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Line 1

Overview

Type Metro

System Mumbai Metro

Locale Mumbai, Maharashtra, India

Term ini Versova

Ghatkopar Stations 12

Daily

ridership

300,000-500,000 (Aug ust 2014)

Website reliancemumbaimetro.com(http://www.reliancemumbaimetro.com/)

Operation

Opening 8 June 2014

Owne r Mumbai Metropolitan Region DevelopmentAuthority (MMRDA)

Operator(s) Mumbai Metro One Pvt Ltd(MMOPL)

Character Elevated

Depot(s) D.N. Nagar

Rolling stock CSR Nanjing

Technical

Line length 11.40 km (7.08 mi)

No. of tracks 2

Track gauge 1,435 mm (4 ft 8 1 2 in) standard gauge

Minimum

radius

100 metres (330 ft)

Electrification 25 kV AC at 50 Hz via overhead catenary

Operating 80 km/h (50 mph)

Line 1 (Mumbai Metro)From Wiki pedia, the f ree encyclopedia

Line 1 of the Mumbai Metro, also referred to a sMetro I or the Versova-Andheri-Ghatkopar(VAG) corridor , is part of the metro system for the city of Mumbai, India. The 11.40 km line isfully elevated, and consists of 12 stations fromVersova to Gha tkopar. The li ne connects theeastern and western suburbs of Mumbai. [1] It was

built at an estimated cost of 4321 crore(US$700 million) and is operated by the MumbaiMetro One Pvt Ltd (MMOPL). [2] The MMOPLis a joint venture company owned by RelianceInfrastructure, Veolia Transport and the MumbaiMetropolitan Region Development Authority(MMRDA).

Line 1 sta rted ope rations on 8 June 2014. [3]

Contents

1 History

1.1 Background

1.2 Construction1.2.1 Accidents

1.3 Opening

2 Finances

2.1 Construction cost

2.2 Dispute over initial fare

3 Statio ns

4 Infrastructure

4.1 Rolling stock

4.2 Power

4.3 Signaling and communications

4.4 Bridges

4.5 Water recycling plant

4.6 Wastewater treatment

5 Operations
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speed

Route map

5.1 Operator

5.2 Ticketing and fares

5.3 Frequency

5.4 Ridership

5.5 Speed

5.6 Security

6 Retail and advertising

7 References

8 External links

History

Background

The Government of Maharashtra through the MMRDA, in order to improve the traffic and transportationscenario in Mumbai and to cater to the future travel needs in the next 2-3 decades began exploring theviability of various alternative mass transit systems which are efficient, economically viable andenvironment friendly. In this context, a detailed feasibility study was carried out under Indo-Germantechnical co-operation by entrusting the consultancy work to Tewet in association with DE-Consult GmbHand Tata Consultancy Services, during 19972000. The study recommended a mass transit corridor fromAndheri to Ghatkopar as potentially bankable and economically viable, after examining a number of alternative corridors and alignments. This study was updated by the MMRDA in May 2004. Meanwhile, theDelhi Metro Rail Corporation (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 identifiedit as a priority corridor for implementation. The State Government declared the project as a "public vitalinfrastructure project" and designated the MMRDA as the Project Implementation Agency (PIA). [4] TheVersova-Andheri-Ghatkopar corridor was chosen as the first line in the master plan to be implemented.

The Mumbai Suburban Railway connects Mumbai from north to south. However, east-west connectivity is poor. The Versova-Ghatkopar route had no suburban rail link and was serviced by either BEST buses, autosor taxis. [5] Line 1 provides east-west rail connectivity between the Eastern and Western suburbs of Mumbai. [6] It facilitates interchange between the Mumbai Suburban Railway and Mumbai Metro at Andheriand Ghatkopar stations. The line significantly reduces the journey time from Versova to Ghatkopar from90120 minutes to 21 minutes, and bypasses about 45 traffic signals. [7] It also provides rail connectivity tothe MIDC, SEEPZ and other commercial hubs. [8]

Construction

The contract for the VersovaAndheriGhatkopar corridor was awarded to the Mumbai Metro One Pvt Ltd(MMOPL), a joint venture company owned by Reliance Infrastructure, Veolia Transport and the MMRDA,in March 2007. [10][11] Simplex Infrastructure Ltd was the main technical contractor. [12] The foundationstone for the project was laid by the then Prime Minister Manmohan Singh on 21 June 2006, and the work
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Contracts for Line 1 [9]

Package Awarded to

Civil Works Viaduct S implex Infrastructure Ltd

Civil Works Stations Sew Infrastructure LtdCivil Works Special Bridges

Civil Works Depot Earthworks Shyam Narayan & Bros

Rolling stock CSR Nanjing

Signalling system Siemens

Power Supply Traction & SCADAABBE&M

Communication system Thales

Trackwork VNC Rail One

Automatic F are Collection Indra

Escalators Schindler

Lifts OTIS

Depot Machinery & Plant Awarded to various suppliers

Depot Civil Works Ahluwalia Contracts (India) Ltd.

Marol station under construction inAndheri in March 2012.

Jagruti Nagar station under construction in Ghatkopar in August

2012.

order for the same was issued on 21 January 2008, [13] butactual work on the corridor began only on 8 February 2008. [12]

At the time of commencement of work, MMOPL stated that itaimed to complete the project in a record 30 months, althoughthe concession agreement specified the period of constructionto be five years. [8] In September 2011, MMOPL officialsclaimed that trial runs on the first section of the corridor, the 3-

km VersovaD.N. NagarAzad Nagar stretch, would start byFebruary 2012, with a view to opening the stretch tocommuters by March or April 2012. [14] The deadline for completion of Line 1 has been shifted several times. Thefollowing months have all, at some point of time, beenannounced as the deadline for completion of the project - Julyand September 2010, July 2011, March and November 2012, [15][16] September 2013 (Phase 1: Versova to AirportRoad) and December 2013 (Phase 2: Airport Road to

Ghatkopar),[13][17]

and 31 March 2014.[18]

According to theMMRDA, the main causes for the delays were shifting the utilityservices, absence of the right of way due to encroachments andobtaining permission from the railway authorities. [19]

The MMOPL blamed the delay in construction on the MMRDA.RInfra officials stated that the MMRDA had to acquire land alongthe route and provide "right of way" to the MMOPL by December 2008. [20] Although it was supposed to have been given a 59% rightof way with land free of encumbrances, the MMOPL started work

with right of way being made available only on 45% of the land. [8]As of August 2008, the MMRDA had only freed up 20% of requiredland. The lack of maps of underground utilities made the task moredifficult. As per the contract between the MMOPL and theMMRDA, the MMRDA was supposed to hand over complete rightof way to the MMOPL by mid-2008. The MMOPL eventuallyreceived nearly 100% of the land required for the project inDecember 2011, with the exceptions of the minaret of a mosquenear Andheri metro station and a portion of the roof of Maheshwar Temple near Jagruti Nagar station that still needed to be

demolished. [20] Both impediments were resolved in October 2012and the MMRDA finally obtained 100% right of way along theentire alignment of Line 1. [21]

By October 2011, the majority of the corridor's track-support pillars and girders had been laid, and the 12individual stations were 70% complete, with most of the stations rising above platform level. [22] However,land acquisition and right-of-way issues, along with problems with the construction of a Metro-related
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Azad Nagar station under construction in Andheriin March 2012.

The Cable-stayed metro bridge over the Western Express Highway under construction in Andheri.

A metro train arriving at the D.N. Nagar stationduring the trial run in May 2013.

viaduct, delayed the line's predicted completion tosummer 2012. [22][23] In May 2012, the Indian Bank restructured the Mumbai Metro's 1.08 billion(US$17 million) loan account, citing the project's landuse problems. [24]

On 1 May 2013, a successful 2 km trial run from

Versova to Azad Nagar stations was conducted on Line1 in the presence of Maharashtra Chief Minister Prithviraj Chavan, [25] who stated that the line wouldopen to the public from September 2013. [26][27]

However, MMRDA officials told Business Standard in August 2013that the metro would be delayed further as it had not receivedapproval from the Central Railway Safety Commissioner, and alsodid not complete various amenities, including lifts, staircases,canteen and seating arrangement for commuters. [28] The first major trial run on Line 1, began at 6:45pm IST on 3 June 2013 fromVersova station, and covered the 7 km stretch to Airport station by7:05pm, according to MMRDA additional commissioner S.V.R.Srinivas, who was on board the train. Trial runs had been conductedfor the past month, the most notable being the trial run on 1 May2013, that was officially flagged off by the Chief Minister. [25]

However, trials prior to the June 3 trial, were restrictedto the three kilometres between Versova and Azad

Nagar stations on JP Road. [29]

Seven metro trains ran the full stretch of Line 1 on 6December 2013 at high speed to conduct "systemintegration" checks. The trial run was the first time thatseveral trains ran back-to-back on Line 1. The trainsmaintained a frequency of three to three-and-a-half minutes and achieved the precision timing of 21minutes for the full run. MMOPL officials stated thatthe trial was conducted to check the speed andreliability of the trains, and also the working of thecontrol systems, signals, energy-efficient lightingsystem, on-board passenger announcement system and train-to-control-room radio communication system.They also tested whether trains stopped properly at platforms and doors opened as desired. Several moretests were conducted before the metro opened to the public. [6] According to the information given by theMMRDA to a Right to Information (RTI) query filed by activist Anil Galgali, around 5% of the civil worksof the line were still pending as of December 2013. The reply to the RTI query stated that Versova, D.N.

Nagar, Azad Nagar, Chakala and Airport Road stations were 99% complete as of December 2013. Andheri,Saki Naka, Marol and Western Express Highway stations were in the range of 95-98%. Construction work at Ghatkopar was 90% complete, Asalfa and Jagruti Nagar stations were 80% and 85% completerespectively. [30]
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The MMRDA sent a letter to RInfra on 31 December 2013, asking them to change the logo of the metrosystem from Reliance Metro to Mumbai Metro. The MMRDA insisted that the demand was within theconcession agreement signed between the state government and RInfra, in which the fine print stated thatthe project should be titled the Mumbai Metro. [31][32] RInfra issued a press statement on 2 January 2014,

blaming the MMRDA for having "failed to provide any guidance on this subject during the bidding stageand/or during the implementation stage". [33] RInfra claimed that the logo and brand name Reliance Metrohad been finalised in July 2013 as the MMRDA had not responded to the designs and logos submitted.

RInfra also stated that it was eligible to name the entire project after the company, as it held a majoritystake in the project. [34] Republican Party of India (Athavale) workers protested the name Reliance Metro on8 January 2014 by blackening boards with Reliance's logo at Chakala metro station. The party demandedthat the metro be renamed as "Mumbai Metro". [35][36][37] On 11 January, Shiv Sena MLA Subhash Desaisent a letter to Chief Minister Chavan opposing the Reliance Metro name, and expressing support for thename Mumbai Metro. [38][39] The Mumbai Metro name also received support from Maharashtra's MinorityDevelopment Department minister Arif Naseem Khan. [40][41][42][43] In February 2014, U.P.S. Madan,metropolitan commissioner of MMRDA, confirmed that RInfra had agreed to rename the project asMumbai Metro from Reliance Metro. [34] However, even by April 2014, the Reliance Metro logos that had

been stuck on trains and stations had not been removed. MMOPL officials stated that they had not yetreceived any new logo design, and were still awaiting the same. [44] The MMOPL unveiled a new logo in a

press briefing held on 30 April 2014 at the Azad Nagar car depot in Andheri (West). The new logo,displayed at all stations on the line, features the name "Mumbai Metro" more prominently, than the namesof Reliance Infrastructure and the MMRDA, which are also included in the new logo. [45] The new namewas also confirmed by Chavan at a press conference at Vidhan Bhawan on 14 June 2014. When askedabout RInfra posting its "Reliance Metro" branding at some metro stations, he said, "It is 'Mumbai Metro'and we will ensure that it remains the same in future also". [46][47]

On 6 February 2014, RInfra announced that construction of the metro line had been completed, along withsignal testing and system integration. It also stated that it had already received approvals from relevantauthorities including the fire department, and electrical inspector general. [48] However, the construction of approach roads to stations such as Jagruti Nagar and Asalfa Road had not been completed, [17] although thiswork was to be undertaken by the MMRDA, and not MMOPL. [17] Engineers used over 210 differentdesigns to construct the pillars on the corridor. [49] The MMOPL along with the Mumbai Fire Brigade andthe Mumbai Police jointly conducted a fire mock drill successfully at the Airport Road station on 14 March2014. The purpose of the mock drill was to assess the preparedness of the three agencies in case of anemergency. [50][51][52] The drill was the last one conducted as part of a joint Central Disaster ManagementPlan, prepared through MCGM to take care of passengers and property in situation of eventuality. [53]

During trials in mid-March 2014, the Mumbai Metro ran time-tabled trains at a headway of almost 4minutes. The trials were a part of reliability, availability, maintainability and sustainability (RAMS) teststhat are a part of any normal railway operations network. [54]

A 10-member team of the Research, Design and Standards Organisation (RDSO) began conductingoscillation trials along the entire 11.4-km stretch of Line 1 on 31 January 2014. The trials included study of train behaviour like acceleration and deceleration, suspension, emergency brake distance and track

parameters, and adherence to safety and technical specifications. [55] Oscillation trials were conducted to testthe track-worthiness of new or modified design of rolling stock. Emergency braking distance trials aim at
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testing the braking potential. [56] MMOPL stated that the trials were completed in a record time of 11 days,much ahead of the RDSO's scheduled time of 22 days. [56][57][58] After completing the tests, the RDSO hadto submit it's report to the Chief Commissioner of Railway Safety, Lucknow for final certification, after which the MMOPL could approach the Commissioner of Metro Railway Safety (CMRS) for safetytrials. [59] However, the submission of the report by the RDSO was delayed a public interest litigation (PIL)filed in the Bombay High Court on the height of Mumbai Suburban Railway station platforms. The RDSOhad to divert its resources to inspect the suburban railway platforms, due to commuters falling into the gap

between the platform and the trains. [60] The MMOPL was granted a "speed certificate" from the RDSO on 2April. [61] MMRDA and MMOPL authorities jointly applied to the CMRS for safety certification on April4.[44]

Then CMRS for the western circle P.S. Baghel began physically inspecting the line on 18 April, andcompleted it on 28 April. [62][63] Baghel inspected the entire metro system including the rolling stock,workshops, depot, operation control centre, corridor, stations, tracks and overhead equipment. [64][65][66]

Following the inspection, Baghel concluded, "Prima facie, I found all the constructions and specificationsof the Metro quite satisfactory, but there are a few finishing works remaining which would be taken care of

very soon." [63] The CMRS required certain minor changes such as levelling of the access area at the Jagruti Nagar station (towards Ghatkopar), and improving the quality of elevators and stairs. These conditions hadto be accepted and implemented before the metro could begin operations. [67] The CMRS also stated that hewould travel to Lucknow to discuss the inspection with RDSO officials and then cross check all the other necessary approvals, including rolling stocks, from the Railway Board. [63] The line received safetyclearance from the CMRS on 2 May 2014. [68][69] On the same day that the CMRS awarded the certificatefor commercial operation, the MMRDA in reply to an RTI query stated that 98% of the project work wascomplete and some minor works were still in progress. The MMOPL clarified that the RTI information

provided by MMRDA was based on the monthly progress report of January 2014, and that all project works

had been completed as had been announced in February.[19]

The CMRS safety check is the last statutory certification requirement before the line is opened to the public. [62] However, the MMRDA had to also obtain approval for the locomotives from the railway board. [70] The Congress-NCP government had wanted to open the line by 24 April 2014, the voting day inMumbai for the 2014 general elections, with Chief Minister Prithviraj Chavan, who was also the MMRDAchairperson, especially keen on the date. Congress candidates Gurudas Kamat and Priya Dutt, and NCPcandidate Sanjay Dina Patil also wanted the line to open then, so as to gain political mileage. [70] TheMMOPL approached the Railway Board for approval of rolling stock (includes the rakes and wheel) on 22April. [71][72] MMRDA and MMOPL officials stated that the line would open within 7 days of receivingapproval from the Railway Board. [73][74] Despite the MMOPL submitting the necessary paperwork on 22April, the Railway Board did not grant approve until late May 2014. According to railway officials, thiswas because the rakes and wheels used in the metro were "of a new kind, with newer dimensions", andrequired close inspection. [67] Another reason given for the delay was the change of government at theCentre following the 2014 general elections. [75] Railway Minister D.V. Sadananda Gowda gave the finalapproval on 5 June. [76][77] MMOPL Chief Executive Abhay Mishra announced on 7 June that the metrowould open the following day. [78]
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Even prior to the opening of the metro line, pedestrians, commuters and some media outlets expressedmajor concerns about the dispersal of pedestrian and vehicular traffic under the metro stations. This

prompted the MMRDA to take up the development of Station Area Traffic Improvement Scheme (SATIS)throughout the route. [79] A key proposal of the SATIS was the integration of the metro rail system with theBEST. The BEST and the BMC jointly worked towards relocating existing bus stops. Dedicated bus stopswere built, and BEST bus feeder routes were created along the metro corridor. These stops have indicatorsthat flash timings of next metro train's arrival. Similarly, indicators were provided inside the metro coaches

that flash information about BEST bus routes for onward journey from respective stations. The MMRDAwidened the 1.8 m-2.5 m footpaths below metro stations by an additional 1.5 metres, and declared a 330metre area around the stations as a "Metro-Influence-Zone" where illegal parking and hawking are

prohibited. The Mumbai traffic police will ensure that there is no illegal parking around the station areas,and the Municipal Corporation of Greater Mumbai (MCGM) will prevent illegal hawking along the metrostations. Other steps taken under SATIS included provision of a uniform two-plus-two lane traffic that will

be kept open at all times, dedicated two wheeler parking at all stations, and railings along the foot path to prevent jaywalking below metro stations. [79][80][81][82]

Accidents

Eight accidents occurred during the construction of Line 1. The first occurred in May 2008 when 1 personwas killed and another injured, when a pile rig collapsed at a construction site in Andheri (West). In 2009, 4

people were injured, when a steel reinforcement cage and temporary scaffolding of a concrete pillar cavedin it Andheri (East). In April 2012, a crane at a construction site in Ghatkopar, veered off a truck andcrashed on a portion of the nearby Sarvodaya Hospital. No one was injured as the affected portion of thehospital building was empty at the time. [83]

On 5 September 2012, a slab collapsed at the under-construction Subhash Nagar metro station in Andheri,killing one construction worker and injuring 16 people. [84] Following the incident, construction work on themetro was suspended. MMOPL fined the contractor, Hindustan Construction Company, 10 lakh(equivalent to 11 lakh or US$19,000 in 2014). [85] On 11 September 2012, MMOPL appointed Geneva-

based SGS Consultants as independent safety consultants for the construction of Line 1. Constructionresumed on 25 September 2012, under the supervision of SGS Consultants, after the consultant submittedits preliminary report to the MMOPL. [86] The consultant remained with the project until the completion of Line 1 to help prevent future accidents. [87] The accident was suspected to have been caused by weak temporary foundation to the under-construction slab and rain when the concrete was being mountedatop. [88]

Another report, prepared by an MMRDA appointed independent committee of IIT Bombay civilengineering professor K.V.K. Rao and S.B. Tamsekar former PWD chief engineer, revealed that thescaffolding gave way due to a cavity in the soil which had become loose due to heavy rain the previousday. [89] According to SVR Srinivas, then additional metropolitan commissioner at MMRDA, "The accidentwas basically due to voids in the support. The support weakened due to rain and utilities underneath createdvoids. So, it was basically due to loosening of the soil due to construction activity and its erosion due toheavy rain that the support weakened. If because of any reason a part of the support settles, stress increaseson the staging and causes it to fail leading to a cascading effect". The committee recommended that thecontractor ascertain stability of the sub-strata before beginning such activities. In case of instability,remedial measures must be taken to fix it before work can start. The report also reiterated that safety
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checklists should be enforced and construction workers strictly wear safety gear. The MMRDA stated thatit would not be able to take action based on the report and that it's probe was done to understand exactlywhat had gone wrong, while the MMOPL inquiry was internal. [90]

Opening

The first metro service was flagged off by Maharashtra Chief Minister Prithivraj Chavan, along with

Reliance Chairman Anil Ambani and wife Tina Ambani, on 8 June at 10:10 am from Versova station.Chavan's appearance at the inauguration came despite the fact that he had threatened to boycott theceremony the previous day to protest RInfra's decision to raise fares. [91][92][93] The line was scheduled toopen to the public at 12:10pm, with the first service departing from Ghatkopar station. [94] This was delayed

by 10 minutes and departed at 12:20 pm. The train was further delayed by nearly half an hour, as it had tohalt beyond the planned dwell time at certain stations due to a technical glitch. [95][96] This in turn causedsome other trains to also be delayed by 2030 minutes. [97][98]

MMOPL announced a special introductory fare of 10, regardless of distance, for the first 30 days of

service.[7]

The authority also announced that children under the age of 12 years and/or up to 4 feet tall, andaccompanied by their parents, could travel for free on opening weekend. [99][100] On opening day, the linewas operated for 11 hours, and carried 2.40 lakh commuters. The second day, which saw the line operatedfor its entire 18.5 hour schedule, saw 2.97 lakh commuters use the line. Line 1 had transported 1 million

passengers by 4:30 pm on 11 June or within 59 operating hours; reaching the milestone quicker than anyother Indian metro system. [101] In the first week of operations, 21.56 lakh commuters travelled on the line,at an average of 3.08 lakh daily. [102] Within days of the metro's opening, there was a considerable drop inthe number of commuters travelling by BEST buses and autos. BEST stated that at least 11,000 of its dailycommuters between Versova and Ghatkopar had switched to the metro. Buses plying the more than 20routes that the company operated both from Andheri bus stations (west and east) and Ghatkopar ran emptyduring morning and evening peak hours. Authorities estimated a 25% reduction in BEST commuters alongthe route as a result of them metro. [103] Ticket sales on BEST Bus Route Number 340, the most popular busroute between Andheri and Ghatkopar, dropped by 1.5 lakh in the first 3 days of Line 1's opening. [104]

On 14 June 2014, a bird hit one of the overhead wires at Marol station causing a spark at the overhead lines.Due to the monsoon season, the MMOPL took a precautionary measure and delayed trains by more thanhalf an hour on both sides. This was the first disruption of metro services since the line's opening. [105]

Finances

Construction cost

The original estimated cost of constructing Line 1 was 2356 crore (equivalent to 39 billion or US$630 million in 2014) when the contract was signed in March 2007. [106] However, delays increased thecost by 84% over six years, and the project cost was 4321 crore (US$700 million). [107][108] The projectwas funded by nearly 2,000 crore of bank loans, 650 crore as viability gap funding from the Governmentof Maharashtra, and the balance of around 1,350 crore contributed by Reliance. Loans were obtainedthrough a consortium of 10 banks. IDBI Bank was the lead bank, and the others included Canara Bank,
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Indian Bank, Karur Vyasya Bank, Oriental Bank of Commerce, Central Bank of India, Corporate Bank,State Bank of Hyderabad, Bank of Maharashtra and IIFC-UK. Interest cost of the project was at 13.25% atthe end of April 2014, a sharp increase from 10% in 2007-2008. [106] The information about the costescalation was obtained under an RTI request on 20 August 2013 by activist Anil Galgali, which stated thatthe MMOPL board members, in a meeting held in May 2012, had approved a revised budget that costaround 4321 crore (equivalent to 49 billion or US$800 million in 2014). As per the cost sharing formula,the construction cost was funded according to a 70:30 debt equity ratio between the MMOPL and the

MMRDA. However, the agreement signed between the Government of Maharashtra and MMOPL, alsostated that the MMRDA would not have to share the escalated cost and its cost sharing formula would bethe same even after the escalation. The entire escalation was borne by the MMOPL. The Asian Age reportethat RInfra had funded almost 60% of the increased cost of 1965 crore (US$320 million) through a loan,and the balance was raised through debt. [109]

To offset the escalation, RInfra-led MMOPL asked for a 130-150% hike in the metro fare structure, whichthe state government had fixed to be between 9 and 13. [110] An MMOPL spokesperson stated, "The

principal reason for an increase is the inability of MMRDA to provide 100 per cent unencumbered RoW,which was contractually committed by MMRDA to be handed over to MMOPL on or before September

2007. So far, 100 per cent unencumbered RoW is yet to be handed over. The increase in fares isnecessitated due to an increase in operating costs, owing to a steep increase in all economic indices;inflation, interest rate, foreign exchange, etc. These factors have also increased the estimated project cost."However, the MMRDA denied the request stating that the cost escalation of the project and the fare hikedemand were separate issues. An MMRDA official told Business Standard , "There is no question of anyfare hike right now, as the issue will be considered after the service is started by MMOPL. The rise incapital expenditure will not impact fares immediately." [111]

MMOPL signed loan agreements to raise debts totaling 1,194 crore, and achieved the financial closure for Line 1 in October 2008. In a uniquely structured project financing model, MMOPL raised this debt from a

group of banks led by IDBI, Corporation Bank, Karur Vyasa Bank, Canara Bank, Indian Bank and OrientalBank of Commerce. [112] IDBI Bank contributed 300 crore for the project, IIFCL UK contributed US$ 70million (around 287 crore) as a foreign currency loan for the project, and the rest was contributed by theremaining banks. [113] As per the original project cost of 2,356 crore, the project would have had a debtcomponent of 1,194 crore, while the equity would have been 512 crore, and the MMRDA, theconcessioning authority would provide a capital grant 650 crore. [112] The cost of borrowing for the rupeecomponent, which constituted about 75% of the total debt, was 12.25%, while the foreign currency loanwas at 3.5% above LIBOR. The debt was raised amidst a tight global liquidity position, based on a uniquefunding model, where the only recourse available to the lenders is to the cash flow generated from the

project instead of the project assets. According to then MMOPL Director K.P. Maheshwari, "Therepayment model is also unique as for the first time the project's assets are not charged to the lender assecurity." [112]

The Union Government had committed viability gap funding (or the public sector's contribution in a public private partnership project), of 471 crore, which amounted to 20% of the project's original cost of 2,356crore. The Union Government released only 310.5 crore of its share as of June 2012. The final tranche of160 crore was approved for release only in February 2014. The amount had been pending since 2012. UPSMadan, metropolitan commissioner, MMRDA, stated that the delay was due to procedural issues, saying,
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"In February or March last year [2013], the UD [Urban Development] ministry had recommended the fundsfor disbursement to the Department of Economic Affairs. But it could not come up in the budget last year

because they had some queries." [114]

Dispute over initial fare

As per a notification issued by the state government in 2004, the fare as per 2003-04 levels was fixed as 6

up to 3 km, 8 for 38 km and 10 beyond 8 km. [115] The originally agreed tariff hike schedule until 2042-43, based on the fare formula of 1.5 times the BEST fare, provided for an 11% hike after every three

ears. [116] On 6 June 2013, the MMRDA stated that MMOPL had asked for the fares for Line 1 beincreased by more than 50%, even though the metro had not yet been opened. [117] On 5 September 2013,the Chief Minister approved a revision of fares to between 9 and 13. [118] The decision was based on the2004 tariff for BEST buses. [45] The notification allowed for fares to be raised by 11% every four years,meaning that at the end of the 35-year concession period in 2044-45, the minimum fare would have been aminimum of 24 and maximum of 37. [119]

On 11 September 2013, the MMOPL assured its board that the metro would commence operations inDecember 2013, irrespective of whether the state granted the requested fare hike. [120] However, theMMOPL also requested that the state intervene at the earliest and consider its proposal for a 130 to 150 per cent hike in tariff. [11] MMOPL officials pointed out that BEST fares increased by 140% since 2004, apartfrom being highly subsidized. [121] The Union Urban Department Ministry brought the Mumbai Metro under the Metro Railways (Construction of Works) Act of 1978 on 18 November 2013, thereby granting MMOPLthe authority to fix fares. Prior to this notification, Line 1 was under the Indian Tramways Act, 1886 , andthe Chief Minister had the sole power to decide fare revisions. [118] In a letter to the state government dated7 February, the Urban Development Ministry stated, "MMOPL can fix the fare afresh after obtaining the

recommendation of the Fare Fixation Committee (FFC). However, no FFC recommendation is necessary tofix the initial fare." Fare fixation is governed by relevant provisions of the Metro Railways (operations andmaintenance) Act, 2002. [121] The Ministry's notification permits initial fare fixation without an FFCrecommendation, but makes it mandatory for subsequent fare revisions. [122]

The MMOPL told the press in April 2014 that the state government notification for the implementation of the project under the Tramways Act was "deemed to have been superseded with effect from November 18,2013". According to the MMOPL, this meant that the initial fares would be governed by sections 33 and 34of the Metro Railway Act. [123] In an interview with DNA published on 9 May, MMRDA Commissioner U.P.S. Madan declared that the August 2013 fares were final stating, "There is already a fare notification in

place about metro, which is final. The notification was issued recently with a revision in ticket prices. Thefare notification is final and binding." Madan further claimed that even though RInfra was the MetroRailway Administrator (MRA) under the Metro Railway Act, 2002 , it was subject to the terms andconditions mentioned in the concession agreement. [124] Anil Galgali, an RTI activist and chairman of theMumbai-based NGO Athak Seva Sangh, wrote a letter to the Chief Minister on 2 May 2014, urging him touse his special powers to prevent the fare hike. Galgali stated, "The Maharashtra state government shoulduse its special powers and stop the new fares from being implemented. The delay in project and increase incost is not the fault of Mumbai's citizens. It is the responsibility of the Maharashtra state government to actagainst MMOPL's demands." He further accused the MMOPL of "blackmailing the government and


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Metro rake arriving at Saki Nakastation

playing with citizens". [125][126] MMOPL announced the minimum and maximum fares on the line as 10and 40 respectively in early May 2014. [127] However, MMOPL later announced a special introductory fareof 10, regardless of distance, for the first 30 days of service, i.e. from 8 June to 8 July. [7]

On 9 June 2014, the MMRDA filed a case in the Bombay High Court seeking appointment of an arbitrator for the fare. [128][129]

Stations

There are 12 stations on Line 1. All stations have three levels - Roadlevel, Concourse Level and Platform level. At least two sets of covered staircase and up/down escalators on both sides of roads onfootpath leading to concourse level are provided at every station.Stations are fully accessible to physically challenged and elderly

passengers through the provision of special lifts. [6] The Concourselevel area is divided into non-paid area and paid areas. The non-paid

area houses facilities like ticketing counters, ticket vendingmachines, gates for entry/exit and other facilities like retail outlets,ATMs, toilets etc. The paid area is only accessible for valid ticketholders and gives access to platforms. [6] Trains leave from thesecond floor which is the Platform level. There is a maximum gap of 85 mm between the platform and train doors. [130]

All stations have public information display systems for infoschedule of trains coming on platform. All signboards on Line 1 arein Marathi, English and Hindi. Baggage screening machines and

door frame metal detectors are located at all entry points. Allstations are connected through fibre optics for communication.There are 100 staircases (minimum 4 in each station), 45 elevatorsand 95 escalators on the 12 stations of Line 1. [6][130] Platforms have polycarbonate roofs which allow themto be naturally lit. [6] Stations feature murals and their interior walls are embellished with graffiti anddoodles. Metro authorities organised the "Majhi Metro" festival and requested art and architecture studentsto enter a contest, where the winners were awarded the opportunity to design and style a metro station,

based on the theme "Mumbai". The designs depict various aspects of life in the city such as overcrowding, price rise, migration and construction sites. [131]

On 3 July 2013, MMOPL announced that Wi-Fi services were enabled at all 12 stations on the line. Thefacility is expected to be available on moving trains by the end of the month. You Broadband is the service

provider. [132][133]

There are no parking facilities available on Line 1. The MMRDA stated that this was because there was nospace available. [134] The Ghatkopar station is connected with the western side of the Ghatkopar railwaystation through a 12-meter wide foot-over-bridge. [135][136][137] As per the station area improvement plan, a100-metre space outside metro stations are termed as "influence zones". Parking, hawkers andencroachments are prohibited in these zones. [138]
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All facilities of the Mumbai Metro including the stations, metro coaches and toilets, are disabled-friendly.A gradual ramp is provided from road level to the elevator podium below metro stations for use bydisabled, visually impaired or senior commuters. At the end of the ramp, overhead covers are present to

protect against inclement weather. Elevators at stations are large enough to accommodate wheel chair- bound commuters, and the elevator buttons have information in Braille apart from regular updates of operations by way of announcements. Tactile paving/flooring has been provided from the elevators at theconcourse to the ticket vending machines, and then till the edge of the platform to guide the visuallyimpaired along the route. One of the AFC gates is wide enough to allow entry of people on wheelchairs.The ticket vending machines will also aid passengers with speech impairment and signage design, including

pictograms with high contrast levels, intended to help those with limited visual capacity and cognitivedisabilities. The toilets are specially designed to accommodate wheelchairs and facilitate disabled persons.All coaches have designated space for wheelchairs, alongside the benches, and emergency intercom devicesare also installed near the wheelchair space, at a lower height to enable the disabled to use the facility. [139]

Line 1

# Station Name Inter-stationdistance (km) Connections

1 Versova 0 None2 D.N. Nagar 0.955 Line 2 (planned)

3 Azad Nagar 0.796 None

4 Andheri 1.36Andheri railway station(Western Line, Harbour Line, Indian Railways)

5WesternExpress

Highway1.007 None

6 Chakala 1.264 None

7 Airport Road 0.725 None

8 Marol Naka 0.598 Line 3 (planned)

9 Saki Naka 1.075 None

10 Asalpha 1.123 None

11 Jagruti Nagar 0.862 None

12 Ghatkopar 1.056 Ghatkopar railway station(Central Line)

Infrastructure

Rolling stock

Six international firms - Siemens, Bombardier, Alstom, Rotem-Hyundai, Chunyun, and Nippon Sharyo -were shortlisted to provide rolling stock for the line, [140] but CSR Nanjing was ultimately chosen to supplyrolling stock. [141] CSR Nanjing was awarded a contract in May 2008 to supply 16 trains of 4 cars each for a
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A Mumbai Metro train in 2010.

Interiors of the Metro coach

total fee of 6 billion (equivalent to 9.1 billion or US$150 million in 2014). The design of the rakes isderived from the Chinese domestic Type A design, with the stainless steel body widened by 200 mm toincrease capacity by 72 to 390 passengers. These trains were CSR's first 25 kV AC metro trains, and thefirst metro trains to be built in China for India. The first rake was shipped from Shanghai on 23 March2010, [142] and the last rake arrived at Mumbai port by the end of February 2014. [60][143]

Line 1 was allotted 64 coaches,[144]

making up a total of 16 four-coach trains of which 14 operate on the line. The remaining twotrains are kept on standby - one in maintenance standby (coldstandby) which is in the yard and the other on operation standby(hot standby) which is the line. [145][146] All coaches are air-conditioned and have humidity control, and designed to reducenoise and vibration. [147] Each coach is approximately 2.9 metres(9.5 ft) wide [148] and has 48 seats. A coach has a capacity of 375 passengers, and a single four car train hasa total capacity of 1500 passengers. The coach body is made of lightweight stainless steel, with fire resistantmetal doors. Coaches have metallic silver colour exteriors, and can be covered with vinyl sheets to displayadvertisements. The interior features anti-skid floors, and longitudinal seats with dedicated space toaccommodate wheelchairs. [130] Trains on Line 1 are fitted with the VTS Firetide 7010 video transmissionsystem. [45] Coaches are also fitted with LED displays showing dynamic route map, and LCD TVs for entertainment, information and advertising. Windows in coaches are made of double glazed laminated glassto shut out noise. Each coach has 8 externally hung, sliding bi-parting doors except the pilot cabin whichhas only 2. Doors are broad to enable wheelchair access. The maximum gap between the station platformand the doors is 85 mm. [130] Trains are outfitted with a number of features for safety and convenience,including 3D route maps, first-aid kits, fire-fighting equipment and intercom systems permittingcommunication with the train driver. [22] Passengers can press a button inside each coach to directlycommunicate with the train pilot in case of an emergency. [45] Each coach also contains a black box to assistin accident investigations. [22]

The rolling stock is cleaned daily in an automated washing plantutilizing eco-friendly technology. The washing plant lies on thetrack leading into the depot, and can be used by all trains entering or exiting the depot. The plant pre-wets the coaches, before mixing thechemicals in water. It then cleans takes 3 minutes to clean thecoaches evenly from all sides. According to an MMOPL official,"The only action the Metro pilot will have to take is slow the traindown to under 5 kmph while in the passage of the plant. Any trainthat does not need to be washed will pass the automated wash plantwithout any hindrance by moving at a speed of more than 5 kmph.A panel displays all data like the number of trains washed, the

process a train is going through, the water and the chemicalindicator. The trains can be cleaned in less then three minutes with just 600 litres of water, of which 80% isrecyclable." Manual washing with pressure pipes would require 3 hours and 3,000 litres of water. The entire
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train can be washed in one pass due to precise brush arrangements. Reverse osmosis removes stains onglass and the smell left after washing, at the final stage of the plant. According to the MMOPL, the processuses no acid, less water and a chemical-free, natural and water-based detergent. [149]

If a metro train pilot is incapacitated due to any reason, a "dead man device" is activated within a fewseconds bringing the train to a halt. A train pilot also has the option to switch the train to auto mode in casehe/she is unwell. The Operation Control Centre (OCC) immediately receives information that the train hasstopped between stations, and will dispatch a station controller to the stalled train, who can then drive it tothe next station. The OCC will also control the movement of other trains on the same line to avoid anyaccidents. [150]

Power

The ABB Group was awarded the contract for supplying power systems to Line 1 on 31 July 2008. ABBwill be responsible for the supply, installation, testing and commissioning of traction electrification, power supply, power distribution and SCADA system for the first metro corridor. [151][152] A 30 metre neutralsection has been provided between the Chakala and Airport Road stations to ensure uninterrupted power

supply. This neutral section divides the entire overhead equipment section into two parts - one fromVersova to the neutral section at Chakala station, and the other from Ghatkopar to the neutral section atAirport Road station - and makes them function independently. Power, at 25,000V, is fed from the D.N.

Nagar and Marol receiving sub-stations (RSS) for the stretch from Versova to Chakala station, andGhatkopar to Airport Road respectively. If one RSS fails, the neutral section can be switched on so thateither of the substations can run the entire line. Diesel generator sets of 180KV capacity are provided ateach station to run the essential load during power failure. Diesel generator sets of 1000KV at DN Nagar Depot work station will run the control rooms and the essential load during power failure. The centralisedsystem will help the technical staff restore power supply as soon as possible [139]

The choice of 25KV alternating current (AC) power supply was criticized by MMRDA director (technical)S P Khade in an article in a railway industry magazine. Khade wrote that the current method of power supply could be dangerous for buildings close to the metro line and a hazard during the monsoon. He alsowarned that parting of overhead wires and other equipment could be dangerous for those on the road below,as they would hang down from the elevated corridor. He instead favoured 1,500V direct current (DC)

power supply, which he claimed was used by 97% of metros around the world. He also argued landrequired for a DC substation would have been one-third of what is needed for an AC substation, and thatDC trains were lighter, leading to higher pick-up speeds, lower power requirements and a lighter load onthe elevated structure. Khade explained that he did not take up the issue as MMDRA director, because heclaimed that the decision to use 25KV had been made before assumed the post. [153]

Signaling and communications

Line 1 features an advanced signaling system, including an automatic train protection system (ATPS) andautomated signaling to control train movements. [154] Siemens supplied the signalling and train controlsystems required for the project, [151] while Thales Group supplied the communication systems. Thenetwork's signaling and train control systems will be based on LZB 700M technology. [152]

Bridges
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The cable-stayed metro bridge over the Western Express Highway inAndheri.

Line 1 contains a 1284 metre steel bridge, modeled on the HowrahBridge in Kolkata, [155] crossing the Western Line at Andheri. It isthe first steel-and-concrete bridge over the Mumbai SuburbanRailway. Construction of the bridge, which is supported by 3 pillars,started in early 2012 and completed on 23 December 2012. Themetropolitan administration claims the bridge was built in 288 dayswhich is a record. It cost 350 million (equivalent to 400 million or

US$6.5 million in 2014).[156]

The bridge was constructed byBraithwaite Burn & Jessop Construction Company (BBJ), Kolkata.Interestingly, BBJ had also fabricated the Howrah Bridge. Due torestriction in working hours and non-availability of space, the steelgirder had to be pre-fabricated at BBJ's Heavy Plant Yard inKolkata. It was designed such that it could be disassembled duringtransportation and reassembled at the site when all four columns of the bridge were ready. It took 67 daysto transport it to Mumbai on a piecemeal basis. The bridge was initially supposed to be made of concrete

but due to changes in plans, it was changed to a steel bridge. The bridge faced several challenges - the biggest being building a pillar in the middle of the tracks without restricting train traffic even for a day. [156

Another notable bridge on Line 1, is the 175 metre long cable-stayed bridge over the Jogeshwari Flyover onthe Western Express Highway. The bridge is the first and highest cable-stay bridge for a metro in Asia. It isalso Mumbai's second cable-stayed bridge after the Bandra Worli Sea Link. The Jogeshwari flyover is 13metres above ground level and the metro line travels at a height of 19.5 metres above ground level. Thehighest point of the bridge is 39 metres above ground level. Construction on the bridge started in mid-2009.It was expected to be completed by April 2010. Due to delays it was completed on 24 August 2012. The

bridge was built by MMOPL with the help of Switzerland based, VSL International Ltd. The steel cableswhich hold and support the bridge are anchored to two Y-shaped pylons that weigh over 1000 tonnes. [157]

The contract for cable stay bridge over the Western Express Highway and two other cantilever bridges over Andheri and Mithi River were awarded to SEW Constructions Limited. [151]

Water recycling plant

MMOPL built a state-of-the-art waste water treatment plant at the Versova car shed where Line 1 trains arehoused for repair and cleaning. The plant recycles water used to wash rakes. It has a capacity to recycle 5lakh litres of water daily. The unit comprehensive waste water treatment plant will ensure that water used inoperating the metro gets treated and pumped back into the system thereby achieving zero-waste discharge.The daily water requirement at the Versova car shed is 3 lac litres for domestic usage and another 0.5 laclitres for industrial as well as few additional requirements for other plants and equipments. [158]

Wastewater treatment

On 1 October 2012, Xylem, a water technology provider based in the United States, announced that it had been awarded a contract to develop wastewater treatment and recycling systems for the Mumbai Metro. Thevalue of the contract was undisclosed. The system will incorporate a 1.2-million-litre-capacity sewage
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Logo of MMOPL, the joint venturethat operates Line 1.

treatment plant with wastewater recycling capabilities; trials of the plant were expected to be commissioned by late November 2012. The plant will be equipped with Xylems Sanitaire wastewater treatmenttechnology, which is expected to help save up to 1.2 million litres of water a day. [159]

Operations

Operator

The contract for the VersovaAndheriGhatkopar corridor wasawarded to the Mumbai Metro One Pvt Ltd (MMOPL), a jointventure company owned by Reliance Infrastructure, VeoliaTransport and the MMRDA, in March 2007. [10] The MMOPL is aspecial purpose vehicle incorporated for the implementation of theLine 1 project. Reliance Infrastructure holds 69% of the equity sharecapital, while MMRDA holds 26% and remaining 5% is held by Veolia Transport. [160] MMOPL is the first

public-private partnership initiative for a metro project in India. [161] The MMOPL is the designated Metro

Railway Administrator of Line 1, as defined by the Metro Railway (Operations and Maintenance) Act,2002 . Although the Act requires the administrator to be under the scope of the Right to Information Act , adifferent mechanism is currently in place. The mechanism permits citizens to file RTI queries concerningLine 1 with the MMRDA, similar to the mechanism used by the privately financed Rapid MetroRailGurgaon. [162]

Ticketing and fares

The minimum and maximum fares on the line are 10 and 40 respectively, roughly 1.5 times the currentunsubsidized BEST bus fare for a given distance. [127] Line 1 utilizes an Automatic Fare Collection System(AFC). [6] Tickets are sold in the form of tokens and smart cards over the counter and also through ticketvending machines installed at all stations on the line. Similar to the Mumbai Monorail, the ticket vendingmachines (TVMs) on the metro do not accept the new 1 coins that are smaller in size and the old 2 coins,due to non-availability of software with the Reserve Bank of India for these coins. However, TVMs accept5 and 10 coins. The smart cards system is intended to provide for quick entry and exit of commuters

through the automatic fare collection gates. The maximum credit a smart card can hold is 10,000. Cardholders have the option to get the cards personalised with their names and photographs printed on them.Smart cards can be recharged online. [163]

From 19 June 2014, the MMOPL introduced an off-peak fare of 5 on Line 1. The fare applies between anytwo stations, regardless of distance, from 5:30am to 8:00am on weekdays. The fare was announced on trial basis for a week. [164] This made Mumbai Metro the first metro system in the country to introduce "time of the day" tariff in an AFC system. Commuters purchasing tokens must purchase the token during off-peak hours, and then use the token with half an hour of purchase to avail the benefit. On the other hand,smartcards automatically deduct the lower fare, if a commuter uses his card to exit the metro during off-

peak hours. [165][166][167]

Frequency
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Services operate on Line 1 for 18.5 hours everyday (5:30AM to midnight). Headway on the line is 4minutes during peak hours and 7 minutes during non-peak hours. [138] Station dwell time is 30 seconds. [6]

Approximately, 200-250 services are operated daily on the line. [168]

Ridership

A metro train has four coaches and an overall capacity of 1500 passengers (375 per coach). [169][170] Theseating capacity of every coach alternates between 48 and 52, of which 4 seats in each coach are reservedfor senior citizens and handicapped commuters. [171] From 15 August 2014, following demands by femalecommuters, 32 of 48 seats in the Versova-end coach of every four coach train is reserved for women. Theseseats are part of a reserved space for women which is separated from the rest of the coach by a stripseparator and can accommodate 150 passengers, including standees. Male children under the age of 12,who are accompanied by female passengers, are permitted in the reserved space. [172][173][174] Prior to theintroduction of the reserved space, 6 seats per coach had been reserved for women. [175]

According to the MMOPL, Line 1 has transported 18.5 million passengers as on 10 August 2014, with an

average daily ridership of 300,000-500,000.[176]

Speed

The MMOPL had sought approval from the Research, Design and Standards Organisation (RDSO) tooperate trains at a maximum speed limit of 90 km/h under test conditions. [59] The RDSO permitted trains tooperate at 80 km/hr on straight sections (subject to certain conditions), and 50 kmph at curves. In addition,metro trains will be permitted to operate at a maximum speed of 50 km/hr on the 300-metre radius betweenSarvodaya and Ghatkopar. The maximum speed of 80 kmph would be allowed on straight stretches, only if a rail stress management system (RSMS) and a wheel impact load detection (WILD) system were installed.The RSMS system determines rail stress and temperature, so that flaws in rails due to wheel impact or temperature fluctuation due to weather conditions can be monitored and removed. WILD is a safety systemthat is used to identify wheels defects in wheels, that occur due to overload or defect in the suspensionsystem, measuring its impact on the track, thereby avoiding derailments.. These standards were specified

because the rails installed for the metro project are of European standards, and the government had notspecified any uniform standards. MMOPL duly installed the systems, prior to the metro's opening. [177][178]

The RDSO had initially permitted a maximum speed of only 50 km/hr. The speed was reduced due to thesteel tracks and supporting infrastructure. According to a railway official, "These tracks have beenconstructed based on European standards but we follow Indian Railway standards. The two havedifferences on several technical parameters, including the tolerance limit of tracks and even curves." [179]

The slower speed would have added around 7 minutes to the journey time. [179] Another reason why trainson the line operate at slower speeds is because the average distance between two metro stations is about 800meters to 1 km which prevent them from picking up speed. [179]

Trains operate at an average speed of 35 km/hr, [180] and cover the 11.40 km distance in 21 minutes. [6]

Security
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MMOPL announced on 13 December 2013 that Line 1 will have dedicated sniffer dogs and hand-heldexplosive detectors at every station, due to heightened security and constant terror threats in Mumbai.MMOPL claims that Line 1 will be the first metro line the world with sniffer dogs patrolling every station.The statement released by MMOPL stated, "Trained sniffer dogs will patrol each of the stations. There will

be security guards in civilian dress who will intermingle with the public to check for any suspicious activityoutside and inside the station premises." Apart from private security guards deployed by MMOPL, the StateGovernment will also provide security for the metro from the Maharashtra State Security Corporation. [181]

Other security measures on Line 1 include Door Frame Metal Detectors, baggage screening machines, [130]

random armed patrolling by Quick Response Team, guards, and designing stations in such a way that thereis no hidden place where explosives can be kept. There are 700 real-time CCTV cameras installed atstrategic locations on Line 1. Every passenger entering a station is frisked, and their baggage put through X-ray scanners. [181] All stations are fitted with fire alarm systems, fire safety devices and trains have fireresistant metal doors. [130] Passengers are prohibited from carrying luggage measuring more than 2 ft x 1.5 fton the metro. [182]

The MMOPL created a security team called the Intelligence Gathering Unit (IGU) to provide security to themetro system and its passengers. A senior metro official explained, "The trained unit will keep an eye in thevicinity of Metro stations in plain clothes, posing as common men. The unit will be on the lookout for mischievous activities in Metro stations by miscreants and take necessary action. Depending on the kindand level of trouble and threat posed by such people, action will be taken against them. Senior security

personnel will take a call if these persons can be punished or penalised under the Central Metro Act, or should be handed over to the local police for necessary action." At least 2 IGU personnel, of which at leastone is female, are present at each metro station at any given time. IGU personnel are monitored by theQuick Reaction Team (QRT) or security staff in the station. [183]

Following an incident on the mostly underground Kolkata Metro Line 1 on 23 June 2014, where a non-ACmetro train carrying passengers developed a glitch and got stuck inside a tunnel for 90 minutes, MumbaiMetro officials stated that that they had prepared a comprehensive plan to evacuate commuters from trains,stations and midway in the event of an emergency. An MMOPL spokesperson stated, "The evacuation

process will take two minutes if passengers are asked to alight mid-section and 7-10 minutes if the train hasto be taken to the nearest station." [184]

Retail and advertising

MMOPL possesses 15 crore worth of media assets including static signs at the platform and concourse

(both "high dwell time" places) wraps at the entry and exit gates, a connected digital network across all ninestations, branding on the backside of train passes/tickets, branding passage gates, and train wrap branding.Brands can also obtain station naming rights for a minimum period of 5 years. The rights will allowcompanies to display their name signage at the entry point and numerous exits, apart from branding acrossthe station. The station can also be fully designed in the brand's trademark colours. Other advertisingmethods include public announcements in and outside the train, as well as on the MMOPL website.MMOPL will also allow for branding inside the trains by playing digital movies/upcoming movie trailersand TVCs in the train, similar to BEST buses in the city, but with more sophisticated technology. [185]
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Times In novative Media (TIM), a subsidiary of Bennett Coleman & Co that operates its out-of-home media business under the brand Times OOH, acquired the advertising rights for Line 1 in December 2013 for a period of 15 years. [186] The company offers advertising on 147 high definition digital screens (both insideand on th e stations) and 375 static units at the 12 stations on the line, along with pillar wraps, train wraps,station co r ridors, train interiors, median junction advertising and naming rights for the stations. [187][188]

Times O OH published a newspaper advertisement on 4 April 2014 stating that it was e-auctioning the

naming ri ghts for 12 stations of Line 1. The advertising agency plans to mention the highest-bidders brandon the ma in signage at stations, in public announcements, on the main entry signage and route maps. Whilethe name s of the stations would remain essentially the same, these would be accompanied with a prefix of the highe st-bidders brand name. However, the MMRDA Commissioner UPS Madan stated that theMMOPL had never discussed the move with the development authority, stating, I was surprised to learnabout it. I t was never discussed with us directly or indirectly. We will take it up with them. They do haverights for commercial exploitation of station areas and can engage a third-party agency for it, but we hadthought it would be just boards, hoardings and illumination. I am not sure if this is permissible. TheMMOPL insisted that the advertising would not violate provisions of the concession agreement. A companyspokespe rson stated, "There is no change in the name of the station. The prospective advertisers will use

their bran d name or appearance at various locations without violating any applicable provisions in theconcessio n agreement". [189] If the e-auction is implemented, the Mumbai Metro will become the only thesecond m etro system in the country, after Rapid MetroRail Gurgaon, to auction naming rights for itsstations. [190]

All 12 sta tions on the line have food and beverage (F&B) shops, convenience stores and ATMs. ATMs arelocated o n each side of the concourse level. Some leading fast-food, icecream, mobile accessories,stationery and confectionery chains operate outlets at stations. Mobile accessories stores are located at eightstations ( excluding Azad Nagar, Chakala, Western Express Highway and Jagruti Nagar). [191] Lite BiteFoods Pv t Ltd (LBF) was awarded the F&B concessions across all stations on Line 1. Each of the stations

are equip ped with two food outlets, one of Street Foods of India and one of Baker's Street. Baker's Streetserves a wide array of coffees, smoothies, shakes, cakes and confectioneries freshly baked at the premises.Street Fo ods of India offers Indian street food. LBF supports these outlets from their 6400 sq ft commissarynear the i nternational airport. [192][193]

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