to Ghatkopar as potentially
bankable and economically viable, after examining a number of alternative corridors and
alignments. This study was updated by MMRDA in May 2004. DMRC prepared the master
plan for Mumbai metro, wherein they recommended extending the Andheri-Ghatkopar
section to Versova as part of the master plan and identified it as a priority corridor for
implementation. The State Government declared the project as a "public vital infrastructure
project" and designated the MMRDA as the Project Implementation Agency (PIA). The
master plan unveiled by the MMRDA in 2004 encompassed a total of 146.5 km (91.0 mi) of
track, of which 32 km (20 mi) would be underground. The Mumbai Metro was proposed to
be built in three phases, at an estimated cost of ₹19,525crore.

OBJECTIVES OF THE PROJECT

 To know whether the project has fulfilled its requirements of its projected objectives
 The project has completed on time or not, if not then its reasons
 What is the projected budget of the project and is it adhering to the estimated budget,
if not then the reasons for that.
 To understand the hurdled that are leading to the delay in completion of the project
 To give suggestion for the completion of the project by the year 2020.

PROJECT OBJECTIVE
  Mumbai needs an efficient, economical and environment friendly Mass Transit
System
 Provide a rail based connectivity within an approach distance of 1 to 2 km and fare
Reduction in air and noise pollution.

PROJECT SCOPE

 Many stations will be linked via skywalks to office hubs like Bharat Diamond Bourse
in BKC, malls, or large facilities like the airport so that commuters do not spill out on
the roads.
 It helps in creating a separate operation and maintenance division for the metros
 The authority has also sounded out multilateral agencies to raise funds. “We are in
advanced discussions with Asian Development Bank for loans for lines VII (Dahisar-
Andheri East) and IIA (Dahisar west-D N Road),” said Rajeev.
 MMRDA is also in talks with the New Development Bank for BRICS countries for
Metro Lines II and VII.

PROJECT RISK ANALYSIS

Risk Description Rating Mitigation Measures Responsibility
Governance
Financial management M A financial management assessment was carried out, MMRDA
for projects needs to which indicates that the MMRDA has an accounting
be separated from system that allows for the proper recording of
overall accounting project financial transactions in accordance with
system international principles generally accepted in India,
and has sufficient financial management capacity to
administer the project. The agreed funds-flow
arrangements for the project will require the
MMRDA to maintain separate project records and
accounts to identify the financing resources received
and expenditures made for the project, while
ensuring an adequate audit trail; and will cause the
annual financial statements to be audited by an
auditor acceptable to ADB, in accordance with
auditing standards acceptable to ADB.

The executing agency L Procurement is governed through various laws and MMRDA and
is unfamiliar with ADB decrees, consistent with internationally accepted ADB
procurement process principles and practices to ensure transparency, fair
and equitable treatment of bidders, promote
competition, enhance efficiency and economy, and
safeguard the integrity of the procurement process.
Goods and consulting services will be procured in
line with the relevant ADB guidelines, with prior
 review by ADB at key steps in the procurement
process.
Other Risks
The executing agency L The MMRDA has been assisted by the DMRC in the MMRDA
is inexperienced in implementation of Line 2A. All equipment, including
implementing metro the rolling stock, is being procured by the DMRC. The
projects DMRC has a sound reputation and track record in
executing metro systems in Delhi and in assisting
with startups in other major cities in India. For the
project, the MMRDA will (at its own cost) retain the
DMRC as the project management consultant to
expedite design engineering and to assist with
procurement and supervision. With DMRC
assistance, the MMRDA has initiated advance action
for procurement of goods in accordance with ADB
requirements.
The executing agency L The MMRDA is headed by an experienced officer MMRDA
has inadequate staff from the Indian Administrative Service. Senior
strength for operation administrative and technical staff have Railways, or
and maintenance. other metro rail corporations in India. The MMRDA
will recruit adequate staff needed for metro
operations, with critical training for startup and
maintenance conducted at the DMRC Training
Institute.
Ridership projections M ADB is supporting the procurement of feeder MMRDA
are not realized owing vehicles that will ensure good last-mile connectivity
to external factors and enhance the attractiveness of the metro.
such as inadequate
feeder systems
Delays in construction M Ground conditions have been assessed through MMRDA
of tracks due to detailed soil tests, and engineering works are being
unpredictable closely monitored to avoid unexpected delays.
engineering problems
may subsequently
delay the
commissioning of
rolling stock and
signaling, train
control, and
telecommunications
systems.
Delays in approval of L Continuous dialogue with government counterparts MMRDA
operational and and close monitoring of activities for
organizational plans operationalizing the organization.
due to prolonged
government
processes.
H = high, S = substantial, M = moderate, L = low. ADB = Asian Development Bank, DMRC = Delhi
Metro Rail Corporation, MMRDA = Mumbai Metropolitan Region Development Authority. Source:
Asian Development Bank.

MILESTONE
TASK START DATE FINISH DATE
Mumbai Metro 1/1/2016 8:00 9/30/2021 17:00
Preliminary meeting 1/1/2016 8:00 2/4/2016 17:00
Mumbai metro master plan 1/1/2016 8:00 2/4/2016 17:00
Study objectives 1/1/2016 8:00 1/20/2016 17:00
Scope of work 1/1/2016 8:00 1/30/2016 17:00
Field work 1/9/2016 8:00 6/4/2016 15:24
Study area characterristics 1/9/2016 8:00 5/3/2016 17:00
Planning parameters 1/10/2016 8:00 5/23/2016 15:24
Model development 1/30/2016 8:00 6/4/2016 15:24
System design 1/1/2016 8:00 4/24/2017 10:24
Permanent way 1/1/2016 8:00 7/25/2016 15:24
Traction system 1/1/2016 8:00 8/4/2016 15:24
Signalling 1/1/2016 8:00 10/25/2016 15:24
Telecommunication 1/1/2016 8:00 11/12/2016 10:24
Automatic fare collection 11/12/2016 10:24 11/30/2016 10:24
Rolling stock 11/30/2016 10:24 2/3/2017 10:24
Ventilation and air-conditioning system 2/3/2017 10:24 4/24/2017 10:24
Civil engineering 4/24/2017 10:24 4/26/2018 10:24
Alignment planning 4/24/2017 10:24 7/8/2017 8:24
Engineering survey 5/17/2017 10:24 8/15/2017 10:24
Geomentric design norms 8/15/2017 10:24 9/9/2017 10:24
Description of alignment 9/9/2017 10:24 9/16/2017 10:24
Alignment design 9/16/2017 10:24 10/1/2017 10:24
Geotechnical investigation 10/1/2017 10:24 11/5/2017 10:24
Utility identification 11/5/2017 10:24 11/26/2017 10:24
Heritage issues 11/26/2017 10:24 11/29/2017 10:24
Land requirement 11/29/2017 10:24 3/29/2018 10:24
Construction methodology for underground construction 3/29/2018 10:24 4/26/2018 10:24
Station planning and Intermodal integration 4/26/2018 10:24 5/28/2018 10:24
Study corridor 4/26/2018 10:24 5/3/2018 10:24
Station planning and design 5/3/2018 10:24 5/28/2018 10:24
Train operation plan 5/28/2018 10:24 12/24/2018 10:24
Rolling stock operation philosophy 5/28/2018 10:24 6/12/2018 10:24
Train operation planning 5/28/2018 10:24 7/23/2018 10:24
Traffic demand 5/28/2018 10:24 6/11/2018 10:24
Train Formation 5/28/2018 10:24 10/10/2018 10:24
Head way 5/28/2018 10:24 12/24/2018 10:24
Hourly train operation plan 5/28/2018 10:24 6/7/2018 10:24
Rolling stock requirement 5/28/2018 10:24 7/2/2018 10:24
Maintenance depot & Workshop 1/1/2016 8:00 9/30/2021 17:00
Maintenance philosophy 1/1/2016 8:00 9/30/2021 17:00
Planning of the maintenance facilities setup 12/24/2018 10:24 1/18/2019 10:24
Rolling stock maintenance needs 1/18/2019 10:24 2/1/2019 10:24
Infrastructure facilities planned at depot 2/1/2019 10:24 7/1/2019 10:24
Ancillary shed and buildings 7/1/2019 10:24 7/26/2019 10:24
Plant and machinery 7/26/2019 10:24 8/16/2019 10:24
Depot location 1/1/2016 8:00 6/28/2016 17:00
Power Supply 1/1/2016 8:00 9/30/2021 17:00
Power requirement 1/1/2016 8:00 9/30/2021 17:00
Need for high reliability of power supply 1/1/2016 8:00 9/30/2021 17:00
Aurxiliary supply arrangements for stations & depot 1/1/2016 8:00 2/11/2016 17:00
Rating of major equipment 1/1/2016 8:00 1/28/2016 17:00
Standby Diesel generator (DG) sets 1/1/2016 8:00 9/30/2021 17:00
Supervisory control and data acquisition 1/1/2016 8:00 9/30/2021 17:00
Energy saving measures 1/1/2016 8:00 4/29/2016 17:00
Social & Environment impact assessment 7/26/2019 10:24 5/21/2020 10:24
Social and economic assessment 7/26/2019 10:24 1/22/2020 10:24
Environmental management plan 7/26/2019 10:24 11/23/2019 10:24
Environmental monitoring plan 7/26/2019 10:24 5/21/2020 10:24
Resettlement action plan 7/26/2019 10:24 11/23/2019 10:24
Cost estimate 5/21/2020 10:24 8/19/2020 10:24
Capital cost estimate 5/21/2020 10:24 8/19/2020 10:24
Operation and maintenance cost 5/21/2020 10:24 6/11/2020 10:24
Economic analysis 5/21/2020 10:24 7/20/2020 10:24
Estimation of costs 5/21/2020 10:24 7/20/2020 10:24
Financial analysis 7/20/2020 10:24 1/16/2021 10:24
Capital cost estimates 7/20/2020 10:24 8/19/2020 10:24
Additional investment 7/20/2020 10:24 1/16/2021 10:24
Operation & maintenance costs 7/20/2020 10:24 9/14/2020 10:24
Replacement cost 7/20/2020 10:24 8/10/2020 10:24
 Tracking
Complete Actual Remaining
TASK % duration duration
Mumbai Metro 67% 1415.21 days 684.79 days
Preliminary meeting 76% 26.56 days 8.44 days
Mumbai metro master plan 80% 28 days 7 days
Study objectives 70% 14 days 6 days
Scope of work 75% 22.5 days 7.5 days
Field work 86% 126.93 days 20.87 days
Study area characterristics 90% 81 days 9 days
Planning parameters 85% 17 days 3 days
Model development 80% 48 days 12 days
System design 70% 337.69 days 141.61 days
Permanent way 75% 56.25 days 18.75 days
Traction system 85% 21.25 days 3.75 days
Signalling 70% 63 days 27 days
Telecommunication 65% 13.65 days 7.35 days
Automatic fare collection 70% 12.6 days 5.4 days
Rolling stock 75% 48.75 days 16.25 days
Ventilation and air-conditioning system 60% 48 days 32 days
Civil engineering 55% 200.92 days 166.08 days
Alignment planning 23% 17.25 days 57.5 days
Engineering survey 73% 65.7 days 24.3 days
Geomentric design norms 80% 20 days 5 days
Description of alignment 75% 5.25 days 1.75 days
Alignment design 75% 11.25 days 3.75 days
Geotechnical investigation 60% 21 days 14 days
Utility identification 50% 10.5 days 10.5 days
Heritage issues 50% 1.5 days 1.5 days
Land requirement 50% 60 days 60 days
Construction methodology for underground
construction 60% 16.8 days 11.2 days
Station planning and Intermodal integration 82% 26.3 days 5.7 days
Study corridor 90% 6.3 days 0.7 days
Station planning and design 80% 20 days 5 days
Train operation plan 70% 147.4 days 62.6 days
Rolling stock operation philosophy 70% 10.5 days 4.5 days
Train operation planning 75% 42 days 14 days
Traffic demand 60% 8.4 days 5.6 days
Train Formation 65% 87.75 days 47.25 days
Head way 70% 147 days 63 days
Hourly train operation plan 80% 8 days 2 days
Rolling stock requirement 85% 29.75 days 5.25 days
Maintenance depot & Workshop 63% 1324.17 days 775.83 days
Maintenance philosophy 60% 1260 days 840 days
Planning of the maintenance facilities setup 65% 16.25 days 8.75 days
Rolling stock maintenance needs 75% 10.5 days 3.5 days
Infrastructure facilities planned at depot 85% 127.5 days 22.5 days
Ancillary shed and buildings 75% 18.75 days 6.25 days
Plant and machinery 85% 17.85 days 3.15 days
Depot location 75% 135 days 45 days
Power Supply 67% 1415.92 days 684.08 days
Power requirement 60% 1260 days 840 days
Need for high reliability of power supply 55% 1155 days 945 days
Aurxiliary supply arrangements for stations & depot 50% 21 days 21 days
Rating of major equipment 60% 16.8 days 11.2 days
Standby Diesel generator (DG) sets 70% 1470 days 630 days
Supervisory control and data acquisition 85% 1785 days 315 days
Energy saving measures 70% 84 days 36 days
Social & Environment impact assessment 73% 217.5 days 82.5 days
Social and economic assessment 60% 108 days 72 days
Environmental management plan 70% 84 days 36 days
Environmental monitoring plan 80% 240 days 60 days
Resettlement action plan 75% 90 days 30 days
Cost estimate 79% 71.15 days 18.85 days
Capital cost estimate 80% 72 days 18 days
Operation and maintenance cost 75% 15.75 days 5.25 days
Economic analysis 80% 48 days 12 days
Estimation of costs 80% 48 days 12 days
Financial analysis 79% 142.4 days 37.6 days
Capital cost estimates 75% 22.5 days 7.5 days
Additional investment 80% 144 days 36 days
Operation & maintenance costs 80% 44.8 days 11.2 days
Replacement cost 75% 15.75 days 5.25 days
 COST
TASK TOTAL COST
₹
Mumbai Metro 8,971,758,400.00
Preliminary meeting ₹ 153,808,000.00
Mumbai metro master plan ₹ 51,568,000.00
Study objectives ₹ 50,896,000.00
Scope of work ₹ 51,344,000.00
Field work ₹ 6,420,000.00
Study area characterristics ₹ 3,340,000.00
Planning parameters ₹ 820,000.00
Model development ₹ 2,260,000.00
System design ₹ 163,018,000.00
Permanent way ₹ 30,450,000.00
Traction system ₹ 13,850,000.00
Signalling ₹ 35,430,000.00
Telecommunication ₹ 12,522,000.00
Automatic fare collection ₹ 11,526,000.00
Rolling stock ₹ 27,130,000.00
Ventilation and air-conditioning system ₹ 32,110,000.00
₹
Civil engineering 1,511,699,600.00
Alignment planning ₹ 151,242,000.00
Engineering survey ₹ 152,736,000.00
Geomentric design norms ₹ 150,760,000.00
Description of alignment ₹ 150,212,800.00
Alignment design ₹ 150,456,000.00
Geotechnical investigation ₹ 151,064,000.00
Utility identification ₹ 150,638,400.00
Heritage issues ₹ 150,091,200.00
Land requirement ₹ 153,648,000.00
Construction methodology for underground
construction ₹ 150,851,200.00
Station planning and Intermodal integration ₹ 3,940,000.00
Study corridor ₹ 1,178,000.00
Station planning and design ₹ 2,762,000.00
Train operation plan ₹ 43,895,000.00
Rolling stock operation philosophy ₹ 1,725,000.00
Train operation planning ₹ 5,251,000.00
Traffic demand ₹ 1,639,000.00
Train Formation ₹ 12,045,000.00
Head way ₹ 18,495,000.00
Hourly train operation plan ₹ 1,295,000.00
Rolling stock requirement ₹ 3,445,000.00
Maintenance depot & Workshop ₹ 191,392,000.00
Maintenance philosophy ₹ 159,636,000.00
Planning of the maintenance facilities setup ₹ 1,936,000.00
 Rolling stock maintenance needs ₹ 1,100,000.00
Infrastructure facilities planned at depot ₹ 11,436,000.00
Ancillary shed and buildings ₹ 1,936,000.00
Plant and machinery ₹ 1,632,000.00
Depot location ₹ 13,716,000.00
₹
Power Supply 6,880,435,000.00
₹
Power requirement 1,681,205,000.00
₹
Need for high reliability of power supply 1,681,205,000.00
Aurxiliary supply arrangements for stations & depot ₹ 34,805,000.00
Rating of major equipment ₹ 23,605,000.00
₹
Standby Diesel generator (DG) sets 1,681,205,000.00
₹
Supervisory control and data acquisition 1,681,205,000.00
Energy saving measures ₹ 97,205,000.00
Social & Environment impact assessment ₹ 9,216,000.00
Social and economic assessment ₹ 2,304,000.00
Environmental management plan ₹ 1,536,000.00
Environmental monitoring plan ₹ 3,840,000.00
Resettlement action plan ₹ 1,536,000.00
Cost estimate ₹ 754,800.00
Capital cost estimate ₹ 612,000.00
Operation and maintenance cost ₹ 142,800.00
Economic analysis ₹ 1,440,000.00
Estimation of costs ₹ 1,440,000.00
Financial analysis ₹ 5,740,000.00
Capital cost estimates ₹ 600,000.00
Additional investment ₹ 3,600,000.00
Operation & maintenance costs ₹ 1,120,000.00
Replacement cost ₹ 420,000.00

RECOMMENDATION
1. Expediting the bid process : Entire bid process to choose the successful bidder took more
than 2 years. This led to very less no. of bidders bidding for the project.
2. Delay in obtaining VGF approval : Substantial delay in obtaining VGF approval from the
govt. because model concession agreement was not in place.
3. Delay in getting approval : Delay in getting approval for construction of over-bridge that
passed over the railway line. This was because railways were thinking of a project that
could invade the path of the metro line. It is recommended that authorities be cognizant
of all other upcoming infrastructure projects that have the potential to affect operations of
 the planned project while bidding out such projects and resolve the same prior to the
appointment of a developer.
4. Land acquisition issues : Land for the depot was under dispute. It is recommended in the
future concerns such as these are addressed before the project procurement stage itself to
ensure smooth functioning of the project.

5. Clear specification on Asset transfer on termination : 5 years before the expiry of the
concession period a survey of the assets would be carried out to determine whether they
are in working condition as given in the agreement. Schedule in the concession
agreement does not have clear and robust specifications. Risk of a difference of opinion
between the concessionaire and the government and this can potentially lead to a dispute.
The government could manage this better by incorporating clear and robust
specifications on the condition it would want the assets to be handed over to the
government. Risk allocation has to be equitable; Tendency to pass on maximum risk to
the Concessionaire will prove counter productive.