Hyderabad Metro| Phase one project to be commissioned by 2016

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20/12/2015

Hyderabad: The phase one of L&T Metro Rail Hyderabad Ltd will be commercially operational by the first quarter of 2016. The Telangana Government is exploring the possibility of expanding the metro rail network mandate from 72 km with the addition of another 85 km.

“The L&T and Hyderabad Metro Rail Limited have done a great job thus far in implementing the project as planned. Most of the hurdles for the project have been sorted out and we expect some of the remaining issues relating to the project in the Old City of Hyderabad would also be thrashed out soon paving way for completion of the project as per schedule in 2017,” KT Rama Rao, Telangana Minister for IT and Panchayat Raj, said.

Interacting with reporters after a test run of the metro rail project over a stretch of 8 km between Mettuguda and Nagole, the Minister said that the State Chief Minister, K Chandrasekhar Rao, is keen that the project is expanded from the current under construction 72 km stretch to 200 km in a phased manner.

“However, in the next phase, we have identified five extensions of total stretch of 85 km,” he said. Referring to the proposals made by the Telangana Government after it assumed office last year about change in alignment, Rao said the government had proposed certain changes keeping in mind the heritage structures and some requests made in a couple of corridors.

“All of these have been sorted out, we expect the works to be expedited and completed as per schedule,” he said.

The alignment issues got resolved as the metro authorities have agreed to develop the project even in a smaller 65 feet road width stretch. By doing so, the bottlenecks have been sorted out and the concerns expressed by hawkers will also be sorted out, he said.

‘We will provide special place and make it a hawkers’ paradise for those affected by the metro construction. They will get the best compensation too,” Rao added.

The test run conducted for the media in the presence of four Telangana Ministers and the officials of L&T Metro and Hyderabad Metro, over a stretch of 8 km, was very enjoyable, as per feedback from some of those who took the ride. Most on board took to selfies to share with their friends and families.

The 8-km stretch was covered in less than 8 minutes. The rail was piloted by Srilakshmi, a young lady from Peddapalli town.

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Lucknow Metro| Sreedharan expresses his satisfaction with Lucknow Metro Rail project progress

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Narendra Shah

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16/12/2015

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Lucknow: Dr. E. Sreedharan, Principal Advisor to Lucknow Metro, who was on a visit to the Lucknow Metro Rail Corporation Ltd. (LMRC) today, undertook a review of the various undergoing works of the project and expressed his overall satisfaction with the progress of the project.

He took a review of the physical progress of the project along with the Operation & Maintenance (O&M) preparedness of the organisation. In the morning, a presentation was given to him by the Project Director of M/s L&T, who briefed the ‘Metroman’ about the on-going civil construction activities which is being undertaken for the 8.5 km priority Metro corridor from Transport Nagar to Charbagh.

Dr. Sreedharan stressed the need for completing the civil works in time for system contractor to take up their work further and desired the civil contractors to take measures accordingly.

During this review meeting, LMRC also made a presentation on the draft Detailed Project Report (DPR) of Varanasi Metro which is being prepared by M/s RITES in coordination with Lucknow Metro. This draft DPR is proposed to be submitted to the government by the end of this month. Dr. Sreedharan, however, gave his invaluable suggestions towards preparation of this DPR.

The Principal Advisor finally expressed his satisfaction over the progress of work of LMRC and communicated his happiness over the fast progress of the works being undertaken by by Shri Kumar Keshav, Managing Director, and his team.

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Modi dreams Bullet Train, but India needs High-Speed upgrade

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Narendra Shah

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15/12/2015

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Chennai-Mysuru high speed rail line project is on full swing — Image for representation purpose only copyright: respective Authority

The Bullet Train project highlights:-

Highlight of Japanese PM Shinzo Abe’s visit is Rs 98,000-crore bullet train project
Project will take two-and-a-half years to plan, eight years to complete
Railways says Mumbai-Ahmedabad bullet train fare will be around Rs 6/km
At 300-350 kmph, Mumbai-Ahmedabad will take less than two hours to cover
Six proposed high-speed rail routes will bring down the cost of living and lead to economic development
India cannot depend on air travel alone for reasons of energy efficiency and climate change

An agreement on the Rs 98,000-crore bullet train between Mumbai and Ahmedabad is the highlight of Japanese Prime Minister Shinzo Abe’s visit to India. The project will be financed with a 50-year yen loan at 0.1 percent, which includes a moratorium on interest payments for the first 20 years.

Railway Minister Suresh Prabhu’s aides say the train will be viable with rates that are one-and-a-half times the current AC first class fares, or nearly Rs 3,000. That is Rs 6 per km.

Viability will depend on traffic and the frequency of service. Rail officials say there is enough between the two cities: trains are chockfull and flights are packed. At 300-350 kmph, the distance should be licked in less than two hours. This will create additional demand. With quick visits possible, more people will travel. Earners might persuade their families to relocate outside expensive and congested Mumbai.

Financial Rate of Return

The Japanese International Cooperation Agency (JICA), the aides say, has estimated the financial rate of return at 4.4 percent a year. This is less than the yield on government bonds. But the economic rate of return – or the impact on the economy – is estimated at 13 percent annually.

Fares alone will not be enough. Japanese bullet trains are cross-subsidised by revenue from property development. India’s bullet train corporation should be able to skim the increased land value it will create along the route through industrial enclaves and townships.

The project will take two-and-a-half years to plan and eight years to complete.

Though Japanese financial terms seem fetching, they may not actually be so. Former railway official Ved Mani Tiwari who, until August, was director of Kochi Metro Rail, found the dollar to be the most stable over a 40-year period, with annualised volatility of 4.5 percent. The currencies constituting the Euro yo-yoed by 6.5 percent while the yen swung the most at 9.5 percent annually.

India May End Up Paying More

If the Japanese loan for the bullet train is ‘tied’ and India can only buy Japanese equipment it might pay more than it should. Japanese electric engines for the Japanese-financed western freight corridor cost more than Rs 50 crore each. Alstom India has undertaken to supply higher capacity (12,000 hp) electrical engines with maintenance thrown in from its Madhepura plant for Rs 24 crore each.

Making Travel Efficient

As India’s economy grows and people’s income goes up, it will need an efficient way of moving large number of people quickly over long distances. It cannot depend on air travel alone for reasons of energy efficiency and climate change. Trains use one-fifth the energy of airplanes and the carbon emission per passenger is much lower.

The Railways have already conducted studies to examine the viability of six high-speed rail routes. These are:

Delhi–Chandigarh–Amritsar (450 km)
Pune–Mumbai–Ahmedabad (650 km)
Hyderabad–Dornakal–Vijaywada–Chennai (664 km)
Chennai–Bangalore–Coimbatore–Ernakulam (649 km)
Howrah–Haldia (135 km) and
Delhi–Agra–Lucknow–Varanasi–Patna (991 km).

But if funds were finite and India had to choose between rail services that would give the biggest bang for money, it would opt for elevated 200 kmph semi-high speed trains connecting the metros with satellite cities that would make quick getaways possible.

Japanese International Cooperation Agency estimates financial rate of return at 4.4 percent a year
Economic rate of return – or the impact on the economy – estimated at 13 percent annually
If Japanese loan is ‘tied’ and Japanese equipment purchased, India might end up paying more
India needs more freight-only rail corridors and upgrading of existing routes to semi-high speed
Moving trains to higher speed, comfort and safety would have a greater impact

Decongest Metros

If one could cover the distance between Delhi and say Agra or Alwar in about an hour, it would make sense to live there and work in the capital. Such services would decongest the metros, bring down the cost of living, improve the quality of life and spread economic development around.

They would also boost domestic manufacturing of railway equipment, just as intra-city metro rails have done.
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There would be a lot more demand for engines, coaches and communication and signalling equipment, which would spur the ‘Make in India’ campaign.

The Japanese had themselves recommended semi-high speed for the Delhi–Mumbai route when the western freight corridor became operational. A JICA study expected 60 percent of freight trains on the Delhi-Godhra route, and 90 percent on the Godhra–Mumbai leg to shift across.

The capacity released would make semi-high speeds passenger trains of up to 200 kmph possible on the existing track (with fenced or elevated tracks, heavier rails, curves designed for tilting and collision preventing signalling systems).

Freight-Only Rail Corridors

JICA has estimated the cost of a 12-hour travel-time route between Delhi and Mumbai to cost a little less than $7 billion, or Rs 47,000 crore. A 10-hour journey time track would cost more than double ─ Rs 107,500 crore. The slower track was said to be financially viable.

If he had Rs 1 lakh crore to play around with, Alstom India Managing Director Bharat Salhotra, who was formerly with the Railways, says he would spend it on more freight-only rail corridors and upgrade the existing routes to semi-high speed. India, he says, requires quick mass transport before rapid transport.

Moving trains to a higher speed, comfort and safety band both within cities and between them would have a greater impact on the 4.5 billion suburban and 3.8 billion passengers who travel on the rail network annually, than a showcase project like the bullet train.

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MEGA Metro| IL&FS Engineering bags Rs.375 cr. Metro Rail contract in Gujarat

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Narendra Shah

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15/12/2015

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Ahmedabad: The IL&FS Engineering and Construction Company Ltd. has received a letter of acceptance (LoA) from Metro Link Express for Gandhinagar and Ahmedabad for construction of a viaduct corridor.

The total value of the project is Rs.374.64 crore. A component of the North-South Corridor for Ahmedabad Metro Rail Project Phase-I, the project is to be completed in 120 weeks from the date of issue of the LoA.

Announcing this, in a regulatory filing on Monday, the IL&FS Engineering said that it was currently executing three metro rail projects worth more than Rs.700 crore in Bengaluru, Gurgaon and in Kolkata.

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Delhi Metro| DMRC gets appreciation for its Green Initiatives by UN at Paris

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Narendra Shah

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15/12/2015

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Paris: The continuous efforts of DMRC regarding protection of global environment and sustainable Transport were appreciated by the United Nations at a high level meeting held on the side-lines of COP-21 at Paris, earlier this month.

The presentation given by Shri K.K. Saberwal, Director, Finance, DMRC in the meeting, organized by the Department of Economic and Social Affairs of the United Nations, highlighted Delhi Metro’s efforts in addressing the issues relating to sustainability in urban transport.

According to the presentation, DMRC has been a front-runner in quantifying climate change benefits and earning carbon credits from its projects on Regenerative Braking, Modal Shift and Energy Efficiency which have effectively reduced CO2 emissions annually. ‘The lead taken by DMRC in spearheading a metro revolution in India has resulted in metro systems being planned and executed in major Indian cities positively effecting the mitigation of the Green House Gases too’, Mr. Saberwal said during the presentation. He further demonstrated on DMRC’s Solar and other Green initiatives which was well received by the officials from the United Nations.

The UN Secretary-General’s High-Level Advisory Group on Sustainable Transport (HLAG-ST), includes leaders from the public and private sectors across world, including Dr. E. Sreedharan, Principal Advisor, DMRC, as its key member (Principal). The group is working to ensure that sustainable transport makes a meaningful contribution to the sustainable development of the planet and the implementation of the Sustainable Development Goals (SDGs) agreed at the UN Sustainable Development Summit.

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Mumbai Metro| Bids for Dahisar-Andheri Metro corridors to be floated soon

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Narendra Shah

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13/12/2015

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moviatrain — Generated by Percussion Rhythmyx/ImageMagick, copyright Science and Technology Facilities Council

New Delhi: The Mumbai Metropolitan Region Development Authority (MMRDA) and the Delhi Metro Rail Corporation (DMRC) are likely to float bids for the construction of two new Metro rail corridors planned for the city’s western suburbs in the coming week. The fully-elevated Metro lines will connect Dahisar East and Andheri East, and Dahisar to DN Nagar in Andheri West.

“The tender documents are ready and will be floated by next week. We will invite bids for the Dahisar East-Andheri East Metro, while the DMRC will call for tenders for the Dahisar-DN Nagar Metro,” said UPS Madan, Metropolitan Commissioner at the MMRDA.
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The MMRDA entered into an agreement with the DMRC for the implementation of the Dahisar-DN Nagar Metro in New Delhi on Friday. The DMRC will also work as an interim consultant for the Dahisar East-Andheri East Metro project until such time that a general consultant is appointed.

The total cost of the Dahisar East-Andheri East Metro is estimated at Rs 6,208 crore, while that of the Dahisar-DN Nagar Metro is estimated at Rs 6,410 crore, including the cost of land acquisition and taxes.
Both projects would be constructed on a cash contract model and the state government hopes to complete them by 2019 as part of Chief Minister Devendra Fadnavis’ plans of rolling out a 100-km plus Metro rail network in Mumbai within five years. The Dahisar East-Andheri East Metro would be 16.5 km in length, while the other corridor till DN Nagar would be 18 km long.

“We are in talks with Airport Authority of India to acquire a plot of land belonging to them in Dahisar as the car depot for the Dahisar East-Andheri East Metro. For the other line, we are trying to get possession of a plot in Malvani, Malad, that the government has allotted for a car depot,” said an MMRDA official who did not wish to be named.

The Dahisar-DN Nagar line will have 17 stations and will pass through Kandivali, Charkop, Bangur Nagar and Oshiwara to ultimately connect the Versova-Andheri-Ghatkopar Metro at DN Nagar.
The Dahisar East-Andheri East Metro will have 16 stations connecting Borivali, locations in Kandivali East, Goregaon’s Aarey junction, Bombay Exhibition Centre, the Jogeshwari Vikhroli Link Road junction and will terminate at Andheri East.

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Nagpur Metro | Dixit says, Nagpur Metro Rail work on track

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Narendra Shah

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13/12/2015

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Nagpur: The Nagpur Metro Rail work is on track and has gained momentum in Mihan on the south-north corridor, a senior official has said.

The Nagpur Metro Rail Corporation Limited (NMRCL) has started manufacturing the prefabricated parts of the boundary wall of the ground-level stretch which will soon be installed along the proposed metro rail track, NMRCL’s Managing Director Brajesh Dixit told a group of reporters who visited the site yesterday.

He said that the NMRCL has also started construction of the viaduct over the Nagpur-Wardha Railway line near Khapri railway station on Nagpur-Wardha rail route.

The contractor, who has been awarded the work from airport to Munje square section in Sitabuldi, has started geo-technical survey on Wardha Road.

Dixit admitted that there has been a delay in the preparation of tender for appointment of general consultant for the project, but said it would be done by February 2016.

“It should be finalised within two months. A consortium consisting of four companies have bid for it. One is led by French company Cistra, the second by German government company Deutschebahn and the third by a Spanish firm. The fourth consortium is led by another French firm Egis,” he said.

He also said that the construction activities will be visible to citizens by the end of this month.

“We have given a deadline of 27 months for completing the Dr Babasaheb Ambedkar International Airport-Sitabuldi stretch,” the official said.

“There is a bonus and penalty clause in the agreement. If the contractor completes the work well before the deadline, he will get a bonus. If there is a delay then there will a penalty proportional to the extra time required for finishing the construction,” he said.

The L&T Infra has been given the contract to design the first nine stations from Mihan depot to Sitabuldi. The stations will have a sleek and most modern look.

“We want our stations to be similar to the ones of Dubai Metro,” Dixit said.

About 76.40 per cent of land required for the project has been acquired.

“The total land requirement is 87.40 hectares costing around Rs 500 crore,” he said to a question.

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Delhi Metro| Haryana pollution panel slaps notice on DMRC

By

Narendra Shah

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13/12/2015

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Gurgaon: The Delhi Metro Rail Corporation is not treating the water before it being discharged into the sewerage pipeline which falls into Nazafgarh drain through different channels connecting the Yamuna.

The Haryana State Pollution Control Board (HSPCB) has served a notice to the Delhi Metro Rail Corporation (DMRC) for allowing discharge of untreated water waste from its Huda city Centre Metro Station into the main sewer pipeline of Gurgaon.

Even though the DMRC has set up a Sewage Treatment Plant (STP) at the metro station, it was not treating the water before it being discharged into the sewerage pipeline which falls into Nazafgarh drain through different channels connecting the Yamuna.

Metro Rail News learnt that the STP installed at the Huda city metro station is not functional due to some technical glitches. The station witnesses a daily footfall of over 70 thousand passengers and a number of commercial outlets are also operational and thus, generates a significant amount of sewerage water.

“Any commercial institution having STP installed in its premises cannot be allowed to discharge polluted water into the main sewage pipeline. We have served notice to DMRC in this regard four days ago and asked them for a reply,” said Bhupindar Singh, regional officer of HSPCB north zone.

A DMRC spokesperson said they have not received the notice till Friday but maintained they would look into the matter and take necessary action.

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UP Govt aims to begin Metro work in Kanpur, Varanasi simultaneously in 2016

By

Narendra Shah

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13/12/2015

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Lucknow: In an ambitious move, UP government is contemplating kick-starting the Metro rail project in Varanasi and Kanpur simultaneously in the new year. While the detailed project report (DPR) of Kanpur Metro has already been prepared, the one for Prime Minister Narendra Modi’s constituency Varanasi is expected to be completed by the end of this month. The two reports would be brought before the state cabinet for a formal approval.

The announcement is likely to come through at a time when the ruling Samajwadi Party goes into an election mode in the wake of assembly elections due in 2017.

Principal secretary, UP housing and urban planning, Sadakant, confirmed to TOI that the Metro rail project in Kanpur would be clubbed with the one for Varanasi.

“Being the Prime Minister’s constituency, Varanasi is expected to get full support the Centre. Kanpur would, therefore, be clubbed with it so that it gets equal attention,” Sadakant said.

Sources in the housing department said that the DPR for the Kanpur Metro project has been prepared by the Rail India Technical and Economic Service (RITES) and submitted to the UP government.

“The one for Varanasi is in the final stages of preparation and is expected to be submitted within a fortnight,” said a senior official in the housing department.

UP government sources, however, said that the financing of the two projects would not be easy to come by. The UP government is likely to follow the Public Investment Board (PIB) route to get the Centre as well as foreign funding agencies on board to get the project running. The Lucknow Metro rail project was stuck with PIB for a long time. It was only two months ago that the board gave its formal consent to the Lucknow project, paving way for it to get funds from foreign shores. Sources said that the Centre may soon put forth a proposal to this effect in the cabinet soon.

“The Lucknow project is already in advance stage. It is high time that the same project was launched in other major cities of UP,” Sadakant said.

In the case of Varanasi, sources said, UP government is mulling to propose corridors linking Diesel Locomotive Works (DLW) via Lahartara with Cantonment, besides Lamahi and Babatpur airport. Linking of Rajatalab, Pandeypur, Ashapur, Vishwasundari Bridge, Ring Road and Mughalsarai is also being considered.

The Kanpur Metro rail project is estimated to cost over Rs 14,000 crore. Sources said RITES has suggested two corridors of Kanpur Metro Rail. The first corridor, from IIT Kanpur to Naubasta, covers almost 24km. The second, of 8.6km length, will be from Agriculture University to Barra. A total of 22 Metro stations have been planned for IIT Kanpur to Naubasta corridor, while nine stations have been proposed for the Agriculture University to Barra corridor.

The agency has also suggested giving IIT-K a Metro link. The Kanpur Metro is proposed to run on standard gauge track. It is estimated to have a peak hour peak direction traffic of 16,800 passengers on the 23.79km long route from IIT Kanpur to Naubasta by 2021.
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Media Interview| JICA says Delhi Metro is a Shining Example of the India

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Narendra Shah

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12/12/2015

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New Delhi: Japan International Cooperation Agency (JICA) has been a staunch partner to Indian infrastructure development with the Delhi Metro rail project being an outstanding example. Tomohide Ichiguchi explains that JICA’s engagement in India is multifarious—spanning metro rail, urban infrastructure, power distribution and even human resource development. In the years ahead, JICA will continue to focus on infrastructure development, giving more attention to quality and sustainability, asserts Ichiguchi.

Japan has been amongst India’s oldest partner country with diplomatic relations dating back to over six decades. What would you regard as major milestones in the Indo-Japan cooperation journey?

JICA is not able to answer the question on diplomatic relations. As far as JICA’s activities in India is concerned, there is a number of major milestones achieved including being the largest bilateral partner for India, providing the largest amount of assistance to India among the recipient countries, dispatch of more than 6,000 Japanese experts to India, training of more than 5000 Indian people in Japan and other countries, emergency assistance to the economic crisis in 1991, JICA’s cooperation for two industrial corridors, and JICA’s cooperation to a number of important projects including metro projects in five metropolitan cities, Delhi-Mumbai dedicated freight corridor, forestry projects covering 13 states, water supply and sanitation projects focusing on important cities, human resource development of the manufacturing sector under the leadership of Dr. Shiba, Padma Shri awardee, and comprehensive assistance to Indian Institute of Technology, Hyderabad.

When it comes to basic and urban infrastructure, what are the key areas of interest for JICA in India?

JICA is committed towards development of both urban and basic infrastructure in various regions of India. About 51 per cent of our ODA loan commitment during 2000s and 2010s is towards the transport sector followed by water sector at 17 per cent, energy sector 15 per cent, and forestry & agriculture with 10 per cent. Our ODA commitment depends on requests submitted by the Government of India and the sectors of our assistance are decided by them. Once the request for a project comes, we send JICA staff and experts to examine the feasibility of the project in many aspects like technical, financial, social, environment and institutional and to see whether we are able to support the project or not. Once we think that the project is feasible and we are able to cooperate, we sign an agreement with the Government of India.

The Delhi-Mumbai Industrial Corridor and the Chennai-Bengaluru Industrial Corridors are very important projects both for their significance to Indian infrastructure and the active participation of JICA. Tell us more about JICA’s role in these projects and their current status.

The Governments of Japan and India, using public-private initiatives, agreed to develop the Delhi-Mumbai Industrial Corridor (DMIC) and the Chennai-Bengaluru Industrial Corridor (CBIC), including development of industrial areas for supporting economic development in India. JICA has been providing support through loans and technical cooperation as Official Development Assistance (ODA) for the development of DMIC and CBIC regions.

As far as CBIC is concerned, JICA’s Preliminary Study (May 2012 – Oct 2012) identified immediate concerns and impediments with regard to investment in the region from the perspective of infrastructure development and policy options for the state governments.

JICA together with the Central government and concerned state governments has developed a “Comprehensive Regional Perspective Plan for Chennai-Bengaluru Industrial Corridor Region” in 2014, where the need of huge infrastructure investments in the corridor ($181 billion) in 20 years (by 2033) was identified. In addition, JICA has developed a master plan in 2015 for the three selected Nodes, Ponneri in Tamil Nadu, Tumakuru in Karnataka, and Krishnapatnam in Andhra Pradesh. At the same time, stakeholders including the Central government, state governments, Government of Japan and JICA have identified 34 prioritized infrastructure projects.

JICA understands that after completion of the study, the Central and state governments have been making great efforts to realize the CBIC master plan.

Please discuss JICA’s role in the Delhi Metro Rail, which has been amongst the most successful urban transportation project in India. Is JICA also looking at other Indian metro rail projects as well?

JICA has extended ‘soft loan’ for development of the Delhi metro amounting to JPY 651.53 billion (as of October 2015). The Delhi Metro was developed in phases: under the first and second phases developed by 2011, 190km serving 142 stations in the city and its suburbs of Gurgaon, Noida, Ghaziabad and Faridabad were built. In the third phase, to be developed by 2016, additional 116 km serving 76 stations in the city and its suburbs would be added majorly under JICA assistance.

The first phase of Delhi Metro covering an area of 65 km system was completed in 2005, two years and nine months ahead of the schedule. Similarly, the second phase to add another 125 km was completed not only within the estimated cost but well within the scheduled time period in 2011. This has been viewed as a miraculous milestone achievement especially in the infrastructure sector in India. The project has sent very strong signal that with dedicated commitment, hard work and sincerity, the country can make remarkable progress. Delhi Metro is a shining example of the India-Japan cooperation.

We have been providing loans, as well as necessary technical assistance, for the construction of Mumbai (Line-3), Chennai, Kolkata, and Bangalore metro projects.

JICA, as we understand, engages only in government-backed projects. Please discuss.

Yes. JICA is the implementing agency of Official Development Assistance (ODA) of the Government of Japan, working on the basis of an agreement between the Government of Japan and a recipient government, and an official request from the recipient government is always a prerequisite to JICA’s cooperation.

We observe that JICA was associated with a power distribution upgrade project in Bangalore. Given that power distribution has traditionally been a weak area, how do you see the future role of JICA?

JICA is currently financing three projects for power distribution in Karnataka, Andhra Pradesh (and Telangana), and Haryana. Poor financial condition of discoms is caused by several issues such as power theft, mismatch between tariff and cost, inefficient collection of power bill, and technical loss. This is structural issue which is difficult to solve only by financing. In this regards, we understand that our important role for the area is not only for financing, but for strengthening the financial condition through technical assistance. We believe these activities will lead to Sustainable Energy for All (SE4All).

Tell us in brief about the objectives of the VLFM programme and how it could further human resource development.

The purpose of VLFM/CSM (Project for the Visionary Leaders for Manufacturing (VLFM) Program from 2007 to 2013 and Project on Champions for Societal Manufacturing (CSM) from 2013) is to create visionary leaders skilled to transform Indian manufacturing by conveying the management concept of the Japanese manufacturing to the senior and middle managers. For this purpose, VLFM/CSM Program has highlighted the “BIG M” (manufacturing) concept which covers the entire manufacturing ecosystem from concept creation of new product to after-sales service.

VLFM/CSM Program provides four different courses targeting inclusive human resource development in Indian Industry.

What are the key areas that JICA is involved in with respect to urban environment development (water supply and waste management, for instance)?

JICA has assisted improvement of water supply and sewerage, focusing on the major metropolitan areas, large cities, and industrial areas including Delhi, Bangalore, Hyderabad, Agra, Amritsar, Varanasi, and Amritsar. We have also assisted water supply and sewerage infrastructure improvement in the area facing serious health issues because of fluorosis and arsenic included in groundwater.

In those cities and areas, JICA has been supporting the development of water supply and sewerage treatment infrastructure together with introduction of volumetric-based tariff system, metering system, improved billing, efficient tariff collection, water loss reduction activities, promotion of water saving practices, and promotion of private sector participation in service delivery and recycling water. Due consideration has been given for the underprivileged, particularly in the urban areas.

Around 30 million people will receive water supply through projects supported by JICA in India while 15 million people will be benefitted by the JICA sewerage projects.

How does India compare with other emerging economies insofar as JICA’s assistance to infrastructure building is concerned?

There is no difference in JICA’s assistance to infrastructure development between India and other emerging countries.

What is your view on India’s overall pace of infrastructure development in India and how do you see the road ahead for JICA’s engagement in Indian infrastructure?

JICA views infrastructure as one of the most important obstacles for sustainable economic and social development of India, which view was also indicated by various studies and voices of a number of Indian and foreign private companies. JICA will continue to focus on infrastructure development, giving more attention to quality, sustainability and operation and maintenance of infrastructure.

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